When you look at a Vega compared to any other car from that time, they’re small. They’re not tiny, they’re just small. When you look at a Chevy big block next to a small block V8, they’re just bigger and bigger everywhere. That’s what makes the big block Vega such an achievement, the sheer logistics.
I never looked at it in person, but the grass around it told me it was rusty. The only thing that stopped me from going for a drive and winching it onto the trailer was the year. It was one of the newer ones, maybe a 1976 or something. The Vega I like is the early one that looked like a little fastback Camaro. Over the years, I’ve seen tons of them on the street and the race track, but it’s rare to see a good one when it comes to a V8 install. Nowadays, the tools, the parts, and the lines of communication make putting anything into anything a possibility, but back when used Vegas were getting small blocks shoehorned into them, and there was nothing but magazine articles, hand tools and cutting torches. I’ve seen more than my fair share of chains and blocks of wood used as motor mounts, headers beat into oblivion to fit, butchered firewalls and inner fenders, and welded differentials on the brink of an explosion. Would I do one differently? Yes. I’d follow the blueprints of the Baldwin Motion Vega, and I’m not talking about the one with the small block.
The stock Vega inline four-cylinder had a displacement of 2.3 litres and featured a lightweight, die-cast aluminum alloy block but a cast iron cylinder head. Luckily, those engines were junk in terms of speed, and that gives us the perfect reason to toss them in the scrap heap in favour of a V8. The 454 big-block V8 maths out to 7.4 litres, takes up at least twice the space of the stock four-banger and weighs twice as much. This was an issue for the folks at Motion performance, but it wasn’t a deal-breaker. Rather than run side motor mounts, they had to use the old front-mount/rear-mount setup. The firewall had to be cut open to enlarge the hole for the monstrous V8, and a new, Corvette-ish radiator had to be installed. An automatic probably would have been preferred for predictable traction in a car like this, but Motion installed a four-speed manual backed by a narrowed 12-bolt differential packed with 4:56 gears. They also replaced the stock rear links with more traction-friendly aftermarket parts. Was the Motion Vega fast? Yes, but it could have been faster. Traction was an issue, and I’m sure it was an absolute monster to hang onto while shifting gears. Also, it ran hot, and I mean real hot. With modern aluminum heads and intake, a taller vented hood, ceramic-coated headers, and a custom radiator with some good fans, I bet most of those issues could be resolved nowadays. A simpler option today would probably be to just put a smaller, lighter, more efficient LS-based V8 in it, but that doesn’t have the right amount of violent unpredictability. Plus, I probably have a spare 454 core that is just begging to be assembled for something small like an early Vega, which makes me all the more a fan.
Have a question or comment for Kelly? Post it at lmtimes.ca/kirk
