While the block is out for machining I can turn my attention to one of the MANY other sub-projects on #ProjectSportsRoof.
If you’ve followed the blog you know that I’ve tackled the heater box (more to come on that) and as well as cleaning up the engine bay. As you’ve seen the interior needs work. I’ve completed floor pans (sealed/coated), new under-layment and new carpet. That was just the beginning, so much more to do on the inside.
One thing that makes restoring the interior go a bit smoother is having all the little things like screws and other fasteners. That’s where AMK Products comes in.
I saw an AMK commercial on one of the car restoration shows.
Here’s a brief look at what it contains:
It is pretty complete and well labeled for application. You can find more on their website. Go to https://www.amkproducts.com .
Thanks for checking in on #ProjectSportsRoof. I’m working on the heater box and it is now out from under the dash. Although the box was easy to remove, …
It seems that car culture here in Arizona is everywhere. (Or is it just me?) I always have my eye peeled for cool cars and car artifacts, I’m sure my wife thinks I need therapy, sometimes they pop up in surprising places.
In a recent trip to the cool Southern Arizona town of Bisbee – which is right next door to Lowell, AZ (check out my post – click – Road Tripping – Cars – Lowell, Az. we ran across something unique.
Bisbee is a mining town build, mostly, on the side of a mountain. One of its main attractions are the many stairs that you can climb to reach different street levels.
So many stairs that they hold the Bisbee 1000 – The Great Stair Climb annually an it’s a big deal!!
Stairs!!!
Well the stairs we claimed only number 181 and well.. they are pretty steep. As we climbed I had to stop twice…to view the follow….not because I was winded…much!!!
Road Tripping – Cars – Lowell, Az – The Lost Blog Posts http:/. Save … Downtown Lowell, Az Road Tripping – Cars – Lowell, Az – Part I http://wp.me/p2YxYx-1A1 …
Thanks for checking in on #ProjectSportsRoof. I’m working on the heater box and it is now out from under the dash.
Although the box was easy to remove, unfortunately that might have been because the two brackets that hold the unit to the firewall were broken and dropped down only hanging by the A/C block still sticking through slot in the firewall.
Take a look:
The rust isn’t too bad. I’ll clean that up and see how much damage exist, cut out what I can and make a patch for it. You can clearly see the condition of the brackets and the box.
Welcome back to #ProjectSportsRoof. With the floor pans welding, sealing and coating finished the next step was to apply the heat and sound barrier. This is …
The 351 Cleveland is out of #ProjectSportsRoof. Yeah…I know!! It seemed like to took forever!!! Seems longer since I have driven it in months. Now if you missed …
I’m finishing the labeling of the components for the heater box before I pull it out. These videos help with replacing any “left over” parts and memory joggers.
Unfortunately I did discover an area of rust and that is never a good thing!!!
Take a look:
Coming up next the box comes out and we take a good look at it.
Welcome back to #ProjectSportsRoof. With the floor pans welding, sealing and coating finished the next step was to apply the heat and sound barrier. This is …
Maybe one of the worse task to tackle on a car is the heater core. In particular on some older cars. In most cases you have to remove the entire dash. I know this because when the heater core sprung a leak in my 1974 Cobra Jet Torino, I didn’t have the time to fix it. I took it to a shop and the cost was hefty.
Since I’m doing a lot more of my own work on #ProjectSportRoof and I’m going to dive in and replace the heater core and like the Torino it is an A/C car.
Now the goal is to attempt to remove the box without taking the entire dash out – that is a huge time sync and it leads down the road of ” since I have it out, I might as well fix…”.
I refer to the heater box as the portion to the right of the blower, there are some references that include the blower as well. There are only 3 bolts holding the heater box in place, two are behind the unit and poke through the firewall and one is in the front. I’m hoping the rest is just getting it in the right angle to pull it out.
I don’t have a camera guy only a small tri-pod that I can set in limited flat spots and record what I can.
HINT: Remove the passenger seat, it sure does help.
Here we go:
Coming up we’ll take a close look at the box, access what needs to be done.
The 351 Cleveland is out of #ProjectSportsRoof. Yeah…I know!! It seemed like to took … Welcome back to #ProjectSportsRoof. I’m getting ready to pull the 351C …
Thanks for continuing to follow #ProjectSportsRoof. The 351 Cleveland has been torn down and you’ve seen the major components and their deplorable condition and it is time now to get it to the machine shop.
It’s not easy finding a good shop. While I was hunting around for a machinist I asked a few car guys I know for suggestions and found the two that were recommended were out of business. That is not uncommon. It is often times more expedient to just drop in a crate or re-manufactured engine (long or short block) and that’s tough to compete against. I was concerned that I’d have to transport the 351C block 100 miles away to check get the work done.
While I was searching for a shop, I was simultaneously search for a re-man’ed long or short block. Of course I was specifically looking for a closely date code 351C and I was told that those blocks are not plentiful. I took my local search to the hot rod shops (by hot rod shops I mean, shops that sell hot rod parts) in town and the shop I chose was recommended by several. I double checked the review that were available and these guys have a very good rep. I’m going to withhold the name until I get the block back.
