SS 454 Chevelle Convertible/LSX T56 hits the streets
11-26-2006, 02:13 AM
#1
SS 454 Chevelle Convertible/LSX T56 hits the streets Last time I posted the before pics of this jewel... It's been a few months, and we went a little further than we (and the customer) first planned, but the end product was worth the trouble for sure.
Here's some before shots, in case you missed them
The car was frame-offed about three years ago, and the 454 rebuilt with way too big a cam for it's low compression, oval port heads, long tubes that had horrible ground clearance, nice intake , carb, a sweet billet accassory drive, and a 700R4. It got single digit fuel economy and put down a dismal 233 HP on Mike Norris' chassis dyno.
In the past few months we've done the following mods:
Installed LS1/LS6 Hybrid with T56
Built 11:1 LS1 bottom end with CNC'd 2.02/1/.55 LS6 heads and intake
TRex cam with Partiot Gold springs
36Lb injectors
Hooker longtubes(ceramic coated of course)
all the little bolt ons .pulley, TB Ls6 pump, blah blah blah
LS6 clutch with adjustable hydraulics mated to reproduction clutch peal from Year One
T56 with Hurst shifter
2.5 X pipe with Flowmaster 40 series , chrome tips
Rebuild on the rear with a new Eaton, and 4.10 gears
12" Ls1 rear discs
new lines everywhere
Rick's stainless tank with Walbro in-tank pump and C5 fuel filter, all AN lines
1000HP driveshaft from Advance Driveline
Custom trans tunnel to fit T56, full Dynamat Extreme from the firewall to rear seat
Covan's gauge cluster with all Autometer C2 gauges, wired to LS1
Solid rear control arms with rubber and poly bushings
Eibach Pro springs
Bilstien's all the way around,
Hotchkis front and rear bars
SC+C Stage 2 plus front kit with nickel plated tall ball joints and tubular adjustable upper control arms
Frame notched for AC and oil pan clearance
Modified 2002 Ls1 brake master cylinder and brake booster
Custom air intake with MAF and dual K+N filters
Custom canned tune by Mike Norris (yet to be dyno fine tuned)
Here's a few in progress shots
Big props to Nick and Ryan for the twilight overtime so this guy could cruise the Daytona car show this weekend
There's still a few things that the customer plans on brining the car back for, like an under dash AC system, a smoothed firewall, and relocating the computer under the dash.(no room with the goofy stock evap box) This wasn't in the budget or timetable this time around, but the car'll be plenty of fun in the meantime.
Also in the spring I want to do some ATS alloy front spindles for him, and 13" brakes. That's all that's left of the original mechanics, is the stock front brakes and old style spindles. It still stops light years better than before with the new booster, MC, rear discs, and who knows how many pounds shaved off the front end with the engine swap.
Here's a few shots from today
Here's some before shots, in case you missed them
The car was frame-offed about three years ago, and the 454 rebuilt with way too big a cam for it's low compression, oval port heads, long tubes that had horrible ground clearance, nice intake , carb, a sweet billet accassory drive, and a 700R4. It got single digit fuel economy and put down a dismal 233 HP on Mike Norris' chassis dyno.
In the past few months we've done the following mods:
Installed LS1/LS6 Hybrid with T56
Built 11:1 LS1 bottom end with CNC'd 2.02/1/.55 LS6 heads and intake
TRex cam with Partiot Gold springs
36Lb injectors
Hooker longtubes(ceramic coated of course)
all the little bolt ons .pulley, TB Ls6 pump, blah blah blah
LS6 clutch with adjustable hydraulics mated to reproduction clutch peal from Year One
T56 with Hurst shifter
2.5 X pipe with Flowmaster 40 series , chrome tips
Rebuild on the rear with a new Eaton, and 4.10 gears
12" Ls1 rear discs
new lines everywhere
Rick's stainless tank with Walbro in-tank pump and C5 fuel filter, all AN lines
1000HP driveshaft from Advance Driveline
Custom trans tunnel to fit T56, full Dynamat Extreme from the firewall to rear seat
Covan's gauge cluster with all Autometer C2 gauges, wired to LS1
Solid rear control arms with rubber and poly bushings
Eibach Pro springs
Bilstien's all the way around,
Hotchkis front and rear bars
SC+C Stage 2 plus front kit with nickel plated tall ball joints and tubular adjustable upper control arms
Frame notched for AC and oil pan clearance
Modified 2002 Ls1 brake master cylinder and brake booster
Custom air intake with MAF and dual K+N filters
Custom canned tune by Mike Norris (yet to be dyno fine tuned)
Here's a few in progress shots
Big props to Nick and Ryan for the twilight overtime so this guy could cruise the Daytona car show this weekend
There's still a few things that the customer plans on brining the car back for, like an under dash AC system, a smoothed firewall, and relocating the computer under the dash.(no room with the goofy stock evap box) This wasn't in the budget or timetable this time around, but the car'll be plenty of fun in the meantime.
