Nova Rear End Upgrade - What A Drag, Part 3

Sucp 1109 1972 Nova Ss Project What A Drag Part 3 001

When we left off in the last episode (April '11), we installed the Real Fine 509 Dart Rat motor you saw come together and dyno-tested in our December '09 issue. It made a robust 669 hp at 6,000 and 623 lb-ft torque at 4,500 rpm on pump gas--perfect to slap into our unsuspecting Nova.

As a recap, back in the February '11 issue we bolted-in a Total Cost Involved (TCI) tubular front clip. Now the Nova drives like a dream with modern-day steering, braking, and roadholding abilities. To quickly get the Dart 509 engine up and running, we hooked it up to the wimpy drivetrain (TH350 trans, stock driveshaft, and stock 10-bolt rear) included with the purchase of the Nova.

On our first shakedown drive we felt the Turbo 350 slipping--obviously the trans was toast with fresh ATF turning brown. The first application of 509 Dart big-block power sent it to Transmission Heaven. A moment of silence, please ...

In this episode we'll swap in a Performance Automatic Turbo 400 transmission ("Trans-Former," June '10), a Currie Enterprises F9 9-inch rear axle ("Burly Backend," October '10) and a Driveshaft Shop 3.5-inch aluminum driveshaft. Surely this team of tough drivetrain components will easily handle all the power the 509 Dart motor can dish out.

In the next action-packed episode we'll baseline the Nova at the strip. For now, check out our adventures of being a grunt--this entire installment was shot in an unheated garage during the brutal winter of 2010-'11. Welcome to the glamorous world of automotive journalism!

1 The Currie F9 was delivered crate-style to your author's home. When we pulled the lid off we saw this beautiful bare-metal Currie F9 with 3-inch axletubes, 35-spline axles, nodular iron 9+ Big Bearing pinion support, 9+ nodular iron yoke for a 1350 U-joint, and large bearing housing ends (Torino-style). Inside Currie's 9+ Race Gear third-member and ultra-burly F9 housing body is a Motive Gear 3.70:1 gearset with a Detroit TrueTrac helical-gear differential. This super-strong rear is capable of handling 1,000-1,200 hp--more than enough to provide the Nova with years of reliable fun.
1 The Currie F9 was delivered crate-style to your author's home. When we pulled the lid o
2a Even if bare steel is kept inside and out of the elements, it will still rust.
2a Even if bare steel is kept inside and out of the elements, it will still rust.
2b ...Our Currie F9 was garage-kept for only four to five months and it still developed surface rust. We wire-wheeled the housing until all the rust was removed.
2b ...Our Currie F9 was garage-kept for only four to five months and it still developed s

3a Next we wiped it down with Eastwood's PRE for proper surface preparation to ensure a clean painting surface. Eastwood's Rust Encapsulator seals the bare steel to provide a rust-resistant and paintable surface...
3a Next we wiped it down with Eastwood's PRE for proper surface preparation to ensure a c
3b ...Our choice for topcoating the F9 housing was Extreme Chassis Black for resistance against corrosion, chips, and scratches. Diamond Clear will also protect the 9+ centersection from corrosion
3b ...Our choice for topcoating the F9 housing was Extreme Chassis Black for resistance a
4 The results of our detailed Currie rearend speak for themselves. We know from years of using Eastwood products the 9-inch will be looking good for a long time to come.
4 The results of our detailed Currie rearend speak for themselves. We know from years of

5 Wilwood's 11-inch disc brake kit (PN 140-10329-D, big bearing Ford, new style) was chosen so we could continue to use 15-inch wheels and tires. Everything needed to install this kit is included except for brakelines. Notice the rotors are drilled and slotted for less heat buildup during high speed braking.
5 Wilwood's 11-inch disc brake kit (PN 140-10329-D, big bearing Ford, new style) was chos
6 The rotors are also painted inside and out to prevent rust. The paint needs removal where the pads contact the rotors' surface to prevent glazing and paint buildup on the pads to ensure safe braking.
6 The rotors are also painted inside and out to prevent rust. The paint needs removal whe
7a The Currie-made retainer plates are captured by the axle bearings and flange...
7a The Currie-made retainer plates are captured by the axle bearings and flange...

7b ...It was necessary for us to cut off the retainer plates...
7c ...in order to install the Wilwood retainer plates...
7d ...(axle bracket) designed for the Wilwood rear disc brake kit.

