Tag Archives: Car Show

Corvette Consternation Part 3 Fuel Foley

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Let’s recap for a minute: 

1.  Rack and pinion failure 

2.  Power steering leak 

3. Electrical system failure 

As you know the electrical system failure was the alternator and it was replaced. 

A now the story continues…… 

I picked the car up and it started fine, even had power to flip the lights up (it could do that when I dropped it off) and I drive two miles home.  It ran just horrible. No power at all.  That was worrisome. 

Now the ’84 Vette has  a very simplistic computer that controls the fuel injectors and it does take a bit after a “power outage” for it to get the mixture correct.  This should happen after a couple of miles.  Well by the time I got home there was no change in the how utterly horrible it ran.  So I took it for another spin and still no change. 

So I disconnect the battery for a few minutes and then tried it again…still the Vette could barely keep idle and giving it gas made it shake and the idle dropped to 400, 500 rpm.  So I thought ..ok..I’ll drive it to work in the morning and see if the 10 + miles will straighten it. 

Next morning, a Volkswagen bus filled with 40 people could have passed me like I was up on blocks!!!! 

Ok…at this point I’m getting a little bit…P.O.’ed…(that’s short for…oh..you know what it’s short for!!)  I call up my guys and I explain my displeasure.  My take was that they should have test driven the car and that they have had the damn (that’s short for @#$@#%%!!!!!) thing enough to know that it wasn’t running right.  I expanded on my thoughts in person when I limped the car back there after work..which was not a great day…which might have contributed to my disposition.  Sorry Sean, but you ya know noting but love…its all good dude….Sean later told me I hurt the only “feeling” he had…I told him to get over it.  They had a new guy there and he was the one that test drove it after the electrical work. 

This was the start of a 3 day, all hands on deck, WTH…(that’s short for “What The Heck” >wink?<…I didn’t want to push the envelope with the “bad words”, because I would have had to add “put the kids to bed ..I’m about to use some adult verbiage”) is wrong with this car!!! 

I’m thinking it’s still electrical, computer was F ‘ed (short for “fried”) or there was a short somewhere.  I ended up at the garage a couple of nights after work poking around a bit – Tim Sisk the guy that runs the places is good about that.  

So here is what was happened. 

 It appears that the evap system that is supposed to take the fumes from the gas tank for emissions was filling up with fuel every now and then.  This system is supposed to push the fumes through a canister filled with charcoal and remove some of the harmful particles.  Of course it doesn’t stop there the “cleaner” fumes then are pass back into the intake manifold to be “re-burned” and sent out in the world through the Vettes exhaust system.  This simple hose highway runs along the entire length of the car and isn’t designed to handle fuel.  

The end result was fuel running through the hose design for only fumes, traveled the hose highway all the way to the front of  the car,  filling the charcoal canister – which wasn’t designed to hold gasoline.  Once full the gas has not where to go but across the engine, just following Avenue Hose, and dumping fuel directly in to the intake.  That’s the cause of the poor (understatement) idling and running. The car was drowning in fuel. 

Canister - now rendered useless.

 

How does this happen? Well it occurs when too much pressure builds up in the fuel tank.  The venting of the fumes is supposed to prevent that. Once the pressure builds, which doesn’t take long with a full fuel tank, the gas has to go somewhere, so it takes a trip up the evap hose. 

Now, here is where a guy starts to wonder  WTH (short for….) am I doing with a one off car???!!!  Really the 84 Vette is a one off production year.  There were not ’83 Corvettes sold and although it has the same basic engine as the ’82 Covertte crossfires, nothing else was the same, and the ’85 Vette was an entirely different animal.  This leads to a fairly significant lack of printed knowledge on the system..this many years out.  Why do I mention this?  Because it’s tough to find the knowledge after this long and the newer repair books treat the ’84 systems as ..”oh yeah..it’s not the same as the ’85 or the “L83 (my engine) is similar.”  Gee..thanks for that.  But it is different and it’s not similar in many ways. 

Here is one.  

The fuel tank on ’85 Vette has what is called a check valve with allows vapor to travel through it, but if fluid enters it, a small ball is pushed by the denser liquid to a point where it will block the hole.  There is a diagram of that in many of the new  repair books.  But there are none for the ’84, and no, upon actually view the parts, you aren’t going to see anything that looks like the ’85 check valve. 

