Fall 2003 Archives

08/30/03 - 111618. Finally got to bring the car home. Except for caulk and paint the garage is finished.

These rafters we prefabricated and hauled over late at night.	The section without flooring is space for the lift to lift the car into the attic.	All framed up!
Pretty much finished.	The '65 looks at home.	Shot down through the lift opening. Lift is due to arrive in a few weeks.

Put about 60 miles on the car. It ran about 210 (so the gauge says) at the highest point. I ran an errand and after the car started back up (5 min.) it was back to 180. I think my temperature sender is not calibrated correctly. Overall the car ran very well. I did verify that the fuel evaporates from the fuel bows when sitting more than a few days. After a few weeks they were so dry that the accelerator pump would not work so I had to drip gas into the carb to get it start right away.

In the last few months I've picked up a 3844461 aluminum intake, a Holley 2818, and the 64/65 SHIP air cleaner. A NOS oil filler tube and a PVC tube are en route. I'll be pulling the engine over the winter to convert to a SHP engine with the LT-1 camshaft. I also need to modify and inspect the distributor - I have way too much vacuum advance and not enough centrifugal.

9/6/03 - . I've taken a few trips around town. The car has run very well. I decided to check out the oil pressure with a nice gauge. The dash gauge shows about 5 PSI at idle and about 15 at cruise. I knew the gauge was wrong but it was nice to see that the results were perfectly healthy. Also noticed that there were several things disconnected underneath the dash.

It's blurry but I disconnected the oil tube that comes from the back of the block from the back of the gauge and hooked it up to the precision gauge.

The picture is kind of blurry but there are three points where something has been disconnected. It looks like there is a capacitor missing too.

1500 RPM:  42 PSI (cold)

0650 RPM:  22 PSI (hot)

1000 RPM:  30 PSI (hot)

1500 RPM:  35 PSI (hot)

3000 RPM:  38 PSI (hot)

3500 RPM:  41 PSI (hot)

4000 RPM:  41 PSI (hot)

9/30/03 - 11728 - Went to Autozone for a washer and a Holley Kit. They couldn't find a kit for a 4150 single pumper so all I got was a 7/16" washer for FREE. Finally got a chance to tighten down the bolt that connects the frame to the differential carrier bracket. The driveshaft was hitting the underside of the body on hard acceleration. I added 4 2" washers and it took care of the problem. I was able to torque the bolt to spec - 55-75 ft-lbs.

Found this in the hole to the right. Looks like mice were in my frame at some point in time.

I pulled the junk to the right out of this whole. it looked like interior carpet jute mixed with leaves.

I added 4 washers so the driveshaft would not hit the underside of the body. There was evidence of an old repair.

10/xx/03 - Holley 2818 Carburetor rebuild. This wasn't a restoration but a rebuild. Any remaining zinc chromate plating came off in the carburetor dip. I basically took it apart, replaced all gaskets and diaphragms, changed the jets, added a banjo fitting, added a vent tube, and replaced the fast idle cam. All passages and holes were blown out and dried with compressed air. All parts were brushed and rinsed after coming out of the carb dip. All surfaces were square and there were not any stripped threads. Be careful not to tighten the bowl screws too tight - the metering blocks and warp easily and the bolt holes strip out. Replacement parts from Holley are expensive!

Got this through EBAY. It was pretty rough.	Metering blocks were full of gunk and gaskets were shrunk. Power valve was incorrect.	Bowls and bowl gaskets were in pretty good shape. Jets were wrong.
Accelerator pump looked OK.	Metering block surface was square.	Secondary diaphragm worked but was pretty rough.
	The remainder of the plating came off in the dip. Can't disassemble any more than this.	This side faces away from the bowl. Its the primary side with the power valve.
Holley floats can be set by leveling the float.	Carb was missing a vent tube. I bought a bag of replacements and had to grind the angle.	A new fast idle cam. The plastic steps on the old one had chipped off.
Carb was also missing the banjo fitting.	Finished carb - restored mechanically - not cosmetically.