I know very very little about this engine and we know nothing about the camshaft except that it is not a mechanical cam, it is hydraulic. This car has traded hand twice because it does in fact start up, but it idles and runs badlyĪnd the best manifold vacuum reading it has ever had is 8.5. Equally useful plastic replicas include TH350, TH400, 700-R4, Powerglide, 4L80E, C-4, C-6, AOD, and Jerico transmissions, as well as a 6-71 blower case.I am going to look at a newly built 1969 Firebird 350 4 barrel engine, tomorrow, that has never run well since it was built by someone out of state. Current offerings include a big-block (shown) and small-block Chevy, Chrysler 426 Hemi, 392 Hemi, and 302, 351W, 460, flathead, and Ardun Fords Ford FE, Chevy 348, and GM LT1 are on the way. These replicas weigh between 14 and 25 pounds, so even when they're fleshed-out with the real stuff, the P-Ayr mock-up is light and easy to install, adjust, and remove as you work through the details. All threaded holes have molded-in steel inserts which make it possible to bolt on real metal components. Instead of wrestling with a 500-pound lump, do the job with a dimensionally correct lightweight plastic long-block replica from P-Ayr Products. It's all part of the mock-up process that uncovers problems and unexpected snags one by one. The stock GM 7.5-inch rear axle is pretty lame, but can be fortified with a posi and lower gears, or replaced with any '68-72 A-body 10- or 12-bolt axle equipped with HP Motorsport lower control arms.ĭuring a trial engine swap, you'll have the motor in and out of the car several times before the first test drive. Aside from the swap kit mounts, transmission crossmember, and oil pan, all you'll need is a non-Chevrolet TH400 and some head pipe reworking to match the Caddy manifolds. Otherwise, why would Edelbrock introduce an all-new dual-plane intake manifold (PN 2115)? The icing on the Caddy cake is that very few changes to the recipient are required. Either company can supply the proper motor mounts, brackets, pulleys, and oil pans, as well as a comprehensive gathering of headers, cams, pistons, and intakes if you want to dig in and really make the Caddoo haul ass. Thanks to companies like Cadillac Motorsports Development (CMD) and Maximum Torque Specialties (MTS), Caddy-to-GM intermediate swap kits are readily available the universal-fit swap kits stick a Caddy into virtually anything on wheels. These 9-inch and 12-bolt third members aren't cheap, but they'll take the worry out of using every last bit of that rat's power. Score a bolt-in aftermarket replacement from Currie Enterprises or Strange Engineering. But even the "premium" 7.625-inch rear axle will eventually grenade under the strain. If racing is in your future, use a non-lockup torque converter, which requires some valve body and front pump modifications. Those built from 1988-'92 are best, as they are capable of handling big power with only minor beefing. A quick and easy solution is to reuse the original (non-electronic) 700R4. ![]() While a variety of transmissions could be used, most require work to the torque arm and mounts. ![]() ![]() All it takes are V-8 motor mounts and custom headers (PN 65370 Hedman or PN 2226 Hooker). Of course, that's not the case, but this happy coincidence has spawned a steady stream of backyard-built big-block third-gen F-bodies. Like most General Motors products, third-generation Camaros and Firebirds assume standardized motor mount locations on the frame and block that make it seem as if fat-block compatibility was a prerequisite. An adjustable transmission crossmember from MTS (PN MT54, see Cadillac section) replaces the awkward diagonally located stock member for easier TH350, TH400, and dual-exhaust system installations. The wimpy 7.5 rear axle will have to go, but there's good news: HP Motorsport offers custom lower control arms that allow the bolt-on installation of '68-'72 10- and 12-bolt axles. Then add Hooker headers (PN 2241) some slight tweaking is required for clearance around the heater box, but the overall grief factor is minimal. To live the good old days as they never were, simply select your rodent of choice and use factory small-block mounts (PN 10213125 frame bracket and PN 459021 engine mount) to nail it in place. But that doesn't mean you can't turn back the hands of time by popping a rat under the hood of your '78-'87 Monte Carlo (or its intermediate-sized cousins, the Malibu, El Camino, Regal, Cutlass, and Grand Prix). Economic and environmental concerns plunged Detroit into a downsizing spiral that pretty much killed factory performance after the '72 model year.
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