Hapy Runs Again

Picking up where I left off last time, we had Hapy mostly in one piece, needing coolant. His exhaust was still in pieces, rear bumper on the ground and he had not started since June of 2024.

 

Coolant

full moon down the street

There is really no adventure here, but in the interest of being thorough, I topped off Hapy's coolant with some G40. I worked air bubbles out of his system by squeezing hoses, but they won't really fully work themselves free until the engine is running. So, after a couple more top-offs, I called it good and capped the overflow and coolant bottles.

 

Exhaust

The not-my-favorite, too-small-diameter, cheap exhaust installed on this engine all those years ago went back on. This was not my first choice, but I want Hapy running, so I'll circle-back on a new exhaust later. The old one came apart where the piping enters the muffler. I think the cheap muffler failed allowing the section of pipe to which the exhaust "downpipe" (we'll call it that: it's the pipe that leads from the turbo, but it does make it sound awfully grand) was welded to fall out of the muffler body. The weld is a good 4 inches from the end of the pipe which clearly fits inside the muffler body and sets inside an inner pipe within. I regret not taking a picture here; apologies.

 

ShadeTree mechanic'ing

So, I hung the muffler body by the support hook and then set to attaching the downpipe. There is one stud attached to the turbo that the 3-holed flange hangs on. Then, you swing the rest of it into place, square the gasket and send the other bolts (with washers) through. A 13mm spanner is needed for the lower bolt, but the other 2 can be approached with a socket. With the muffler swinging on its mount and the downpipe firmly a-fixed, I set the pipe into the muffler and literally hammered the muffler into the pipe with a rubber mallet. These parts will easily work themselves apart again, if I didn't do something. So, I went full shade-tree, and added a 1" angle bracket, screwed into the muffler and the pipe to hold it together. The picture on the right, here, tells the tale. Not a proud moment but that will all go to the landfill / recycler eventually.

 

Bumper

Feeling confident that Hapy would be a runner again very soon, I installed the rear bumper / tow hitch component. I detailed the original install of the tow hitch in Bus Tow Hitch. Re-install is not nearly as involved. 15mm socket needed. I set the hitch onto the TravisJack and lifted it close to where it would eventually sit and then balanced on the TravisJack while I set bolts. I fingered-on the left (driver) side and then the right (passenger) side, taking care not to drop the unit off the jack and onto me. I discovered that the exhaust pipe leaving the muffler hung in the way, but a solid kick with my boot resolved it without causing any damage to anything. Just needed some sudden blunt force. Once all 6 bolts were finger tight, I set the bumper where I wanted it depth and parallel-to-the rear-wise and torqued them down.

 

Injection Pump Prime

electrical connection cleaner

Any time I let Hapy sit undriven for a while, the injection pump loses prime. I believe this is because of a failing seal, but it's the one that's much harder to get to (and I don't have on-hand). So, I have let that sit to be solved another day. Enter the mighty MityVac. Since I disconnected the large fuel filter for the flywheel replacement, I was unsure if that filter was completely full, so I started with the line which enters the injection pump, moving to the return side of the pump next. This is relatively straightforward: disconnect the fuel line, apply vacuum with the MityVac (using the collection bottle between the pump and the fuel line, of course) until the collection bottle consistently gets fuel. Then, remove the vacuum contraption and reconnect the line. For the return line, I also clamped the return line from the injectors to the pump so I did not lose vacuum through them. Once the pump was full, I cracked the hard lines at the injectors with a 17mm spanner. This last bit of priming needs to be done by turning the ignition and counting to 5. Well, that's how I did it. When I returned to the engine compartment, each of the 4 injectors had some fuel sitting on top where the hard line connected. I snugged them back tight.

 

DeOx-it D5

Before I ran to the cab to give the engine a try, I wanted to make sure all of the plug-in bits were set. So, I went around the top of the engine, disconnecting, shooting-DeOxit D5 into the connectors and clicking them back together. This served 2 functions. First, a simple survey of the top of the engine allowed me to see if I had missed anything. Second, every electrical connection was confirmed a good-click connection and it was cleaned/deoxidized for a better connection. Having done this, and it only taking literally a minute, I intend to include a similar final survey when doing top-side maintenance going forward. Its so easy, and removes many possible variables to failures.

 

And Then It Happened

At this point, I felt that I had done everything I could to set up for a successful first start since June of 2024. I put the trans-axle into neutral turned the key to run and saw the familiar lights. With an inhale, I turned the key to start and after about 3 seconds he fired up. I didn't expect immediate, since fuel still needed to get pushed down into the injectors, but he started well and ran strong, arriving at a comfortable idle almost immediately. I left him run for a while, sitting in my shop in neutral while I checked for leaks and drips. There were none, which was little short of a miracle.

 

I thought about giving him a little test drive, but I have not solved for the electrical cord for the FrostHeater yet. Curious, though, I tried to ease him into gear, but he wouldn't. Knowing that he easily moved in and out of gear when the engine was not running, I concluded that the clutch cable needs adjusting.

