1969 Chevrolet Nova SS
Purchased on November 21, 1988 in front of a Harley Davidson Motorcycle Dealership in Dumfries Triangle, Virginia for $2500, this Nova became my project for the past 19 years and still counting. It came equipped with numbers matching 300 HP 350 (L48), M20 Muncie Wide Ratio transmission, 12 Bolt Positraction with 3.55 ratio, bench seat, black standard interior, power brakes, and a Garnet Red exterior. Some non-factory parts that were on the car were: Holley 750 DP carburetor, Edelbrock Performer intake manifold, Mallory dual point distributor, Hurst Competion Plus shifter, psuedo traction bars, rear air shocks, Ralley wheels (14x6 front and 15x8 rear), and bunch of wire braided steel sheathing.
It's current incarnation is completely different than original purchased. It is now powered by a 407 CU IN small block Chevrolet using forged bottomend, AFR aluminum cylinder heads, Holley Electronic Fuel Injection, Tremec 5 speed manual transmission, 4.11 geared rear axle, and small Drag Radial tires for traction.
The engine was assembled by myself. A few small leaks and a warped intake manifold were the minor hiccups with the major difficulty is a suspect misphased camshaft. The engine dynoed at 273 WHP on a Mustang 1750 dynomometer, which equates to 341 flywheel horsepower at 4700 rpm. This is about 100 flywheel horsepower short of the expect goal. The engine literally won't rev past 6600 rpm! I expected it to willingly rev to a 7000 rpm shift point realizing that this would be past its current power band-in preparation for future improvements. Unfortunately, time has reared its ugly head and require the vehicle be placed into storage for next 3 years while I visit a foreign country.
The above shot is after arrival in Seattle, Washington from an 1800 mile trek thru snow/sleet/sand/gravel/salt. I used U Haul 'saran wrap' to protect the work I've accomplished. The paint is not good, but was unharmed by the plastic, matter of fact the result was outstanding...the car not even getting dirty except for the area that the plastic fell off (the roof) and a portion of the fuel tank.
Programming the EFI with the laptop while my brother drove was a feeling of absolute coolness. A carburetor will never again grace this vehicle!
Car has been truly transformed into a vehicle that starts easily (even in 20 degree weather), can be driven normally with good mileage (15 mpg around town), and can still throw some gears when whipped!
The engine was assembled by myself. A few small leaks and a warped intake manifold were the minor hiccups with the major difficulty is a suspect misphased camshaft. The engine dynoed at 273 WHP on a Mustang 1750 dynomometer, which equates to 341 flywheel horsepower at 4700 rpm. This is about 100 flywheel horsepower short of the expect goal. The engine literally won't rev past 6600 rpm! I expected it to willingly rev to a 7000 rpm shift point realizing that this would be past its current power band-in preparation for future improvements. Unfortunately, time has reared its ugly head and require the vehicle be placed into storage for next 3 years while I visit a foreign country.
The above shot is after arrival in Seattle, Washington from an 1800 mile trek thru snow/sleet/sand/gravel/salt. I used U Haul 'saran wrap' to protect the work I've accomplished. The paint is not good, but was unharmed by the plastic, matter of fact the result was outstanding...the car not even getting dirty except for the area that the plastic fell off (the roof) and a portion of the fuel tank.
Programming the EFI with the laptop while my brother drove was a feeling of absolute coolness. A carburetor will never again grace this vehicle!
Car has been truly transformed into a vehicle that starts easily (even in 20 degree weather), can be driven normally with good mileage (15 mpg around town), and can still throw some gears when whipped!
Comments: tmcarthurs@hotmail.com