TN454Monte

Oh-Kay...well I'm glad to know I wasn't just being nit picky... Thanks for the inputs guys I appreciate it. I wondered the same thing Mark, can I just plug one port on the regulator? I'll call Aeromotive and see, I don't see why not, the regulator isn't (to my knowledge) putting out a different PSI on each port, so would think I could plug one, then just run a single line to a fuel log like Davey's. The Aeromotive log I posted has certainly got some "cool points" behind it as well but DANG at 479 dollars...they' proud of that thing that's for sure.

And where is your regulator? or are you not running one?

I don't think that will work for me Davey, I need that regulator and the one Aermotive supplied with my kit is a dual outlet...that one I posted a picture of has the regulator built into the log itself...

Honestly guys, the more I look at this ...the less I like it. It's okay *I guess* ...and it'll work...but... I am just not real pleased with the dual lines snaking up over the manifold like that... Yeah I know picky, picky, picky! So I looked into an Aeromotive Fuel log with built in regulator and gauge... 479 Bucks...OUCH...but I might have to pull the trigger on it, I just don't know if I care much for how this looks... Your opinions?

Ya know Davey...I've tried to predict a time line on this thing all summer, and I'm an abject failure at it .... I've come to the brutal realization that my crystal ball must be a cheap Chinese knock off that is sadly pretty much worthless...So I quit! I give up trying to set a time line, at this rate.. I might, heck, probably will be shooting the initial fire up video my self...

Okay folks, a little bit more to see...sorry for being so long between updates, there's been some things going on that have sort of slowed the build down, but there are a few little things getting done. One item is, The drive-shaft was replaced, I don't really have any pictures of that,(sorry again) not real glamorous anyhow I guess, but I decided to go on the safe side and put a new shaft in. Anyhow, here are some shots of the new fuel lines hooked up with the regulator, and....the interior tear down has started... so I just threw those in for good measure...since you're all such picture hounds anyhow... there ya go, mo' pictures!! It's Splice and dead end wire city under that dash from what I am hearing...I sort of had an idea it had been hacked up, but I guess it's worse than I had originally thought, so it's all coming out, a new 18 Circuit Fuse-box put back in and all new wiring throughout the car will be put in, once that's done, new carpet and the RT-66 Dash will go in to replace my old stuff. After that, the roll bar goes in, and the front end will go back on ..and for this year I think I will wrap things up... We're pressing hard to have it ready by September now, don't know if that can be achieved or not, I'm due home 10/1 for vacation. (I can't believe it's been 12 months since I made it home last...madness!!) With any luck....I want to run at the Bristol Dragway Street fights on the 9th or the 12th...we'll see. Okay I've babbled enough....here ya go... Pics of starting the Interior Tear down

That's probably a problem with the Comp Cams site itself.

That link Mike57 posted,works for me and I'm in Kuwait, try to close your browser window and then try the link, if that doesn't work close your browser again, click on: start> run> type CMD and press enter from the command prompt type: ipconfig /flushdns Re-open your browser and try again.

Good Point.

The thumpr based on what I am seeing in Cam Quest will come in at 491 HP/ 525 FtLbs The XE comes in at 514 HP / 550 Ftlbs... Remember there are a lot of variables here, I told the software you have the Hi Perf Heads with full port / polish Large tube headers and duals, etc. So what I am seeing may be lower or higher than what you will actually wind up with. Your best bet is to download that Cam Quest software from Comp cams; its free. And you can tinker around with your combos, it's very easy to use. The XE is going to want a higher stall than the Thumpr. Are you running the same 2500 stall in your signature on this set up? If so that XE is going to be right on the edge of that, and you, (I would guess) probably be better off going a little higher on the stall....

500-520?? I might start a war with this one but here goes... I washed those numbers through Cam Quest 6 software from Comp Cams and i think 430-450 HP would be a more accurate number, that's running the most radical Hydraulic cam I could find from Comp Cam and those style heads, which this cam he's using is not even close to. *** S*!*T!! CORRECTION....I'm Sorry, I screwed up the valve sizes when I ran the numbers, I stand corrected, that set up according to Cam Quest 6 comes in right around 500HP and FWIW Your HP will jump quite a bit going with the hydraulic roller in your link in the area of 550 or so.... I'm not going to throw bricks here, but My 496 with full porting / polishing on LS6 rectangular heads, 18 CC domed pistons, a larger lift cam than listed above, 10.5:1 CR, and a larger 870 CFM carb is only coming in around 540-550 according to Comp Cams HP Calculator Software and some of us here think that software leans on the 'generous' side. I'd also be concerned about a sleeved cylinder, but maybe I'm too picky about stuff like that, obviously the technique works or it wouldn't be used, but it seems to be asking for trouble on a engine that you may be running hard. 3200 Dollars, for what it's worth, you get what you pay for when it comes to engines, and 500 HP for 3200 is a bit on the low side if you ask me. sorry for the opinions...you know the drill, but there is mine. The good news is.... if your weight estimate is right, you'll only need about 440 HP at the fly wheel to run a 12 flat.

