TheIronSausage
Two brain cells left.. rubbing together for warmth
I'm more than a little jealous..
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Dr.Jass
Pastor of Muppets
Sunday was a short day, as Mother Nature denied us the opportunity to accomplish our goals. The plan was to get the cluster and column installed, lower the car and roll it outside, then seal all the floor seams in the great outdoors to facilitate fume removal. I really wanted to get the car out of Stretch's way, and as it happened our timing couldn't have been more precise if we'd planned it.
The first order of business was installing the instrument cluster. Easy, right? Well, yeah, when age doesn't befuddle you it really is. Problem was, I made all the connections at the cluster and still had a bunch of plugs left over that didn't fit it. They were right there, so they had to be for the cluster or switchgear, right? What the... ? So I started taking pictures of them, thinking I'd have to consult with the service manual wiring diagram to find where they went.
For instance, I could not find anywhere to connect this little feller...
And this 8-pin monstrosity definitely didn't belong, but it was hanging out of the cluster hole. Stretch didn't think it had been used, proposing that maybe it was for AC or some option the car didn't have. I didn't rule that out, but for some reason it looked familiar.
After that, I found these two little peckerheads in the same area. These were the key that unlocked my brain. I didn't remember them specifically by color, but the way the wires were bent I knew they were for the brake-lamp switch even though they weren't close to it.
At that point, I realized we'd stuffed every wiring harness we'd disconnected into the dash during disassembly, and when I'd pulled the cluster I looped them up there so they wouldn't repeatedly fall into our way. The three-pin connector in the first photo is for the dimmer switch, and that 8-terminal block is for the rear wiring including taillights and fuel sender. :doh: I reconnected the dimmer, but we still have to seal seams so the rear wiring was left dangling for the time being.
Moving right along after that minor fiasco, I reinstalled the cluster. There's an open pin on the wiper switch for which I could not find a connector, but I haven't had time to research that one yet. Almost a shame to put the detailed cluster into the filthy dash, but I did clean the area around it before I screwed it into place.
The next task was to get the column installed. This was a little more involved than expected, primarily because so much had changed both with and around it. It wasn't just going to slide home and bolt into place. The first problem was that I'd converted the car to manual transmission, so one bracket bolted to the side of the pedal support frame was in position for the car from which the pedals were removed. I loosened that so the two support points at the dash were my reference points. Once I had the toe plate firmly seated against the firewall, Stretch (working the engine-bay side of this job) reported that the coupler shoes were hanging halfway out of the coupler. To be honest, I didn't feel well today and my attitude was "Fuck it, as long as it can be moved we can figure it out later," thought I don't think I said that aloud. Though he didn't say it, Stretch thought maybe I'd reinstalled the power-steering column shaft after refurbishing and modifying the column jacket. I half-entertained the same thought, but didn't think it was possible. He went inside to get his children some lunch, and I remained there under the dash trying to get all the bolt holes to align since the toe plate did not want to rotate to its original position. While I was staring at those, I remembered that the two that hold the column-jacket flange to the toe plate allow for some movement of the column in relation to the firewall. I loosened those, and after fighting a little bit I got the two-bolt flange to slide and rotate just enough that A) the toe plate holes aligned well enough with the firewall holes to install it, and B) the shoes were now an almost-perfect depth into the steering coupler. Stretch returned, and I sarcastically said, "I don't know what you were complaining about with the coupler shoes," but then immediately told him what the problem had actually been. Installing the steering wheel was a two-man job, though. I installed a junker that hadn't been on a car in awhile (I'm attempting to repair the original) and even with the master spline aligned, it couldn't be pushed on far enough to get the nut started. Stretch held the wheel while I tapped on the center of it with a socket and hammer, and voila! We didn't fully seat it, but it's more than enough for directional control around the yard.
Now we're gettin' somewhere! The skies were threatening at this point, with distant thunder rumbling its own warning that we'd better get a move on. We lowered the hoist to the floor for the first time since March, and the car assumed the standard Upper Peninsula A-body stance--or South Central Impala if you prefer--sitting as low to the ground as possible, right on the snubbers.
