Has braided lines throughout and underneath. Gabriel HiJackers air adjustable on the rear. The custom Auto Meter gauges reveal the current odometer reading of 5,940 miles. We believe the car had around 100,000 miles on it at the time of the restoration. Virtually every component in the engine bay and underneath the car is new or rebuilt. The new engine was ordered in or around '96 by Al, the same guy who signed the inspection sheet back in '76, amazing, he still works there today and remembers the car. Way too much to list, some of the many many upgrades include a new GM crate 300 HP 350 CID engine. We have lots of paperwork for it documenting the car at each stage of its life such as the build sheet, inspection sheet, invoice, manual, & a huge stack totaling thousands of dollars in receipts. In the mid 1990's Pat began a very extensive restoration/modification process. The vehicle has been in town its entire life. The car originally was on the showroom floor back in '76, in the same exact spot that it is now in the photos. Paul, a personal friend of Pat's, bought the vehicle back after Pat's passing in the early 2000's. A few years later the dealership became Paul Busch Auto Center. Paul, the current owner of the car, sold this new to Pat at Yarolimek Motors, Wabasha, MN. A 1977 true SS, this ride has been beautifully restored & performance modified over several years in the late 1990's. As presented by The Bearded Pickers of Wabasha, representing the current owner, we give to you: With thousands of dollars in receipts on this modified SS, as well as it's known history, this vintage Chevy, complete with original build sheet, has everything an El Camino could have to offer. Please see below for HD video of this vehicle as well a photobucket link to hundreds of pictures. I will state again the body is in rough shape. I have 10k into the car and am only asking $4000. It pains me to sell it but my home improvement project is going over budget and I need garage space. Tuned port V8 fuel injected engine from a 89 IROC with 30k miles (runs perfect) New water pump, alternator, several sensors, and belt Rebuilt 700r4 tranny with cooler with less than 50 miles on it (from a 89 corvette, shifts awesome)paid 1300 for rebuild with some upgrades 4 new shocks new master cylinder, all brake lines, calipers, flex hoses, wheel cylinders, rotors drums (every brake part on car) new fuel tank, fuel pump, fuel filter, all lines from tank to engine new front and rear sway bar links, wheel bearings, ball joints, went through entire suspension replace almost everything (steering and suspension is tight) Straight duel exhaust that was custom bent with turbo mufflers (was done many years ago with some rust but sounds nice) all new floor pans welded in, new formed thick carpet with rubberized pad, door panels are in real nice shape with custom speakers seats need new covers and dash is in great shape with a few cracks on top, I have a new stereo not installed set of cragar ss rims from the 70s with 4 brand new tires I have all the original trim and many extra clips, fasteners ect, all goes with the car I have been going through this car fixing everything needed and might be needed. Here is a list of repairs done in the last two years while stored in the garage with no miles on them. The body of the car has rust and rot through all the panels and the sheet metal has been cut out of the bed for a repair panel. This car is in perfect running and driving mechanical condition with many many new parts. Externally, all it needs is a 12-volt source and an engine-vacuum reference.I am selling my 77 el camino. TCI's rendition (PN 376600) universally works on all 700-R4/4L60 (non-E) transmissions by rewiring the solenoid inside the trans. Today, it's easiest to just buy an aftermarket TCC wiring kit, especially as they're now widely available from a bunch of sources. There are various home-brewed ways to accomplish this, but due to detailed differences through the years, such schemes may not be applicable to every model. On stock installations, the wires went to the computer to control TCC lock/unlock, but on a retrofitted 700-R4, lockup can be achieved by wiring up analog pressure and/or vacuum switches. Although not a fatal durability error, this prevents the 700-R4 from achieving its ultimate efficiency and fuel-economy potential. Running "no electrical to it at all" (as you say was the case in your previous swap) means-you guessed it-the TCC never locks up. The 700-R4's four- or five-prong electrical connector is primarily responsible for TCC (torque converter clutch) lockup.
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