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some in 68, some in 69. Trucks changed in 73 Are you sure you have everything? As far as I know, they are all the same back into the early 60s as far as the horn goes. If you are using a late wheel on a 67 or earlier column, you have to use a seperate horn contact/turn signal cam.

To be precise: all GM cars sold in the USA had the ignition switch on the column by the 1969 model year with the exception of the Corvair.

And 1970; Ford, AMC, Chrysler, etc. also moved their keys to the steering column.

Now for weird: those few RHD 1969 American based GM cars sold in RSA and Australia had their ignitions on the dash.

I have a lead on a ca. 1953 Plymouth sedan and was wondering how much hassle it would be to put a Volare/5th Ave style K member under it? Or, would I be better off going with Ye Olde Mustang II/Fatman's setup?

Any company that could build the Pontiac Aztek deserves to die.

Actually the folks that approved the Aztec should have been fired

And the Aztek may wind up developing a cult following.

Much like the 1991 'bathtub' Chevy Caprice: when it first came out; it was almost hated-------------today, that bodystyle has caught on with the leadsled crowd. Things change

69 discs are a bolt on. But a bit hard to find.

Believe it or not: since the 1969-70 big car disc spindle is the same as the 1969-82 Corvette; that opens up many options i.e. Vette rotors using OEM 1969-70 Impala calipers/supports, etc.

Be careful with the steering arms though; you may need to use the 1969-70 big car disc brake pieces although supposedly the 1965-68 drum arms will fit.

UPDATE:

I have a lead on a 200 Six/C4 out of a 1969 Mustang..........which should be 100% plug 'n' play into my car for now. I need to get this thing back on the road since it is my only vehicle.

Are you asking this because you already have the NIssan motor? If not I'd certainly consider something else.

The only other motor/trans I have handy are a Chevy 350/TH350 and; I have no desire to swap them into a Falcon------------I would go Ford 302 first since the 260 V8 was a factory option in 1964.

I would go with A.

Thanks for the reply!! I think this is my route to take. Now to pull a real McGuyver and adapt a set of XJ Cherokee pedals to work with the Hornet body.... finding a set of factory Hornet pedals has been more than elusive... I'm not waiting around. I'll give it a go myself! Cheers! Mike

1966+ Rambler American use essentially the same brake/clutch pedal setup as the 1970+ Hornet, etc.........and I suspect that even the RHD models had a manual transmission option.

Greetings; I bought a 1964 Ford Falcon sedan a few weeks back; it is powered by a 200 Six and (swapped in) C4 AT.

Being that both the motor and transmission are dying and I am looking at fuel economy here; is there even a semi practical way to swap in a Nissan Frontier 4 cyl/5 spd combo or am I looking at a major basket of snakes?

I have a copy of 'Building the Shoebox Ford 1949-54' and it mentions that swapping in a Ford 302 into a 1949-51 Ford can be quite an 'experience'.

Such being the case: does anybody have any ideas on either a later model frame swap or at least a front stub so I can have disc brakes, PS as well as a 'drop out' transmission crossmember?

Been pondering back and forth; more and more I think about it, my 1967 American SW will keep its Six.

I may change out the drivetrain down the road......

I had to smile when I saw that one pic of Dunton's; I used to work in that exact same building back in 1989 when it was the location of the Mohave County Motor Pool.

So; yes, seeing the above series of pics brings back mostly pleasant memories  

I am presently in the Phx area; but, that may be subject to change.

[low]

As I have stated in the past; I am no big fan of the Gen III GM Chevy V8's, personal preference here.

Too; the TBI SBC's rather resemble the Old School carbureted V8's of 20 years ago........I have a 'thang' for round air cleaners atop the fuel mixer  

And; another thing that endears me to the TBI system is the low fuel pressure mandated......better 12-14 PSI vs. 40+ on the multiport systems.  

I want the 350 due to its basic low tech TBI system.

Too; I have a feeling that parts availability will be tough on the 1996-02 Gen I Vortecs within a few years------it seems that Chevy pickups/vans with the above setup are dropping off faster than the 1988-95 models that had TBI.

And; the Gen III motors are more complicated yet. GM seems to have borrowed a page from Ford's book in making things that do not readily interchange with the 5.3, etc.

No scattershield needed here: I am going with a 700R4 AT.

The drivetrain will remain stock for simplicity and ease of parts availability. Heck, I may even keep it single exhaust with a catalytic converter

Besides: face it; 200 net horsepower with gobs of torque will be plenty in a ca. 3,000 car  

Greetings from a newbie here:

I found out about this site over @ chevytalk and wondered on over.

My 'problem child' is a 1967 Rambler American SW with a 1972 MY 232 Six and matching AT.

I am not happy with the MPG of only 15 or thereabouts hence my thinking 'V8'.

Thought about an AMC motor but they are getting pricey plus no overdrive AT was ever offered behind 'em; hence my contemplating a 1987-90 Chevy 350 TBI/700R4 package out of a GM truck.

Has anybody done this particular conversion?

I am not concerned about the hassles of hooking up the TBI system; am more concerned about physically dropping in the GM drivetrain.