I also got to the point where I was ready to start cutting the LCA mount off --
and I was really, really nervous about doing such a thing. Go figure.
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The broken AC box? The spare 70 AC box in the attic was identical,
except for the broken part. |
This bracket that held some piping had to go. | |
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Started to try to mount the Camaro AC coil by notching the box to fit the
tubes. |
This tab is a problem, but was easily bent down (hope I didn't poke a
hole in things when I bent it though) | |
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There was a tab here on the other end of the coil -- could have sworn I took
a pic, but I don't have it now -- but the tab is just attached with clear
goop and it came off easily enough. |
Here's how it fits with the tab bent. | |
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Not such a good fit, that pipe is in the way. |
Notched the firewall to clear the pipe. I'll have to also notch
the inside box. | |
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Closed the whole thing up. I'll have to block off the bottom part of
the box -- this coil isn't nearly as tall as the original. |
Moved on to the clutch. I'd sent the dual-disk off to McLeod to
get rebuilt, and I have it back now. | |
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I'd picked up some ARP bolts for the flywheel. |
After disassembling the clutch, it was simple enough to attach to the
crank with those bolts. | |
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Disk 1, and then the floater plate. The numbers written on the
flywheel? They identify which group of spacers and shims go there. |
Spot 1 is the group with one nylon tie, etc. The spacer goes on
the flywheel side, and then the shims closer to the floater. | |
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Assembled. |
Hurrah for transmission installations. | |
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Except when you can't get them to line up. I've torn this apart a
couple of times and tried to get the boy to help get it in there, and it
just isn't working. Will continue to try once the engine isn't sitting
in a nose-down state -- that complicates it a bit. |
Sunday. Saturday night I went and picked up new blades, and the
rest of the mount came off within a matter of minutes. Sharp blades
are a good thing. | |
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Here the mount is just held in place by the rod and the LCA (LCA is on a
jackstand). Amazing how easily the LCA moves when the mounts line up.
The difference, for the most part, was that the LCA needed to be moved back
on the frame about 3/16". |
On the outside, used a punch as a spacer to put the mount in the right
place for tack welding. | |
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The MIG is still set up for .023 wire; the TIG is not driven by thick enough
power cables to put forth enough juice for this, which leaves stick-welding,
which I suck at. I am not too worried about penetration -- I blew
through enough that I can be pretty sure I'm melting the metal, but I a)
leave some ugly welds, and b) have to clean up a lot of blowthrough.
The inner and outer edges of the frame are mostly welded. I think I've
had some warpage from the heat, the rod still slides right in but it gives
some resistance to turning. I'll need to put the LCA back in and
verify all is still well (didn't want to do it while everything was hot,
hate to melt those bushings) |
The fore and aft edges of the mount are not welded. I'll have to
make some bits to fill in the gaps -- both edges have some area to fill. | |
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In the back, the gap is about 1/8". The front gap is more like 3/16"
or 1/4". I had to stop welding because the stick welder puts out some
interference that was ruining some stuff other folks were doing. Plus
it was really hot with the welding gear on, so I think I was happy to stop. |
Here's the AC box from the inside. Personal self-improvement list:
Measure more before just cutting things. I think once I started
cutting on the car, it became too easy to just cut things -- frames,
tunnels.. where does it end? | |
There is another update in here somewhere, from when the site was down.
I'll get it put up soon, but not much happened.