It’s almost there.
Everything, just about, except the Super T10 four speed has now been installed. The new pedals are in and the linkages all hooked up. The hole has been cut for the shifter and the “hump” has been roughed-in, too.
I reinstalled the AC ducts and brackets that I had to remove to get the pedals swapped out. That was the last bit of having to mess around on my back under the dash. I hope not to have to do that again for another 20 years. Ideally, never. My hands are still ripped up. It looks like I did an OJ!
I’m idling now because I have to get the transmission rods/linkage/brackets, etc. It’s easier to install and check the operation of this stuff with the trans on a workbench rather than in the car.
But – soon.
Then it’s just a matter of putting the trans (proper meaning of the word) in the car, installing the driveshaft and (fingers crossed I didn’t forget something) fire up the engine and see whether it all works! I’ll be doing this, of course, with the rear wheels off the ground.
Just in case.
Stay tuned!
. . .
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Eric, you were right, the carburetor I chose (Edelbrock VRS 750) was not right for my engine. I am instead going with a classic Holley 750:
https://www.holley.com/products/fuel_systems/carburetors/street/parts/0-80508S
This is the carburetor that Blueprint engine recommended. I should have asked them before I went out and bought that expensive VRS. Lesson learned. Now I have to try to return it or sell it.
Roger that, Philo!
This, by the way, is one reason why I am such a fan of the QJet. Its air valve secondary system gives it great versatility. GM used these carbs on everything from the Sprint Six to big-block Chevys and their Buick/Pontiac/Olds equivalents. The primaries give great velocity while the secondaries – when set right – allow for great gulps of air (and fuel) during WOT. I think they are very hard to beat for a street engine.