Reviving a Legend: The 1967 Chevy Impala with an Edelbrock Performer RPM Kit

The 1967 Chevy Impala is more than a car—it’s a slice of American automotive history. With its long, sweeping lines and big-block V8 potential, this full-size cruiser remains a favorite among restorers and hot rodders alike. While a well‑preserved original can turn heads, many owners want more than just curb appeal; they want real, seat‑of‑the‑pants muscle. That’s where the Edelbrock Performer RPM kit comes in. Designed to unlock significant horsepower and torque across a broad RPM range, this package turns a docile cruiser into a serious performer. But what does it actually cost to upgrade a 1967 Impala with this kit? We’ll break down every expense—from the kit itself to the supporting parts and labor—so you can budget accurately and avoid surprises.

What the Edelbrock Performer RPM Kit Includes

Edelbrock’s Performer RPM line is aimed at street‑performance engines that see occasional track duty. The kit is available for Chevrolet small‑blocks (327, 350, 383, etc.) as well as big‑blocks (396, 454). For a 1967 Impala, the most common swaps involve a small‑block 327 or 350, but big‑block builds are also popular. The complete package typically includes:

  • Performer RPM intake manifold (dual‑plane design for street torque and top‑end power)
  • Cylinder heads (aluminum or iron, with 64–70 cc chambers and 2.02/1.60 valves)
  • Hydraulic camshaft (duration around 224/234 @ .050”, lift ~.488”/.510”)
  • Valve springs, retainers, and locks (matched to the cam profile)
  • Complete gasket set and installation hardware

This combination is designed to work together out of the box, which simplifies ordering and tuning. However, the exact cost varies depending on the engine family (small‑block vs. big‑block) and whether you choose aluminum heads (lighter, better cooling) or budget‑friendly iron castings.

Small‑Block vs. Big‑Block Pricing

For a 1967 Impala originally equipped with a 283, 327, or 350 small‑block, the Performer RPM kit (with aluminum heads) runs between $1,500 and $2,200 from major retailers such as Summit Racing or JEGS. If you opt for iron heads, expect to save about $300–$500. Big‑block packages (396/454) are pricier, often ranging from $1,800 to $2,800 due to larger castings and heavier components.

Detailed Cost Breakdown of the Performer RPM Kit

Let’s examine the individual components and their typical price points. These figures are based on current retail pricing (2025) and assume small‑block Chevrolet fitment.

ComponentPrice Range
Performer RPM Intake Manifold (Edelbrock #7101)$300 – $400
Aluminum Cylinder Heads (pair, Edelbrock #60999)$850 – $1,200
Hydraulic Camshaft (Edelbrock #2102 or #2103)$150 – $250
Valve Springs & Retainers Kit$100 – $200
Gaskets & Fasteners (Edelbrock #8500)$50 – $100
Total Kit (estimated)$1,450 – $2,150

Note: Prices vary by retailer and sales. Buying a full kit from Edelbrock or an authorized dealer often yields a slight discount versus purchasing parts individually.

Additional Parts and Supporting Modifications

The Performer RPM kit is powerful, but it cannot work in isolation. The 1967 Impala’s original fuel, ignition, and exhaust systems are simply not designed to feed a high‑output engine. Upgrading these systems adds significant cost—but is essential for reliability and performance.

Carburetor Upgrade

A Performer RPM intake is a dual‑plane manifold optimized for a square‑bore carburetor. Most builders choose an Edelbrock AVS2 650 cfm or 750 cfm carburetor, or a Holley equivalent. Budget $350–$500 for a new carb. If you’re using an original Quadrajet, it may work with an adapter, but performance will be limited.

Fuel Delivery System

Higher flow rates require adequate fuel pressure and volume. A mechanical fuel pump with an integral regulator (e.g., Edelbrock #1721) costs $150–$250. For carbureted engines, a return‑style pump is not usually needed, but if you’re building a high‑horsepower big‑block, consider an electric pump with a regulator (adds $200–$400).

Ignition System

The 1967 Impala came with a points‑style distributor. While it works, modern electronic ignitions provide better spark and require less maintenance. A complete HEI distributor (like a D.U.I. or Pro‑Form) costs $200–$350. Add a set of high‑performance spark plug wires ($50–$100) and new plugs ($20–$40).

Exhaust System

The stock exhaust manifolds and single‑pipe system severely restrict airflow. Upgrading to long‑tube headers (such as Hooker or Hedman) plus a dual exhaust with free‑flowing mufflers is almost mandatory. Expect to pay:

  • Headers: $250–$500
  • Dual exhaust kit (up to 2.5” pipe): $400–$700
  • Mufflers (e.g., Flowmaster 40 series): $150–$300

Total exhaust upgrade: $800–$1,500.

Cooling System

Additional horsepower generates more heat. An aluminum radiator (like Be Cool or Griffin) with electric fans can keep temps in check. Budget $300–$600 for a performance radiator and $200–$400 for a dual fan kit and controller.

Labor Costs: DIY vs. Professional Installation

This is the largest variable in any upgrade project. If you have a fully equipped shop and mechanical experience, installing the Performer RPM kit yourself saves hundreds—but it’s not a simple weekend job. The engine must be partially disassembled (heads off, cam swapped, intake replaced), which requires engine removal or at least a thorough teardown in the car. Estimate 30–50 hours for a skilled home mechanic.