Luckily I had the block still bolted to the engine stand. That and my cat-like reflexes (HA) kept a disaster from occurring.
Hoisted!!! ^^^ lots of Mustang parts
Not withstanding my attempts to bounce the block off the garage floor it is finally suspended and ready to get loaded.
Tied Down – This is the fastest this engine has done in months!!!
Upon arrival at the machine shop two guys unloaded the block and I asked them to measure the current bore and the size of the crank.
The results were as follows:
The stock bore is 4″ and the measurements of the current bore is .030 under making the bore 4.030. You’ve seen the condition of the cylinders and the shop recommended to take another .010 off making the proposed bore 4.040″.
Now the crank was measured as well and it was .010 machined from stock thickness. Purposed is to take it down another .010 to .020 under.
The shop recommended to replace the cam, so that will happen.
This ended the speculation about the originality of the engine. Clearly this was rebuilt at least once.
Now decisions need to be made. But first let’s take stock of where we are and then play a little “What If”, shall we?
Using this standard formula for determining displacement: Bore2 X Stroke X 0.7854 X Cylinders (laid out below from a spreadsheet)
Bore
X
Bore
X
Stroke
X
0.7854
X
Cylinders
=
Displacement
Stock
4
4
3.5
0.7854
8
351.8592
Current
4.03
4.03
3.5
0.7854
8
357.1568801
Proposed
4.04
4.04
3.5
0.7854
8
358.9315699
Just cleaning up the cylinders will move the displacement from 351 (stock) to 358 as proposed. That is currently where we are.
Now let’s play What If!!! What if I increased the bore a bit more? Here is what that look like in displacement terms.
Taking up the bore one more .010 to 4.05″ looks like this.
Bore
X
Bore
X
Stroke
X
0.7854
X
Cylinders
=
Displacement
Option
4.05
4.05
3.5
0.7854
8
360.710658
4.05 is the furthest I want to do with the bore – if it’s possible. I know one Mustang owner that has his bore 4.06″, however, I’m not comfortable with that. So we’ve increased the displacement 360.
Now let’s work on the stroke. The machining of the crank will net little to no change in the displacement. To increase that I’d have to go with a different crank. So what do those number look like? Leaving the bore at 4.04 and increase the stroke yields the following increases:
Bore x Bore x Stroke x 0.7854 x #Cylinders Displacement
Option
4.04
4.04
3.75
0.7854
8
384.5695392
Option
4.04
4.04
4
0.7854
8
410.2075085
Basically the 400
Let’s go a bit further with the increase in bore:
Bore x Bore x Stroke x 0.7854 x #Cylinders Displacement
Option
4.05
4.05
3.75
0.7854
8
386.475705
Option
4.05
4.05
4
0.7854
8
412.240752
Option
4.05
4.05
3.85
0.7854
8
396.7817238
Off the shelf long stroke cranks
Option
4.04
4.04
3.85
0.7854
8
394.8247269
Off the shelf long stroke cranks
Care to share your thoughts on the build? Drop me a note!!!
The 351 Cleveland is out of #ProjectSportsRoof. Yeah…I know!! It seemed like to took … Welcome back to #ProjectSportsRoof. I’m getting ready to pull the 351C …
Well we are finally at the next to last post for the tear down of my 1973 Mustang SportsRoof 351 Cleveland. Everything has been removed and we can not get a look at the last piece of the puzzle in figuring out what needs to be done to make this thing run again.
Take a look at the cylinders.
All the indications are that this engine was oil starved at some point. I’m sure it was a result of the valve supporting the #2 cylinder being fired shut, but that is still just a guess.
If you look back at earlier posts, I waffled between guessing if this Cleveland had been apart and worked on. Well by the sight of the cross-hatching it’s clear that the cylinders have been worked before and I’m guessing the rings are well.
Next the block, crank and cam are headed off to a machine shop and things become very clear after the experts look at this 351C.
The 351 Cleveland is out of #ProjectSportsRoof. Yeah…I know!! It seemed like to took … Welcome back to #ProjectSportsRoof. I’m getting ready to pull the 351C …
Thanks checking back in with the 1973 Mustang (#ProjectSportsRoof). … the knocking in the bottom end and if the 351 Cleveland in #ProjectSportsRoof is going …
Welcome to #ProjectSportsRoof and the seeming never ending processing of tearing down the 351C. We are in the final stages and I wanted to show you the crank and cam condition. I put together the video below.
As you can see the crank is not in great shape and the cam is a bit worn. The crank is going to have to be turned and the cam might be beyond polishing.
Leaving the flange on was a time set back as I had to stabilize the engine with the hoist so that I could unbolt it from the engine stand. I had intended to drop it on an engine cradle but I hadn’t even un-boxed it yet so I removed the flange and the flex plate and bolted it back on the engine stand.
It’s now clear that the engine had severe oil starvation at some point and this caused all the damage – ring wear in the cylinders (you’ll see that coming up), severe wear crank and main bearings.
