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#61
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Thanks Vertigto! The Tempest won't be so fast with the 400 that's going in. We are hoping for low 13's with the 3.42 rear end, so a far cry from the high 11's it ran with the former 461 motor (now in the Lemans). It's still going to be driven on the street more than the track, so the gears are a compromise. It may get 3.73 (or 4.10's!) gears if I want to get high 12's.
We're going to swap out the power steering for the manual unit in the '70 Lemans while the engine bay is fairly deserted. The Lemans is a handful to drive with the 461, manual steering with the skinny factory wood wheel, and the M-20. The Tempest is easier with the automatic, so you can use both hands to wrestle the steering wheel when trying to keep her between the lines on the street, not to mention lose 30 lbs. off the front end. I like the empty engine compartment look. Dennis Last edited by SD455DJ; 06-14-2020 at 10:19 AM. |
#62
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Got the manual steering swapped between the Tempest and the Lemans along with a new alternator with the proper brackets, new HD starter, trans, driveshaft, E-brake cables/paraphernalia, and the Pypes headpipes. Next is the fuel hook-up, radiator & shroud, flex fan and repainted pulleys, and new 20" case Ultra-Flo mufflers.
Dennis |
#63
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Looks fantastic!
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Chris D 69 GTO Liberty Blue/dark blue 467, 850 Holley, T2, Edelbrock Dport 310cfm w Ram Air manifolds, HFT 245/251D .561/.594L, T400, 9" w 3.50s 3905lbs 11.59@ 114, 1.57/ 60' |
#64
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#65
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I'm replacing the current HUGE Magnaflows (22"x11"x6") with more stock size Magnaflows (#11266 - straight-through design like Dynomax Ultra Flo's) that are 18"x8"x4" mufflers. The smaller ones are 10 lbs lighter each! Currently we are finishing the exhaust then will focus on the fuel and cooling systems next.
Almost done...I can feel it! Dennis |
#66
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Exhaust is finally done. From the factory exhaust logs to the Pypes 2.5" mandrel head pipes into 2.5" kink-bent lazy-'S' pipes to get close to the DS tunnel, into the 2.5 inlet/outlet Magnaflows, then into the old 2.5 mandrel bent Torq-Tech A-body tailpipes. I didn't put an 'X' or an 'H' pipe this time to keep with a more factory look. It should flow pretty well despite the kink-bent pipes.
The only complaint we had about the Magnaflows is that the inlet/outlet pipes are actually a little larger than the 2.5" I.D. listed, so wouldn't crush over the 2.5 O.D. exhaust pipes...so we had to cut 1/8" wide slots 180 degrees apart at 3 & 9 o'clock positions so that they would compress/crush around the pipes with the muffler clamps. The inlet/outlet pipes in the muffler are stainless steel and very hard. Fuel connections and radiator next on the to-do list for next week. Dennis |
The Following User Says Thank You to SD455DJ For This Useful Post: | ||
#67
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Here are 'before and after' views of the exhaust system/mufflers from the rear. The previous 'huge' Magnaflows really hung low. You'll barely see the new smaller mufflers!
Dennis |
The Following User Says Thank You to SD455DJ For This Useful Post: | ||
#68
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Got the fuel system all set. The car has a Tanks, Inc. gas tank with the internal pump along with a Holley pressure regulator and an inline fuel pressure gauge in front of the tank. The Tempest had a big Holley 850 on it when I bought it and the pressure was set to 8-9 psi, too much for a Rochester Q-jet, so we adjusted it down to 5.5 psi. The fuel will be pushed to a stock deep reservoir mechanical pump.
We also got the correct fan spacer (had too short or too long) to position the fan correctly in the shroud (half in/half out). The radiator and heater hoses are on. All the electrical checked out fine...got power to the coil, lights, wipers, horn, switches, etc., so no bad grounds to chase around. Now it's just the carb and connections, then reinstall the hood for it's maiden voyage with the new XV 400 motor. Dennis |
#69
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We got the Tempest running yesterday without a hitch thanks to all the preplanning and careful reassembly. We still have a few minor bugs to work out but the initial 1.5 mile road test was successful. The carb idle screws needed to be turned out a little (didn't worry about them on the dyno) to 3 turns each side from seated, coolant temp was 180 (85 degrees & humid), the TH400 shifted firmly, and the exhaust sounded really nice (without the X-pipe and a bit louder). I have a couple plain black air cleaner lids that I need to glass bead and paint yet to replace the old chrome lid that's on the car temporarily. The power drum brakes work great and will throw you through the windshield if you aren't careful...I'm used to non-assisted manual drums, so this is different. The manual steering adds to the bare-bones look and buck-wagon driving experience, but I like it that way.
