(upbeat retro rock music)
(upbeat twangy rock music)
- Ready?
- Go left a bit.
- I can't even believe it's been two years
since we took this thing apart, so
we've lowered our expectations.
There's not going to be any big radical engine.
There's going to be this bone stock 360.
And that's going to happen fast.
So, I'm going to pull the radiator out.
Steve's going to get the thing on jacks.
Then, we're going to get the transmission out of here.
And then this one should, as we say,
(makes popping sound)
right in.
Steve's going to show you how we need to plug off
these factory air injection holes
under the exhaust manifolds.
What's up with that Dulcich?
When did they start doing that?
- Oh, sometime in the 80s. - Smog stuff.
The problem is if you put headers on
early manifolds, they're going to leak air or exhaust
out these air injection ports.
You can tap 'em and put a little pipe plug in there.
But, it's easier just to get a piece of welding rod
and ramrod it in.
(twangy music)
- I think the engine's totally locked down, yeah?
- Yeah, by a miracle.
- And the trans.
- We've got a few changes required
because we've gone from a 904 transmission
which is a small unit
to the 727 which is the heavy duty transmission.
This is the linkage that operates the shifter
and it's got this offset.
And, with the wider 727 it really doesn't need that.
So, I'm going to bend that straight
and I'm going to have to re-drill the hole
because you can't change the linkage ratio.
It still has to be the same distance
from the pivot to the linkage hole.
So, flatten out, drill a hole, cut off the excess
and I've got a custom piece of transmission linkage.
That looks pretty good.
It still has a little bit of a jog,
but by my eyeball, going to work perfectly.
- Dulcich wanted to assign me the cushy work.
There's always like a division of labor around here
where he loves making linkage
so he's making the transmission shift linkage
and he let me make the engine run.
And so I was going to go
put a points distributor in this thing
because the distributor that came out of it
was electronic ignition.
But, remember how wobbly and destroyed
the shaft was in the thing?
We had this points distributor sitting around.
But, I thought to myself,
Hey, we might as well upgrade.
We might as well put new points in this thing.
But,
wait for it.
This is going to be a new segment
called the Freiburger aftermarket rant.
This is ridiculous!
Bought brand new set of points.
And they are the correct part number,
correct application.
They look just like the ones that came out.
But, watch this.
They are fully adjusted
and not even touching the distributor cam.
They do not open and close.
The rubbing block is made too small.
This I am getting sick and tired of.
The aftermarket cannot make parts for old cars any more.
And I find more and more and more,
you buy stuff like this that just plain does not work.
And the thing is, what is this?
Like a three or four dollar set of points?
Nobody's going to bother to return it.
They're just going to get irate and go like this.
And so, nobody's ever going to know
that it's the wrong thing.
So, my tip to you would be
return stuff when it doesn't work.
It's the only way the aftermarket is going to react
and realize that they're losing money
by making parts that don't fit!
Meanwhile, I'll be here restoring my old set of points
and forcing them to function perfectly.
(upbeat music)
- I was just going to re-drill the hole here.
But, it turns out this metal is so super hard
I found I found it completely un-drillable.
So, what I ended up doing is
just sectioning a piece out to shorten it up.
And now I'm going to weld it back together.
(upbeat music)
It's carburetor time
and I wanted to train you on a couple of things.
First of all, this would have originally had
the legendary ThermoQuad on it.
There it is.
The spread-bore carburetor
with the phenolic resin space age plastic main body.
So, this carburetor, the ThermoQuad, is a spread-bore.
See how the secondaries here,
are way bigger than the primaries?
That's really what I should install on there.
But, we're not confident that we have one that runs right.
So, I'm going to end up putting the carburetor back on it
that was on the truck when we pulled the engine
out of the truck.
And what that is, is a Carter AFB.
That means Aluminum Four Barrel.
They invented these things in 1957
and they used them in OE applications
at least through the muscle car era.
I'm not exactly sure when they stopped using them.
But then, they're actually manufactured
all the way up into today,
if you consider that they are
the forefather of the Edelbrock Performer carburetor.
Which is basically a Carter AFB
that is currently manufactured
under license by Weber, of all things.
Now check this out.
The 9000 series Carter AFB
or the Edelbrock Performer carburetor
has a 5 1/8 inch air horn like that.
It uses a regular old air cleaner
same as a Holley, or a Q-jet, or anything like that.
Look at the early AFB.
This thing just dangles freely on the air horn.
That's about a 4 1/2 inch horn.
And so, if you're shopping for these at the swap meet
and you think you're buying an Edelbrock,
make sure that you're eyeballing it carefully
so that you're not getting one of these early Carters.
There's like 500 different series of early OE style AFBs.
They have different variations on the air valve,
and on the vents, and on the air horn,
and on the fuel inlet.
There's a zillion of 'em,
whereas the Edelbrock version is way more common
and actually even user-friendly these days.
But regardless, I'm going to end up using this one
because it's what we had.
(upbeat music)