63 Skylark- best mix of new and old tech

Hello everyone,
I'm glad to see that there is a forum for our little cars, even if there isn't a lot of activity. I guess you'll have that with a platform as rare as the Y-body.
I bought my '63 Skylark this summer as a project for my son, my father, and I to work on together. It's pretty much completely original and has around 64 thousand miles on it. It has the high compression V8 and the dual path transmission.
The good: Super solid car, almost all original, motor sounds amazing and carb is in great shape, mostly nice interior (tear in drivers seat). Everything seems to work. Unique platform that you don't see everywhere!
The bad: Brakes are dangerously bad, there is a driveline vibration that I believe is a U-joint, needs tires badly, and it's a unique platform with very little aftermarket support.
Looking at all of the issues with the 2-piece driveshaft, drum brakes, oddball transmission, and wanting to improve on performance while keeping the charm of the original car, I have decided to swap the rear end and transmission out and go to a 4L60e, Ford 9 inch (built for 4-link), and single piece custom driveshaft. We are acquiring parts at this time (budget is really very limited) and hope to have it on the road by next summer.
I believe that the 4L60e should be a really good swap to wake the car up a little, and maximize the performance of the 215. Going from a 1.5 something first gear to a 3 something first gear has to help it get moving, and I can gear it taller with the .7 overdrive. Where we live it is almost all highway driving, so the overdrive will be a welcome change.
I thought about going to a different (Buick) engine, but the 215 is so unique, and has such an interesting history, that I just don't think it's the right move. I intend to add port sequential injection using megasquirt in the future. If we decide we want a little more heat later, I'm thinking possibly a built 3.9 Rover block with a turbocharger might be a future addition, but right now it's just about getting it driveable and solid.
All big plans and good intentions, but it's going to take some time.
I'll try to post pictures and information regarding the swap as it is completed.
Steve

Welcome Steve, great to see you and your family wanting to tackle this project. You are right very unique vehicle but sure gets peoples attention. As for pics, that's a must here, not many of us but pics make it more interesting and easier to see.
Good luck and stay posted!

Hi good welcome

The 4l60E requires major floor mods. Just and FYI.
Sounds like a cool project good luck

Thanks for the heads up. I have a 4l60e with the 60 degree pattern from a 3800 camaro, which is supposed to fit a little better from what I've read. I also am replacing the rear end and going to a 1 piece driveshaft at the same time, so I can change the drivetrain angle if necessary. I guess we'll see. I think the changes will be worth whatever effort is required to get rid of the weaknesses and oddities. I think the 215 is the highlight of the car, at least to me... Not so much the dual path.

I love your idea of updating your Buick, especially improving the less-than-thrilling Dual Path. Have you considered a 700r4? The advantage of a 700r4 is that they don't require a computer hookup to control their shifts like the 4L60e. There is also a V6 version of the 700r4 that has a slightly smaller case, although any overdrive trans is going to be considerably larger than the original two-speed. Just my two cents.

Thanks for the encouragement. I did look into the 700r4. I think it would be a good option. My background is in electronics and control systems, so I'm pretty comfortable working with sensors and computers and such. For me, I believe it will be easier in the long run to go electronic, due to being able to easily control shift points through programming. Playing with governors and TV cables seems like an absolute nightmare, in my opinion. Too tweaky. I like the predictability of electronics. I'm really good with just getting a Microsquirt control module for the 60e, adding a throttle position sensor, tach signal, coolant temp sensor, and tapping into the brake switch circuit. I know that sounds like a lot, but once it's installed it will give consistent performance without worrying about the mechanical connections required by the non-electric transmissions. Changing shift points will be as easy as getting out the laptop and changing some values. Controlling torque converter lockup is a programmed value. No switches or other nonsense. The other big advantage is when I get around to adding fuel injection, the two modules will talk to each other over a can bus connection and share data from the sensors. It will be a nice integrated package. It will also do turbo boost and traction control (lots of advanced features).
I think the v6 700r4 and the v6 4L60e should be similar in size. They're basically the same transmission. I hate having to cut the tunnel, but taking time and doing a careful job it should turn out well. My dad has a floor console from a 65 that might fit and is the exact red color of the current interior. That might hide a bit of the tunnel rework.

With your background and expertise, the 4L60e makes sense. I don't have your skill set, so I am wary of mysterious little black boxes. I swapped a fuel injected Rover 3.9 and a 700r4 into my wagon along with a cobbled-together wiring harness from two different wrecking yards, and am still trying to get the injectors to fire. I'm certainly second guessing my decision to "go modern". I envy your knowledge. Good luck with the build!

Wow! Sounds like you jumped right into the deep end. Are you using the rover ecu? Sometimes aftermarket can be easier. Best of luck with your build as well.

Yes, I'm using the Rover 14CUX ecu. The articles I've read make it sound like you connect four wires and happily drive off with the sun shining and birds singing, but that hasn't been my experience. The car will start if I squirt some starting fluid into the plenum, so I know the ignition and timing is OK. Plenty of fuel pressure, but trying to determine why the injectors aren't firing has been a pain. Could be the relay wiring. Could be a ground issue. Could be the ecu is shot. Trying to sort it out. Never hurts to learn something new. Thanks for the encouragement.

Welcome. Sounds like an ambitious project and neat that three generations of your family will be working on it together.  Good luck, Gene

Thanks, Gene. We are a multi-generational Buick family, since at least my Grandfather. Should be a great opportunity to work together.

I am considering going an easier direction and swapping in a 3800 series II. The 215 would be a lot more unique, but the 231 would stronger, faster, and easier to replace parts. What do you guys think? Is it a total sell-out?