Because we replaced the lower-control arm bushings, the torsion bars can't go back in yet. The studs can't be torqued until the car is sitting on its wheels with the weight of the engine on the suspension. So we lifted it again, and Stretch jammed a couple of blocks of wood between the control arms and the frame to give the car a workable ride height. Back on the ground, and we pushed it out of the garage--rolling on its own wheels. :dance:
I cannot adequately express the relief and elation that washed over me whilst taking that picture. Yes, we're a long way from being finished, but this was momentous. All the unfamiliar territory is now familiar. Almost everything from this point forward is old hat for us. Yes, there's still some "body" work to be done on the floors with the seam sealer and paint, and there are some touch-up areas we want to address, but the bulk of the work from this point onward is good ol' fashioned mechanical stuff: Engine, transmission, rear axle, etc.
The first order of business was installing the instrument cluster. Easy, right? Well, yeah, when age doesn't befuddle you it really is. Problem was, I made all the connections at the cluster and still had a bunch of plugs left over that didn't fit it. They were right there, so they had to be for the cluster or switchgear, right? What the... ? So I started taking pictures of them, thinking I'd have to consult with the service manual wiring diagram to find where they went.
For instance, I could not find anywhere to connect this little feller...
And this 8-pin monstrosity definitely didn't belong, but it was hanging out of the cluster hole. Stretch didn't think it had been used, proposing that maybe it was for AC or some option the car didn't have. I didn't rule that out, but for some reason it looked familiar.
After that, I found these two little peckerheads in the same area. These were the key that unlocked my brain. I didn't remember them specifically by color, but the way the wires were bent I knew they were for the brake-lamp switch even though they weren't close to it.
At that point, I realized we'd stuffed every wiring harness we'd disconnected into the dash during disassembly, and when I'd pulled the cluster I looped them up there so they wouldn't repeatedly fall into our way. The three-pin connector in the first photo is for the dimmer switch, and that 8-terminal block is for the rear wiring including taillights and fuel sender. :doh: I reconnected the dimmer, but we still have to seal seams so the rear wiring was left dangling for the time being.
Moving right along after that minor fiasco, I reinstalled the cluster. There's an open pin on the wiper switch for which I could not find a connector, but I haven't had time to research that one yet. Almost a shame to put the detailed cluster into the filthy dash, but I did clean the area around it before I screwed it into place.
The next task was to get the column installed. This was a little more involved than expected, primarily because so much had changed both with and around it. It wasn't just going to slide home and bolt into place. The first problem was that I'd converted the car to manual transmission, so one bracket bolted to the side of the pedal support frame was in position for the car from which the pedals were removed. I loosened that so the two support points at the dash were my reference points. Once I had the toe plate firmly seated against the firewall, Stretch (working the engine-bay side of this job) reported that the coupler shoes were hanging halfway out of the coupler. To be honest, I didn't feel well today and my attitude was "Fuck it, as long as it can be moved we can figure it out later," thought I don't think I said that aloud. Though he didn't say it, Stretch thought maybe I'd reinstalled the power-steering column shaft after refurbishing and modifying the column jacket. I half-entertained the same thought, but didn't think it was possible. He went inside to get his children some lunch, and I remained there under the dash trying to get all the bolt holes to align since the toe plate did not want to rotate to its original position. While I was staring at those, I remembered that the two that hold the column-jacket flange to the toe plate allow for some movement of the column in relation to the firewall. I loosened those, and after fighting a little bit I got the two-bolt flange to slide and rotate just enough that A) the toe plate holes aligned well enough with the firewall holes to install it, and B) the shoes were now an almost-perfect depth into the steering coupler. Stretch returned, and I sarcastically said, "I don't know what you were complaining about with the coupler shoes," but then immediately told him what the problem had actually been. Installing the steering wheel was a two-man job, though. I installed a junker that hadn't been on a car in awhile (I'm attempting to repair the original) and even with the master spline aligned, it couldn't be pushed on far enough to get the nut started. Stretch held the wheel while I tapped on the center of it with a socket and hammer, and voila! We didn't fully seat it, but it's more than enough for directional control around the yard.
