Daily Driver Issues
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BLACK6PACK
1 sec reaction King
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- May 24, 2001
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Electronics.
The typicaly rotating assembly last for a very long time. Its the 17 year old electronics that tend to take a dump. Maf sensor, ECM, coil pack etc.
The typicaly rotating assembly last for a very long time. Its the 17 year old electronics that tend to take a dump. Maf sensor, ECM, coil pack etc.
BLACK6PACK
1 sec reaction King
- Joined
- May 24, 2001
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The "no replacement for displacement" saying doesn't really fit on this board. We're running 231 cubic inch engines and beating up on most big blocks! 
salvageV6
Daily Driver
- Joined
- May 25, 2001
- Messages
- 20,986
Body rust if you don't have a garage.
Other than that nothing much, normal maintenance needs to be performed and fill the alky. bottle once every two weeks when you check the oil.
Normal things do happen such as brake issues, fuel lines, rarely sensors on my cars, ECM chip issues once or twice a year, never disabling or anything usually connections.
Air and water leaks etc., no biggies.
These cars are rather reliable in MHO.
Tranny service and rear end fluid every 30K or 3-4 years.
Spare parts on hand and test instrumentation is always nice as well as owning the service manual.
No reason to drive any other car.
A hybrid could be a totally different car than a G body however.
It's driveability would depend on the platform, so what ya building?
Other than that nothing much, normal maintenance needs to be performed and fill the alky. bottle once every two weeks when you check the oil.
Normal things do happen such as brake issues, fuel lines, rarely sensors on my cars, ECM chip issues once or twice a year, never disabling or anything usually connections.
Air and water leaks etc., no biggies.
These cars are rather reliable in MHO.
Tranny service and rear end fluid every 30K or 3-4 years.
Spare parts on hand and test instrumentation is always nice as well as owning the service manual.
No reason to drive any other car.
A hybrid could be a totally different car than a G body however.
It's driveability would depend on the platform, so what ya building?
I'm building a 256, 4.1 so you see, I still believe in displacement. I know technology can help you catch up but there is a reason why the serious guys are running stroker cranks and so forth.
The car will be a 65 Riviera with a retrofitted painless universal 18 circuit harness, 86 LC2 harness with modded computer for 72lb injectors, 84 4.1 with an Eagle crank, stock rods, custom 9.1:1 Diamond forged pistons, 8445's, 212/212 roller cam, 1.65:1 T&D's, Type II ignition, sliced and diced oilpan to clear steering linkage, TH200-4R, poston headers, Powerstroke FMIC, F-body or Impala SS radiator, W-body Regal, Ramcharger, or Spal fans, LT1 MAF, wideband O2 chip, and a GT42 turbo most likely. The car will be eventually be running 4 wheel disks with a 9" rear and some other suspention stuff.
thats the plan, its most of the way through the short block, I'm short a cam heads and some of the electronics,
The car will be a 65 Riviera with a retrofitted painless universal 18 circuit harness, 86 LC2 harness with modded computer for 72lb injectors, 84 4.1 with an Eagle crank, stock rods, custom 9.1:1 Diamond forged pistons, 8445's, 212/212 roller cam, 1.65:1 T&D's, Type II ignition, sliced and diced oilpan to clear steering linkage, TH200-4R, poston headers, Powerstroke FMIC, F-body or Impala SS radiator, W-body Regal, Ramcharger, or Spal fans, LT1 MAF, wideband O2 chip, and a GT42 turbo most likely. The car will be eventually be running 4 wheel disks with a 9" rear and some other suspention stuff.
thats the plan, its most of the way through the short block, I'm short a cam heads and some of the electronics,
You may want to step up to an aftermarket EFI setup if you don't already have all the stock stuff, will end up costing about the same in the long run once you do the translator and MAF and mod the computer etc.
Just something to think about.
Just something to think about.
Already got everything but the chip and injectors as far as the computer, harness, Type II, and trans+. Still need the MAF but I hate speed density so I'd have to go Motec for that. What I'd really like is to get a L67 computer and run that but I can't get in touch with the computer geeks for the Series II V6.
salvageV6
Daily Driver
- Joined
- May 25, 2001
- Messages
- 20,986
What's wrong with a Nailhead? 
Dual quads and some TA performance parts.
All the issues with the '65 Riv. for a daily driver will be noticeable.
I have a '67 old Riv. and wouldn't use that car for a daily over a G body.
Odd steering setup, too much weight, for you, too much hybrid converting....
You may have some issues, disk setups, rear alignment, suspension, cooling, engine fitment, electronics, wiring, grounding, etc.
Lots of stuff to go wrong over a simple G body car that's "only" 17 years old versus 40 years old.
Any it will all be pretty much you alone for the troubleshooting, doubt there's many of those conversions out there.
It won't be the LC2 itself that will be a problem for sure.
I'd keep another driver for the first year you get it on the road.
Should be a good cruiser if you build it right.
Dual quads and some TA performance parts.
All the issues with the '65 Riv. for a daily driver will be noticeable.
I have a '67 old Riv. and wouldn't use that car for a daily over a G body.
Odd steering setup, too much weight, for you, too much hybrid converting....
You may have some issues, disk setups, rear alignment, suspension, cooling, engine fitment, electronics, wiring, grounding, etc.
Lots of stuff to go wrong over a simple G body car that's "only" 17 years old versus 40 years old.
Any it will all be pretty much you alone for the troubleshooting, doubt there's many of those conversions out there.
It won't be the LC2 itself that will be a problem for sure.
I'd keep another driver for the first year you get it on the road.
Should be a good cruiser if you build it right.
nailheads are awesome, but they also are old, increasingly hard to get parts for and HEAVY. I had a 465 Super Wildcat 2x4 car, it was amazing even running pig rich so I know the power of a nailhead. I've also done a big block aswell, again awesome with all that torque. But both of these motors are heavy, big, and most of all gas hogs. Its kind of like destroying a target, you can hit it with a 2000lb bomb or 20lbs of C4... both get the job done but one is more effecient and elegant that the other. I also have to admit that I'm doing it because no one ever has to my knowledge and I like the fact I'm being original with something. The wiring issues are going to be fun, but thats why I'm getting the painless harness so I can make sure that my harness has no bugs in it. If the car is completely untouched electrically I might leave it except upgrades to headlights and getting rid of the troublesome horn relay. I'll keep my Regal for a daily driver, but this would be a 2-3 day a week, cruising, and powertour driver, not a sole peice of transportation. As far as weight... 67 is the heaviest Riv of the era and while a 65 is no lightweight at 4200lbs with an 800lb nailhead and copper-brass radiator. With an iron V6, Al F-body, Griffin, or B-body radiator and Powerstroke Intercooler in the nose, I should be down to about 3900lbs.. about the weight of a loaded GN and they seem to have no problem getting moving. The 65 is about the size and shape of 65 A-body so its far short of a huge car.
Thanks,
Thanks,
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