Will be using Ultimate Headers on the LS7... 1 7/8” in a very compact package and made specifically to fit LS engines in the DSE subframe for Chevy IIs. Craftsmanship on these are stunning. Highly recommend them and the owner of the company is a great guy to deal with...

https://uploads.tapatalk-cdn.com/201...bb47eecd3b.jpg


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Outstanding. :cheers:

Thanks!


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Thanks, Chris... I’m following your build thread, too! Amazing combination of parts you’re putting together on your Camaro!


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‘63 Chevy II Pro-Touring Build
 

For the rest of the drivetrain on the Nova, I’ve got a QuickTime bell housing and a Katech LS9X clutch kit. The Katech kit takes the factory dual disc clutch and pressure plate from the ZR1 corvette (LS9, not the LT5) and adapts it for use with LS engines (crankshaft bolt patterns are different), using the ZR1 slave cylinder and a Katech designed flywheel. The entire combination is 12 pounds lighter than the stock ZR1 clutch/pressure plate/flywheel combo. Those that have it rave about its ability to hold power while retaining an OEM feel and no rattling in neutral like after market dual disc clutches.

I also purchased a new close ratio T56 from D&D transmissions in Michigan (Don was exceptional - very responsive and reasonable). They did the “Stielow upgrades” to it (they supplied Stielow with the T56 for his most recent build).. bronze shift forks, full carbon blocker rings and they swapped out the .63:1 sixth gear in the close ratio T56 for a .5:1 sixth gear found in the wide ratio T56. The taller sixth gear will allow for better drivability on freeway with the 3.90 rear...


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Awesome build! I will be following.

Thanks!


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When I was considering radiators for the Nova, I looked at a lot of different options - DeWitt’s, PRC, AFCO, Entropy, AutoRad, C&R and others. The early Chevy II’s don’t have much space up front for a large radiator, so core size is pretty limited without completely redoing the core support and filler panels. Most of the available radiators have stock core dimensions. AutoRad makes a custom unit that is beautiful - custom core support and filler panels which open up the space to run a much larger core; however, my front end was already set up for the stock core support and I wanted to incorporate an engine oil cooler and power steering cooler into the radiator as well.

I ended up purchasing a radiator from C&R Racing with dual Spal fans as it was the best overall compromise for me. The end tanks are designed in a way that allows a meaningfully larger core size than a stock sized unit, but still fits within the frame rails of the DSE subframe (although I will need to make some minor modifications to enlarge the core opening and flatten the surfaces of the core support on either side of the radiator, but those shouldn’t be a big deal). It also integrates an engine oil cooler and power steering cooler into the radiator as well. Finally, C&R built it using their new extruded core technology, which provides more efficient cooling and higher strength than traditional cores. So. I’m pretty happy with it, and it should provide plenty of cooling for the LS7.

My plan is to run the fans using PWM fan control from the ECU. Thanks to all who contributed to the excellent thread on PWM fan control - it’s filled with really helpful information. I picked up a new fan assembly for a Cadillac XLR with the factory PWM controller and related wiring/connectors, etc. on eBay. My plan is to set up the PWM output in my Holley Dominator ECU using tables with multiple triggers (e.g., speed, A/C on, coolant temp, etc), similar to what andrewb70 outlined in that thread. Attached is a picture of the radiator from C&R.

https://uploads.tapatalk-cdn.com/201...5f2294de0d.jpg



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So awesome! I remember seeing that car for sale.

Yeah, Kurt is the best! Really happy to be working with him!


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