Ok..armed with is knowledge, I showed up at the garage and share the info.  This left us all scratching our heads.  There seemed not logical reason for pressure to build up. There is only the fuel pump down there (that we tested in a bucket of fuel and worked as it should)  there was only one other fuel delivery system was the “limp home” system which use the oil sending unit to push just enough, when the tank was low or fuel pump failed, to get you home or a repair shop. 

This lead into the third day, at which point the fuel module was removed from the tank again and it was discovered that there was indeed a check valve. 

There is a check valve built-in to the fuel module, it had a piece something (appeared to be plastic or maybe rubber) lodged in it large enough to keep the ball in a position where the it increased the pressure so much that sent it shooting fuel out up the vacuum line.  It was incorporated into the system in a way that was not conducive to separate replacement.  It was cleaned and that solved the problem..well most of it. 

The canister should be replaced find one it not easy. Right now we replaced the PVC valve with a right-angled and the canister is no longer in the flow. 

For my 84 that’s not a problem since there is no sensor that checks that and the car is running great. I’m not sure but I think she’d even pass emission, unless they were to visually see that it wasn’t connected. 

Of course I’m a big tree hugger and (you can tell because the Mustang gets 4 gallons to the mile ..hey that’s what dead dinosaurs are for!!!!) so I’ll eventual get it replaced. If I can find one.  In the mean time I’ve re-routed the  hose to protrude under neigth the engine so the fumes don’t fill the engine bay. 

Some pics: 

Hose Highway with Canister

 

End of the hose that is supposed to travel on to the Intake, now routed under the car, temporarily.

 

So there you have.  Good thing there wasn’t a car crusher in towing distance….nah…I love that car. 

Thanks for reading. 

TIm

Corvette Consternation Part 1 Steering

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Every one that reads this blog knows that older cars, no matter how careful you, or how much you baby your car you are going to have problems.  That’s the nature of any relationship.  Things break, undiscovered issues, or even your own missteps can issues.  You just can’t through in the towel “Honey, I’m going to have to find another mate, you just can’t run as far as you use too.” or “Sorry but that broken leg changes everthing…ur outta hereeee.”  (Lawyer up…my wife is fine, no injuries, still running fine..no worries…just wanted to be clear!!!!)

Well, over the past few weeks my Corvette has been a serving up a bunch of consternation.

If you remember a few posts back I had replaced one power steering hose and need help with the power steering reservoir.  That got done.  Shortly after that, a leak developed from the front end and over the course of two days it got a little worse.  So I pulled it in to the garage and crawled under neight..and that’s no small effort. 

The power steer of course provided hydraulic power to make the turning of the front wheels easier. (There you got the basics of the how it works.)  This entire process insists that the fluid, in this case power steering fluid stays in place.  Well my beauty failed conform to the standards. 

Rack Pinion

If you look at the image above you’ll see the plastic boots (A) that cover and protect the shaft.  Those are supposed to be dry.  When I touched the boot on the left side of the Vette fluid poured out, clearly it was no longer dry.   What was also very very clear at that exact moment was the pain in my wallet. 

Basically, the you have two options when something that is supposed to be dry is wet on a car, replace it or rebuild it.  I chose both.  Lucky for me the complete unit for my 84 Vette is still available through on-line Corvette parts houses.  EEERRRRKKKK..While I’m writing this I have the Speed channel up on up in the corner of my monitor, they are testing an Aston Martin DBS against a  Bentley w/ W12 engine…soft girl cars…of course that girl’s got some skills, putting eyeliner on at 150 miles per hour!!….end of EERRRKKK – I’ll let you know how that turns out.

A quick trip down the street to Tim Sisk proved my investigative results.   I’m the Average guy with Average skills, there was not something I wanted to attempt. Additionally, it requires a front end alignment.  So I order one, and because I hate having the car in the shop I had it expressed shipped, or at least that’s what I asked.  It didn’t shipped and took a total of four days.  What…you say…”oooohhh poor baby, took 4 days to get it here!”    Hey, that’s a life time for some car guys!!!!

Now ordering the rack and pinion requires a core charge (that’s where you have to return the old part or pay the core fee – they rebuild the old part and resell it) but as I stated I wanted to do both so I paid the core fee and kept the part.  This allows me to either learn to rebuild the part or sent it out to have it rebuild and store it way.  Plus I have the original part, although there isn’t much benefit in collector value for having the orignal rack and pinion (numbers matching) 84 Vette, well least not for another 20 years!!!!