Clutch Adjustment

This adjustment took a little bit of effort, but with a thicker spacer where the Bowden tube meets the mount on the transaxle, and another spacer on the adjuster, I was able to get the clutch to engage and disengage properly. The Bowden tube needs a curve in it to reduce clutch chatter, so this was needed regardless. The fact that I needed a spacer on the adjuster tells me that the cable that I replaced.. jeez.. almost 20 years ago... may be stretching. This is often a warning that the cable will fail soon. So, time to order a replacement.

I used a Velcro ties to hold the FrostHeater cable up and out of the way. But, before I wrapped it up, I tried the FrostHeater, and I think it might be broken. I'll have to do some research, but I expected the unit or at least the top hose to warm up to the touch a little bit. I did not notice any warming, so that effort may have been for nothing after all. Again, I will look into it and I may get a replacement unit, but I'll be pretty bummed if it was really only used a couple of times before it got damaged.

Here's a video of him running, probably 3 minutes after his first start in like 18 months.

 

 

 

I noticed that the rear lights were acting all weird, but a different kind of weird than usual after messing with the battery. So, I did not want to risk a drive-about. It seems like every time I touch the battery, the tail lights short-out such that stepping on the brakes completes an unexpected circuit. That's the usual. This time, the reverse lights were lit up and the blinkers were acting all strange, but only the rear. I think I may have done something with the reverse lights, like reversing the plugs when I wired up the switch, but I ran out of daylight before I could get after it. I'll diagnose and attempt to fix it next time. 

Thanks, as always for following along, and I'll post with any test-drive observations, and other improvements as they happen. At this point, I am thrilled that Hapy self-starts and can move around again--

Furnace Finished

Today's post covers the final steps of completing the furnace in the NewOldHouse. In my last post, we had cut the hole for the intake and lined it with venting. Our no-longer-an-HVAC-guy electrician was coming over to test the system so I needed to solve a couple of things first. Like the exhaust venting.

Exhausted

operational furnace

When I disassembled the furnace last summer, I saved all of the exhaust venting. I figured I could reuse all of it and but whatever pieces I needed after that. When I did my test fit to confirm the angle (minimum is 1/4" per foot or 1" per 4 feet, I did 1" per 3 feet so better than minimum), I determined that I had more than enough pieces, but did not end-to-end assemble it. These double-walled vents are built to twist-lock and they only assemble one way, indicated by the arrow on the sticker on the side. They are kind of like big-boy Tinkertoys. The sections which can turn are an engineering marvel. They can be twisted into all kinds of off-set shapes or simple angles to get the venting to go where you need it to. My needs were simple, however. From the top of the furnace, I turned it 45* towards the chimney, ran a straight segment and then another 45* angle to head straight into the chimney clear-out hole and the liner contained within. I had retained the collar that threads onto the liner and rests in the brick and I had retained the connector at the end of the vent that abuts the collar, and it tightened down with a set screw. I had expected a couple of hours, and assembly of the chimney was less than an hour.

Using stainless steel pipe-hanger strapping, I suspended the chimney from the floor joists in 3 spots, all closer to the chimney than the furnace. I recalled from my angle testing that I needed the exhaust to enter the chimney near the highest point in the hole. So, I started there, pressing the vent up against the hole, and then worked towards the furnace from there. I used screws instead of nails so the straps could not work their way loose from vibration. Before crawling out claiming victory, I grabbed the cloth webbed strapping that I used to suspend the HVAC and supported the gas line from the floor in a similar fashion. Like the exhaust vent, I do not want the gas line to shake itself loose, potentially creating a leak. I chose to use the fabric webbing instead of the stainless because I thought steel-on-steel could either create a spark or slowly cut into the pipe. Cloth don't cut. Content, I contacted our electrician to test things.

Furnace Active

suspending the vent

Our electrician connected the thermostat to the control wire (which was just run out through the big hole in the floor) to test the system. He knew the state of the gas line, the electrical, etc, so I wanted him to run the test. Besides, I wanted a final review of the work too. The review was quick and positive, so he started a test.... shazam (not boom) we have central heat. While the cold air side of the furnace is just an open plenum reaching into the crawlspace, the test was successful. We ran the system for a bit while he checked for leaks and CO. Everything came back perfect, so we just let the furnace run and bring the temperature of the house up from 58*F to 68*F (14.5C to 20C). The following weekend, I returned to the cold air intake.

Return to the Return

With the furnace operational, I could get back to the intake with a little bit of time flexibility. I had the start of the intake from the floor side and I had the plenum jutting out from the intake side of the furnace. I just needed to connect them. I started with what I thought would be the hardest part: the sides from the plenum to the intake. In retrospect, I probably should have started with the floor of the floor-side to keep it square, but it's done now so who cares. Because the furnace is not 100% square to the house, the sides were not exactly the same length. I cut them the same though, so the south side is a little longer, jutting into the floor-side box by an inch or so. Regardless, the installs for the 2 sides were the same: I set the plenum side into the S-clamp, screwed in 2 sheet metal screws and then attached the other end with another pair of sheet metal screws. I shifted to the top and bottoms next.

Because the floor-side is not aligned with the plenum, the top and bottom were parallelogram shaped, with the ends measuring 20" and the sides at a angle around 45*. Again, because the sides were not exactly the same length, one cardboard template did not suffice. In the interest of conserving materials, the top was completed with multiple smaller sections and then seam-taped. The bottom, however, is one shaped piece added after the floor of the rectangle intake was in place.