Now we're gettin' somewhere! The skies were threatening at this point, with distant thunder rumbling its own warning that we'd better get a move on. We lowered the hoist to the floor for the first time since March, and the car assumed the standard Upper Peninsula A-body stance--or South Central Impala if you prefer--sitting as low to the ground as possible, right on the snubbers.
Because we replaced the lower-control arm bushings, the torsion bars can't go back in yet. The studs can't be torqued until the car is sitting on its wheels with the weight of the engine on the suspension. So we lifted it again, and Stretch jammed a couple of blocks of wood between the control arms and the frame to give the car a workable ride height. Back on the ground, and we pushed it out of the garage--rolling on its own wheels. :dance:
I cannot adequately express the relief and elation that washed over me whilst taking that picture. Yes, we're a long way from being finished, but this was momentous. All the unfamiliar territory is now familiar. Almost everything from this point forward is old hat for us. Yes, there's still some "body" work to be done on the floors with the seam sealer and paint, and there are some touch-up areas we want to address, but the bulk of the work from this point onward is good ol' fashioned mechanical stuff: Engine, transmission, rear axle, etc.
Dr.Jass
Pastor of Muppets
It's funny how I look at the car differently now. I always liked the little bugger, but maybe the specter of rot was in the back of my mind or maybe it's just because now there's so much time invested in it; it might just be the feeling of accomplishment. I'm not sure, but I really like the car a lot more than I did going into this. It might just be because I know it's a good car now. A solid start, with no secrets left to reveal. We even found the build sheet for it this afternoon. The little bastard's working its way into my heart.
So of course, I took about a million more photos of it after it was outside.
Fully-engaged steering column with wooden suspension members...
The obligatory "Chevrolet view" of the car:
And a couple of "glamour shots" :
I'm not sure why I took this picture, but I sure do like it for some reason.
And, of course, Stretch's hot rod safely stowed in her rightful spot in the garage. Being able to take this photo was a huge weight off my shoulders, particularly since the clouds opened up with a fury and the wind went absolutely insane only minutes later. The drive home was through fierce weather, and Stretch's power went out at one point. We have a lot of branches down and some uprooted trees, so now I'm doubly happy with today's results, because the Charger was indoors for that storm.
A couple of final thoughts after today's accomplishments:
The Valiant seemed abnormally low when we lowered the hoist for the last time, but with those blocks of wood holding it up it actually sits a little higher than it did back when it ran. Never underestimate the effect looking at a car lifted on a hoist for over three months will have on your brain. It also seems a lot smaller, which I ascribe to the perspective of it not being at eye level anymore.
Looking at it parked in the same spot, and having to back away as far as I did to get that last photo, Stretch's Charger seemed almost cartoonishly huge today. Much of that is due to the confined spot in which both cars sat, but there were a few more feet in front of the Valiant that came in handy whilst working on it. One doesn't really appreciate the size differences in these cars until they're in tight confines like that.
I didn't feel particularly great this morning, but once I was working on the car I felt at least passably well. I'm not sure if it was the relief of getting it out, or just the toll the car is taking on me physically (overall I'm not very healthy), but when I got home this afternoon I had absolutely no wind in my sails and felt like death was at my door. I had time to go in my own garage and work on the engine, transmission, and/or rear axle but my head hurt, I was tired as hell, and I had no strength left. I was in bed before 6PM, which explains why I'm posting at this obscene hour--the dog woke me to her out. I still feel pretty beaten though the headache is finally gone, but I feel really good about where we are with the Valiant. I'd like to think that the process shouldn't have taken this long, but I know the car is done well and I've no concern about its integrity.
In closing, I'd like to point out a bit of irony that's been gnawing on the back of my brain for a couple of days:
It's taken me almost 30 years since I bought my first car to acquire the tools, the room, and dare I say the skills and knowledge to finally build myself a nice car. I may not be able to produce a show-winner, but I can at least turn out something of which I won't be ashamed. So what am I currently building? A strong, solid, fast car that I'm intentionally trying to make look like one of the pieces of shit that I drove in my late teens. We'll leave the pretty to the Challenger and (in my eye at least) the Imperial. Still, all this hard work and the car's not one whit prettier than it was when we started, at least not to the naked eye... but that's half the joy of this one, too. I mean, check out that vinyl top.
