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We
set the engine back in on a Saturday morning.
A
pair of new motor mounts were bolted to the engine mounting
brackets and a homemade engine lifting tool was bolted in place of
the carb, making it much easier to guide the engine into position.
To avoid having to wrestle with them later, the Hooker Super
Comp headers were positioned in place as the engine was dropped
in.
Once
the engine was in place, we slipped the RTC blueprinted
transmission and 10" torque converter in from underneath,
tightened up the transmission mount and the engine to transmission
bolts and hauled it back home.
Over
the course of the next several evenings I hooked things up.
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I
made every attempt to keep this engine cool. The
radiator received a new 4 row heavy duty core. I also
added a viscous fan clutch to free up a few extra
ponies. The Mopar Performance clutch put the fan too
close to the radiator. I found one at the local parts
house that was a little shorter, putting the clutch ¾"
from the radiator. Naturally, a new pressure cap,
coolant hoses and belts were also used. |
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headers, I couldn't use the stock wire looms so I used
plug wire holders from a late model Ram V8. They're
simple plastic wire holders that slide on to special ¼"
studs. The wire holders are available for one, two,
three or four wires so you can custom tailor it for your
combo. I also like the somewhat stock appearance. |
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The
Mallory dual point distributor and MSD ignition coil
(painted black for a stock appearance) send their
voltage through Moroso 9mm wires. The charging
system was upgraded using a 5 inch Moroso alternator
pulley, a solid-state voltage regulator and a fresh
Group 27 battery. |
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A
Holley 3310 780 vacuum secondary carb replaces the stock
Carter AVS. It's set up with an electric choke and a
secondary metering block in place of the original
metering plate. I fabricated this 3/8" steel fuel
line to simulate the factory carb plumbing.
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The
"Air Grabber" air cleaner and baseplate are original
except for the washable K&N air filter.
Once
things were all ready, I brought it over to Ozzy the
"Wonderful Muffler Man". Using aluminized pipe, his crew
bent up some excellent custom header reducers and a 2½"
"H" pipe system. The exhaust note is muffled by a
pair of 3 chamber Flowmasters. The system will be finished
off by a set of stainless repro exhaust tips with a 2½"
inlet from Mancini Racing. I want them to come out in the right
place so I'll go back for tailpipes when the paint is finished and
the rear bumper has been installed.
Once
Ozzy finished doing his thing, the GTX went back to the shop to
get fired up. After the vital fluids were topped off, I positioned
the #1 piston at TDC and removed the distributor and drive gear.
Using an air drill and a Mopar Performance pre-lubing tool, I spun
the oil pump until the oil pressure gauge registered. The
distributor and it's drive gear were dropped back in with the
rotor lined up with #1 on the cap.
I
primed the carb with some 104 octane primo, gave the gas pedal a
few pumps, crossed my fingers and hit the key. After a few
revolutions it fired up. YES!!!! It's Alive!!!!
I
adjusted the ignition timing and brought the rpm's up to break in
the cam. It never ran over 160°, had good oil pressure and
nothing leaked. All I had to do was stand there and monitor the
engine's vitals. There's nothing quite like the smell of a new
engine when it fires up for the first time!
I
cracked open a cold Pepsi and savored the moment. |