Last, I got to the rectangle at the bottom of the intake box I built earlier. For this "floor", I cut another piece of sheeting 23 inches long by 16 inches wide and cut 1/2" notches out of each corner. 3 edges were then bent 90*, leaving the edge facing the furnace flat. I set the floor in from below, sealing the seams with tape, before shifting to the bottom of the intake-to-plenum connector.

 

Filtered

I had intended to get clever with brackets and such to hold the filter in place. I abandoned that simply because I ran out of give-a-shit by now and simply wanted filtered air. Since the south-side ran long into the airbox, that provided material to hold the upper corner of the filter. Using a filter to guide the shaping, I bent the overhang into a tang to hold the filter. The other corners simply stay put, and the 16 x 20 opening is perfectly covered with the filter.

where we started

We have been running the furnace since the filter was added and the air in the house is steadily getting less dusty. After all the work that's been done around here, the dust has been considerable. We have run a small portable filter, but it has not been as effective.

Well, that's the end of this epic effort. For a timeline, the furnace was disassembled in August and moved in September, the chimney repaired and lined in early October. The crawlspace patio was dug out, graveled and patio-blocked in late October; a stand attached and the furnace secured in early November. Air distribution was disassembled, cleaned, reassembled and insulated from mid November to early December. Everything else was crammed into the following 2 weeks. This job was quoted to me for $10kUS. If I paid myself $100US per hour, I still would have paid the HVAC company more for this.

 

This effort took place around a music festival, a family wedding, multiple holidays, kitchen planning, prepping and seeding a lawn, gigs, jams, love and life, and of course, my band (shameless plug: Sunkicks) recording, tracking and mixing an EP (release date 2024-Feb-2). Life is full. I expect there will be more construction posts, but Hapy needs some work done so I expect there will be a post or 2 on that, once I get to it. Thanks for following along-

Starting to Solve for the Furnace Conditioned Air

If it feels like this furnace saga is unending, it definitely feels that way on my end. Every passing day, the weather gets colder, but I will not short-cut this work. It being correct is too important for health and safety. I do want to stress that our electrician, Gary, owned an HVAC company and did hundreds of furnace installs. He consulted on the plan and will be reviewing my work / confirming everything when he connects the electrical at the end. So, we keep going. Honestly, the hardest part is putting on cold clothes in a cold house to get into an even colder (and, frankly, filthy) crawlspace.

Anyway, today, I am focusing on what I refer to as the "conditioned" air. This is the air that is leaving the furnace, presumably warmer, but on those days we are only running the fan, it will just be filtered. For simplicity, and since this was the way I did it, we are working from the furnace exit to the floor vents. Sadly nothing was as easy as it seemed in my head, resulting in this expanding to cover many weekends. This is just the first part of it.

Furnace Mounted

checking pitch

Before I shift to the new topic, I had a couple of final things I needed to do with the furnace: confirm the pitch and attaching it to the stand. To confirm the pitch, I found a straight bit of hard plastic tubing that was over a meter long. At exactly 1 yard (36 inches or 3 feet), I attached a 1 inch thick piece of scrap wood. Recall the minimum pitch for the exhaust from a furnace installed on it's side is 1/4 inch of rise per foot (or 1 inch of rise per 4 feet). I figured that if I made sure my work was at 1 inch per 3 feet I would have exceeded the minimum and have some wiggle room for the furnace or the ground shifting. I set the plastic tube jig on top of the furnace and set the level on top of that. Bubble between the lines? Yes, so somewhere along the way between my level crawlspace patio and the top of my furnace the world tilted. Glad it pitched the right way for me. I had planned to shim the exhaust-exiting end. Do I want to know why it shifted? Yes, but I think because the furnace is offset rearward (you can see the stand in the lower right corner of the picture), the weight of the burner is causing the tilt.

Feeling fortunate, I grabbed a longer run of that plastic tubing to simulate the exhaust from the furnace to the chimney and set the jig on that. We have good angles, though I will need to add a brace near the chimney end to make sure it doesn't relax downward over time because the exhaust needs to enter the chimney near the top of the hole. To make sure the rest of my efforts don't cause the furnace to move, I sent sheet metal screws through the now-bottom of the furnace into the stand so it is fixed-in-place. I re-checked the pitch, and it is still 1 inch for 3 feet even after sending screws through. On to the conditioned air!

Plenum Pablum

building a plenum

The first thing the conditioned air enters is a box called a "plenum". It acts as a singular junction box for all of the conditioned air, but it does more than that. Consider what happens when your furnace kicks on. The fan starts and very quickly air pressure increases at the furnace outlet. To cushion the system from that large pressure increase, there is the big box (plenum). Secondarily, this box allows the air to flow smoothly and evenly into the ducts. If the box is too small, or nonexistent, the air would not enter all of the vents evenly, leaving some spaces with too much airflow and others getting an old microbus heating system experience (virtually nothing). I am over-simplifying it as there are air dynamics about back pressure from the branch lines, etc. that I really don't understand.

