Another trip to Mom and Dad's

This weekend I will be making another trip down to mom and dad's to work on the Challenger.  Having removed the k-member and front suspension already, I will continue stripping the underbody and engine bay.  A few more trips and I will have run out of things to do without more parts.  I have a furlough coming up next month, so hopefully I will find a few days to make it down and get some serious progress made.  Still have hopes of having the car mechanically ready come next summer.  Sure would be nice to take it down the road and test her out.  The car has been off the road since 2001, when I also parked my Camaro.  Hopefully, my recently parked Formula won't have to sit and wait as long as these two did.  I learn a little bit from each project, what I would do differently, time frame, and budget.  I have a fairly well thought out plan for the Formula, though haven't decided if I'll jump in neck deep, or attempt to keep it drivable once I start on it.  Look for Challenger updates in the coming week.

Detroit Locker and Flex

I got my shipment from Summit Racing about a week ago.  Included was my Flex Fan, spacer, and Detroit Locker.  I hope to piece together a 9 inch rear by next summer, so I can hopefully make a trip to the drag strip and see what she runs!  Next purchase for the rear will likely be the ring/pinion and install kit, followed by the center section, then the rear with axles.  With Christmas coming up, hopefully I can get some of it from Mrs Clause...aka Wife.

The goods.

The Detroit Locker is a no holds barred unit that essentially turns into a spool during straight line acceleration.  Can't wait to put it to the test at the track, and no longer have to worry about grenading my posi or snapping an axle.

The 17" Flex Fan in red, good to 10,000 rpm's. I may add an electric fan later on, but only as a pusher.  After my quadruple failure, I'm not chancing electric fans as my primary source of cooling again.

Saturday, I once again headed down to my parents to work on dad's Challenger again.  Thankfully, I will be able to make another trip down in a couple of weeks.  While still mostly in the cleaning of the undercarriage stage, I did some more disassebly of the front end.  Between taking breaks from working on stripping the floor pans bare, I removed front end components, hoping to have the k-member removed by days end, though doubtful that would happen, having never dealt with torsion bars before.  I wasn't sure I had the tools or know how to remove the k-member without hitting the internet.

First, I removed the bolts attaching the a-arms as well as the shocks, as both were the few components attaching the k-member to the car.  I was very thankful to have brought my Craftsman impact with, as it made removal of the stubborn bolts much easier.

Aside from some finishing touches, the driver side pan is about 90% stripped from the rear seat to the firewall.  From the rear seat to the tail, I had already previously por-15'd it and it's good to go.

This is a picture of practically the ONLY significant rust I've come across thus far.  Sadly, it's in the frame, but thankfully, it's going to be a very easy fix.  Nothing some plate steel and a welder can't make quick repair of.

Here is the opposite side of the frame, which likely led to the rust on the other side.  The brake line bracket was torn from the frame at some point, thus allowing garbage to enter the frame and sit, trapping moisture.  Both the top and bottom of the frame is solid, but the sides were soft in about a 2 square inch area.  These stamped frame rails and unibody construction Chryler used leaves one appreciate Chevy's subframe design that much more.

Driver side a-arm dropped.

Passenger side a-arm dropped.

After removing the 4 k-member bolts, I slowly began lowering the k-member on the jack...still unsure how the torsion bars would react, or how I would remove them.

Driver side frame rail stripped.  I'm pretty sure those drilled holes are a sure tell sign of some sort of repair in the past.  Considering the car also had a back half repair, which was actually repaired quite well, I'm shocked that the car didn't have a salvaged title.  That said, I'm thankful it didn't, as none of the repairs or items left to fix "better" change the fact that it's a real R/T car.  When it's all said and done, only the best mechanics will know the extent past repairs.

After looking at the torsion bars closely, it looked like the hex ends would simply pull out.  A few taps with a steel mallet and the k-member was removed.

Now, to figure out if I can remove the torsion bars.

Taking a break from the car, I removed the transmission, pressure plate, clutch, flywheel, and bellhousing from the engine.  We may in fact rebuild and reuse the 4 speed, as retro-fitting a 5 speed may be significantly more costly than we initially believed.

Here is the car with the whole front suspension removed, with the torsion bars still protruding.

After inspecting the other end of the torsion bars, I found that only a retainer clip held them in place.  After removing the clips, the torsion bars pulled straight out.  From this view you can see the stripped front end, as well as the upper transmission crossmember which needs a patch or two due to holes created for who knows what.  While still in the stripping/removing parts phase, soon, progress in the other direction will be under way.

We have decided to go the route of the Reilly Motorsports front suspension.  It is a complete bolt-in k-member with tubular control arms, coil over springs (no torsion bars), rack and pinion power steering, and Wilwood disc brakes.  The complete package will provide with streetrod suspension for this pony.

All I want for my birthday is...

I don't know.  Well, I didn't know, as my birthday passed over a week ago.  My wife asked me ahead of time what I wanted.  While a mini-fridge crossed my mind, it really wasn't something I had to have, and told her don't worry about a gift.  When my parents asked, I told them the same thing.  You can't beat cash, as I can always come up with something later.

After my birthday, I gave it some thought.  I started thinking Camaro parts, I just wasn't sure what.  I had some other parts I was looking to sell for a friend, which is always hard.  I'm not one to part with things.  I'm not a full blown hoarder, but I would say I'm an automotive hoarder.  I don't throw anything away, and never sell anything.  Reality sorta sunk in, and I knew I would likely never use the Demon 750 carb or Victor Jr intake I had sitting around collecting dust.  So, I sold it to my friend, and added the money to my parts fund.