So of course, I took about a million more photos of it after it was outside.
Fully-engaged steering column with wooden suspension members...
The obligatory "Chevrolet view" of the car:
And a couple of "glamour shots"
:I'm not sure why I took this picture, but I sure do like it for some reason.
And, of course, Stretch's hot rod safely stowed in her rightful spot in the garage. Being able to take this photo was a huge weight off my shoulders, particularly since the clouds opened up with a fury and the wind went absolutely insane only minutes later. The drive home was through fierce weather, and Stretch's power went out at one point. We have a lot of branches down and some uprooted trees, so now I'm doubly happy with today's results, because the Charger was indoors for that storm.
A couple of final thoughts after today's accomplishments:
The Valiant seemed abnormally low when we lowered the hoist for the last time, but with those blocks of wood holding it up it actually sits a little higher than it did back when it ran. Never underestimate the effect looking at a car lifted on a hoist for over three months will have on your brain. It also seems a lot smaller, which I ascribe to the perspective of it not being at eye level anymore.
Looking at it parked in the same spot, and having to back away as far as I did to get that last photo, Stretch's Charger seemed almost cartoonishly huge today. Much of that is due to the confined spot in which both cars sat, but there were a few more feet in front of the Valiant that came in handy whilst working on it. One doesn't really appreciate the size differences in these cars until they're in tight confines like that.
I didn't feel particularly great this morning, but once I was working on the car I felt at least passably well. I'm not sure if it was the relief of getting it out, or just the toll the car is taking on me physically (overall I'm not very healthy), but when I got home this afternoon I had absolutely no wind in my sails and felt like death was at my door. I had time to go in my own garage and work on the engine, transmission, and/or rear axle but my head hurt, I was tired as hell, and I had no strength left. I was in bed before 6PM, which explains why I'm posting at this obscene hour--the dog woke me to her out. I still feel pretty beaten though the headache is finally gone, but I feel really good about where we are with the Valiant. I'd like to think that the process shouldn't have taken this long, but I know the car is done well and I've no concern about its integrity.
In closing, I'd like to point out a bit of irony that's been gnawing on the back of my brain for a couple of days:
It's taken me almost 30 years since I bought my first car to acquire the tools, the room, and dare I say the skills and knowledge to finally build myself a nice car. I may not be able to produce a show-winner, but I can at least turn out something of which I won't be ashamed. So what am I currently building? A strong, solid, fast car that I'm intentionally trying to make look like one of the pieces of shit that I drove in my late teens.
We'll leave the pretty to the Challenger and (in my eye at least) the Imperial. Still, all this hard work and the car's not one whit prettier than it was when we started, at least not to the naked eye... but that's half the joy of this one, too. I mean, check out that vinyl top.
Dr.Jass
Pastor of Muppets
Thank you. The one that came with the car is very nice, though. I didn't install it because that wheel is temporary, just for moving the car around. I'm attempting to fix the original wheel. If that works out, great. If not, I'll find yet another wheel before I install the switch and horn ring. Or maybe I'll get one of those cheesy perforated-leather-look covers that install with a plastic lace. That would be rather fitting for this car.If you need a horn ring to fit, I've got 3 spares. None are NOS quality, but in very decent condition.
The one pictured is the one I bought at Jeffy, which as it turned out would be much harder to restore with any kind of lasting effect than the cracked wreck that was in the Valiant when I bought it. I started working the former and the rim just crumbled; there are several inches of exposed metal at the top of the rim, just out of sight in the picture.
Stretch
Hey! There’s no easy button for a body like this!
That last patch I made really did look shitty from the angle you took the picture at but if you look at the last picture you took before the floor went in for the last time, you can't see the patch at all.
I think we are doing a hell of a job on this. I've loved every minute of this learning experience and I still think we should have brought the oil pan!
Restoman should be a good gauge of what we are doing. I'm looking forward to hearing his honest (no sugar coating it) opinion on what he sees.
I think we are doing a hell of a job on this. I've loved every minute of this learning experience and I still think we should have brought the oil pan!
