[b-man]

Originally Posted by Lemans64

Are u gonna change out the front springs or just cut a coil, the weight diff of the engine should make it sit high?? I used the stock replacements in mine, but have SBC and had to cut 1 coil off to get the upper control arms off the rubber stops. just another though for the process. LOL.

Rick

I already have another set of Global West front springs that have been cut down, I'll put them in to replace the H-O Racing springs that are in there now. I'll almost certainly need to trim them down even more.

Originally Posted by 78 GHOST

Bart, doesn't this engine come with a 2 year 24,000 mile warranty? Frankly I think this is one of the coolest ideas in a long time.

The LS3 crate engine does come with a 24 month warranty.

Originally Posted by andrewb70

Just to clarify, the LS7 heads and the LS3 heads are different. Some noticeable differences are valve angle, and intake port shape. The LS7 heads also use huge 2.25" titanium intake valves and 1.8:1 rockers, compared to the LS3/L92 2.16" intake and 1.7:1 rockers.

Andrew

Guess I was confusing the LS3 heads with the L92 heads.

Man, is that LS7 ever something special!

I'm still learning.

Get a chance to measure your headers yet?

[andrewb70]

Originally Posted by b-man

......

Get a chance to measure your headers yet?

Here you go. From the frame rail to the bottom of the header is about 2.25" on the driver's side. From the bellhousing to the end of the collector it is about 12", again on the driver's side.

You should also give Jeff Schwartz a call. I talked to him a couple of days ago and he has some LS7 cams for sale.

Andrew

[b-man]

Originally Posted by andrewb70

Here you go. From the frame rail to the bottom of the header is about 2.25" on the driver's side. From the bellhousing to the end of the collector it is about 12", again on the driver's side.

You should also give Jeff Schwartz a call. I talked to him a couple of days ago and he has some LS7 cams for sale.

Andrew

Thanks.

Just now ordered my Edelbrock headers and engine mount adapters, Energy Suspension urethane mounts and Griffin universal 24" X 19" aluminum crossflow radiator.

I'll get in touch with Jeff and see how much he wants for the LS7 cam.

Bart

[jimmy-ny]

Originally Posted by andrewb70

You should also give Jeff Schwartz a call.

Bart - use the Schwartz ("Spaceballs")

Couldn't help myself. But this thread is incredible. Good luck with the project. I remember seeing Andrew's GTO a few years back and when I first picked up my Tempest, an LSx possibility was definitely my plan at some future date.

Jimmy

[Overkillphil]

I'm still salivating over those pics of the white Tempest! 2 door post, off white, and dog dish covers coupled with a real nice stance.

That's an excellent candidate for an LS swap!

[b-man]

.....but someone's gotta do it. Some unpleasant but necessary work needs to be done to prepare for the drivetrain swap.

Since the weather's been extra nice (in the mid-80s) the last few days I took the opportunity to do some more badly-needed garage cleaning and remove the interior from the Tempest.

Junk in the trunk. Most of the parts I've collected so far are crammed in the trunk until I have a better place to put them.



A good used '66 8.2" 3.36 posi rear has been put aside for this project, already scrubbed down with a wire brush and some Simple Green. Two coats of POR-15 semi-gloss black, urethane upper bushings, and some better-fitting brake lines are all it needs. A new charge of GM #1052271 80W-90 axle lubricant and a 4oz bottle of GM #1052358 limited slip axle lubricant additive will be added as well.

Note to self: Do not hammer it too hard out of the hole with this rear end!



This is the farthest the Tempest has ventured out of the garage in years, just far enough to get the driver's door open to access the front seat bolts. It pushes back inside pretty easily, the driveway slope isn't too severe at this point. The original black CA plates just add to the charm of this once thrifty little beauty.



A shot of the original 140 HP 215 straight six that came in this car, it's identical to the 230 Chevy six other than having a smaller bore size (3.750" vs 3.875" for the 230) and having 'PONTIAC' cast into both sides of the block. So yes the little Tempest originally came with a 'corporate' engine of sorts.

The same engine was used for the '65 A-body as the standard engine as well, both the Lemans and Tempest rolled off the assembly line with one of these if you didn't ask for the 326 V8. It's getting a 'corporate' engine again that will get even better gas mileage and have about 4 times the power.



