Paul Bell

GM simply called them "seals". They were part number 3975835/6. I don't think they were in other A body cars making it another non-repo'ed Monte Carlo only part. You'll need to find a donor Monte.

Oo you forgot one Mike: 305 3.735/3.48

I'd bid on this car-if it came with the chick. Oh. Wait. No. It's GREEN-YUCK!

"Chaparral" would have been keeping with the practice of all Chevrolet model names starting with a "C".

Correction: While cruising around in my lawyer's '09 Corvette, he said the LS6 was not available in the 1970 Corvette. I researched... The LS6 engine only came in the 1970 Chevelle, not the Corvette also.

So that's what this key marked "Tulsa barn SS" fits!

The LS6 could be had in Chevelles and Corvettes in 1970, Corvettes only in 1971. No Chevelles were produced for model year 1971 with LS6 engines. I've always maintained that IF there was a LS6 Monte Carlo produced, it would surely be a 1970 model, not a '71. Having said this... I had a friend (he's no longer with us) who ordered a 1970 SS Monte Carlo with the LS6 engine. He was "connected" with the dealership and pulled a lot of strings to make it happen. The car was neither produced or delivered. He eventually took delivery of a SS with the LS5 engine. Having said that... It is possible that an "internal use" vehicle was produced, never to be sold. There's a story of a plant manager having an Impala made with the ZL1 aluminum 427 Corvette engine in it. When he left the plant, it was transferred to the incoming plant manager. Cars like this would certainly never leave the realm of GM.

Never! I've had guys tell me they had the exact same SS as mine. Yup, cowl induction hood too. But with a 350 engine. And it was a '73. Exact same car tho.

Halfway down this page on the left: http://www.classicautoemblems.com/page8.html

I believe it. How GM did things those days....

Hey Jake, your sig says your car is a 70. I'm not certain the tach details are the same for 1971. For the 1971 cars, the original GM part numbers for the small block and big block tachs are different, 5657405 for small blocks, 5657406 for big blocks. The GM catalog I'm gleaning this from is an original 1971 only parts department publication and it shows it's age. It's not a reproduction. At least one aftermarket restoration company offers them referencing the original numbers and show them with the correct redlines. http://restorationpartssource.com/store/product16141.html http://restorationpartssource.com/store/product16139.html

The tach for the 454 cars had a different redline than small block cars. Small blocks (L48) had a redline of 5,000 RPM. Big block cars (LS3, LS5) had a redline of 5,500 RPM. If this car has a tach, it might be the way to discern if it was a 350 or 402 engine. Yes, screw in molding studs are available. It'd be interesting to know if this car has factory welded in studs or the after market screw in studs. I do believe GM has made the occasional boo-boo and put a vinyl top on a car with a tag that says it doesn't have one.

I seem to recall that there may have been chassis, fuel, electrical and emissions differences between small block and big block cars. I have to dig out my assembly guide. I believe big block cars got oval control arm bushings in the front lower arms, rear position, small block round. As you've confirmed the 4 speed transmission is original to the build, it can not be a 454 car. So, 402 or 350? Does this car have the gauge package or idiot lights? I do find it odd that it has the vinyl roof reveal moldings. It’s pretty difficult to install (by welding) the tiny studs that the molding clips go onto. Pop a molding and see if they look “correct”.

PLEASE GUYS...... It's 52.1716 Millimetres.

I finally had time to watch the other three videos. Very cool seeing the sheet metal assembly ond shots of cars. Mostly Monte Carlos, some Chevelles and one shot of a Nova. I'd love to visit a plant one day. If there are any left in the US, that is...

I found this poor video on youtube. Most of it is engineering gak but after the first minute it shows a FGMC on the line and the marriage.

There's this one from HERE

I'm not sure if there's any advantage to going to the six-speed. The top gear ratios are pretty close to a four-speed. A six-speed allows the engine to operate in a narrower range.

Monte70car, I saw that. Being that a 4L60E is based on a 700, the hard parts fit the non-computer controlled 700 housing. It's a fairly common swap. Incidently, the 1993 4L60 transmissions weren't computer controlled. Yup, the 4L65 is a pretty stout unit. They blow up less often than the 4L60 units. For any sort of performance or hard driving, it's just a matter of time before they go south. The TH400 or 4L80E/4L85E is the way to go. The purpose of my posting info about the new GM SuperMatic transmission is to get that level of strength from a performance transmission shop, you'd need to spend five grand. This is a way to save some bucks.

Found more about it: More

The E in 4L65E means it's computer controlled. You have a link to the bowtie overdrive board?

Found this: 19154550 GM Performance Parts SuperMatic 4L85-E Transmission Hydr-Matic 4L85-E Four-Speed Automatic Transmission. GM Performance Parts is pleased to announce the new SuperMatic line of Performance transmissions. It is compatible with all GM Performance Parts Crate engines and was specifically validated with the mighty ZZ572/720. This transmission is assembled with all new parts, several upgraded internal components, and a revised valvebody. This transmission is supplied with a production torque converter (approximately 1,800 - 2,000 rpm stall speed), and requires the GMPP Transmission Controller P/N 12497316 (sold separately). Supported by GM performance Parts standard limited warranty of 12 months/12,000 miles Looks to be three grand at Scoggin-Dickey.

Sorry Bob, I see Monte70car has already addressed the rapid fire thing. Try to keep your postings and questions in one thread and also try not to repeat the same info. I don't think this car may be all that rare, if you look at all the options available, there really weren't any two cars exactly alike. This makes all of them "one of one just like this one" Here's where to find a listing of what the engine codes mean: http://www.chevelles.com/years/70/70codes.html Here's where to find the code on the engine:

This little book I have here says 7040500, same as the Chevelle 360HP 454 with automatic transmission. Of course, any of these little books could be wrong..... BUT I did find some instances of the number here that may confirm it: www.nhra.net/tech_specs/engine/blueprints/CHEV-70.rtf

The original factory floor shifter worked in conjunction with the same column shift lock mechanism on the column which also pulls the spring loaded rope linked gear indicator needle. The shift collar that the column mounted shifter handle sticks out of is replaced with one without the handle or hole for it. This collar rotates as you move the floor mounted shifter just as it would if it were a column shifted car. This is the system that locks the trans in park when you remove the key and prevents removing the key when in anything but park. All the same column shift linkages are still in use but there’s also the cable from the floor shifter to the transmission bracketry. To make the swap to the floor shifter, you’d need the blank column collar and then completely disassemble the steering column to install it. You could do the swap and re-use the collar with the hole after removing the shifter handle but it’d look pretty silly... Of course, this is after you’ve done all the work on the floor shifter and console. I had done this swap and used a Hurst V Matic shifter. Pretty sure I bolted in some kind of bracket for the console. Pretty sure it was like 1990. Pretty sure I had a mullet.