The original plenum to this house was just that. The original plenum, as in it was the plenum when the heat source was something other than gas, we believe. I think it may have been coal based on the soot we have found and then oil since there's an old oil-tank shed in the back of the house. Still, airflow is airflow and if the thing that is pushing the air is heated by coal or wood or geo-thermal fanciness, and the venting beyond the plenum is the same, I would expect the plenum should be relatively the same. Of course, 15 years after the house was built they added 2 rooms to the back, so maybe the plenum has been the wrong size since. I suppose, this could be a recently-added bit, but none of the other metal venting looks remotely new.

furnace entry

The plenum was almost a meter tall and about 2 feet square. From my research, this is excessive, but was unable to arrive at a clear answer as to what size it should be, like with a calculator or simple rubric. The most basic advice seemed to be "make it a little bigger than the outlet of your furnace". I am fairly sure that would lead you to a too-small plenum and poor circulation impacts, but I defer to experts. Regardless, I took all of this and decided that I needed the plenum to fit in the space I had, so if it was smaller, well... we'll just deal with it and worst case I'll make another one later. I simply built what would fit in the space without digging again. 

Plenum Fab-lum?

So, what did I do? The original plenum had the air enter from above and then it routed air sideways out 2 rectangular vents and one round one. In order to keep the orientation of the rectangular outlets, I needed the top covered and a new entry added on one of the other "horizontal" sides. In order for the 1-meter-tall plenum to fit into my not-quite2-feet-high crawlspace, I needed to shorten it too. So, I measured and then cut (with the death wheel) 9 inches down from the top in each of the 4 corners. Then, I folded the sides in like a cardboard box. With a hammer and dolly, I squared the newly folded lines. Content with the shape, I drilled and then pop-riveted the new top in place (upper image). Last, I sealed all of the edges with high-end foil tape.

Plenum added

So, I have a box, but no entry for the furnace. Onto the side which had a circle-vent, I applied blue tape and then measured the dimensions of the furnace exit. Half an inch inside this rectangle I marked the actual cut line. That extra 1/2" will be the lip which will press against the exit "flange" on the furnace. I cut the hole with the death wheel, turned the lip with some pliers and cleaned up the fold with the hammer and dolly again. The circle-vent used to feed the bathroom, which does not currently have a vent. If we re-introduce a vent into that bathroom, I can re-integrate it into the system.

I lowered this new plenum into the crawlspace, army-crawled it past the furnace and attached it to the furnace. It barely fits between the ground and the floor joists, but it does and it did not disturb the angle of the furnace. Once it was in place and the edges sealed, I was ready to look back at the main trunk / vent lines (the big rectangular ones).

As often happens when I get to posting about something, this got very long. This feels like a logical transition point so, I am going to stop here, and pick it up next time. Thanks, as always, for following along-

Setting the Furnace

Continuing the fun with the furnace today. It being October, of course we had another issue with Hapy not starting so I'll touch on that as well. EDIT: oops. Didn't post on Hapy. Next time, I swear!

Plan and Plan Again

today's end-state

Recall our plan to move the furnace into the crawlspace. We had the work bid by a furnace company and they quoted us $12kUS; we recognized that as a "go away" price and chose to do it ourselves. My biggest considerations are around the combustion exhaust, so I spent some time researching this. According to multiple sources, an 80% efficient furnace needs a double-walled exhaust (check) and it must have an upward pitch of no less than .25" per foot. I thought that was fairly flat, so checked other sources. From this data point, I collected others, like how far from the ground is the bottom/top of the exhaust pipe heading into the chimney, where the exhaust exists the furnace, etc. With these numbers in mind, I set to planning where to set the furnace.

planning a hole

Initially, I planned to put it directly beneath where it had previously been. This would have changed the routing of the conditioned air, gas line, cold intake and exhaust the least. Unfortunately, this would have put the furnace right against a main beam running the width of the house, making seasonal maintenance impossible. Additionally, that spot under the furnace had an unexpected rectangular concrete curb that was smaller than the space we needed cleared. So, the furnace is going to be adjacent to that curb'd rectangle, but because the distance to the chimney is around 3 feet, and I would like an angle of assent that is greater than the minimum, the furnace will need to be almost on the ground. So, a plan that wound have suspended the furnace from the floor joists will be replaced with a plan that has the furnace a-fixed to the ground instead.

Dig Another Hole

hole dug

Obviously, I am not going to simply set the furnace on the vapor barrier on the ground. Beyond the fact that there are safety issues, the furnace needs to be up off the ground height-wise to get the exhaust angle I want and to minimize both the conditioned air and gas line routing. Instead, I decided to dig a foundation and set the furnace on a stand. That sounds so simple until you get down to trying to dig a hole when the headroom between the dirt and the bottom of the floor joists is less than 2 feet. Starting with my tools, I had a 5 gallon bucket for removing dirt, a small-bladed shovel with a broken-off handle, a crescent-moon scraper thing and a 4-prong hoe. I cut 3 sides of a rectangle into the vapor barrier with scissors and peeled it away, leaving a 2 foot by 3 foot rectangle of rough dirt. With the tools I mentioned, I removed probably 60 gallons of dirt, leaving a 2 foot by 3 foot hole nearly a foot deep. This took almost 3 hours since the whole thing was done on my belly.

gravelling

After taking a break for a few days, I returned and repaired the vapor barrier with thick black garbage bags. Along the cut edges, I made sure the plastic overlapped more than a handful of inches, and I lined the hole with sufficient slack so the additional layers of material would not cause gaps to form. Once satisfied, I added a 1/2 yard of gravel and moved it flat with a garden rake and then my gloved hands. On top of the gravel, I set 6 1-foot-square patio blocks. For each block, I made sure it was flat, and then flat to the adjacent block. As you can imagine for each block, this required multiple install-remove-install cycles and then additional ones to get the overall 6-block space flat. Between the gravel and the blocks, I probably spent 2 hours getting it level. This crawlspace patio will serve as a foundation for a stand upon which the furnace will rest.

