The 1967 Chevrolet Malibu that is our Project MaliBeater started life with a 283ci V-8 and a three-speed, column-shifted, manual transmission. Owner Brad VanHemert purchased the car in Arizona from the original owner, Allan Schaffer. Given the state of the original burned up Bolero Red paint, the decision was made to create a "garage find" type of vehicle. The discovery of a stored-away-for-40-years and forgotten 1967 Chevelle with 427 power would be awesome sauce in any car guy's book. Why not create that car with the Dead Red MaliBeater?
If you have been following the car's recent progress, you know we obtained a Chevrolet Performance ZZ427/480hp crate engine that then received the relic treatment from Corvette restoration specialist Mike Ardito. He transformed the gleaming new ZZ427 into what looked like a tired and grimy 1967 L88, as if the rare 427 had been rescued from a wrecked Corvette. With the engine back at Midwest Muscle Cars in Lake Zurich, Illinois, it was time to put it in the MaliBeater.
When doing a small-block to big-block swap, be sure to invest in the necessary parts for proper installation. The factory small-block frame brackets will physically work for the big-block motor, but the engine will not be properly positioned. National Parts Depot (NPD) offers big-bock Chevy frame brackets that are a bit tricky to install, but well worth the time and effort. Additionally, make sure to procure a big-block radiator that is up to the task of keeping the motor at its optimal running temperature.
Proper big-block installation also mandates buying the correct oil pan and headers. Research into finding the right oil pan included recommendations from the good folks at Moroso. Time spent browsing Team Chevelle (chevelles.com) for real-world experiences from Chevelle owners also proved extremely helpful. Ultimately we chose a Moroso 6-quart pan (PN 20411) and pickup (PN 24440). The Moroso universal dipstick (PN 25970) was also the way to go for this swap.
In the header department, most of the Team Chevelle forum people advised spending a little extra money for Doug's Headers. Granted, the 2-inch primary tubes are tight, but Chevrolet Performance recommends that diameter. The headers we used (PN D322) are available in three finishes: raw, high-temperature black, or ceramic coat. Since we planned to paint the headers white, as was the practice in the late 1960s, we chose the raw version.
Thanks to Matt Renz, Howie Hoffman, Mike Ardito, Josh Benigni, Anthony Benigni, and Vic D'Agostino, the big-block swap conducted on the MaliBeater was a success. Renz and Hoffman have built many of these big-block Chevelles, so there were no surprises. Ardito kept things down and dirty for that "garage find" look.
This story covers the motor installation; next time we will cover the exhaust, drivetrain, and plumbing work to get the big-block 427 MaliBeater on the road.
1 Before installing the relicked ZZ427, we removed the genuine 1966 Corvette L79 327/350-horse motor that we first considered for the build. Despite a number of attempts to hunt down the original Corvette host for this engine, it remains an orphan.
2 The debate rages on the subject of rubber versus polyurethane motor mounts. Matt Renz uses rubber mounts for a bone-stock restoration, but uses the Energy Suspension polyurethane mounts for higher horsepower builds. Rubber has more give to allow slight engine movement when revved, whereas the polyurethane is stronger and more rigid.
3 Renz uses a small sledge hammer to install the pilot bearing on the rear crankshaft snout. Care is taken to insure that the bearing goes in straight.
4 Renz first installs the Lakewood safety plate and then the resurfaced factory GM flywheel. The Lakewood safety plate is made from high-strength steel and is designed to keep the engine block from being damaged during a catastrophic clutch failure. Loctite Threadlocker Red is applied to the flywheel bolts. Renz then torques the flywheel bolts to 60 lb-ft in three equal increments.
5 The clutch installation tool is used to properly center the clutch disc and pressure plate. Vic D'Agostino helps Renz apply a couple drops of Loctite Threadlocker Red on the clutch bolts prior to installation.
6 Renz makes sure the clutch disc is perfectly centered by moving outer edge of the disc until the clutch installation tool moves in and out freely. He then tightens the clutch bolts to 35 lb-ft in three equal increments.
7 Renz installs the Lakewood clutch fork and release bearing to the Lakewood Safety Bellhousing. He then installed the bellhousing to the block.
8 A stock mechanical fuel pump is all that is needed for our street car application. The fuel line from the pump to the carb is installed at this time. Future assessment could lead to a higher capacity fuel system.
9 Doug's Headers offers beautiful ceramic coatings, but we were going for the aged header look to match the relic job on our ZZ427 motor. White header paint was not in stock locally. A quick trip to the local department store netted this Rust-oleum High Heat white paint, which has held up admirably.
10 Renz lays the headers in place and suspends them using elastic cords. The National Parts Depot engine mount frame brackets (PN C-0029-109P, arrow) are necessary to properly install a big-block motor into a small-block car.
11 Via the magic of Mike Ardito's artistry, that brand-new Moroso 20411 oil pan looks 40 years old. The brand-new relicked 427 motor is now ready for installation.
12 Renz steers the massive engine hoist into position, while Howie Hoffman directs the engine into place. The motor is positioned and motor mount bolts inserted and tightened.
13 This working generator came from the MaliBeater's original 283 engine. Though not sparkling, it matched the dirty engine compartment and engine patina.
14 Howie Hoffman installed the Muncie M22 transmission and transmission mount. We intentionally got the white Doug's headers dirty during installation to create the "been there 40 years" illusion.
15 Chevrolet Performance supplies a 770-cfm Holley carburetor with the ZZ427 motor. But the 1967 L88 engine came with an 850 Holley. A quick call to Holley Performance Products resulted in this 850 Classic Holley carburetor with beautiful gold dichromate finish, electric choke, and vacuum secondaries. The carb is a bargain from Summit Racing Equipment for $512.95. The reproduction L88 fuel line was sourced from Corvette Central.
16 Ardito insisted on an OE-style radiator to coordinate with the "old" appearance of the engine compartment. This used but newly rebuilt three-core radiator was purchased and installed along with a used vintage distributor for $300.
17 Anthony Benigni installs the OE seven-blade clutch fan while mixing in healthy doses of shop talk and commentary.
18 Hoffman installed the Chevrolet Performance High Torque Mini Starter. It arrived all nice and shiny, but a quick shot of rattle-can flat black fixed that.
19 Restoration Battery was started by Tom Kobman in 1978 and currently sells more reproduction batteries nationwide than any other manufacturer. His company's Delco Energizer R59 battery is perfectly authentic in every detail, while incorporating modern battery technology for reliable starts.
