The CSX: September 13, 1999

Posted in Automotive on September 13, 1999.

It appears that the stabilizer bearing has self-destructed.  On the way home from the SDACCL meeting on Saturday, I started to notice a sort of vibrating metal-to-metal squeak that was getting louder and louder.  When I got home I found the entire left side of the tranny covered in oil.  I guess the bearing just can't handle it.  So, it appears that I will be looking for a replacement differential.

Before the meeting I was able to install the new "Jessie Buhr" 2-1/2" aluminized exhaust system (thanks Mark!).  The fit was mediocre at best and some bending and cutting/rewelding was required.  It's still a bit off, so I will have to make some tweaks to it.  Aside from that, it is a nice system.  The original 2 1/4" exhaust with no muffler droned way too much when cruising.  So, I opted for a Dynomax Super Turbo muffler (part# 17710).  It's a nice unit and is the perfect length to fit in a P, J, or G-body.  It's a 7" round, 18" long unit.  It has a nice sounding idle and seems to be quite good at the top end.  Not as good as an open pipe, but good enough for me.

The CSX: September 10, 1999

Posted in Automotive on September 10, 1999.

I believe that I have found a "patch" for my current transmission problems.  Thanks to Joe Dzwil, I was able to install a Techpak-Fitzall Chrysler Axle Stabilizer Bearing (part# 32125LRB).  It's a neat little unit that installs in place of the stock seal and oil slinger in the trans.  It has an integral roller bearing and seal that rides on the sealing surface of the axle.  A good axle with a smooth and clean sealing surface is required because the roller bearing uses the old sealing surface and the new seal uses the very outer edge of the sealing surface, which will be rusty and dirty on a new axle.  The extra axle I have was in good shape.  Some sandpaper and some rubbing compound later, I had a nice bearing ans sealing surface.  The bearing also has some gripping splines to keep it from spinning and an oiling hole that matches the oil feed hole on the trans.

Before installing the bearing, I fully drained the transmission so that I could clean the surfaces properly.  I did an "Ed Peters" to it by drilling out the hole in the square-shaped boss on the bottom of the differential housing, and tapping it with a 3/8" NPT tap.  Once it was drained, I plugged the hole with a brass pipe plug using solvent-safe PFTE thread tape (the yellow stuff).  Getting good threads in the boss is tricky because it is slightly too large for the first 1/8" or so.  Use a slightly smaller drill bit than is required by the tap.  Now I can change the fluid completely without pulling axles or removing the side cover.

Looks like the CSX will be at the SDAC Chicagoland meeting after all!

The CSX: August 26, 1999

Posted in Automotive on August 26, 1999.

Well this new tranny appears to have a serious problem.  I noticed a bad fluid leak coming from the left axle.  I figured that maybe the seal went bad.  So, I pulled the axle only to find the seal in good shape but the axle had a lot of play in the differential.  I put a tight-fitting socket with an extension into the differential to see if the carrier bearings were shot.  I could not make the differential move within the transmission case...it was very solid.  Upon further inspection, I noticed that the axis on which the axle "wiggled" was on the axle shaft itself between the CV joint and the differential spline.  It appears that the differential case is worn out.  The axle shaft also has some wear on it.  I have another axle (which actually came with the trans), which has no wear on the shaft at all.  This axle was a bit more solid, but still pretty sloppy.  Looks like I will have to pull the trans.  ARGH!

The CSX: August 23, 1999

Posted in Automotive on August 23, 1999.

Well, I have done a lot of work to the car over the past months.  Basically, I have been gathering all the parts I need to replace the head on the car.  The head that came on it is shot, so decided to try a reman head.  Big mistake.  I have never seen such crap work in my entire life! Here is a short list of what was wrong with it:

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The Shadow: July 27, 1999

Posted in Automotive on July 27, 1999.

Well, I have separated this car from my older cars because I have been adding more and more info about it.  So, I thought it deserved its own page.  I've done quite a bit of work since I last updated these pages.

