But that doesn’t explain the fit issues.Īs a result of this, I started to do some research, and what came out of it might even surprise grizzled veterans of the vintage Chevy world. With this setup I regularly use a rubber transmission mount. Instead of using two rubber motor mounts, and then using some sort of device (such as a turnbuckle) to tie the engine down on the driver’s side, I prefer to replace the driver side mount with a steel example. For my purposes, I choose to use a mix of rubber and steel mounts. Swapping Motor & Transmission Mountsīack to the drawing board. This was a low mileage component I had from a six cylinder, three-on-the tree Nova. It ended up being the rubber transmission mount. But the top of the transmission case touched the tunnel. So out came the engine and I replaced the mounts with known correct Chevy OE-style clamshell mounts. They were too wide for the frame mounts and too short. The first thing was the Moroso motor mounts I thought were correct for the application didn’t fit. What could possibly go wrong?Īs it turns out, plenty. So, I mocked up an engine and transmission and slid it into place. Before each build is complete, I check fitment in critical areas like valve cover to wiper motor, headers, hood clearance, modified clutch linkage, and so on. It’s not my first rodeo with these cars-I’ve had five 1969-1971 Novas along with an equal number of first-gen Camaros over the years. It uses correct 1970 Nova engine frame mount brackets, an appropriate (and correct) big block, stick shift transmission crossmember, and what seemed like correct motor and transmission mounts. It’s a simple combination using readily available parts: a big block Chevy backed by a four-speed gearbox. Meet Our Chevy Nova Test SubjectĬase in point is my long-term Nova project. In fact, you might actually be surprised at how important those little fractions can be. (Image/Wayne Scraba)Įveryone’s heard the old real estate mantra “Location-Location-Location.”Īnd while that’s obviously important in the property game, that pithy statement also holds true for a car’s engine and transmission-even if those aforementioned locations are separated by fractions of an inch. Even a fraction of an inch when positioning your race car’s engine and transmission can cause (or solve) a lot of fitment and clearance problems.
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