Quote: As for the photoshop, it's ok...I've seen Tim doctor his photos to make it look like both of his rear tires are spinning. DOH! 1 Vote for quote of the week...

Congrats Davey!! I'll (with luck) have internet access when I get home this afternoon, I'll look at the videos then.

Congrats Mike!!

Loot at that air under both front tires!! Sweet!!

What Allan asked about the fluid and filter. A clogged filter or burned/weak fluid in a Turbo Hydramatic trans can wreck all sorts of havoc....

You're welcome! That was the original route I wanted to take with my '72, make it at 454 LS6 ...but like any plan...it didn't survive first contact with the enemy.

Is this the article you are referring to? Quote: Dick Harrell’s 1970 Monte Carlo By Peter McLearen On Monday December 10, 2001 I was able to interview Mr. Tim Pestinger. For those of you who do not know who Tim is, he is the present owner of the one of a kind 1970 Dick Harrell Chevrolet Monte Carlo. This Monte Carlo is the only known example of a Monte Carlo that was built as a super car from that era. It is a member of an elite group of fine muscle cars, super cars such as those put out by Yenko, Baldwin-motion, and also Harrell himself. The order for this Monte Carlo was so odd for it’s time because most people only viewed it as a luxury car….not a muscle car. Fortunately one man had a vision of what he wanted Dick Harrell to build, and that man was James Stewart of Kansas. He wanted a Monte Carlo that would be unique. The 1970 Monte Carlo SS started out at the Don Hatten Chevrolet dealership of Wichita Kansas. It was nicely equipped with the standard LS5 454, TH400 transmission, power windows, AM/FM Delco stereo, a full set of factory installed gauges including a 7,000 RPM tach, and a set of Rally wheels. One thing you thought would of been on this car, but was not….this nicely special ordered Monte Carlo SS did not come with air conditioning. This was a hint as to what it would shortly become. The Monte Carlo was dropped shipped directly to the Dick Harrell Performance Center in Kansas City Missouri. This is where the transformation began. The stock LS5 454 was quickly replaced with a Central engine order LS6 454 equipped with a special 1,000cfm Carter Thermo Quad carburetor, with a manual choke assembly on a low-rise intake manifold. The TH400 transmission was given a larger sprang, and the rear end was upgraded to a posi 4.10:1. A Stewart Warner oil pressure gauge was added on the underside of the dashboard, right next to the ashtray, and manual choke lever. The cost back in 1970 of the Harrell Monte Carlo came in at just under $7,000.00, only about $2,000 of it went toward the Dick Harrell modifications. The power house in this Monte Carlo was strong enough to throw off the original rings from the Rally wheels, so the first owner had a set of Appliance 5 spoke rims installed and are wrapped in 225/70/15 tires. The special Dick Harrell badges consisted of the Dick Harrell badges located on the lower rear of each front fender, and also one just below the trunk lid on the left hand side. Under the hood it has Dick Harrell stickers adoring the chrome valve covers. The ’Chevrolet special equipment” sticker shown in the 1992 Super Chevy article is not actually on this Monte Carlo, and as far as Tim knows it never was. That was a little something extra that Super Chevy added to the article. Back in 1983 Tim traded his 1955 Chevy 4 speed, plus a small amount of cash to seal the deal with his friend who owned the Monte Carlo. Tim knew of Dick Harrell, and his accomplishments both on and off of the track. He saw this as a chance to get a rare piece of automotive history, and to join that elite group of super car owners. Tim first fell in love with the first generation Monte Carlo when he owned a 1972 back in his high school years. When he took ownership the Harrell Monte Carlo was in exceptional condition, the body had never been wrecked, and was straight as an arrow. The interior was also in pristine condition, in fact since owning the Monte Carlo the only thing he has had to replace on the interior was the carpet due to some fading. Two years before Tim acquired the Monte Carlo it received it’s very first repaint to it’s present color of Shadow Gray. Tim stated that with 20 years on that paint job it is in need of yet a second repainting, and he wants to make sure when he does it that it is done correctly. His plans are to remove the door’s, front clip, and just about anything possible to make sure that his Monte Carlo turns out just perfect. Tim contacted the original owner through a series of title searches, and found it registered through Global Construction in Kansas under the name James Stewart. When Tim finally caught up to Mr. Stewart he was residing in Florida. Mr. Stewart was very shocked to hear from Tim with the news that not only had the Dick Harrell Monte Carlo survived the years, but still remained in such excellent condition. Mr. Stewart was kind enough to send Tim a letter stating that he was the original owner of the Dick Harrell Monte Carlo, and to verify it’s history during the time that he had owned it. Mr. Stewart attempted to make Tim an offer on it, but needless to say Tim declined it. Since then Tim has received many offers from people who would like to buy it, but every time Tim turns it down stating that he has absolutely no plans on ever getting rid of this piece of Harrell, and automotive history. I had to ask Tim the big question that is on so many of our minds, and that is were there any other Harrell Monte Carlo’s made, and he stated to the best of his knowledge that his is the only one ever made. After Dick Harrell’s death in 1971 his wife disposed of almost all of the records so this will forever remain a mystery. The Appliance 5 spoke rims were removed by the third owner and sold to a friend