Changes to the Cooling System

One of the first changes we made was to the cooling system.  Originally, we had installed an electric fan. Then we added a second electric fan.   

This was still not doing the job.  So we went back to a mechanical fan and fabricated a shroud to direct the air flow.  The temperature dropped 40 degrees and we haven't had a problem, even in rush hour traffic.

The Keisler TK-II 5-Speed  Transmission

We ordered a new transmission; a Keisler TKO II, 5-spd, so we will have a better 1st gear to make it easier to get the car rolling and a high gear for cruising down the highway.

Installed, the shifter looks stock.

Van Steel Rear Suspension

We had two problems with the car...handling and yokes breaking.  Handling problems seemed to be related to an improper spring balance, however, we are also using different alignments to correct a bad over-steer (loose) problem (just about the opposite of what I was expecting).  As far as the yokes, we decided to put in a Van Steel set-up.

We received our trailing arm assembly back from Van Steel with new, heavy-duty yokes and driven plates installed.  Included were the super-sized half-shafts.

In order to install and be able remove the differential (if necessary), we cut and re-bonded sections of the jack compartment and battery box areas.

Note the close clearance between the shock and the spindle flange.  This would cause problems when the car was at ride height.  The interference between the shock and the flange was solved by welding in a 1/2" thick ellipse between the lower shock mount and the trailing arm mount. 

The Brake Upgrade

To balance out the car's acceleration, we needed to improve the brakes.  The first priority was to get rid of the iron calipers.  We choose to go with Outlaw calipers.  They are a great bargain when you balance capability with cost.  As you probably know, virtually no calipers bolt into the stock mounts on a C3.

We worked on the rear setup first.  These are pictures of the adapter mount used to change to the more universal 3-1/2" bolt pattern.

There are many calipers that will fit this particular bolt pattern.  These are the stock diameter rotors. 

Notice the washers safety wired to the adaptor.  These allow for precise alignment when centering the caliper.

With the caliper temporarily mounted you can see both bolt patterns.

In this picture you can see the open design of the Outlaw 4000 caliper.

Another advantage of using the after-market calipers is the differential piston sizes contained in the calipers.

We will be using flexible stainless steel brake lines between the stock block connector and the calipers.  On the fronts we are going with a larger diameter disk.

Here is the new disk next to the old 12" disk.

In order to mount the new calipers, we had to fabricate new brackets, which were bolted to the spindles using the original bolt holes. 

The new front disks are gas slotted, heat treated, balanced and, oh yeah, they float!  We are always sure to safety wire everything, as you can see in the next picture.

The next shot shows the brake pads installed.  We had to buy some special fittings to hook up the brake lines.

The new rotors fill the wheel opening nicely!  After bleeding the brakes, we took a short test drive today and this setup is awesome!  Seat belts are definitely mandatory now.  (03-13-06)

The Accusump Installation

For track days, we needed to add an accusump to keep oil pressure in the engine.  It's a 3 qt system with a manual valve control.

Here the system is charged and holding approx. 70# of oil pressure.

The accusump is plumbed into the rear of the Dart big block.

We put the valve control handle between the seats.  When the oil system is on, the handle is pushed in & out of the way.