I purchased this wagon last month from a friend and member here, thanks Jeff. It appears to be in original condition, came with the POP, the wagon owners manual and dealers sales invoice. Speedometer shows 88593 and judging from condition and the length of time it has been sitting it possibly could be original miles. Original engine and transmission are gone so eventually it may get a mild big block. For now it will be powered by an LT1 converted to a carburetor and HEI with a th400 transmission.
Here is the wagon, it is the original color Flame Orange Metallic code 65. I cleaned up a small section to see the color better and I like it.
Although I am really anxious to get started on the project, I need to finish a customers 57 Bel Air before beginning on the wagon but the parts for the 4 wheel disc conversion were just purchased.
The brakes are from a 98 - 02 F body. I was surprised to see how large the front calipers and brake pads were, the rears are the same as the set installed on my Nova.
Church Boys Racing makes a nice set of adapter mounts that can be used with either factory drum or disc spindles. The drum hub is used with the Camaro rotor. If using drum spindles the spacers are not required.
Rear brake install on the Nova
Updates will be posted as progress is made. Any tips or suggestions from wagon owners will be greatly appreciated.
A little but it is not done yet. I can't swim to get it to idle consistently and it runs rich when driving at slow speeds. I think if one gets fixed it will solve both issues.
Well it has 17000 miles on it now, still not running as well as I would like. Have a set of injectors to install, a new set of plugs, need to fix the AC, the compressor went bad, this time it will get a real Sanden not a Sanden "type". Still fun to drive even without ac in 100 degree plus weather. It has a lot of windows to roll down for air flow :laugh:
I'm going to take another try at getting the timing curve dialed in. Right off idle it retards from 12 degrees to 4 and cause a huge stumble. Not sure why, not seeing any knock retard. Need someone to drive it while I watch and adjust.
UPDATE
Due to the rising gas prices the 454 has been removed and an LQ4 is going in soon. The big block averaged 12 mpg throughout the 27000 miles it was in there. Hopefully the 6.0L will do much better.
Let me know if you need any help. You are going to love the 6.0. With my bone stock LS2 and T-56, I'm averaging around 19-20 MPG, and it's a crapload of fun. I think the LSA that I'll be putting in will get worse mileage, but should still be around 15-16 or so. But a 250HP bump will make it worth while.
Thanks Steve. The LQ4 is stock except for the throttle body. Using a cable operated LM7 unit. I'm going to visit my son and his family for 2 weeks, I'll post updates when work continues.
I run 3.73's in mine. I think they're about perfect with a 28" tall tire. With the double over of the T-56 I think a person could get by quite well with 4.10's also. Are you going to use the trans you're running now behind it?
Yes for now the 4L80 will be staying. Not sure about the 3.31 gear. I'm going to drop down from a 29" tire to a 27" but still not sure it has enough gear. Work is going to resume this weekend and hopefully by next Friday it will be back on the road.
The CBR mounts were made specifically for a Nova and not for a Chevelle. I thought accurate measurements were made and they would work. Guess walking the 12' between the cars was to hard on the memory. Ordered a set of ICT Billet plates, I'll let you know how it works out.
OKAY okay, here some photos for you 😉
All went well removing the engine, the harness and cleaning. Bill powder coated the accessory drive bracket, bought a new power steering pump, new 145a alternator and with Bills help fed the new harness through the firewall.
BTW that's a G body column, less expensive way to get a tilt.
Since I messed up on measuring the mount to bellhousing distance the plates I had would not work. While waiting for another set the inside the car electrical wiring was started. There were many wires that went nowhere to be removed before tying in the new harness.
In 2017 everything was done and we went for a ride around the subdivision, engine ran well, sounded good but the transmission wouldn't shift. Nothing I did helped, Steve drove down from Phoenix and helped trouble shoot the issue. In the process wires were added, wires were cut and in the end the transmission worked. Rather than tidy it all up right then it was bundled and hidden. In addition to removing 40' of wiring a few things that should have been fixed earlier have been. Seats move with the key off now, added a trigger wire for the electric fans to run when the AC is on, added the wiring to use a transmission performance mode switch and wired in a PNP Park Neutral position) switch. That will adjust the idle when in gear and when the AC is on.
So here is what it all looks like now, not pretty, but it is hidden in the console.
Inside the console, out of site and easy to access.
The ICT engine mount plates arrived today, there are 4 positions. Closest to the front of the engine places in stock position. The other 3 move the engine/transmission forward of stock. Tomorrow is install day, Bill is going to join in on the fun. Curious to see which one of us draws first blood 😂
Thanks Steve we did get it in but not without some trial and errors.
First issue was not having a place to secure the transmission dipstick. That mounting hole doesn't exist on the LS blocks. It needed to bolt to the head and buying another dipstick wasn't in the budget. Looking carefully at the transmission case I noticed the holes were 1/2" on the engine side, 3/8" on the transmission side. A 5/16" bolt fit in the hole, slid the mounting tab over that and secured it using double nuts.
The 1st position on the ICT Billet plates was not optimum, the mounts were moved to the next one which moves the engine forward .600" and this location worked great. Checked driveshaft engagement and it is good. There is plenty of firewall clearance now, the 2 top bellhousing bolts can be accessed easily. A smaller power steering pump pulley was needed to clear the steering gear. The offset was different but it went on far enough to align to the other pulleys. Not sure yet how the smaller diameter will affect the steering and brakes.
Leaving for New Mexico with Bill in the morning for the Copper Classic car show in Silver City New Mexico. I need a break and haven't been to any shows in 2 years. The guy that owns my 77 Nova may be there, it will be nice to see the car again.
Hope you and Bill have fun out there in Silver City! I'll be down your way the Sept 30th-Oct 2nd for the duct tape drags again. My 70 is basically untouched besides having Dakota Digital repair the clock crystals in my cluster... The LSA Swap should start after The Duct Tape drags, so it'll be a bit of a last hurrah for the LS2/T56.
Unfortunately, that's Good Guys Del Mar weekend. I'm committed to that.
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