8 With the Wilwood retainer plate (axle bracket) bolted in place, the radial mount bracket (caliper bracket) was mounted to the retainer plate.
8 With the Wilwood retainer plate (axle bracket) bolted in place, the radial mount bracke
9a Here we checked for wheel-to-caliper clearance. We were disappointed to find unusual clearance issues using 15-inch wheels with 11-inch brakes. Our problem could have stemmed from having 10-inch-wide wheels with a 7-inch backspace (5-inch backspacing is more common)...
9a Here we checked for wheel-to-caliper clearance. We were disappointed to find unusual c
9b ...The wheel drum tapers in (roughly 1/4-inch), just enough to be an issue. If we had more foresight, we would have used Wilwood's race brake package, which uses smaller calipers (sans e-brake). At this point the Currie 9+ was still sitting on its crate and we would put off clearance-grinding the calipers until after the rear was installed.
9b ...The wheel drum tapers in (roughly 1/4-inch), just enough to be an issue. If we had

10 The stock 10-bolt was removed to make room for the Currie F9. Notice the Ford-type spring perch. The stock perches must have been replaced when the leaf springs were moved in 2.5 inches by the previous owner. The old-school traction bars will be reused (for now), as will the stock multi-leafs.
10 The stock 10-bolt was removed to make room for the Currie F9. Notice the Ford-type spr
11a Since we ordered the Currie rear with stock perches, we needed to use stock-type leaf spring pads (isolators)...
11a Since we ordered the Currie rear with stock perches, we needed to use stock-type leaf
11b ..We selected Energy Suspension leaf spring isolators (PN 3.6112R) made from tough polyurethane instead of stock mushy rubber, which rots and cracks...
11b ..We selected Energy Suspension leaf spring isolators (PN 3.6112R) made from tough po

11c ...To prevent the isolators from moving during installation, we JB Welded them to the leaf springs.
11c ...To prevent the isolators from moving during installation, we JB Welded them to the
12a We very carefully put the big Currie 9-inch into position so as not to scratch our detailed unit...
12a We very carefully put the big Currie 9-inch into position so as not to scratch our de
12b ...Thankfully, it lined up into position perfectly--meaning Currie Enterprises precisely measured and built the "Burly Backend" to our specifications.
12b ...Thankfully, it lined up into position perfectly--meaning Currie Enterprises precis

13 The cracked and deteriorated rubber traction bar snubbers were replaced with Energy Suspension's superior polyurethane snubbers (PN 9.9101, bumpstop, two per set). They can be easily trimmed and will enable the old-time traction bars to perform their best ever.
13 The cracked and deteriorated rubber traction bar snubbers were replaced with Energy Su
14 The rear is completely bolted in. We didn't bother to detail the traction bars since they will be replaced with a modern-day Competition Engineering Slide-A-Link traction system. In a future issue we'll baseline strip-test with the antiquated traction bars then swap over to the Slide-A-Links. Competition Engineering rear shocks will be tested at that time, too.
14 The rear is completely bolted in. We didn't bother to detail the traction bars since t
15 The Turbo 350, stock driveshaft, and aftermarket shifter were removed and set alongside the Performance Automatic TH400 trans. It's obvious the TH400 is longer than the TH350. This (combined with the 509) necessitated a shorter and stronger driveshaft, including the beefier TH400-type slip-yoke. Once the TH400 is bolted in, the trans mount will reside with the bolts going through the rear bolt hole slots of the crossmember and the frame.
15 The Turbo 350, stock driveshaft, and aftermarket shifter were removed and set alongsid

16 The polyurethane Energy Suspension transmission mount (PN 3.1108) with its patented interlock design will withstand all the torque that'll be thrown at it. Every ES component is made of the company's durable Hyper-Flex polyurethane. This prevents rot or deterioration from exposure to oils, under-car chemicals, and conditions, unlike the mushy OEM rubber components.
16 The polyurethane Energy Suspension transmission mount (PN 3.1108) with its patented in
17 Performance Automatic recommended a Transmission Specialties torque converter to be teamed up with its purpose-built transmission. We called Transmission Specialties with the engine's specifications (peak hp and torque at rpm, cam specs, carb size, intake and exhaust type, rear gearing, tire size, race weight, etc.). In return, it built us a 10-inch converter (PN 10000LSXHD) with a 3,300-rpm-rated stall. It'll handle up to 850 horses and features anti-ballooning plates on the pump and cover side of the converter.
17 Performance Automatic recommended a Transmission Specialties torque converter to be te
18 Before installing a converter onto the input shaft, it's a good idea to fill it with ATF. We were able to fit 2 quarts of TCI Max Shift full synthetic trans fluid by diagonally tilting the converter. Not shown (but necessary when switching from a TH350 to a TH400) are 1/2-inch-longer converter-to-flexplate fasteners. We found them listed in the TCI catalog under the following part numbers: 745501, Grade 8 nut and bolts, 7/16-inch-20x1-1/2-inches long, 3/pkg.
18 Before installing a converter onto the input shaft, it's a good idea to fill it with A

