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So the 302-2 pan is the ticket? How far is the right head off the firewall?
Yes, the 302-2 pan is the foundation to the system. The distance from the rear of right side cylinder head to the firewall will depend on whether the rear-bias, or forward-bias engine brackets are used. I will get the measurements from my notes on Monday and post them up for you.
67skylark, here's a couple of comparative images showing the distance between the back of a SB Chevy cylinder head in our 67 Chevelle and the back of the cylinder head of an LS engine mounted with the coming forward- bias Hooker engine brackets. If you were using the Hooker rear-bias engine brackets, the cylinder head would be 1" closer to the firewall.
I tested the fitment of low-mount A/C compressors and found that the truck, GTO and F-body units all fit when using the Hooker forward-bias engine brackets. Here's an image of each one installed.
The original buick 340 right head was ~1.75" off the fire wall, not sure where the difference is, engine or firewall position? My LS ended up 1 inch off the fire wall. My guess is the newer 302-2 pan would fit just as well as my hacked up f-body pan. The right tie rod almost rubs at about 17 inches from the aft end of the pan. Any chance you have the a measurement where it would have rub on your chevelle?
The original buick 340 right head was ~1.75" off the fire wall, not sure where the difference is, engine or firewall position? My LS ended up 1 inch off the fire wall. My guess is the newer 302-2 pan would fit just as well as my hacked up f-body pan. The right tie rod almost rubs at about 17 inches from the aft end of the pan. Any chance you have the a measurement where it would have rub on your chevelle?
I transfered the mock-up engine and mounts from the Chevelle to a 65' GTO today, so I can take a follow-up measurement in the morning to see what effect the different firewall has. The 302-2 offers better tie-rod clearance than the F-body pan due to its front edges having a larger radius.
The measurement from the back of the LS right side cylinder head to the firewall is basically the same in the GTO, so that means GM used different fore/aft mounting positions for the eng/trans mating plane across the various versions of the A-bodies. This would help to explain the use of the different tubular trans crossmember used in the Chevelles compared to the stamp formed crossmember used in the other A-bodies.
If you wanted to end up with the cylinder heads closer to the firewall, you can will have the option of using the rear-bias Hooker engine brackets. This will however greatly increase the amount of work needed to install any transmission other than a TH350, TH400 or Powerglide as the tunnel will require moderate sheet metal rework for any other transmission installation.
Todd, how is the clearance on the factory AC box looking? Will the coil packs clear the box?
The rear coil on the passenger side valve cover will need to be relocated as it does exhibit interference with evaporator case. This is the case even when using the forward-bias engine brackets; the rear-bias brackets would exacerbate the issue even further.
I'm eagerly awaiting this for my 65 buick convertible and 67 GS. Both have a boxed frame. Too bad the trans crossmember for the boxed frames isn't on the table yet.
I'm eagerly awaiting this for my 65 buick convertible and 67 GS. Both have a boxed frame. Too bad the trans crossmember for the boxed frames isn't on the table yet.
Crossmembers for the convertible models of the 64-67 and 68-72 A-bodies has been discussed and will be something that we'll more than likely develop in the future as a stand-alone effort.
Thanks. Just and FYI, The hi performance versions of the a-bodies also got the boxed frame as well. Gto, Buick GS, 442
Thanks for the clarification. I've not had the chance yet to complete the research identifying all of the models that featured the boxed frame, so I can use your tip as a go-by from which to validate the info.
Question for you Todd. With the long-tube headers, do they hand below the front crossmember? With my 350 small block, the long tube headers hung low and I wasn't able to deflate the airbags all the way as the car would rest on the headers. I had to use mid-length headers to avoid this. Trying to figure out what will be the lowest point on the car after the LS swap.
Question for you Todd. With the long-tube headers, do they hand below the front crossmember? With my 350 small block, the long tube headers hung low and I wasn't able to deflate the airbags all the way as the car would rest on the headers. I had to use mid-length headers to avoid this. Trying to figure out what will be the lowest point on the car after the LS swap.
Thanks,
Jim
My preliminary measuring puts the long tube headers just about even with the bottom of the engine crossmember. The lowest point under you car will more than likely be your automatic trans pan, or the rear section of the T56 if you are going the manual route.
My preliminary measuring puts the long tube headers just about even with the bottom of the engine crossmember. The lowest point under you car will more than likely be your automatic trans pan, or the rear section of the T56 if you are going the manual route.
hmmmm. I had a 700r4 before, which is basically the same as a 4l60. Once I changed to mid-length, I was able to lay it on the front crossmember. Probably wasn't on the trans pan as it still has a slight rake when fully air'ed out. At any rate, I guess I'll find out when you guys have the kit available. Thanks
04-02-2016, 09:59 PM
