Bruce's '72 Nova: 2000

Changes in 2000 consisted of:

Custom-built, fully-welded, mandrel-bent exhaust:
3"x18" collectors with cutouts welded in, followed by 2-1/2" tubing all the way to the bumper incorporating my old Thrush California Turbo mufflers. I also welded bungs into each header collector for oxygen sensors to help me determine my air-fuel ratio for tuning purposes. For more info and pics on the exhaust, click here.

Custom-built subframe connectors:
2-1/4" square tubing with 3/16" wall thickness, cut and welded in place. For more info and pics about the connectors, click here.

A nearly complete rebuild of my 355:
due to some very bad main and rod bearings. For more info and pics on the rebuild, click here.

New Holley 750 carb, MSD Pro Billet distributor, and MSD Blaster 3 coil

New graphite-impregnated leaf spring eye bushings

New Herb Adams 3-way adjustable rear shocks:
with extenders. These stiffer shocks prevent the tires from rubbing in almost all situations, not to mention a slight improvement in handling and response.

New (to me) iron Bow Tie heads
(#034) along with Crane Gold full-roller rockers

Summary:

After a couple weeks of testing (with all going well), I drove it 860 miles in one day to Kentucky for the 2nd Annual Nova List Gathering. When I got there my clattering rocker arms reminded me that I hadn't done a final valve adjustment. I did that the next day but in doing so I found that two pushrods and two rocker arms didn't care for each other and were toast. I got socked at a Chevy dealership for $43 for two rockers and two pushrods. About a month later I completely broke a rocker arm, I think due to inadequate rocker stud clearance.

I bought another new rocker, clearanced it more than before, and all was well. Now I've got the Bow Tie heads and roller rockers, so it's no longer an issue.

I didn't make the 12s in the quarter as I had hoped, I only got down to 13.32@103.21 with the cutout caps removed, but I guess I'm okay with that. I just need a looser converter and some nicer weather (it was about 83 degrees with 100% humidity) to run the number. At least that's my theory!

I put about 7500 miles on the new motor in 2000 and except for the duration of the head swap and winter, it's my daily driver.

Here are the final 2000 specs for my car:

My Engine:

'73 350 block from a Nova SS, align-honed, decked, and bored .030" over
Stock cast crank turned down .010"/.010"
Rebuilt 5.7" rods with ARP Waveloc bolts from Northern Auto Parts Warehouse
Speed-Pro hypereutectic flattop pistons
10.1:1 static compression ratio
Hastings moly rings
Melling M55A oil pump
Moroso oil pump pickup
Moroso windage tray
Moroso 7-quart oil pan
Vibratech 6-3/4" StreetDampr harmonic balancer
Comp Cams Xtreme Energy 274 cam - 230/236 degrees duration @ .050" lift, .487"/.490" valve lift, 110 degree LDA
Bow Tie iron heads, casting number #034, 2.02"/1.60" valves, 1.46" springs, guideplates, screw-in studs
Crane Gold full-roller rockers, 1.5:1 on intake, 1.6:1 on exhaust
Comp Cams #926 valvesprings
Edelbrock Performer RPM intake manifold
Holley #3310 750 cfm vac. sec. carb with secondary metering block and 50cc accelerator pump - 76/82 jets, lightest secondary spring
K&N 14x4 air filter in a Summit Racing housing
MSD Pro Billet distributor and Blaster 3 Power Tower coil
Hooker Competition 1-5/8" headers
Mandrel-bent 2-1/2" dual exhaust all the way to the rear bumper with collector extensions, cutouts, oxygen sensors (not installed yet), and Thrush California Turbo mufflers

The Rest of the Driveline:

TH 350 with B&M Shift Improver Kit (which I highly recommend!)
Stock driveshaft with Summit safety loop
'72 8.5" 10-bolt rearend housing
'73 or '74 Nova Eaton posi carrier
Richmond 3.70:1 ring & pinion
Stock axles

Chassis and Suspension:

Stock unibody frame with homemade subframe connectors welded in
Polyurethane body mount bushings
Polyurethane leaf spring bushings and pads (pads aren't in yet)
Original front V8 w/ A/C coil springs with one coil removed
Herb Adams 3-way adjustable shocks on all four corners
Relocated upper control arm (per Dick Guldstrand's recommendations) for more positive camber gain
Polyurethane upper and lower control arm bushings and bump stops
Hellwig 1-1/8" front anti-sway bar with polyurethane bushings
Addco 3/4" rear anti-sway bar with polyurethane bushings
Front steering system rebuilt in '97 including tie rods, sleeves, ball joints, idler arm, and Pitman arm.
Rebuilt power steering gearbox with 12:1 ratio and high effort valve by Lee Power Steering.
Rebuilt power steering pump by Lee Power Steering.
New stock replacement rag joint
'73 Nova SS tilt steering column

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