Restoman should be a good gauge of what we are doing. I'm looking forward to hearing his honest (no sugar coating it) opinion on what he sees.
restoman
The paint fumes have cleared so I'm
For what it's worth, I think you guys did a super job on it.
There are very few guys that would take on a job like this, let alone two guys with no previous experience in this type of structural repair. The end results speak for themselves and the fact that you're proud of the work speaks even louder. I knew you'd have no problems getting it done and done right.
Shit... I know many, many fully capable body men that cringe and wet themselves over this kind of work. You've good reason to be proud!
There are very few guys that would take on a job like this, let alone two guys with no previous experience in this type of structural repair. The end results speak for themselves and the fact that you're proud of the work speaks even louder. I knew you'd have no problems getting it done and done right.
Shit... I know many, many fully capable body men that cringe and wet themselves over this kind of work. You've good reason to be proud!
Dr.Jass
Pastor of Muppets
Thank you for the kind words, good sir. If I decide to sell it, I'll give any potential buyers your phone number.
My '73 Charger Rallye needed the exact-same repair, and I talked to several capable body men that didn't want to attempt it. Only one did, but it was going to cost me dearly. After my task of finding and buying a good rail, he wanted $650 at a time when I was making $4.65/hr.--five weeks' full-time pay after deductions--literally just to change the rail. No paint or even primer, and I had to A) show up at his house at a random time of his deciding to disassemble the front suspension and K-frame, and B) put it all back together myself immediately upon the completion of the work. I thought a lot about that situation during this project, and wondered if he thought it was much harder than it is, or if knew how easy it was and was simply screwing me. I like to think the former, because I always liked the guy and he never gave me reason to distrust him. He even let me leave the car at his place for a couple of weeks while I decided what I was going to do. Obviously, the car never got repaired. Funny story about what happened to that car, actually...
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restoman
The paint fumes have cleared so I'm
I loved doing that kind of work. In fact, the rougher the car, the more stoked I'd get.
Back when we were in business, I took a rusted out and rolled over bare shell of a '33 Ford five window coupe that sat in northern Ontario for 40 some-odd years and built a full fendered car around it. Lots of work and lots of money but the car didn't exist before that.
Myself and my Irish bodyman created a '69 Judge convertible from a trailer-and-pick-up-box-full of parts and pieces. It ended up being finished by another shop but it was a complete rolling shell when I tossed it from my shop. Another one that didn't exist till we got at it.
I never considered any of it actual work. It was more just something that needed to be done... Now you know the feeling.
Back when we were in business, I took a rusted out and rolled over bare shell of a '33 Ford five window coupe that sat in northern Ontario for 40 some-odd years and built a full fendered car around it. Lots of work and lots of money but the car didn't exist before that.
Myself and my Irish bodyman created a '69 Judge convertible from a trailer-and-pick-up-box-full of parts and pieces. It ended up being finished by another shop but it was a complete rolling shell when I tossed it from my shop. Another one that didn't exist till we got at it.
I never considered any of it actual work. It was more just something that needed to be done... Now you know the feeling.
Dr.Jass
Pastor of Muppets
When Stretch bought his '65, we weren't even out of the guy's yard when I told him, "You realize every car has an 'oh, shit' moment, right? There's gonna come a time with this car where you find something that makes you say, 'Oh, shit' and you're gonna get frustrated. My 'oh, shit' moment on the Challenger was the roof, and on the Valiant it was the floorpans. All you said was, 'Looks like we're doing floorpans' and that was it. When you have your moment with this one, remember that. We'll work through whatever it is, no big deal."
I'd like to think that both of us are now much-better prepared to handle whatever "oh, shit" situation that '65 can throw at us. I think I can confidently say I was a little more fearless going into this project simply because I'd already done the Challenger roof (which was trickier, no doubt, and not just because I was working alone) and spent so much time picking your brain during that process. Though it didn't happen often during the work on the Valiant, every once in a while Stretch would wonder why I wanted to do something a particular way. The multi-piece sub-floor patch comes to mind, and the explanation for that started the same way any other did: "Well, restoman said..." Damned if you weren't right.
