Ram Jet VetteQ I have an original '65 Corvette Coupe with a 365hp 327 and a four-speed transmission. I need to know if a GM Performance Parts Ram Jet 350 will bolt back in the stock mount location and clear the factory small-block hood without modifications. Thanks.Chuck Reagan
A The Ram Jet 350 engine will bolt right into the engine bay of your '65. You'll need things like the correct flywheel for the one-piece rear seal crank, but other than that it's very straightforward. As for your hood, I checked with our pal Ken Casey at Burt Chevy and a few of the Ram Jets he has sold have made it into '63-67 Vettes. The intake plenum is slightly taller than the original Rochester fuel-injection system. With that said, on the small-block hood there is a crossbrace that goes over the engine on the underside of the hood. This brace will have to be trimmed to clear the plenum, while the big-block hood for the '65-and-later Vette clears with no problem. I'm sure with your dead-original Vette you wouldn't want to cut up the stock hood. Maybe if you found another donor small-block hood that you could trim, or slip on one of the aftermarket big-block hoods, you could install the Ram Jet.
Shoulda Had A RatQ I am working on an '80 Malibu project car. I have a 454 and a TH400 tranny that I would like put in place of the V-6. Besides needing to upgrade the cooling system, what other issues should I be considering while doing this swap? What motor mounts will work? And what suspension components will need to be upgraded? Also, where can I find a set of big-block headers to fit this combo? Are there any other things along those lines that I may run into? Oh, I'm also changing the rear differential to accommodate the increased horsepower and torque, but in this case, will be going with the F-word (yes, I mean a Ford 9-inch posi). Any and all help will be gratefully appreciated.Dennis NorvellKelso, WA
A The G-body GM cars are really coming into their own. With their full-perimeter frame, cheap prices, and nice styling between the Malibus, El Caminos, and Monte Carlos, they're great cars. The aftermarket has built a boatload of parts to help you and yours build the cars of your dreams. And by the way, they should have had big-blocks in them from the factory!
Let's look at the headers. Both Hedman and Hooker have built engine-swap headers for your car and designed them around the stock small-block engine mounting. The Hedman headers are a 171/48-inch primary, 311/42-inch collector design, sold under its Hustler line, PN 65216. The Hooker headers are from its Super Competition line, which features a 2-inch primary, 311/42-inch collector design and sold under PN 2241HKR.
Moving onto the TH400 swap.All the G-body transmission crossmembers had only one hump for the exhaust system to get to the rear of the vehicle. G-Force makes a full line of double-hump crossmembers for the G-bodies. Its PN 49X allows you to install a TH350, TH400, TH200-4R, Powerglide, or four-speed transmission. With the extra length of the TH400 you will also need a Frame Extension for the driver side of the frame.
Not knowing exactly what you intend to do with the car, front-suspension mods can vary greatly. With your installing an F-bomb rearend, I'm leaning toward straight-line performance. If this is a drag-only car, go with Moroso Trick front springs, offered in two different spring rates for the big-block-equipped G-bodies. After the car is assembled and running, weigh the front of the car. If the front weight comes in between 1,660 and 1,720 pounds, install PN 47205. Moroso also has a set for weights between 1,720 and 1,800 pounds, PN 47135. These springs store tremdous energy at rest and help the car transfer weight to the rear wheels on the launch, but keep in mind that they won't handle the day-to-day rigors of street driving. Also from Moroso, under its Competition Engineering line, pick up a set of 90/10 Adjustable Drag Shocks. The fronts are sold under PN C2600, and if the rears will work with your swap, use PN C2720. This will give you the ability to adjust the extension and compression rates independently.