The part was replaced and the car realigned, in total it was out of service for a solid 7 days. Picked the car up and drove it home and that was that…and if you believe that, I have some swamp land out here in AZ to sell ya!!!    Stay tune for what happened next

Oh…the Aston Martin and Bentley match up.  Here the details:

Braking 0-100 to 0 (time speeding getting up to 100 and then distance measured for stopping-shortest distance wind) ….15 second from 0 to 100 for both cars, breaking the Aston won at 40 feet shorter stopping distance.

60-130 test on roll – Bentley win 13.2 second, nearly a second faster than the Aston

The rolling mile  – top speed 165 mph for Bentley, 1 second faster than the Aston – 159 mph

Road course – 55.6 seconds for the Bentley      53.8 seconds for the Aston

Like I said – girls car..my 84 Vette has a top speed of nearly 200 miles an hour.  My personal best, 174 mile per hour in the Vette – yeah that’s just last year.  Dyno proven.

Thanks for reading.

MOPAR’s 318 Part II

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Before I start this next segment on the 318, I have to admit that organizing and presenting this work of art (oh..yeah..I’m laughing too!!!!) could have gone in a lot of directions.   The two that stuck out the most for me was by year (chronologically) or by brand.  Neither was a solid idea and at some point in the ’70s the only thing separating brands within most U.S. car manufacturers wasn’t much more than vinyl vs cloth seat covering.  So I decided to go with brands, Chrysler, Dodge and Plymouth, knowing that there we would be some crossover information and it might look a bit disjointed.  There’s some good stuff, and a couple of things you might know about the 318.

Chrysler began using the 318 in 1967 and carried that power plant until the late 1990s.

From 1967 to 1971 the 318 carried a 230 hp rating w/ the standard 2 barrel carb, managed 340 ft lb of torque and sported 9.2:1 compression ratio.  (that is actually a lower compression ratio than the original Ford 250 straight six I took out of my Mustang).  In 1967 the 318 engine was used in the Belvedere, Satellite, Fury, Coronet, Polara and Charger and in 1968 they added as the base option in the Dart GTS and Barracuda.

1967 Polara 4 door.

 

From 1972 to 1979 the 318 was bounced around in the horsepower arena between 150 to 140.  That’s nearly 100 hps lost from the late 1960’s.  At lower end of the new scale were the California models with the extra smog control.   It was still a mainstay, being the base engine choice for the Duster,  Cordoba, Monaco, New Port and unexpectedly the Road Runner,  just to name a few. It was never sported anything bigger than a 2 barrel carb and the compression dropped to 8.5.

It didn’t get any prettier in the 80s either, although there a bit of a bump in the high-end of the hp range to 175 hp but the company more than made up for that dropping the lowest number 120.  Interestingly, they made the California models with 155 hp and a 4 barrel carb.  The compression stayed about the same, but  in ’83 – ’90 they made a HD version of the engine that had between 165 to 175 hp, depending on the year and sported a 4 barrel carb.  This configuration managed to lay down 240 – 250 ft lb of torque, not too bad in one of the lighter cars, like the Dart, but barely power enough for the big old St. Regis. The 318 was also added to some of the most memorable cars….come on..you doesn’t remember “vooo..la rau….oh..oh…” (Volare )and the LeBaron, and Aspen.  Even some larger cars like the St. Regis, New Yorker, Gran Fury (I can’t see any car begin called grand with only 120 hp, but that’s just me.) and the Imperial.

1976 Volare

 

Oh and speaking of the Imperial something interesting happened in 1982 and 1983.  That little something was EFI.  More on that in the next segment.

Thanks for reading.

Tim

’89 318 efi intake to ’79 carbed 318 – Mopar Forums

Hello, my brother and I are thinking of taking on a project and would like to know if the throttle body injection components from the 1989 318 in his truck will work on a 1979 318 engine. The reasoning behind this is due to our …

Auto Factoid 8/8/2010

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This isn’t my normal “on this date back in…” factoid.  This one is current.

8/6/2010

At the VW Automóveis Ltda. plant in Portugal today the hundred-thousandth third-generation Scirocco rolled off the production line. Since its launch in 1974, this compact sports coupe has been the most successful Volkswagen two-door with more than 800,000 sold to date. Another notable Giugiaro coupe is the breathtaking beautiful Alfa Romeo Giulia Sprint.

These cars were a hot item in the use for a short while.

