Taking the plunge: LS3 into '64 Tempest. Need help with shopping list. by b-man

9 minute(s) of a 224 minute read

Thanks, I thought long and hard in order to come up with a unique one-of-a-kind wheel/tire combo that nobody else had.

Not a lightweight set-up by any means (a bare wheel weighs 37#), but they do a pretty good job of giving this 'Plain Jane' little white Tempest some real personality.

The 235/45-17 tires will be replaced with a set of 245/45-17s very soon.



I have another Tempest/LS3 swap thread going on the Performance Years site, I'm trying to gather info there as well. It looks like a set of Edelbrock mounting plates and LSX engine swap headers will put the engine where I want it.

Corvette accessories will be in the cards too, I'll notch the front crossmember for A/C compressor clearance. Also looks like the LH8 oil pan kit from GM is the way to go.

10-13-2008

Thanks again for all the links and advice.

The main reason I'm considering notching the crossmember for A/C compressor clearance will be to keep the accessory drives all OEM, and the serpentine belt lengths the same as OEM as well. Finding spares while out on the road is much easier when you stay with as many OEM parts as possible. Any aftermarket parts used in this build will be kept to the absolute minumum.

Still feeling this one out, my main reason for choosing the Edelbrock headers and mounts will be to keep the trans located in the factory position. Andrew B. has been offering some specific info in this and other areas of my build to help me figure things out on the Performance Years forums.

As mentioned in my original post, I will only choose mounts and headers that don't move the engine & trans up or down/forward or back from the stock location.

If any other aftermarket suppliers can show me that their mounts and headers meet my objectives I'll gladly consider any of them. 

Thanks, Bart

11-9-2008

So far I've purchased most of the items I'll need to do the swap, I'll try to mention Pro-Touring.com site sponsors whenever I can.

I'll post a few pics of the engine and parts I've collected so far later next week when the engine arrives. Still trying to decide which auto trans and converter to buy and who to buy from , but I'll figure that out pretty soon.

Parts list with costs:

SPI EFI-ready tank - $429 + $76 ship

GF872 filter/reg - $45 + $7 ship

Autokraft pan kit - $430 + $20 ship

Chevelle repro frame mount brackets, pair - $78 + $14 ship

Edelbrock engine swap headers - $600 + $12 handling fee* (Summit Racing)

Edelbrock engine mount adapter plates - $65 *(Summit Racing)

Energy Suspension urethane engine mounts, pair - $72 *(Summit Racing)

Griffin 25202-X 24" x 19" aluminum universal radiator - $196 *(Summit Racing)

KWiK Performance A/C brackets (no need to notch frame)- $197 + $9 ship

AC Delco 3231640 remanufactured starter (includes $45 core charge)- $295 + $17 ship*

AC Delco 11588456 starter bolts (2) - $7*

Dorman 620634 Radiator Fan Assy ('98 -'02 F-body) - $156 + $12 ship

GM 19201992 LS3 crate engine - $6,195 + $185 ship (thanks Jesse at Scoggin-Dickey Parts Center)

GM 19155067 Corvette accessory drive kit - $770 + $16 handling

Total cost so far - $9,903

Now, to get started.

Since the engine and trans are already out of the car, the next task will be to pull the interior out of the car. The front & rear seats and rubber floor mat (the Tempest didn't have carpet from the factory) have to come out so I can get under the dash to install the air conditioning components that I still need to buy. I know that a lot of wiring will need to be done too so the inner firewall will need to be stripped bare. The seats need to be reupholstered and a new headliner installed.

The floorpans need a little attention, they will be coated with POR-15 rust preventive paint to stop the rust that has started underneath the rubber floor mat. Any water that gets underneath the rubber mat can't dry out very fast like wet carpet would so there's more than a bit of rust, all of these early A-body cars have leaky windshields and backlights.

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.

And if you're wondering, yes it does handle. With a 94.5" wheelbase that's within an inch or two of a C4/C5 'vette, a super-low center of gravity (only the cab itself puts any real weight above the beltline), fully independent suspension and an empty weight of only 2400# it corners like it's on rails.



I put those 16X8.5" 1984 'vette rims and 205/55-16 tires on it back in '86, when all the Corvette guys were dumping them for aftermarket rims or for newer 'vette 16X9.5" rims. Drilled the front discs (off a '71 Type II Bus) and the rear drums (IRS rear suspension/drum brakes off a '70 Type III Squareback) for the Chevy 5 on 4.75" pattern and they bolted right on with no room to spare, but with no cutting on the body.

More to come.....