19 Here are a few more parts needed when upgrading to the Turbo 400. TCI's Locking-Style TH400 dipstick (PN 743802) is approved by most sanctioning bodies' racing rules. The speedometer gear housing (880042) and speedometer gear (880012, 39-tooth) is also different from the Turbo 350.
19 Here are a few more parts needed when upgrading to the Turbo 400. TCI's Locking-Style
20 Before the trans was installed, we knew it would be easier to get at the shifter mounting bolts that go through the floor and underneath. For our project car, we wanted to try TCI's new Fast-Gate shifter. Our only complaint was that the included mounting hardware seemed less rugged than we'd like. We replaced it with new Grade 8 hardware to securely hold the shifter in place for manly-type shifting.
20 Before the trans was installed, we knew it would be easier to get at the shifter mount
21 Performance Automatic built us this Street Smart Stage II TH400 that is good for 650 rear-wheel hp, which is plenty for our combo, even if we decide to hit it with nitrous. We like the feature of automatic shift points. After baseline, we'll swap governor weights and springs to dial in the optimum auto shift points at WOT.
21 Performance Automatic built us this Street Smart Stage II TH400 that is good for 650 r

22 To tie everything together and ensure that we'd have no failures on the street or strip, The Driveshaft Shop made us this custom aluminum driveshaft to deliver the Rat power from our new PA TH400 to the Currie 9+. We simply measured according to instructions, spec'ed-out Turbo 400 and 1350 yoke, and our new driveshaft was built and delivered to our doorstep in less than two weeks. It's dynamically balanced to over 9,000 rpm and will handle all the power we'll be putting to it.
22 To tie everything together and ensure that we'd have no failures on the street or stri
23 We clearcoated the included U-bolts, nuts, and washers with Eastwood's Diamond Clear for bare metal to prevent any possibility of future corrosion.
23 We clearcoated the included U-bolts, nuts, and washers with Eastwood's Diamond Clear f
24 The new Driveshaft Shop aluminum driveshaft slid right in with sufficient slip-yoke clearance so as not to bottom out in the tailshaft housing and output shaft. An aluminum driveshaft cab absorb more harmonics and vibration than a steel shaft. In previous testing, we've seen that a lighter aluminum driveshaft shaft is a tenth quicker and 1-mph faster than a stock steel shaft.
24 The new Driveshaft Shop aluminum driveshaft slid right in with sufficient slip-yoke cl

25 Again we used Phoenix Systems' MaxPro brake bleeder tool (model number 2002) to make it fast and easy to bleed the brakes all by yourself. It's easy to vacuum bleed or reverse bleed the brakes with the PS MaxPro tool. We actually did both: vacuum and reverse bleed for a firm pedal feel.
25 Again we used Phoenix Systems' MaxPro brake bleeder tool (model number 2002) to make i
26 The big Currie 9+ fit perfectly and endows the Nova with a look that it means business to those who will notice it. We froze installing the drivetrain during the coldest part of the winter in an unheated, home garage, but that'll make it worthwhile when we fair-weather drive it on the street and down the track.
26 The big Currie 9+ fit perfectly and endows the Nova with a look that it means business
27a Reluctantly, we went back to attend to the wheel-to-caliper clearance issue. We ground away at the outside edge of the caliper using a die grinder and carbide bit, then trial-fit by mounting and turning the wheel until it stopped rubbing the caliper...
27a Reluctantly, we went back to attend to the wheel-to-caliper clearance issue. We grou

27b ...Once the rubbing stopped, more grinding of cast aluminum was done until there was 1/8-inch wheel-to-caliper clearance. Overall we needed to remove 1/4-inch from the outside edge of the rear calipers.
27b ...Once the rubbing stopped, more grinding of cast aluminum was done until there was
28 After our finessing of the Wilwood calipers, we needed to cover up and protect them. Luckily, we happened to have a can of Eastwood High Temp caliper paint from another car. Look for us to baseline strip-test the Nova in a future issue of Super Chevy.
28 After our finessing of the Wilwood calipers, we needed to cover up and protect them. L

SOURCES
Energy Suspension 1131 Via Callejon San Clemente CA 92673 949-361-3935 www.energysuspension.com	Eastwood Company 263 Shoemaker Road Pottstown PA 19464 800-345-1178 www.eastwood.com
Phoenix Brake Systems 888-749-7977 www.brakebleeder.com	Eaton Differentials 1111 Superior Avenue Cleveland OH 44114 800-328-3850 www.eaton.com
Performance Automatic 8174 Beechcraft Ave. Gaithersburg MD 20879 240-439-4650 http://www.performanceautomatic. com	The Driveshaft Shop 1531 South Main St. Salisbury NC 28144 704-633-2380 www.driveshaftshop.com
Motive Gear 1001 West Exchange Avenue Chicago IL 60609 800-934-2727 www.motivegear.com	Transmission Specialties 375 Turner Industrial Way Aston PA 19014 610-485-9110 www.transmission-specialties.com
TCI Automotive 151 Industrial Drive Ashland MS 38603 888-776-9824 www.tciauto.com	Total Cost Involved 1416 W. Brooks Street Ontario CA 91762 800-984-6259 www.totalcostinvolved.com
Currie Enterprises 382 North Smith Corona CA 92880 714-528-6957 www.currieenterprises.com