2010 Scirocco

 Thanks for reading

Tim

The MOPAR’s 318 Part I

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Before we start, I’d like the readers to know that these segments will not be an all-encompassing reference effort.  But I will have details that might not be well-known and some long forgotten.  Hopefully, it will be fun to read and informative.  The first few segments will be engines I’m familiar with.  I’ve owed a lot of cars and at least one of the Big 3 (Chevy, Ford, Chrysler) and all with different engines (and one with two).  First engine I am going to tackle is the 318.  I owned a Dodge Dart in the mid to last of 1970’s and it did have the 318 manual transmissions and at this very moment I can’t recall the other specs, but I’ll find them in this research. It that a great engine and simple to work on.

I’ve heard it mentioned that the 318 was Chryslers’ 350 (referring to GM’s 350, that’s been in existence for… just about forever…no it hasn’t but that’s another segment).  Of course the 318 didn’t have near the run that the 350 has, but it’s got some pretty interesting history of its own.

Let’s start with when the first 318 was used in a MOPAR car and what followed that up.  We’ll also look at some specs and some configurations it came in, you know carbs, cams and the like.

In the 1958 Plymouth the 230 c.i.d Powerflow Six was used as the standard engine, same as the previous year.  Chrysler did have V8s that were a possible option in 1957 and 1958, namely 301 and 277 cid.  However, it’s believed that the 318 was to replace the 277 c.i.d and the 301 V8s as the car maker moved toward try to capture a larger market.  The 318 had 9.25 to 1 compression ratio with 225 horses, it became the standard V8 used in the Plaza, Savoy, and Belvedere.  Perhaps the most powerful configuration you could get at the time was called the 318 Dual Fury (Sport Fury) V8 aka the Super-Pack rated at 290 horsepower; the dual was for the two  4 barrel carbs. The rest of the configuration included solid lifters, high performance cam, dual point distributor and dual exhausts.

The drive specs for the 1958 (which was a great looking car)

’58 Fury

 

shows that the standard block of for the Fury was the 318.  You could add the sport fury to it and go from 225 horses to displacing 350 cid and producing 305 hp, with 2 Carter, 4bbl carbs.  The nickname for the engine was the “Golden Commando” and it was paired up with TorqueFlite auto trans.

Oh, by the way 1958 Ply Fury was the star of the Stephen King book entitled “Christine” and later the  movie.

There is a lot of talk, even today about the Hemi, “Yo..dat got ah Hemi?”  It was a great design. But we won’t talk about the Hemi in this article, but we will mention the polyspheric cylinder head.  What is a ployspheric cylinder head?  That was a question asked by one of my frequent readers and this was my reply.

Poly is short for Polyspherical head. Some say it was a forerunner to the Hemi (Hemispherical head). Basically it was based on a theory that you could get more combustion or volume by angling the intake and exhaust valves then if you had them parallel. From Hemmings  Motor News book of Chrysler Performance Cars…”The ploy’s exhaust valve is located parallel to, but offset from, the cylinder axis.”

This increased the efficiency.  The hemi was constructed and designed to increase the efficiency with a more angled system. The shape that the valves make are semi-circular with the Poly being a little flatter than the Hemi.  I did the below image in Paint.

Poly-Hemi

 

This image is from Hot Rod and Hemis.com and shows the Hemi, Poly and the regular A series engine chambers.

www.hotrodandhemis.com Compare Hemi, Poly, Series A

 

Plymouth was not the top of the brand at Chrysler so back in 1956 it didn’t get a Hemi.  It did get was called the A series engine which came in 4 different displacement (277, 301, 303 and the 318).

To be continued.

Thanks for reading.

Tim

plymouth fury

Auto Factoids for the Week of 7/23/2010

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7/20/1984 E.L. Cord was in Missouri.  If you think he’s only responsible for the Cord 

1937 Cord

 

 Think again!!!!  How about a company that included Stinson Aircraft, Checker Cab and American Airways (now American Airlines)? But let’s just stay with the cars.  How about the Auburn and Duesenberg?  His history is a good read. 

7/23/1894 first auto race.  It was organized by the Parisian magazine “Le Petit Journal” between the Paris to Rouen.  And the winner was………… Count Jules-Albert de Dion it took  6 hours and 48 minutes at an average speed of 19 km/h (which was approximately 11.806052652509345 p/h). I don’t know what he drove but 2nd places was taken by George Lamaitre and he drove a Peugeot: 

Peugeot 3 hp

7/24/1929 – 2, 000,000 Model A Ford built – A huge milestone. 