Rack It

crawlspace patio

I initially thought I would simply use a pair of hot water heater stands for the furnace. I figured, they could withstand the weight of a full hot water heater so they could definitely hold a 70# furnace. I priced them but the cost and availability was not good. While searching, I found air conditioner stands designed to hold up to 400#. While local availability was again nil, the price was the same as for one hot water heater stand, and they are height adjustable. The rack I ordered was lost in shipping, so I switched the plan again. This time, I ordered a non-adjustable storage rack capable of holding 1000#. While I won't need anything that strong, this rack is also 2 foot by 3 foot in dimensions so it will fit into the hole, and potentially support the furnace better. When the rack arrived, I took the pieces into the crawlspace to consider my options. The rack is only "adjustable" by cutting legs to the height I need them to be. So.. adjust once, really.

prepping the legs

Accordingly, I wanted to be sure of my height, so I considered the exhaust run from where I expected the furnace to be over to the chimney. By suspending a long exhaust run, I could consider the angle of assent and the final destination for that edge of the furnace. From this, I could measure and math to the needed length for the furnace stand legs. You may notice from the pictures that I needed to move a couple of the blocks around too. Once satisfied, I took the rack back out from the crawlspace and cut the legs. Since the stand is really just unbraced legs, I added angle-irons at the bottom so I could mount the stand to the patio block. I then took the pieces to the crawlspace and re-assembled the stand. I set the stand where I planned, marked the holes on the patio blocks and took the stand apart again. Now, I could drill holes and mount the legs to the blocks. With the legs attached to the patio block, but not torqued down, I could set the stand top on, and then torque the concrete screws. I checked level along the way, pleased that all of this amateur work is level. Last, I bolted the legs to the top, using blue locktite so they would not work themselves loose from furnace vibration.

With the rack assembled, I was ready to move the furnace onto the stand. The gas line and the electrical will both enter the furnace from the bottom, and these will need to be routed so the "front" cover can be removed for seasonal servicing. The electrical entry has some wiggle room, but the gas line does not. I needed to account for these as I considered where on the stand the furnace would be placed. The stand is more than large enough to account for that adjustment and the space beneath it has ample room to run gas and electric.

rack installed

The furnace is heavy and the ceiling in the crawlspace is limited. I had feared that pushing and lifting it would be quite the undertaking for me (Boo had to work). My fears were not warranted, it turned out. To prevent the furnace from getting scratched up, I left in place the moving blanket in which we had moved it around under the house. This also reduced the friction as I moved it around. I set the furnace rear-ward of center on the stand, further from the chimney. This aligned with where I had expected it to go, mostly, leaving me with an exhaust run of around 3 feet along the plane, with a slight diagonal turn in it.. when I install it. The picture at the top of the post shows how it is right now, and no, the end furthest away is not touching the ground; it just kinda looks that way.

Exhausting

Once the furnace was in, I spent some time rough-assembling the exhaust. This consisted of taking the old exhaust down to it's most basic pieces and assembling a path that had the correct angles and took a slightly indirect route so I could route the cold air intake without interference. Once roughed-in, I took it back apart so I could easily get to the other side of the furnace. I have a great deal of "conditioned" air work to do, and having the fuller access will make that work easier.

This has gotten super long, and it has covered a few weeks of work. I was able to get another few hours in, but I'll couple that with whatever I get done next weekend into my next post. The calendar says 7-November, so, clearly, the weather is starting to get cold. We were fairly motivated when the daily high temperatures dropped into Autumn temps. We are getting overnight lows below freezing now, so there is no lack of motivation nor pressure. Still, I want to do it right and have a safe space once it is completed. Since I am doing it mostly by myself, it will only go so fast. At this point, I hope to have an operational furnace by the Winter Solstice.

Thanks, as always, for following along-

Nemo Time

Remember Nemo? He's the 1997 Audi A4 (B5 body style) that T bought and wrestled with for a few years, replacing the clutch and brake master cylinders as well as the clutch slave cylinder and repairing so many other things. I also did a TON on this car (just what I posted on), so the fact that he needed more was a little, well... frustrating. When T moved to LA, he signed Nemo over to me, and then we thought we had sold it within the family, after replacing the driver-side rear axle and wheel bearing. Only to have the power steering fail... ending that transfer. So, Nemo has sat in my driveway. He has many little issues: a water leak into the driver's footwell, a broken front passenger window regulator, a big hole in the exhaust, a sunroof that won't open, some other little missing bits, and, of course, the failed power steering. Today's post covers my efforts to resolve enough of these items so he can be registered and driven again.

Before I begin, the sanding on Zed continues. I will post an update next week, hopefully, with some meaningful progress. In the meantime, I have slowly crawled along with Nemo over the last few weeks, so I thought an update was in order.