First off, I finally bought new tires and put my original crab (bottle cap) rims back on.  I was using 14x5.5" rims with 195/70 R14 Firestone 350 tires.  These tires SUCK in every way, shape, and form.  I have had 70 and 75 series tires before, but these are just junk.  The dry traction was lousy: I could light up the tires on 2nd gear with only 12psi of boost and the car plowed really bad.  In light turns the tires liked to screech.  I even got a full alignment: no change.  Wet traction was like driving on slicks--I almost got into countless fender benders, but got lucky.  Take-offs were impossible.  I won't even talk about winter driving.  The tires still have 1/2 of the tread left.  I just wanted you to know how HORRIBLE these tires were for me.

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The CSX: February 22, 1999

Posted in Automotive on February 22, 1999.

Broke 500 miles on Friday (19th)! Woo! The engine is now broken in.  I hooked up the wastegate solenoid around 400 miles and have been enjoying the power.  :) The boost likes to creep to 14psi, before the computer pulls it back down to about 11psi.  Luckily, I'm not hitting cutout.  I guess it's time to play with restrictors again.  I drove the car all the way to work on the tollways and it did just fine, aside from the bumpy ride.  Here is the car as of today:

As if that weren't enough, Arlie Hart is selling a GLHS in New York to a guy in Chicago.  He agreed to carry the last two panels with him, so I may have them this weekend!

The next major project will be to gut the interior again and try to find the source of my water leak.  The carpeting is getting musty again and it seems to be shrinking.  I'm not sure what to do with it at this point.  I may have to trash it in favor of some new carpeting.  It sure could use it.  The headliner is another issue.  I plan on buying some headliner material and gluing it on this summer as well.

The only other big problem is the suspension.  It definitely needs new shocks and struts, judging by the way it hops all over the place..  I have a lead on some interesting units, otherwise I'll go with Konis or KYBs.

The CSX: February 7, 1999

Posted in Automotive on February 07, 1999.

I had a burning desire to work on the CSX and I had the opportunity last Thursday (the 4th), so I put in some of the parts I had.  I also pulled the valve cover and tried to quiet down the valve train by pumping up the new lifters again.  While I had the cover off, I replaced the fuel pressure regulator with the adjustable unit from Rick Diogo.  I also replaced the spark plugs because they were fouled from running so rich (RN12YC).

After allowing the RTV on the valve cover to cure for a couple days, I started up the engine and adjusted the fuel pressure.  I brought it down to 50psi.  I took it for a spin and it's running so much better...much more low-end torque.  The plugs looked fine afterwards.  I'm still at reduced boost, so I won't know for sure for a while.  It was nice to drive it again.

The dumb thing still has a water leak somewhere.  I guess the search will continue.  I also installed some of the interior pieces from Arlie Hart, but I still need to get the two, large rear sail panels from him.  Anyway, it looks much better with the darker trim pieces.

The CSX: January 18, 1999

Posted in Automotive on January 18, 1999.

Well, I received the adjustable fuel pressure regulator from Rick Diogo.  It is actually for an '89 or later turbo, but it will work just fine the and pipe connection opens up the option for a custom fuel setup.  It appears to be a used unit that has been modified.  An aluminum cap with the hose barb and adjustment bolt covers what is probably a cut open, stock regulator.  Better than hacking and gluing with JB Weld, or crushing it in a vise, in my opinion. :) I also received the pressure isolators I ordered for the oil and fuel pressure guages that I will be installing.  They look like they will do the job and I will add specifics on how to get them to the Mini-Mopar Resource Site when I get the chance.  I also updated this page with a picture of the pistons and rods I used on the engine rebuild.  I actually had several pictures of the rebuild, but my nice camera and the roll of film they were on met their demise while I was on vacation in December.  I am annoyed.

Since it cold outside these days and the CSX is buried in a foot of snow right now, I haven't done much with it.  The old battery also decided that it doesn't like cold weather and has died.  I don't want to drive this car through the salty roads of a mid-west winter anyway, so it will stay where it is until spring.  I will then buy a new battery, install the goodies I have been collecting, and hopefully continue the restoration if I can.  I can't wait to get that ND Performance logic module in there!

My future with this car is becoming uncertain at this point because of certain events going on with my life.  I hope I will be able to keep it after all this work and years of waiting to finally get one.  Keep your fingers crossed for me....