It just about time to get this block off to the machine shop. I’m going to have them do some measurements for me and help decide what needs to be done to save this engine.
I have a couple more posts for the tear down and those are coming up.
The 351 Cleveland is out of #ProjectSportsRoof. Yeah…I know!! It seemed like to took … Welcome back to #ProjectSportsRoof. I’m getting ready to pull the 351C …
Welcome back to #ProjectSportsRoof. With the floor pans welding, sealing and coating finished the next step was to apply the heat and sound barrier. This is …
I haven’t written a Parking Lot Spotlight (#ParkingLotSpotlight) in a while, but this beautiful Bonneville was worth breaking the dry spell for.
Spotted this beauty just today as I had to run back to the grocery store because there are days, although armed with a list, things just don’t make in the shopping cart. This particular return trip paid off.
The ’67 Pontiac lineup these days are pretty much dominated, at least in the collector world, by the Firebird, GTO, Tempest, LaMans, Gran Prix but I love the other two door offerings you could find in the showrooms. These include some awesome cars with long, low lines, roomy interiors and massive trunks. They came in hard and soft tops as well. Some of those sported model names like Executive series which in NO-WAY looked like a stuffy exec car. These were muscular and sporting. Cars like the Catalina 2+2 with (eight lug wheels) and the Pontiac Executive are exceptional looking cars and powered with V8s and 4bbl carbs.
I have always coveted the Bonneville models of the mid-1960, they remind me of my first car, 1966 Impala. Same long lines and big interiors and I loved the dash and instrument setup.
So check out this beauty:
Great looking paint – not original but beautiful
These are the lines I’m talking about. Long and low….AWESOME.
HUGE trunk!!! Love those inset taillights and how the bumper is incorporated into the design of the rear end.
Long and sleek belt lines and the white-painted top does this car justice!!
Over/Under headlights with the bottom set incorporated in to a beautiful distinctive chrome bumper. (One drawback of having to manage a good pic in a crowded parking lot – I couldn’t get the perfect front end shot.)
That year the Bonneville came in a 2 door hard top like this beauty as well as 4 door sedan, 2 door convertible and even a station wagon. Engines available were the 230 CID in various configurations as well as the 326 CID and the 400 CID engine and the 428 CID all as options. Sychromesh or Turbo-Hydromatic transmission were available. There were 96,708 passenger Bonnevilles produced. Of interest was that 483 Bonnevilles were sold to car converters and at least one of those turned up as the car that the fictitious (at the time) band the “Monkees” tooled around on the television show of the same name. Oh, you might have heard of the guy that bought at least one of the Bonnevilles and turned it into the this cool car – George Barris!!
MonkeeMobile
According to the for sales sign this Bonneville is powered by the 400 CID topped with a 4bbl carb which would put this between 333 HP and 350 HP. The transmission is the 400 Turbo-Hydromatic.
I love the interior of this factory air car!!!
Love the linear gauges!! Is that a factory 8 Track!?!?!!! Come on that is SO COOL!!!! Options list I found doesn’t show this as an option.
Cloth seats and look at all the room!!! Love the large center speaker and it has the front bench seats with the pull down arm rest. It looks as it should!!!
Of course I’m at the grocery store and no time to hang around and wait for the owner to show up.
As a side note I don’t know this car nor the owner.
Nothing is better than hearing from a reader, unless that reader send pictures of his ride.
Pete has a beautiful 1970 Mustang coupe out in Western Suburbs of Sydney in New South Wales.
Hi Tim,
Attached are a couple of pictures, one when I got her with wheels, didn’t like them so I put on another set, (the Boyd’s one). The wheels on the car when I bought them were from a 96-02 cobra GT so they had the wrong offset, with that, it meant it needed spacers. The Boyd’s need no spacers, correct offset.
Engine mods done via previous owner;
Trickflow twisted wedge heads, roller rockers
Flowtech custom roller camshaft
LSD 3.55 8’3/4” ford diff
Biggs performance 650 double pumper carb
Weiand stealth intake manifold
To date I have done the following;
Replaced rear leafs with reverse eyelet leafs, they had normal ones with lowering blocks before
Put a Mallory large HEI distributor (don’t hate me)
Converted from automatic to manual (4 speed toploader, 11 “ clutch setup)
Stereo, though I rarely listen to it, the engine is music to my ears
Replaced leaky power assist steering with all new manual steering
5” exhaust throughout, pacemaker headers, which is where my current problem is
Regards,
Pete
Pete says he’s had this beauty “About 4 years or so now I’ve had it, been interesting with the level of fixing that she needs, I had an Aussie version of the Chevelle and that was solid. Still prefer the sound of the ford motor though.” The coupe was purchased just up the road from me in Lake Havasu.
Love the color!!!
Windows are tinted just right!!!
Thanks Pete for sharing the pics of your 1970 Coupe, I miss my 1970.
As I get ready to start the new round of mods for my 1970 Mustang Coupe, I’m reminded of a couple of issues that came up when I was assisting a fellow Mustang owner doing a trans – transplant. The first tip is partially dependent on what stage you are in …
