It went into the shop (WB's Keen Machine - Will's shop), on February 1, 2003. The purpose was to complete a few things that didn't get done when the project was initially wrapped last year. Things such as relocating the fuel line where the header tube was touching it, installing the Lakewood safety bellhousing, installing the Tilton hydraulic release bearing, installing the driveshaft loop, etc., etc.. I also had to solve a problem with clearance between the #7 spark plug and its respective header tube. It has been repaired, and the headers have been recoated. They're lookin' good!
Once the project was underway again, things changed almost immediately. First, it was a new engine management system, which negated the previous computer/wiring harness installation.
Then, when I started to take the older electrical system apart, I encountered so much slashing and hacking of the original harness; mostly by previous installers of aftermarket stereos and alarms, that I started trying to thin the harnesses of cut and unused wires... I haven't stopped yet as you will soon see.
Next came changes dictating larger fuel injectors, and a larger volume fuel pump to feed those injectors. This involves building a small surge tank from which I will, by utilizing the original in-tank fuel pump to maintain a level in aforementioned surge tank, feed a large-volume racing pump from Bosch, which in turn will feed the injectors at the engine. The TEC3 will allow me to map my fuel and timing curves, thereby keeping the required amount of fuel fed to the engine.
I relocated battery to the rear, and added a "Roll-Control" device from TCI. Then I decided to change the digital "arcade" style dash cluster for good old-fashion analog gauges from Autometer. That work was performed by the more-than-capable hands Bryan Smith from Hawthorne, CA; he did the layout. It should look good when it's complete.
Will it ever end? I hope it never ends!
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Last updated on: June 13, 2006
It went to Custom Wire Works in Murrietta, California (near San Diego) on June 1 to have the wiring done; it's just a little too much for me to get into at this point. That is, it's too much for me if I want it on the streets this summer!
Chris Corsello, the owner, seems to be a very consciencious worker and he is ASE certified, so I'm placing my faith in him to do the job right.
That's Chris on the right, Barry is his helper. Clean shop!
The day is Friday, the 29th day of August, and the Vette is finally ready to take back on the street. It will be the first time back on the streets since February 1st.
We took it out and tried to get it dialed in enough to drive around town, but gremlins reared their ugly head again and it is still not running, that is, it won't start now for some reason. I am not receiving a crank signal at the computer, therefore it won't fire up - it just cranks and cranks.
And I really wanted to get it to Ruby's tonight too! Just my luck I can't yet.
I should mention that I still have an oil leak, and that was part of the reason I pulled the engne in the first place, but we couldn't find a leak when we had it out!
I think it's originating at the front and at the rear of the pan gasket, but I won't know for sure until I get it on a lift - I can't seem to find it while lying on my back on a creeper.
Next, I have to get it on the freeway someplace where the road is open enough to do a couple of WOT runs to dial it in a little closer, it'll save a few bucks in dyno time. Then we take it in and put it on a chassis dyno to fine-tune the rest. I certainly hope my numbers are beter than last years dyno results.
Then I take it to the drag strip where I can finally get some real seat time on the track, and hopefully give a good showing.
Friday, September 5, 2003
Well, I finally was able to take it to Ruby's cruise night, and somewhere along the way I lost a tailight louver. One tailight louver out of four! Where am I going to find one tailight louver?
Oh well, maybe I'll just leave 'em off, but I really think it added to the apearance.
I will try to get it into Scott's shop, "The Fiberglass Body" sometime next week so he can patch the floors around where the roll bar was installed.
If I didn't fill those in somehow, the cabin would fill with smoke every time I did a burnout at the strip.
In addition, the oil leaking on the headers is smoking and filling the car pretty bad as it is.
I can't wait to get the floors done either; the heat and resonance is pretty bad and I want to see how that stuff from Gulfstream works at reducing both. I have some of it (the blue stuff) partially installed, and I do believe it will eliminate some of the resonant droning one gets at around 2000 rpm. I also have some foil-backed heat insulating material from Gulfstream. Hey, if it's designed to keep personal jet aircraft cabins cool and quiet it should help keep mine quiet, eh?
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