Started the install of the Aeromotive Phantom Fuel Pump. This has been a long journey to get to this point. There was hours and hours of research that went into the best solution for the fuel injection conversion. The factory solution was just as expensive as this modern Aeromotive solution. The package with our new fuel system came from our friends at Summit Racing. The tank came down a few months ago after the Webers were removed. The project needed a hole saw to cut the large hole in the top of the tank. Our friends at Northern Tool had that piece. When I tried to bore the hole it demolished the saw in about 30 seconds.
As my friend, Chad, at Fat Cat Fabrication says “Anything I can do, he can do better” In this case he is absolutely right. He took the tank and bored the hole and drilled the perimeter holes as well for me. After Chad had worked his magic I took it to Linda, at Evans Performance, to powder coat.
Tonight was the install of the fuel system. After talking with Brad at Aeromotive he said I should be able to get the 11″ to work with my tank even though the tank is about 11.5″. Once the baffle was installed it was clear it would work well. The mounting bracket did not require trimming down. The fuel pump mounting was easy. The connections were very straight forward. It took about an hour or so to get everything test fit and put together. Confidence is high the system will work well when ready to fire up the car. The directions says the system needs a fuel filter so that is added to the list of gear to pick up for the fuel system.
Easy installation of a great American Made Product.
This is one of the more challenging changes to date. The kit was delivered and it didn’t come with any instructions. There weren’t that many pieces so it shouldn’t be that hard to figure out. The first challenge was to figure out the orientation of the bracket. Again without instructions is it anyones guess which direction and which side goes on which. I’ll get to the side designations in a minute.
The custom bracket has a emblem and one would think that would go facing the wheel. It didn’t, it faced inboard. Of course without instructions I had to try 4 different ways with both brackets. The next problem was trying to get the left on the left side and getting the bracket to work. Every way I tried it either the bracket was backwards, the caliper was facing the “Wrong” direction, or the bolts were bottoming out into the rotor.
The vendor sent me a picture of an installed caliper. The question posed about the bracket orientation was not answered. I was left to my devices to figure it out. The picture detailed the caliper was on the opposite side. The lightbulb went on and I was able to figure out the correct caliper placement. Back to the mounting bracket. It didn’t matter which direction the torque plate was installed the disc wouldn’t fit or the mounting screws interfered with the disk. Surely the kit had all the correct parts? In an answer no. Not only did it not come with installation instructions but it also had the wrong length screws.
Once the correct screw length was determined, Glazes True Value hardware store was the destination to get the parts. He has he largest selection of fasteners around. Four new hardened 10.9 screws the correct length in tow; back to the garage. I made the decision to take lots of pictures from all kinds of angles so if someone else experienced the same problem there would be a place they could come to see how I put it together.
About and hour after I started I had both sides squared away. The emergency brake still needs to be sorted out but the bulk of the work is complete.
The last few weeks have been a bear getting everything put back together. The rear suspension is all back together at this point. The lower control arms went on swimmingly. The rest of the suspension went in rather well. I will say this was the first time I actually torqued everything down to the required specs. Not the best practice but it is right now.
I did have to redo all of the driveline stuff. I didn’t have all of the lock washers on the car and that concerned me. After all this work and the ease of getting to everything I might as well get it done right so I went back and took the stub axles apart again, added the lock washers, and then torqued everything down.
Similar problem with the lower control arms (LCA). The assembly went fine once I got the right Traverse link from my Friend Larry Obert. I did have to install them twice. The TTT LCA’s come with super grease. Since there are no instructions I couldn’t figure out why. Once the LCA’s were installed they squeaked. So I figured out why they included the grease. The LCA were disassembled, greased and reassembled and the squeak was gone.
All and all it was a very good day. My assistant and I got a lot done.
Today was all about getting the drive train installed. Both Half shafts and the driveshaft were installed. It is so much easier to install these pieces with the lower control arms not installed.
North Atlanta Driveline did such a nice job on all three pieces.