Discussion Forum - Northstar Chevelle Club

I have some new parts on the engine so I decided to do a complete mockup on the stand prior to installation to check for conflicts, I’m glad I did. It now has a new/different carburetor and fuel line setup, distributor with external coil, AC compressor and its brackets.

The AC belt adjustment bracket (see pix) conflicts with the power steering adjustment bracket. I think I have the fix worked out but want/need to maintain the belt alignment.

New carb is a Quick Fuel 750 double pumper with mechanical secondary’s (I know, I said I’d never have another Holley product) it has only one large vacuum port on the back side. My Holley and Edelbrock had one forward and aft for brakes and PCV. With that set up the only thing that taped the intake manifold for vacuum was the heating AC system. Any one use a T and tap both brakes and PCV of the same port?

I’d like to avoid the manifold tap so as not to compromise the fuel air mixture to number eight cylinder; or am I just over thinking this?

dashboard wrote:

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Anyone have one of these with the tap ports 180* apart lying around?

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I have one that is similar except the barbs are 90 degrees apart.  It supplies the interior vent system and the cowl induction hood flapper door with another tee off that line for the cruise control pod.

Make sure you have enough clearance to install it, or you may need to trim one of the barbs like I did on mine since it hit the intake manifold when threading it in. 

The vacuum line to the booster is steel and rubber. The manifold fitting takes the flared end of the steel line and various fittings will accommodate any combination of vacuum lines you need. Here is a link to Classic Muscle. Scroll down to page 5 and you will see all the parts in exploded view. They are available. I've bought a LOT of parts from them and it's all quality stuff.

http://1964-77chevelleparts.com/catalogPDFs/A2%2005%20brakes.pdf

Passed another milestone Thursday, Gearlube stopped by and we installed the engine and transmission; thanks Tom. Now I continue with trying to making some new parts fit. Spent the last two days reworking and rerouting wiring in the engine compartment and integrating the new A/C compressor system.

Everything that has been reinstalled has fresh paint so I had to refresh several grounding points, thanks Stan.

As always much more work than expected; hope to start it by next weekend but then I thought it would be running before today.

No problem Kevin.  The boys learned something about engines and how to work together.  Both good lessons! 

Kevin's 'new' engine sure sounds and idles nice at 750 rpm.  And it looks nice with that domed hood back on with the engine underneath instead of on a stand! 

I'm sure you'll have some debugging runs, but it is moving on ships power and you beat the CAC counter! 

Kevin, where did you have those exhaust manifolds coated? Or did you paint them using high temp cast iron paint? Engine compartment is looking really nice.

Chris R wrote:

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Kevin, where did you have those exhaust manifolds coated? Or did you paint them using high temp cast iron paint? Engine compartment is looking really nice.

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 Chris, I used a product called VHT Header Paint comes in an aerosol can, sold at O Reilly’s. I put on several coats after blasting the manifold.  In the past I’ve used the Eastwood header paint but it just doesn’t seem hold up very well or last more than 18 months, if it gets any water on it rusts right away.

So we’ll see how this holds up over the next year.

Like I said, will wait and see how they look in a year. Good thing is they can be removed in 30 minutes; if this doesn’t hold up I’ll try high temp power coating next.

I have heard and read that lacquer thinner can be very detrimental when used as a surface cleaner. Here are some interesting thoughts on the subject from another site the posts tend to go sour toward the end but you can get the idea.  

Weather permitting I’ll get it outside today for a test drive and get ya some pixs.