Also in the spring I want to do some ATS alloy front spindles for him, and 13" brakes. That's all that's left of the original mechanics, is the stock front brakes and old style spindles. It still stops light years better than before with the new booster, MC, rear discs, and who knows how many pounds shaved off the front end with the engine swap.
Here's a few shots from today
11-26-2006, 10:20 AM
#3
Looks good man! What fuse box and master cylinder did you guys use? I like that you guys kept the factory a/c.
Very clean install
edit:
Answered my own question, reading comprehension is not my strong point 
Very clean install
edit:
Originally Posted by Whistler
Modified 2002 Ls1 brake master cylinder and brake booster
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11-26-2006, 01:40 PM
#9
I spent a few hours at the customer's house today helping him with a few minor problems like the voltmeter not working, and we replaced a few of the factory pinch clamps with stainless hose clamps, and then took it for a cruise around town, down the highway and back. Perfect weather today. This car screams! It sounds like a 5.0 Mustang on crack buzing to 7K RPM, and handles pretty good too. IT doesn't quite have the "stuck to the road" feel that I thought it would, but it's probably mostly atributed to the original steering box from 71. Everything else is great and it tracks flat when ripping off the on ramp to the freeway.
The Hooker mounts are garbage, those got tossed, them I bought a BRP kit for the engine and trans, but the convertible has a different frame, so almost all that got tossed, too and I made the parts. No notch on the oil pan, I did a small notch on the back of the crossmember, but it was more for ease of engine removal later than it was out of neccesity.
The fans are from an LS1 F body.
The Hooker mounts are garbage, those got tossed, them I bought a BRP kit for the engine and trans, but the convertible has a different frame, so almost all that got tossed, too and I made the parts. No notch on the oil pan, I did a small notch on the back of the crossmember, but it was more for ease of engine removal later than it was out of neccesity.
The fans are from an LS1 F body.
11-27-2006, 01:31 AM
#12
Looks great! Only comment is to locate the air filter with a better source of cold air. I also wouldn't have the inlet tube to the TB directly behind the fan blowing hot air on it constantly. Why not 90* from the TB to the same side up top and then come down along the frame rail?
Keep up the good work. The new owner will want a twin turbo setup next!
Keep up the good work. The new owner will want a twin turbo setup next!
11-27-2006, 10:43 AM
#13
The intake track has two conical K+Ns, sucking as cold of air as you can get. I"ll post up a pic from the front when I find the charger to my camera. Looking at the car from the front you can see the "Hotchkis" on the sway bar, then the air filters are right above it.
11-28-2006, 07:55 AM
#18
Originally Posted by Whistler
What's involved with the Cherokee box swap? The master was no problem since it stayed attatched to the LS1 booster 
The Grand Cherokee (92-98) box is a direct bolt in frame wise. You need a different rag joint($85 new from Lee Manufacturing) and new hoses or hose adapters. The fittings on the cherokee box are o-ring fittings. Also have to switch the pitman arm off the current steering box.
The Grand Cherokee box is 2.75 turns lock to lock and has a large turning radius. Some of the other boxes you will loose turning radius.
I should be installing mine soon. I will let you know how it turns out.
There is quite a bit of info @ team chevelle forum.
11-28-2006, 09:07 AM
#19
For the booster, I switched out the rod and cup assembly from the 71 booster into the 01 unit, then added some more metal to the bracket where it bolts to the firewall. It wasn't too bad, I'm going to do the same thing to my 67 soon. I have some pics of the process but my digital camera is dead, and I have no idea where the charger is.