That being said, we'll just have to agree to disagree on the approach Stretch and I took on the toeboard flange v. what you'd have done. The spotwelds were a pain in the ass, no doubt, but I still think our method was more expedient, if not as pretty in the end. It was also a huge help in terms of locating those pesky tunnel seams. Had we used a 1-piece floor though, things likely would've been different in that area.
Side note to anyone else playing the home game: I don't know if we just got panels made from a bad batch of steel or if it's just the nature of Chinesium, but those AMD floors did not play well with the welder set where the OE steel was truly happy. Some of our welds got a little out of control due to that situation, but we know the results are ultimately good. Favor the original steel with your bead/tacks, keep moving, and keep a 4.5" angle grinder equipped with a 36- or 40-grit flat flap wheel handy for those situations. It's far better than an actual grinding wheel. You're welcome.
I'd like to think that both of us are now much-better prepared to handle whatever "oh, shit" situation that '65 can throw at us. I think I can confidently say I was a little more fearless going into this project simply because I'd already done the Challenger roof (which was trickier, no doubt, and not just because I was working alone) and spent so much time picking your brain during that process. Though it didn't happen often during the work on the Valiant, every once in a while Stretch would wonder why I wanted to do something a particular way. The multi-piece sub-floor patch comes to mind, and the explanation for that started the same way any other did: "Well, restoman said..." Damned if you weren't right.
That being said, we'll just have to agree to disagree on the approach Stretch and I took on the toeboard flange v. what you'd have done. The spotwelds were a pain in the ass, no doubt, but I still think our method was more expedient, if not as pretty in the end. It was also a huge help in terms of locating those pesky tunnel seams. Had we used a 1-piece floor though, things likely would've been different in that area.
Side note to anyone else playing the home game: I don't know if we just got panels made from a bad batch of steel or if it's just the nature of Chinesium, but those AMD floors did not play well with the welder set where the OE steel was truly happy. Some of our welds got a little out of control due to that situation, but we know the results are ultimately good. Favor the original steel with your bead/tacks, keep moving, and keep a 4.5" angle grinder equipped with a 36- or 40-grit flat flap wheel handy for those situations. It's far better than an actual grinding wheel. You're welcome.
restoman
The paint fumes have cleared so I'm
Yeah... I've run into new steel like that. It's almost like it's an alloy of some sort, or dirty steel. Not much you can do other than keep the heat primarily on the original part and not so much on the new.
The firewall flange... not actually being there and going only by pics, it's hard to say which way would be faster. I'm going to go with the 10 or 30 floors I've replaced while working for asshole shop-owners, one of which was me.
The firewall flange... not actually being there and going only by pics, it's hard to say which way would be faster. I'm going to go with the 10 or 30 floors I've replaced while working for asshole shop-owners, one of which was me.
69.5CUDA
Blah Blah Blah
i envy the fact you guys have eachother to help you along...doing that shit solo eventualy just sucks
however i stand with resto on the fun and "needed to be done" not as a job but as a justice for the car and the fun of just doing it cause no one else will
as for the new metal..ive had the same issues..i also thing the "stretching" of the press has something to do with it
however i stand with resto on the fun and "needed to be done" not as a job but as a justice for the car and the fun of just doing it cause no one else will
as for the new metal..ive had the same issues..i also thing the "stretching" of the press has something to do with it
Dr.Jass
Pastor of Muppets
Well, Stretch is an excellent motivator too. He's kept me after it much more than I would've been flying solo. Case in point: when was the last time I updated the Challenger build? :doh:
The original panels were stamped using the same method the Chinese use, so I don't think it's that. I just don't think it's very good steel. And as impressed as I am with the fitment of the AMD pans, make no mistake: They're obviously not as thick as original, but combined with the lower grade of steel, you can definitely feel it when you step on them. They're the best ones available to my knowledge, though, so I expect Goodmark, Golden Star, etc. would be even a tad more janky in that department.
Dr.Jass
Pastor of Muppets
Saturday, which was the 41st day in a row that Stretch and I were together for several hours in some capacity (we work together, if'n anyone's not aware), was essentially the final day on the floors: Seal, suck, swipe and shoot. Seal the seams, suck up the shit, swipe it with some wax & grease remover, and shoot the paint at it. I'm going to lay down some sound deadener before the new carpet goes in, but that's about it for the floors.