I thought about it long and hard, and many parts came to mind.  I concluded that forging ahead with rear end parts would be the only way I will likely be able to get a Ford 9 inch under the car by next season.  This rear needs to be bulletproof.  I want something that will hold up under the most harsh conditions.  I researched my options, and came up with a Detroit Locker with 35 splines.  So, within the next week or two, I will be ordering the Detroit Locker, perhaps with a ring and pinion gear set as well.

Come Christmas, I will be a bit more prepared for my "wish list."  I have plenty of parts I need, in addition to the rear end parts, and you can't go wrong asking for car parts.  Unlike Christmas pasts, I won't hand pick what I want, but instead supply a full blown list of parts with the requests to "pick something."  In a way, I still feel like the kid at Christmas, but instead of toys, it's car parts.

100,000 Visits

As this blog closes in on 7 years, it recently surpassed 100,000 hits.  I have increased my writings each year, and have to say, it becomes more enjoyable with each passing year.  Gone are the early years when my Camaro still sat parked, in pieces, seemingly a long way away from being road worthy.  Now, when I report on car shows and cruises, my Camaro is often part of the show.  The future looks promising too, as once my Camaro is finished (or close to it), I will start working on my '89 Formula.

In the mean time, life has allowed me to start concentrating a bit on my dad's Challenger.  This weekend I will once again pay them a visit to continue restoration.  Once the underbody is stripped, welding repairs are made, and por-15'd, we will be ordering up a Reilly Motorsports full bolt in front suspension/braking/steering setup.  The modification will greatly improve handling while dropping a significant amount of weight from the front end.

I look to gradually continue this sites growth, contributing more often, and increasing readership.  Here's too a few 100,000 more hits in the future!

2014 Chevrolet Corvette's V8 to make at least 450 hp: The NEW LT1

Here is a common engine, the LT1.  For the third time in history, GM will bring the LT1 to the forefront of performance.  This time, the engine will displace 6.2 liters and feature direct injection, continuously variable valve timing, and cylinder deactivation.  All off GM's V8's will follow suite, being based upon this new LT1 architecture.  For more information, check out the links below.

2014 Chevrolet Corvette's V8 to make at least 450 hp

GM unveils smallblock, LT1 6.2 liter V8 engine for '14 Chevrolet Corvette

GM: Redesigned Corvette engine "big step forward"

Next-gen LT1 6.2 liter V8 for 2014 Corvette revealed with 450 hp, New Tech

Dad's 1970 Dodge Challenger - Progress

We hadn't worked on Dad's Challenger in quite some time, though he has quite the stockpile of parts collected since the first of the year.  I wanted to tackle the underbody, more specifically, strip the underside down to bare metal in preparation of applying por-15.  I had already completed the rear up from the tail to the rear seat, as well as the interior floor pan and panels.  I had previously welded up any pinholes and applied a quarter size patch or two.

While stripping the underside, I came across a few other areas that need minor attention.  I also discovered the kmember seems to have seen better days.  It looks as though it has been damaged in the past, and welded back together.  The radiator support had also been used to tow the vehicle at some point, which will require some massaging to get her back into shape and welded into place.

After discovering the worked over kmember, I decided to look into aftermarket options. Dad has pushed more than a few times for the Reilly Motorsports whole front suspension kit.  I was hesitant after reading on a forum that they knew first hand of somebody who had ran into troubles while autocrossing their car.  That said, the other 99% of what I came across online had absolutely nothing but praise for the kit.  So, we've kinda gone back to where we started, scrapping our current plans, and going back to a full Reilly setup, complete with power rack and pinion and tubular everything.  I figure we will drop 100-120 lbs off the front.  Combine that with the other 100 or so we'll drop with aluminum heads, intake, radiator, and pump, and this 3,600 lb porker starts to get in the ballpark I'd like to see it in.

I removed the front sway bar, which also had it's brackets worked over more than it's fair shair.  That's fine, as it will be replaced as well.  All said, I made some decent progress on stripping the car and evaluated enough to change direction in what lies ahead.  Truth be told, this car just went up a few notches in terms of badness!

Dad's 1970 Challenger R/T: Update

It's been a long while since we've did anything to my dad's Challenger, and I hope that changes this weekend.  Unless any unforeseen plans pop up, I should be able to go visit for the day this Saturday, and hopefully get the undercarriage stripped further and perhaps accomplish a little more tear down.  Years ago I had stripped and Por-15'd the underside from the rear seat to the tail.  I've welded up a few pin holes here and there, and patched a spot or two about the size of a quarter.  Inside the car has already been all Por-15'd after fixing all the spots.  What's left is the underside from the rear seat forward.

I also hope to possibly tear down the suspension and brakes, as we will be replacing essentially everything stock with aftermarket parts.  The suspension will consist of mostly Hotchkis parts, and the brakes will be a Wilwood system.  With a TON of luck, I would like to have a running/driving car by next summer, and finish the body work/paint the following winter.  After going back and forth a few times, I think we wanna get the mechanics out of the way before concentrating on the body.

I will be sure to take pictures as always, and will post our progress some time next week.

Bonneville Salt Flats - The Experience

What an excellent description of Bonneville! While I can't attest to the full experience of blasting down the flats, I can say that the surroundings and the feeling of standing on the hot rod holy ground is exactly as described. Though our trip to Bonneville while passing through was a short 3+ hours, the time there left me dreaming of a return. While building a race car seems further out of reach than prior to my visit, this video sure does serve as an inspiration.

 On August 29, 2012, James Hoegh successfully piloted the first Confederate X132 Hellcat Combat prototype to a top speed of 172.211 mph, making it the world's fastest big block American V-twin motorcycle ever...

 

Ford Mustang Diesel with 3 Turbos

This thing is a damn rocket ship! Holy Shit!