Water Leak

Schmidty sniffing the ECU box

I believe I solved the water leak when I discovered that the plastic box that holds the ECU was not entirely attached. There is an obvious nut on the outside, near the driver fender. There is a second nut inside the box closer to the engine, back near the fire wall. Underneath the ECU, is a large (like 1 inch by 3 inch) rectangle opening into the footwell. This hole has a gasket, but if the box is not held down firmly enough to engage the gasket, water which finds its way under the box (which is a for-sure here in rainy PacNW) will run straight into the driver footwell. In Nemo's case, the inner nut was simply not there. I found one, and snugged it down. Problem solved. I hope.

Accessing the Exhaust

big old rusty dirty cat

The big hole in the exhaust has been a major pain to solve. The aftermarket cat-back exhaust installed by a prior owner did not have any support between the end of the header and the rear axle. It did, however, have a section of flex-pipe immediately after the header, creating the car's lowest point. So, when the car drove over speed bumps or dramatic driveway transitions, it was the flex-pipe which hit the ground. Eventually, that flex-pipe failed. With the failure came a Check-Engine-Light (CEL) preventing a DEQ pass. To resolve, I removed the catalytic converter, downpipe and mid-pipe so I could replace the failed flex-pipe. This removal is challenged by the usual issues with exhaust hardware, but the Audi has additional things, like heat shields, in the way. So, the air box needs to come out, and the passenger front wheel comes off so you can access everything. Even then, Audi engineers seem to like to use different fastener types and sizes pretty much everywhere. Of course, the owner plays a role here too.

Cat Away

cat out

After trying a wide array of tools, I ultimately needed a hacksaw blade to cut through the rusted bolts between the catalytic converter and the down pipe. The PO had used regular steel fasteners to attach them, and even after multiple days of spraying Kroil on them, they were rusted tight. I cut the bolts, sending the hacksaw blade between the opposing flanges, at least far enough for the bolts to snap in half when I applied torque to one end with a socket-wrench. This took some time and patience, and because of how the bolts are oriented in the engine compartment, I was only able to sever 2 of them. This loosened the connection enough for the downpipe to rotate on that last bolt, allowing me to pull the 2 out the top of the engine as a unit. I cut the other bolt off, separating the 2 pieces, on the driveway. Holding the downpipe still with my boot, I cut the lip of the flex-pipe from it using my angle grinder.

Before I started, I ordered a brand-new catalytic converter, thinking that the one that was on there was 10+ years old, and of unknown working condition. After spending many hours cutting through rusty bolts with a hand-held hacksaw blade, I do NOT want to do this R&R again even if the fasteners are new. So, I'm grateful I made that purchase decision. After I got the cat on the ground I could see the Audi symbol on it, so either it was replaced at a dealer a long time ago or it was the original. Either way, at almost 300k miles, it is unlikely that catalytic converter was still doing its job well. Well enough to pass Oregon DEQ? We'll never know. Besides, the old bolts are rust-attached to that old thing, so re-install would have been considerably challenged.

new cheap hanger

On the other end of the hole in the exhaust, I removed the mid-pipe (2 bolts), cut off the remains of the flex-pipe with the death wheel and re-installed the mid-pipe. I added a support immediately behind where the flex-pipe-to-mid-pipe joint will appear so it is held up and away from the ground better. For the support, I got one of those cheap bolt-on hangers, attaching to the rear of the transmission through an unused bolt hole in the rear of the case.

Cat In

Moving back up front, I installed the new cat first, re-introducing the original O2 sensors as I went. To the cat, I added the down pipe and then finally connected the down pipe and mid-pipe with the flex pipe, fitting things together with clamps and exhaust dope. 

I got Nemo back on the ground to take him for a test spin around the usual neighborhood track. Before backing him off the ramps, I checked the exhaust for leaks, and it looked good, with a little puff of smoke coming out the tailpipe. The exhaust sounded much better, and it doesn't leak. So, around the block we went. It still hangs low, but it is fairly well tucked up under the body compared to before. The rear end ride height is so low, there is a near-constant threat of bottoming out. I will need to resolve that soon. He drove great; plenty of pull from the turbo, and the exhaust was much quieter than he had been on the last test drive. Clearly, the noise and smoke is going out the tail now. I thought I might have heard the rear passenger wheel bearing, though, so there may still be more adventure coming. And, yes, you can drive a car with failed power steering; you just need forearms like Popeye if you need to turn the wheels when the car is not in motion.... like to maneuver it out of a shop bay into the driveway through a 9 point turn. 

Oh Two

Oh Nemo.... O2

Unfortunately, the CEL is still on, with a code (P0134) indicating that the upstream (before cat) O2 sensor is bad. When I considered the smoke puff out the tailpipe when it was sitting on ramps, this makes sense: if the computer doesn't know the air-fuel mixture sent from the O2 sensor, it sends a richer fuel mixture to protect the engine from being too lean, which is why a failing O2 sensor is a DEQ auto-fail. So, I ordered a replacement upstream O2 sensor and now I'm waiting on shipping before I take another test. Since the error code did not include a code for the downstream O2 sensor, one might think that the old catalytic converter was still working. As I pondered this, I picked it up from one end, and I could hear dust settling through it. So, even if it wasn't toast, it was soon to be. When the new O2 sensor arrives, I'll slap it in, clear the code and go for a spin. If the CEL doesn't return, we may take him through DEQ before the next update. 

