1967 Chevrolet Corvette - Reconsidering Your Line In The Sand, Wrapup

We installed these March pulleys because-for one thing- they are very cool. We had looked into a serpentine belt system, but we would have had to change the AC compressor to another model, essentially throwing a perfectly good one away. The serpentine belt system that we looked into, and the compressor that is already on the car, are from the same company-and they are not compatible.

This 425 horsepower crate engine needs to be cooled. This was a no-brainer, because whenever we need a radiator, we call DeWitt's. Tom runs a first-class company with a first-class product. We got the twin Spal fans with this one.

Installation is drop-in, just like it came from the factory. The fan-control temperature sender mounts in the radiator near the hot water inlet.

We made up these Aeroquip stainless steel braided fuel hoses for fuel supply and return because they're clean, proven, and will last for years. We've joined them to the steel supply lines that we ran along the frame.

These are the 3/8-inch steel supply and 5/16-inch steel return lines prior to our application of gravel-guard. It doesn't look like it, but they are actually tucked nearly out of harm's way over the top edge of the frame rail. The gravel-guard will give them even more protection from that rogue flying stone while hazing the rear tires. The alternative is to pull the body off the chassis and run two lines where one line originally ran on top of the frame, and inside the frame rail at the last couple of feet.

We insulated the fuel pump with rubber, and mounted it to the frame cross member just behind the differential. The wiring (not yet installed) runs through 1/4-inch steel conduit along the inside wall of the framerail.

A new gas tank was used because we have to do a little soldering, and don't need to risk the job with some old gas fumes in the old tank. Fuel injection needs to have a fuel return, so we have to make one.

We made this fuel nipple for the fuel return, an installed it in the recess of the gas tank. It's a press-fit here, but now it's just a matter of flowing a little solder around the nipple to secure it and make it leak-proof. This little recess is a perfect location for it.

OK, so the owner of this '67 comes to us and says he wants at least 400 horsepower, he wants it to be rowdy, and he wants it to fit under the small block hood. He doesn't want a big block hood cause it's a small-block car. Sounds reasonable. We're in luck, because this engine / injection combination just fits under a stock small block hood. Almost.

You might remember this shot from the engine segment of this series showing the air plenum with the throttle body removed, and the closed hood hovering just above. It's easy to see that once the throttle body is installed, we'll be into the cross brace of the hood big time.

Something's gotta give. In this case, it's the center section of the hood brace. We have to take the center bridge of the cross brace out to make enough room for the throttle body, or we will have to have a big block hood. The owner doesn't want a big block hood since it's a small block car. I remember that.

If you're gonna do it, do it right. Make it look factory. We boxed the cuts in the bridge to not only strengthen them, but to give them a clean look. Speaking of bridges, we didn't burn one here, we just warmed it up a little. We're a restoration shop; so we can always put this back later.