1929 Model A

Intro Engine History Segment

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If you’ve been reading my “stuff” on this blog or Facebook or Racing in America http://www.racinginamerica.com/ (Henry Ford foundation) you might wonder…what’s wrong with this guy? Does he write for a living?  Well if I did I’d be starving and driving a 1993 Honda Accord with only one plastic hub cap (that’s really my son’s car…he’s a starving artist – I have a plug for him on my blog – RJS Graphic design – he’s pretty good and he won’t strave..Mom won’t have any of that!!) instead of a shiny red 84 Corvette and restored 70 Mustang.  I do it for fun, I haven’t made a single dollar from any of my writing.  I don’t even have sponsors or advertisers for the places I leave my droppings.  Actually this costs me money!!!!

So…yes..I do this for fun and the very informal approach I take…..eeeerrrrkkkkk…..ok folks…I don’t have an approach..real writers do.  The way I like to do this is to just sit down and type…there’s no drafts, unless I save it to finish later, there is no real planning,(hell my poor readers are lucky if I remember to run spell check!!!) other than a Post-It-Note or an email sent to myself when I get an idea.  Nope, I just sit down and type.  If it is on a project I’m working, I sometimes take a break and with the fresh smell of GoJo still on my hands I just start typing and up loading pics.  99.999% of my blogs are done in one sitting.  Type and post. (Sometimes I re-read them…mostly to laugh at my super great witt…HEY!!!!!  DID YOU JUST ROLL YOUR EYES????!!!!  That’s rude!!!)

So I have a list of ideas and one of them was to start a regular piece on engines (I mentioned this a while back.) But man, there’s a lot of stuff out there and great publishing works like the Hemmings nation and Hot Rod magazine do this all time.  Am I going to add some thing never before discussed? Nope.  Am I going to present it in way that nobody ever has?  Well the way I write, yeah probably, no one write like this I don’t think.

My idea was to talk about an engine and include when it was first introduced and what it was used in and for how long, that kind of info.  I’m a big fan of history, history of anything, buildings, streets, towns, cars, really anything that as a little history, I’m interested in hearing about.

So my issue was I just hadn’t sat down and picked one yet to write about.  I was going to do the Ford 302, the engine my Mustang has, or the Crossfire in the Corvette and I will.  But the other day I got my September issue of Classic Car #72 from the Hemmings nation and on the cover was “12 Dynamic Dodge Darts Fun Cars that you must own”.   That triggered a memory of the Dodge Dart I owned when I was in college, I think owned it about 5 months..just long enough to remove all the rust and patch the holes and get it into primer before selling it.

As I read the articles in this issue, I remembered the 318 that my Dart had in and as I read further I decided to kick my series off with Mopar’s 318. 

So over the next few posts I have some interesting details on  configurations and various cars it was used in and some specs.  I’ll try to remember to list the references so you can look up additional info.

Thanks for Reading

Tim

From a Reader – Household items to fix Cars.

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Tim,

Here’s my story of using household items to fix cars.  Kinda like a turkey baster tool.  Ha Ha.

Finally solved the fuel boil over problem on the 82 Cougar wagon with an inline six and 1 bbl carb.

I live and drive mostly above 2,000 feet and with the fuel blending today the fuel in the carb bowl will boil over and come out the fuel vent in the carb throat, pooling in the intake manifold causing a flooded condition resulting in hard starting when the engine is hot with the huge plume of black smoke when it did start. I’ve tried all manner of fixes that included: lowering the float, retarding the timing, advancing the timing and investigating whether the manifold, catalytic converter or the exhaust was restricted in some way. I built a heat shield out of aluminum and tried that. Some people had suggested using a thicker carb base gasket or even doubling the gasket which would have required longer mounting studs for the carb. Since it hasn’t been a daily driver in the summer due to a broken a/c I’ve put off the fix. I tried to find a phenolic material to make a carb base spacer for the carb that would insulate it from the heat with no luck.

Finally my wife went to Wal-Mart and bought a plastic cutting board for me on my request. It’s made from a hard polyethylene material that’s just over 7/16″ thick. So, I did the obvious scientific test on the material. I got the car to operating temperature and held the cutting board to the exhaust manifold and it did not melt. So I cut the board, drilled the carb bore hole with a 1 and 7/8″ hole saw, drilled the stud holes, made a thin gasket for both sides of the material and sealed it with red high temp permatex gasket maker and installed my new base plate. To test I drove the car in 108 degree heat to full operating temperature for 10 miles with the now fixed a/c blowing hard and the boil over problem is gone. There is no longer any fuel smell or hard starting when hot due to fuel in the intake manifold. Finally after almost 8 years this annoying problem is fixed. I don’t know why this material insulates so well over the factory thick gasket but it does.
The material doesn’t seem to be affected by fuel either.