of his. Tim loved the way the era correct rims looked so much that he hunted them down and purchased them for twice what the gentleman had paid for them. Tim did not mind though because these were the wheels that really set off this Shadow Gray Dick Harrell Monte Carlo super car. Originally the Dick Harrell Monte Carlo came equipped with a 1,000 cfm Carter Thermo Quad carburetor with a manual choke, but due to the beer can sized secondaries a more streetable 780 cfm Holley was installed, along with a factory high rise intake manifold. Tim still has the Thermo Quad which only a very limited number were produced, and then really only for racing applications. Tim decided that he wanted to rebuild the Carter, but he found finding the right rebuild kit to be very difficult. First he took the numbers off of the tag on the Carter to his local auto parts store in search on a kit, only to find that it was never even listed in any of the books. Next Tim contacted Carter directly, and was fortunate enough to speak with a tech who has been around since the famed Super Car era. The tech also was amazed the Carter had survived without it being modified in any way. Unfortunately Carter did not have any rebuild kits available for the Thermo Quad either, but the tech person directed Tim to a gentleman in St. Louis who possibly would have the desired parts he was looking for. This is where Tim lucked out, because not only did this gentleman have a kit, but he also had two of them and shipped them both to Tim who then rebuilt the Carter. The Thermo Quad is not installed on the Monte Carlo at this time, but instead Tim shows it with his car very proudly, after all this is a limited build carburetor and quite the collectors item in it’s unmolested condition. At this time the Dick Harrell Monte Carlo does not even have 80,000 miles on the body. When Tim received the Monte Carlo one of the first things he did was refreshed the famed LS6 which has had a best quarter mile time of 12.70. The refreshing of the 454 called for a .030 over boar running 11.0:1 compression with a crossed drilled steel crank, high volume oil pump, a Crane Cams blueprinted LS6 camshaft with solid lifters, a double roller timing chain, forged steel connecting rods, and factory pushrods. The heads are May 1970 castings aluminum rectangular port heads with 2.19” intake, and 1.88” exhaust valves with double valve springs, steel retainers, and Comp Cams Magnum roller tip rocker arms. The heads were really only spruced up a bit, and still even has the original soft exhaust seals. Since Tim refreshed the motor after first getting it in 1983 the odometer has only clocked 1,000 miles. This baby is rarely driven as you can guess, it goes to some local shows, and some mild cruising, most long distance travel requires it to be loaded onto the trailer. Tim runs the highest octane available, with a mixture of BP racing fuel to give it an overall octane rating of 102-103 octane. About the only restoration Tim has done to this magnificent Monte Carlo besides the carpet, is that he has completely detailed the entire under carriage to where it looks as if it just came off of the showroom floor. By the sounds of it you could eat right off of the underside of the floor boards. Inside the extremely clean trunk you will find the original spare tire that came from the factory. It has never been mounted on the Monte Carlo and also has never been on the pavement, and even still sports the rubber stubs. Tim has no plans of ever using it, he keeps it because it is original, and in very good condition for car shows. Information on the Dick Harrell Monte Carlo has always been very limited. I know when preparing for this I did numerous searches online, and came up empty except for a brief mention of it, and only one picture. So the opportunity to actually speak with Tim was more of a pleasure than I can say. Tim is an extremely nice person, and was more than happy to answer any questions I had to ask. His knowledge on his Monte Carlo, and on Dick Harrell was just amazing to me. Apparently Tim has quite the scrapbook on not only his Monte Carlo, and it’s history, but also on Dick Harrell himself. If anyone has a question on his Monte Carlo, or Dick Harrell Tim is more than happy to answer your questions, or just tell you all about it. I had asked Tim if he would be interested in joining the First Generation Monte Carlo Club, and he was very interested. He has yet to become a member of any Monte Carlo exclusive club. I am happy to say that by the time this article is published that Tim will have a copy of the membership form. At the time I interviewed Tim his computer was down for repairs, so I gladly mailed him a copy of the membership form. I believe that he will be a wonderful addition to our close knit family of First Generation Monte Carlo owners. Tim has also been kind enough to take some exclusive photographs of his Monte Carlo for us to post on the club web page. So keep an eye open for those in the future. I would like to take this opportunity to thank Kevin Wiles for offering the chance to conduct this interview, and I also must thank Tim Pestinger for allowing me his time to make this interview possible. Tim has helped us all learn yet another chapter in the First Generation Monte Carlo

Someone correct me if I am mistaken, but as far as I know 1st Gen's only have the one tag, located on the firewall above the brake booster. Here's the link for decoding info from our tech section... Body tag decode

On the drive-shaft question; the guys at Dixie doing my work would be happy to help as well. Dixie Performance 3133 US HWY 25E Middlesboro, KY 40965 606-248-1200 / 1900 Ask for Kurt or Eulan.

Wow, that's a ton of pictures..nice job!

Nice E-mail. Glad to hear someone's thoughts.

Congrats everyone!!

Congrats Mike!!

Congrats Davey!! 10.50...Wow~!