After a cleanup along the lines with the wax & grease remover, Stretch started laying down seam sealer whilst I set aboot masking off the interior to protect what little good is left in there. I would be masking for a very long time.
Stretch even sealed up the toeboard seam on the engine-bay side. He had plenty of time for this since I, of course, was still bloody masking the interior.
Stretch sucks... up the big chunks with his NOS vacuum attachment. Sure, it looks like I was done masking at this point, but no. There was more.
After Stretch made a more thorough pass with the wax & grease remover, it was time to lay down the first coat.
After appropriate flash time, I laid down the second coat, which was mostly just to address thin spots. There's no need for perfection under the carpet, but damned if I didn't do it anyhow. It certainly doesn't look much different in the pictures, but I was just so happy to not be masking anymore I kept going.
And lo, the Heavenly Host saw that it was good, and saw fit to make it resplendent with a parting of the clouds, slathering it in sunshine. :dance:
Shortly after that last picture was taken, we called it a day. It was a little past 6PM. Stretch's wife Sidekick was headed to work here in town, so she gave me a ride home while the Stretchman himself went in and played chef to his little ones. Yesterday we took a day off; Stretch did fatherly things with his family that involved cruising in his Charger with another friend's family (in their '53 Chevy), while I sat around sunburnt and lazy, doing laundry and generally annoying the dog merely by being home for once.
We've got no definite plan of attack for the next round, but I've got plenty to keep me busy in the meantime with the engine, transmission, and rear axle. We'll probably re-route the brake lines and cables, get the new master cylinder installed, and button up a myriad of little details like a tiny hole in the upper firewall and welding the clutch countershaft bracket. There's a day's worth of little stuff before we reinstall the interior and start on the drivetrain. I'm a bit anxious to get the rear axle installed as well, since A) we can't get the brakes going until we do, and B) I need to order a driveshaft for this monster. I'm not fucking around with a used one, for what should be obvious reasons.
After a cleanup along the lines with the wax & grease remover, Stretch started laying down seam sealer whilst I set aboot masking off the interior to protect what little good is left in there. I would be masking for a very long time.
Stretch even sealed up the toeboard seam on the engine-bay side. He had plenty of time for this since I, of course, was still bloody masking the interior.
Stretch sucks... up the big chunks with his NOS vacuum attachment. Sure, it looks like I was done masking at this point, but no. There was more.
After Stretch made a more thorough pass with the wax & grease remover, it was time to lay down the first coat.
After appropriate flash time, I laid down the second coat, which was mostly just to address thin spots. There's no need for perfection under the carpet, but damned if I didn't do it anyhow. It certainly doesn't look much different in the pictures, but I was just so happy to not be masking anymore I kept going.
And lo, the Heavenly Host saw that it was good, and saw fit to make it resplendent with a parting of the clouds, slathering it in sunshine. :dance:
Shortly after that last picture was taken, we called it a day. It was a little past 6PM. Stretch's wife Sidekick was headed to work here in town, so she gave me a ride home while the Stretchman himself went in and played chef to his little ones. Yesterday we took a day off; Stretch did fatherly things with his family that involved cruising in his Charger with another friend's family (in their '53 Chevy), while I sat around sunburnt and lazy, doing laundry and generally annoying the dog merely by being home for once.
We've got no definite plan of attack for the next round, but I've got plenty to keep me busy in the meantime with the engine, transmission, and rear axle. We'll probably re-route the brake lines and cables, get the new master cylinder installed, and button up a myriad of little details like a tiny hole in the upper firewall and welding the clutch countershaft bracket. There's a day's worth of little stuff before we reinstall the interior and start on the drivetrain. I'm a bit anxious to get the rear axle installed as well, since A) we can't get the brakes going until we do, and B) I need to order a driveshaft for this monster. I'm not fucking around with a used one, for what should be obvious reasons.
TheIronSausage
Two brain cells left.. rubbing together for warmth
Ahh, I hear wedding bells..
TheIronSausage
Two brain cells left.. rubbing together for warmth
I stopped and thought about that first.. then did it anyway.