That's it for today. Like I mentioned at the top, the sanding on Zed continues. After sanding him smooth with the 320-grit, I did not like some of the orange-peel effect I found underneath, so I sanded the primer end-to-end with 320-grit again. Thanks, as always, for following along-

MGB - Finding Vacuum Leak

Following my last post about Oliver (the 1978 MGB) when I got his timing square, I knew I needed to get his carb tuned. Today's post covers those efforts. This continued in parallel with the body work on Zed (until the weather turned, when Zed work stopped). These spring days, when the sun doesn't go down until 9PM creates LOTS of play-on-cars time. Love it.

A-typical Carb

We start with the most basic learning: what kind of carb is this? When I bought this car, the prior owner had been executing some improvements. For the most part, I can't complain about any of them... except the hack-job on the exhaust. Honestly, he could have been just making do until he had the cabbage to do what I did. Anyway, one of the improvements was to eliminate the stock dual Skinner Union (SU) carbs and swap in a side-draft carb. This isn't your standard Weber DCOE, though. Instead, the prior owner went with a SK Racing carb. The SK Racing (now known as OER Racing) side draft carb was (according to Dog283) one of the best engineered side draft carbs built, just as carburetors were falling out of favor for the new computer-assisted fuel injection systems. Dog283 continued "(the SKRacing side draft) combine(s) the best of the the Mikuni Solex PHH, the Weber DCOE and the Dellorto DHLA". That's a fairly strong statement. Unfortunately, the implementation on Oliver had fallen out of tune, so our MGB was not getting the lofty results this statement describes.

We start with looking for, and ultimately finding, a shop manual for the SK Racing side draft carb. If you have one of these carbs and need a copy of this manual, I'll happily share it. Near the back of it are the set-up steps detailed in the image of the page on the right. Basically, set the idle speed screw so it is just barely touching the tang, thread the idle adjustment screws all the way in until they just barely seat and then rotate them back out 1 full turn. Start the engine and get it to normal operating temperature. Then, tune the adjustment screws first until the engine runs smoothly, then set the idle speed. I did that, but I still got sporadic backfires when I rev'd the engine. I was starting to think that all that ignition work was for nothing.

Exhaust Leak Checks

Before I started investing time in the carb, I figured it would be a good idea to see if there were any leaks in my exhaust which could account for the backfiring. There were. To test, I started by cleaning out my shop-vac (washed out with a hose) and grabbing a squirt bottle of soapy water. I thrust the exhaust end of my now-clean shop-vac up the tail pipe and turned it on. This created backpressure through the exhaust. The tail pipe was not completely blocked so lots of air rushed right back out, but there was enough pressure to execute my test. I started up front, in the engine compartment and shot soapy water on the mate-point between the header and the head. No bubbles. I then got under the car and hit every joint, and found some bubbles. I concluded that I created leaks when I added in the catalytic converter. I turned off the shop-vac, loosened the joints, slid the pipes apart and applied some copper exhaust gasket maker and then re-connected the pipes. I nutted them back down and re-checked with the shop-vac. Things looked fixed (no bubbles at all but one joint where there were very very few), so I moved on to tuning, expecting my backfire issues had been identified and resolved.

Gunson ColorTune

Back when I was doing the other work on Oliver, I kind of expected difficulty with getting the carb to adjust. So, before I finished getting the ignition installed, I ordered a Gunson ColorTune. These things are pretty neat, but not terribly useful, I suspect, for the computer-controlled fuel injected systems. The kit includes a looking-glass spark plug, a lead, a tube with a mirror and a brush. I only needed the glass spark plug and the lead. The looking-glass has a solid-center where the spark is produced, with a ring of glass around it. The glass ring is then encircled with threaded metal so it can be threaded into an engine. The tube with a mirror is for spark plug holes that are hard to see. To use the kit, you remove one spark plug and thread the looking-glass plug in it's place. You connect the spark plug lead to the end of the lead from the kit, which is threaded onto the glass plug. Then, you start the engine and look at the color of the combustion in the chamber through the glass. If the color is orange or red, your mixture is too rich. You want the color to be "Bunson blue" = the color of a Bunson burner, from, like science class. The images on the right, here, help lead you to a good tuning. Notice that light blue or white-ish is not on here. If you are in the white-zone (Airplane, the movie reference here), your tune is too lean.

I was unable to get cylinders 1 and 2 anything better than a very light blue even after adjusting the idle mixture out past 1-1/2 turns. Cylinders 3/4 did not do much better. Based on the manual, I believe the idle jets may be too small, so I ordered a pair of 50F9 jets ($7US each). If I am correct, the current idle jets are 45's and this change will allow idle-mixture within 1-1/2 turns of fully seated to sit in the Bunson-blue color.

Still, I kept going, wanting to get the tune as good as I could. While looking through the glass I increased the fuel mixture incrementally, but the misses and backfires persisted. I could see the backfiring through the glass in cylinder 1, and concluded there had to be a leak somewhere. I also figured that backfires within a cylinder that has a glass plug was probably not a good idea. I had already looked on the exhaust side for leaks, so that left the intake.

