This one was taken almost 2 years ago. It rusted up quite a bit since then. Notice the lack of any suspension.

FRONT: Lower control arms received gussets and a block kit to eliminate the eccentric bolt. The upper control arms were drilled out for 1/2" bolts to support upper shim alignment. The spindles are from a 67 Nova and the steering is from a 64 non-power steering Nova. Aside from the sandblasting and hammerite paint, I cut a quarter coil off the front springs and installed KYB clones. It has a beefy PST anti-sway bar, new PST brakes and all the bushings were replaced with PST polygraphites.

REAR: Out with the 10 bolt and in with the 9" Ford. I got it with a 3.89 posi from a guy who had it in a 65 Nova. Not having a garage, this seemed like a good deal at any price! Bolted right in! The new 11"x2" brake drums will last a long time--especially with the new PST brakes!
   

There was a lot of things I did to the head. I started with a stock 69 Chevy 250 head. The first thing I did was have it cut to fit my 1.94" & 1.60" Manely Raceflow SS valves. The second was cutting out the intake bosses and unshrowding the valves. I checked out a few books from the library and went to work measuring out my combustion chamber. I forget what I started with, but by the time I was finished (about 80 hours later) I had 68.5 CCs per cylinder. I also did some very amateur port work. The machine shop planed my intake/exhaust side and shaved a few thousandths off the bottom. They evened out the stud heights and installed 7/16" screw in studs. Clifford Research springs and steel retainers topped it off.
   

Here is the most recent view of my engine from the spark plugs side. You can see the Jacobs ignition system (It has it's pro's and con's). What you can't see are the Harlan Sharp Rollers inside the valve cover, the TRW (heavy) forged flat tops, and the Clifford .544" x 280 hydraulic cam. Jeff Nelson (Jeff's Chevy Shop) from Allyn, WA put the whole engine together for me. He found quite a few problems before it was too late. Thanks Jeff!
   

Here one of the engine from the carburetor side. The Holley 450 vacuum secondary has dual feed bowls, a Percy adjust-a-jet on the secondary side turned out to 67 and 61 primary jets. I used to have a Clifford intake but couldn't get the torque out of it. I changed to an Offy and it seems to work a little better. May go back to the Clifford with a 600 Holley later to see if there is any difference. The headers are from Clifford and the exhaust system is from Jeff's Chevy Shop.
   

Before I put the tank back in, I snapped off a pic of my fuel delivery system. A Paxton Street/Strip pump and Fram filter rest in front of the tank. Except for the Paxton regulator, it has been pretty consistent. Holley reg is on the way!
   

Here is probably the best shot I have of the car. I recently removed the molding and had a friend come over and braze all the little holes for me. I bought some DP White in a spray can at the local auto body paint supply store and 8 hours of sanding and 7 cans later, she's never looked better.
   

OK, here is one of my mug. The car with me in it, weighs 3140 according to the dump scales. If I can find someone who only weighs 60 pounds to drive for me, I can shave 140 pounds off the total weight. I'm kidding, as long as I don't gain any more. I still need to install the subchasis ties and possible roll bar. I'll have to loose the stock buckets and go on a diet to keep the weight down.

The car has a bright future ahead for it. It currently has run 14.60 three times with a best of 14.56 @ 93 mph. However, I have some lumps for the intake ports to install. I think when I do that (this late July) I will have someone clean up my amateur port work and CC the head for me. Also, Jeff's Chevy Shop and I will pull the crank and put a lighter one in and degree the cam as well. There has been a slight vibration and the torque converter, flex plate and crank have been the suspects. When everything is back together, I want to see 13 second runs down the quarter mile.
   

A picture is worth a thousand words! Did I mention I drive the car to and from the track and merely change rear tires before dragging? True story.

If anyone wants to talk about drag racing a 250-6 or a Nova, send me an email
    

I raced at Bremerton Raceway last Saturday (26 Aug 00) for the Nostalgic Drags. Jeff Nelson and I just got my car back together that day around 1100!

We worked on it from 2pm Friday until 4:30am Saturday. I took a 2 hr nap and started again at 6:30am. I We had just finished changing the crank & bearings. We also had the head reworked with the addition of some new lumps and a .060" shave witch boosted the compression from 9.6:1 to around 10.3:1.

My best times have been a 14.58 and 3 passes at 14.60. Saturday on the way to the track the car ran bad. When I got to the track, we adjusted the timing and messed with the carb. They called us to race and we had to pack up and go get into the staging lanes! The 3150 lb car, on street tires, fresh out of the box with no real tuning done, still managed to rip off a 14.15 et!!! I know with a little tinkering I will defiantly see 13's!

The second run was with my drag radials and a little more timing. Shifting at the same shift point caused the engine to rev higher (as my drag tires are a much lower profile). This caused the car to actually slow down to 14.17. I know this because my 60' times increased with the drag tires. But my overall time was slower. If I had set my shift light to 5500 instead of 5800, the engine wouldn't have reved in the 6000 range by the time the tranny engaged. like it did.

Also, the car did a knarly burnout the second race with the drag radials on--of which I will promptly send you pictures of when I get them.

This is my time slip. I guess you could say the proof is in the pudding.