A look inside before the teardown. The seats are in need of attention, especially the front bench. A nice blue indian blanket (already removed here) made the front bench liveable in the past, but now it's time for a decent upholstery job. All of the upholstery pictured is the original issue for this '64 Tempest.







A shot of the original rubber floor mats that came in the low-line Tempest. Easy to clean off with a sponge and soapy water, I kind of prefer these rubber mats to carpet in a daily driver.



What I now have to deal with : Removal of all the old sound deadener and some minor (I hope) rust repair. I do see a few holes that have started under the driver's foot area and one just behind the passenger side of the front bench where it bolts down. All of the bolts holding the seat belts and front seat down came out easily.



A look at the dash and front floors. Note the original cardboard sun visors that don't attach and pivot off of the rear view mirror, there's no day-night mirror on this base model. Simple and inexpensive, but still a lot of car for the money back in '64.



Seats stashed until I can get them to an upholstery shop.



Junk now out of the trunk. I have a '66 VW Type II pickup stashed in the garage, it makes a perfect work bench or storage spot. The completely flat bed on this little one-ton truck is 5' 6" wide and 8' 10" long. The 'covered wagon' canvas top is a unique factory option on this truck.

[markpj23]

Originally Posted by b-man

.....

A shot of the original 140 HP 215 straight six that came in this car, it's identical to the 230 Chevy six other than having a smaller bore size (3.750" vs 3.875" for the 230) and having 'PONTIAC' cast into both sides of the block. So yes the little Tempest originally came with a 'corporate' engine of sorts.

The same engine was used for the '65 A-body as the standard engine as well, both the Lemans and Tempest rolled off the assembly line with one of these if you didn't ask for the 326 V8. It's getting a 'corporate' engine again that will get even better gas mileage and have about 4 times the power.

Yeah that's a spiffy little engine... took mine to a chassis dyno just for laughs. I made a whopping 59 HP at the rear wheels.... but the carb was shot. I probably have a full 80 HP at the wheels now

This is a great project - can't wait to see the finished product!

[ponjohn]

Originally Posted by Overkillphil

I'm still salivating over those pics of the white Tempest! 2 door post, off white, and dog dish covers coupled with a real nice stance.

That's an excellent candidate for an LS swap!

Absolutely!!

[andrewb70]

Originally Posted by b-man

I already have another set of Global West front springs that have been cut down, I'll put them to replace the H-O Racing springs that are in there now. I'll almost certainly need to trim them down even more.


.......

What's wrong with the H-O springs that you already have? As I recall they have a rate of 450lb/inch. Should be perfect. You may have to trim them, but the rate should be good.

Andrew

[b-man]

Originally Posted by andrewb70

What's wrong with the H-O springs that you already have? As I recall they have a rate of 450lb/inch. Should be perfect. You may have to trim them, but the rate should be good.

Andrew

Figured I might try the set here that's already been cut first. The H-O springs are still fine.

Bart

Originally Posted by TheMonkey

i'm not sure anyone would say that the LS7 is anything but a phenom. sick sick sick.

if you are talking about the recent HRM article where they thrashed through a bunch of GM crate motors through the yellow '69 chevelle? IIRC, they made a specific comment about the LS3 only 75 less horsepower than LS7 for half the price. ...would make that last 75 hp cost about $6,500.

I saw that artice and it convinced me to get started. The LSX engine family is pretty much the cream of emissions-friendly and fuel-efficient V8 street performance engines. The fact that the all-aluminum versions are easily 1/3 lighter than most any iron V8 is just the icing on the cake.

The 505 HP 7.0 LS7-powered Z06 'vette is rated at 14/24 city/highway, the standard 430/436 HP 6.2 LS3 'vette is rated 16/26.

Pretty incredible, 11 and 12-second cars that can get such good fuel economy.

Even the lowly 325 HP 5.7 LS1 in my '02 WS6 automatic runs mid to low 13s without even trying hard. It's bone stock, all the way down to the cast iron exhaust manifolds, 2-1/4" headpipes off the cats joining into a 2-3/4" single exhaust pipe. Regularly gets 18 in the city, 26-27 highway.