I’m sure others have been baffled by this problem since most fuels today contain ethanol and other materials that lower the boiling temperature of gasoline.  Altitude certainly plays a part as my car never did this at sea level even in 100 degree weather.

Steve Sears
Ridgecrest, Ca.

84 Corvette – Power Steering Work II

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As I stated in my last post, the molded hose for the power steering unit is no longer made.  So here is an idea that can be used to get around that problem for really just about any regular hose for just about any use. As long as the diameter is correct you can you use metal pipe for the molded portion of the hose.  My plan was to remove the shaped hose and take it to a shop that specialize in shaping pipe or least as a sideline to their metal work business.  They can normally create any shape.  After that is shaped, you can use straight hose on each end to attach to the fittings.  You’ll need two additional hose clamps. This is made easier if you have the metal shop slightly grind down the ends to slide into the rubber hose ends.

 Pls note that you have to be sure that metal is proper for the area you are going to use it in and for the fluid that is going to pass through it.

 So that was my plan for replacing the discontinued hose.  I typed “was” because as I got into the project I realised that particular hose was not necessary to replace.  This was a stroke of luck, because it would have taken a few days with the Corvette apart to get that accomplished.

 I’m going to give you a heads up right now.  I did NOT finish this project just on my own.  Nope, that whole Average skills and Average tools thing plays an important role in accomplishing projects.

 I took a couple of videos and I’ll see if I can get WordPress to work better than last time and I’ll toss them in at the end of this entry.

HELPFUL HINT:  There is a lot of fluid in the power steering reservoir.  As soon as you release the hoses, it’s going to poor all over the front of your engine and then on the ground.  An oil change tub will help keep it off the garage floor, no staining and no tracking it around. However, it will still run down the  engine.  So, I used a turkey baster.  EEEERRRKKK…(yeah it’s in caps!!!)  Do not put it back in the kitchen when you’re….NO…NO..NO….In fact if you are smart, ask first!!!  I did and I was surprised to hear  “Sure, but you’ll have to purchase a replacement.” For a minute I thought….well that’ll come out of my car budget….and I thought…I wonder if I can clean it up…and…ummm…(kidding of course).  It worked great and I just have to purchase one…but not until Thanksgiving!!!!  $10 bucks says..I’ll forget and have to run out on Thanksgiving and stand in line for 1.25 hours, if I can find one at all.  BTW – I recommend “Pampered Chief” brand for power steering fluid removal!!!! The next couple of pics show where we are on the engine and the hoses.

Reservoir and it's bracket

 

Parts Id

 

The two circles indicate the two bolts that need to be, “at the least loosened” if not removed.  You’ll notice that one can not be removed, unless the pulley is removed. I’m not going to take the pulley off and there lies the issue that I needed assistance with. 

But I did manage to remove and check both hoses, which resulted in the determination that the discontinued molded hose was still in great shape and not a threat to leak any time soon. 

Another look at where we are

 

Intro "Kitty" neighborhood cat that often shows up and sits in or on my cars while I work on them. Not having Thumbs, he's really no help.

 

A good look at the hoses. Most of the mess is not from the hose, but the cracked reservoir.

 

Here is at the end of the bulk hose that goes from the reservoir to the power steering pump. 

Old hose 1

 

Old hose 2

 

It was in pretty bad shape. 

PS pump and the mess!!!!

 

And here is the pic with the new hose attached. The hose had to be routed back through the reservoir bracket. 

Hose Upper connection

 

Hose lower connection.

 

As it turned out the actual removal of the reservoir required the removal of some key bolts that did in fact impact the position of the alternator.  As I removed the bolts I noticed the alternator shift.  At the beginning I didn’t think that was possible, because there is a solid bar attached to the alternator and the engine, however it did not.  I had most of the bolt out and decided that I’d better get them back in and I did except one and I should not get that one to line up.  

So off I go to my favorite place down the street and I had them finish it up. 

Here are some after pics. 

Lower Hose connection and PS Pump

New reservoir.

Another repair down.  It’s been a couple of tough months for the Corvette and her engine is going to need a good detailing, but not just yet.  I have another huge modification come up…a new intake.  That will be pretty soon, so keep checking back. 

Thanks for reading. 

Tim.