Professional shops typically charge $100–$150 per hour. A full top‑end rebuild with cam swap, intake, and carburetor install can run $1,500–$2,500 in labor alone. Add in the exhaust and cooling upgrades, and labor may exceed $3,000. For a shop doing a complete engine build (with blue‑printing, dyno tuning, etc.), the cost climbs higher.

Tuning and Dyno Time

Even with a matched kit, carburetor calibration and ignition timing must be dialed in for your specific vehicle weight, gearing, and altitude. A professional chassis dyno session with tuning typically costs $300–$600. If you opt for a street tune yourself (using a wideband O₂ sensor and timing light), you can save that fee, but be prepared to spend $100–$200 on a wideband kit.

Total Estimated Investment

Adding up all the main expense categories gives a realistic picture of the complete upgrade cost for a 1967 Chevy Impala. These figures assume a small‑block build with professional labor for major work and DIY efforts on minor items:

ItemCost Range
Edelbrock Performer RPM Kit$1,450 – $2,150
Carburetor$350 – $500
Fuel Delivery Upgrades$150 – $400
Ignition System$250 – $490
Exhaust System (headers + dual exhaust)$800 – $1,500
Cooling System Upgrade$500 – $1,000
Labor (engine work)$1,500 – $2,500
Labor (exhaust and cooling install)$500 – $1,000
Tuning$300 – $600
Grand Total (worst case with pro labor)$5,500 – $9,640

If you perform all labor yourself and hunt for deals on used parts (e.g., a used carb in good condition, or a friend’s spare headers), you could trim the total to $3,000–$4,500. For a big‑block build with higher component costs and additional labor for engine removal/reinstallation, add 20–30% to the numbers above.

Ways to Save Money Without Sacrificing Quality

The 1967 Impala is a classic, but that doesn’t mean you have to spend a fortune to improve it. Here are proven cost‑saving strategies:

  • Buy a complete kit. Edelbrock often sells the entire Performer RPM package in one box, reducing shipping costs and ensuring parts compatibility.
  • Watch for seasonal sales. Summit Racing and JEGS run 10–15% off sales several times a year (e.g., Black Friday, Labor Day). Timing your purchase can save $200–$300.
  • Refurbish used parts. A second‑hand set of aluminum heads can be cleaned and checked for cracks; you might pay half the new price. Just ensure they are not warped.
  • Do the exhaust yourself. Installing headers and a pre‑bent dual exhaust kit is manageable for a DIYer with a floor jack and basic tools. It’s messy but straightforward.
  • Skip the dyno tune if you’re careful. If you follow Edelbrock’s baseline jetting and timing recommendations, the car will run well for street use. Fine‑tune by feel and plug reading later.

Performance Expectations After the Upgrade

With the Edelbrock Performer RPM kit and proper supporting modifications, a 1967 Impala can gain 60–100 horsepower over a stock small‑block 327 (stock rated ~275 hp). The torque curve broadens, making the car much more responsive at highway speeds. A typical 350 with the kit, headers, and a 750 cfm carb will see around 350–400 hp at the flywheel—enough to thoroughly enjoy the car without overstressing the drivetrain. For a big‑block 396, expect 400–450 hp.

Driveline Considerations

Before you start the upgrade, inspect the transmission (Turbo 350 or 400 in most Impalas) and rear axle. Increased power can reveal weak points. A tired TH350 may need a rebuild with a shift kit ($300–$600). The 10‑bolt rear end in 1967 Impalas is adequate for up to about 400 hp with a limited‑slip diff; beyond that, consider a 12‑bolt swap from a later Chevelle or build a Ford 9‑inch. That would add $1,500–$3,000, but for a street cruiser with occasional hard pulls, the 10‑bolt is fine with proper care.

Alternatives to the Performer RPM Kit

Edelbrock’s kit is not the only path to more power. Budget or preference may lead you to consider:

  • Edelbrock Performer (non‑RPM) kit – Lower lift cam and dual‑plane manifold work better with stock converters and low‑compression engines. Price is about $300 less.
  • Holley Sniper EFI system – Replaces the carburetor and intake with a self‑tuning throttle‑body injection. Smoother drivability but higher cost ($1,200+ for the kit alone).
  • Used factory performance parts – Long‑branch manifolds and a LT‑1 cam from a 1970 Corvette can be found cheap, but power gains are modest.

For most enthusiasts, the Performer RPM kit offers the best balance of cost, ease of installation, and proven performance.

Final Thoughts: Is the Upgrade Worth It?

Upgrading a 1967 Chevy Impala with an Edelbrock Performer RPM kit represents a significant investment—typically $5,000–$9,000 when all supporting changes and professional labor are included. Yet for owners who want a reliable, powerful street machine that turns every drive into an event, the payoff is immense. The Impala’s chassis and interior space make it a fantastic grand‑touring car, and the extra horsepower transforms it from a gentle cruiser to a true muscle car.

By carefully budgeting, shopping for deals, and tackling as much labor as you can yourself, you can keep the project under control. And when you first feel that torque push you back into the bench seat, you’ll know every dollar was well spent.