We discovered the steering wheel is clocked 90 degrees off center when driving straight and the wheel is indexed correctly on the hub (does drive true down the road...no pulling or out of caster issues), so it's going to the alignment shop next week to correct. We also need to reattach the in-dash factory tach yet...forgot to reattach the coil lead. Dennis |
#70
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Look closely at the rag joint by the steering box, if it's been rebuilt or repaired, it can be assembled 90 degrees out.
I can't think of another spot on the steering shaft that can go together 90 out. .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
#71
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Thanks for the tip HWYSTR455! This manual steering box came directly out of my '70 LeMans that is/was original to the car and it's steering wheel was perfectly 'centered' and indexed when the car was gong straight, so we're thinking it must be the tie rod ends aren't adjusted equal from side to side. We'll be checking into it further however.
Dennis |
#72
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Did you take the box out and move it over with the rag joint installed? And the wheel is exactly 90 degrees out?
The end of the steering shaft has a 4-way collar on it, 2 of the slots are for the shouldered bolts, the other 2 are for the studs. That's the only place it can go a full 90 degrees out, during assembly of the shaft to the rag joint. I seriously doubt the tie rods have enough adjustment to get the wheel a full 90 degrees out. One end would have a ton of threads showing, and the opposite side would have the other rod showing the same difference of exposed threads. Maybe I'm missing something, but you can see how I'm thinking. Did the new car have a box on it when you got it? was it hooked up? Was the steering wheel 90 out then? EDIT: Can you snap a pic of the shaft where the joint meets it? .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
#73
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Pic of a rag joint rebuild kit attached.
You can see how it's possible to attach the steering column 90 degrees out, by simply swapping the bolts/studs to diff locations. It is also possible in some cases to actually use an OE rag joint and attach 90 degrees out. .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
#74
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Quote:
I wouldn't trust the manual box picture because we were turning the wheels quite a bit and they probably weren't perfectly straight. I appreciate your help HWYSTR455! Dennis |
#75
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Sorry, I misspoke...the rag joints stayed with the respective steering boxes!
HWYSTR455 - yes I can see where you could index the whole kitten-caboodle 90 degrees off installing a new rag joint. Dennis |
#76
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It looks assembled correctly, as it pertains to the stud/intermediate shaft mating. With the OE rag joint, and if you retain the orientation/support plate on the box side, you are correct, it can only go together one of two ways, which would make it 180 out.
I've seen folks omit the orientation/support plate and put the bolts/nuts on the high side of the intermediate shaft plate, and have also seen where a rebuilt rag joint is assembled incorrectly, but that doesn't seem to be the case here. Just figured I'd brain-dump! .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
#77
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Ahh, we'll get it straightened out after a couple of beers to clear our heads!
Thanks HWYSTR455 for the input. I will say the little 400 can roast the tires pretty handily! Dennis |
#78
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HWYSTR455 - I forgot we substituted a different manual steering box for the Lemans unit that was all dirty and nasty looking. Dan had a nice restored box in the parts stash and we installed that one instead...however, we didn't notice that the coupling/rag joint on the shaft was clocked 90 degrees off, so that is what caused the steering wheel to be 'off' 90 degrees. We corrected that today and all is right in the Pontiac world now.
Dennis |
#79
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Excellent!
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__________________
. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
#80
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Here's a better comparison of the muffler change from the huge 22" x 11" x 6" Magnaflow's to the 18" x 8" x 4" Magnaflow's from the back of the Tempest. Both are 2.5" in & out straight-thru design. The bigger mufflers were quieter, like the 20" DynoMax SuperTurbo's (17749?). The smaller mufflers are less that half the weight and bulk of the bigger muffler, not to mention, a little throatier too!
Dennis |
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