Around 53,400 cars were equipped with the V8 engine. The six-cylinder was the most popular, with roughly 146,300 examples sold. Other engines were available as optional equipment, including the Turbo-Jet 396 high-performance V-8. The other base engine options included a 230-CID six and the 307-CID V8. A four-cylinder engine was available but these were not very popular, with just over 1,000 examples sold. Available body styles included a 2-door coupe or 4-door sedan. It had a semi-fastback roofline in a similar fashion to the Chevelle, with wide flaring sail panels. Thats why I love my Cobalt, 2150#'s with me in it, a stock block nothing special 406 sbc that goes high 8's.The 1968 Chevy II Nova (the Chevy II name would be no longer used after 1968) was given a new look and became slightly wider and six inches longer than its 1967 counterpart. There is also alot of "corrogated" metal up in the tops of the quarters that could yeild even more weight gains, but it is VERY difficult to remove.ΔΆ400#'s without driver is pretty easy, but keeping it light is more difficult when talking about drivetrain. I cut the door hinge part of the A pilars right out and mounted the doors off the cage like a true chassis car. If I would have kept the car I was going to shift some weight up front. With my fuel cell in front, the car was 55% rear weight.rode the bars for 60' or more.lol. I weighed it on my scales, not race track scales. If I remember correctly, my stock block 461 motor weighed 2390#'s with me in it. There were a few area's I think I could have gotten it lighter, but not by much. My chassis was all moly, 25.4, struts, 4 link, 12 bolt. I also had a tall dech Dart block 540, which is pretty heavy. I had glass everything but roof and quarters. I was pretty surprised to see it was as light as it was.Sucked even more to realize my motor wasn't making the power it should have been either, since the et was at that weight and I figured it for the heavier weight.Deflated my ego just a bit. I honestly thought it was about 2600-2700. Like I said, I removed alot of metal from the car during the build.I raced it for two years before it ever went across the scales though, weighed it just before I got rid of it just to see how much it was. I also cut out the complete stock dash and made an aluminum one for it. I wish I still had it! I didn't have the stock steering in it either, it was the kit for a chassis car, got it from Chassis Engineering. I wish I still had the weight slip, but it went with the car when I got rid of it. A th400 is only about 20 lbs heavier than a glide, so between the brakes and the trans, that kind of balances the two out. With the big block in place of the small block that I ran, there is about 250ish lbs of the difference in weight there. I tried to remove as much as I could to get the weight down. I did remove quite a bit of structure from the body when I did the work. I forgot to add an aluminum radiator with plastic side tanks, and it was small, about the size of the VW ones that are popular, but slightly larger. Real McCoy - I didn't cut up the stock subframe at all. Hood weighed about the same as the doors, it was light. Good thing I know how to do fiberglass work! Didn't even feel like I was swinging a door. I slammed the driver's door shut the first time after I installed them and cracked it. The fiberglass ones I got weighed about 5 lbs each? They were light. Completely gutted the factory steel doors were still very heavy. The doors were the biggest weight loss out of everything. I was taking a chance with it though, as the yokes weren't real beefy, but it held up. Weighed less than the same size moly shaft. 71 Chevy - Trans was a th400, factory steel driveshaft out of a Ford pickup.
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