Intake Vacuum Leak Checks

There are not many places where a leak could appear in the intake: the mating point at the head, the mating point with the carb, the carb itself and the brake booster. With the engine running, I carefully sprayed some WD-40 onto the various mate points. If there had been a vacuum leak, the vapor would have been drawn into the engine and the RPM would have bumped in response. Spraying something flammable onto a hot engine is dangerous. I strongly urge you to keep a fire extinguisher handy if you do this. In my case, the engine did not change and nothing caught fire.

So, I shut everything off and considered the brake booster. I removed the hose from the check valve, which is threaded into the intake manifold heading to cylinders 1 and 2. I checked the vacuum of the brake booster through that hose with the MityVac. It would not hold vacuum. I removed the check valve and cleaned the valve and the intake manifold where they met. Then, I put some copper gasket maker on the threads of the check valve and threaded it back in. I figured if that was the leak, I just solved it. I jabbed the hose back onto the check valve and hose-clamped it tight. Then, I eliminated the brake booster by threading a bolt into the end of the hose which had previously been attached to the booster, and started the engine. Oliver ran great! I could rev him up and down without any backfires demonstrating that the brake booster was my vacuum leak.

check valve in foreground,
intake in background

I wanted to prove it for sure, so I hooked the booster hose back up to the brake booster and started the engine again. I rev'd the engine up and down... the back fired returned. I pinched the vacuum hose with a pair of pliers and I could hear the engine RPM's settle. Neat. Rev rev rev... no back fires. Remove the pliers, RPM increases... rev, rev, rev... backfires.

Fortunately, these brake boosters are being manufactured now. I didn't realize these were not available until recently, so as much as I would like to self-blame for not replacing the booster when I replaced the brake and clutch master cylinders, it wasn't available then and they are fairly expensive now (~$200US). As of today, they are not available through Moss yet. I had to go through another vendor (EnglishParts.com, they're lovely). I concluded that any carb tuning I had done would need to be redone once the brake booster swap was completed. 

That's it for today. I will install and post about the brake booster when it arrives from the MidWest. Thanks, as always, for following along-

Exhaust Wrap

In my last post, I wrote about removing the bumper and exhaust in order to install a tow hitch. While I had the exhaust out, I figured I would apply the exhaust wrap I had sitting in my garage. Exhaust wrap is one of those religion things that gets some folks all fired up, so we'll go there first.

Why Exhaust Wrap Rocks

I'll start with why so many people think exhaust wrap is a good idea. Exhaust wrap is basically a fiberglass cloth. Like the fiberglass insulation in your house, this wrap holds the heat inside your header or pipes. This is supposed to bring specific benefits. First, the higher heat inside the pipe is supposed to help the exhaust gasses exit the tail pipe faster. I don't know where there is research proving that, but let's assume that there is some. The folks at CoolIt seem to believe it. The folks who do ceramic coatings do too.

Second, by keeping the heat inside the pipe, it is not escaping into your engine compartment. This reduces overall heat, making your intake air cooler, and I suppose, in theory, making everything in the engine compartment a little happier, and operate a little cooler. In the case of Hapy, the engine compartment is located under the rear-most third of the bed. So, any heat that builds inside the compartment eventually radiates up into the main cabin. In the Summer, when we are driving in the Central Oregon high-desert, the main cabin gets pretty hot without the extra heat from the engine. So, it is for this reason that I am exploring the exhaust wrap.

Why Exhaust Wrap Sucks

For every positive, there is a negative. The counter-argument to the holding the heat inside the pipe is that if you apply too much insulated wrap (or any at all, according to some), you could contain too much heat and damage your header or exhaust pipe. That would be bad, especially if there isn't any real research to prove that higher temperature exhaust gasses travel faster. My Google-fu may not be working these days as all my efforts to find hard evidence were fruitless. I did, however, find this image that shows a crack or split in a pipe that appears to have been previously wrapped, and it was posted by someone who does ceramic coatings, so s/he probably knows a few things about heat management.

The second big negative for exhaust wrap is that the exhaust wraps absorb moisture and cause your exhaust to rust out. This might be true, but I would think that the outside of a correctly installed exhaust wrap is still going to be over 100*C when in use, causing any moisture to vaporize. I suspect that the real cause of the destroyed exhaust is overly-aggressive wrapping causing too much heat to be held in, destroying the pipe. Many fellow internet'ers have shot their wrap with exhaust paint afterwards to prevent water absorption. That will not prevent moisture appearing between the wrap and the pipe during cool-down if the ambient air is below the dew point (like it is here in NW Oregon practically every night). For that, I would expect that standard exhaust paint on the pipes before applying the wrap would suffice.

The last negative could be the heat being held in, and rather than helping exhaust gasses escape (and reducing Exhaust Gas Temp -EGT at the head), the trapped heat actually increases EGT. I have not been able to find research to demonstrate this, however. Quite the contrary, actually. So, this is probably not a thing, but I felt it was still worth mentioning.

Where I Landed

My searching for evidence of the viability of applying exhaust wrap to a turbo-charged diesel engine has actually pointed in the direction of doing it. Many large truck owners running Cummins turbo diesels wrap the turbo as well as the downpipe straight to and past the catalytic converter. Some owners painted the wrap with exhaust paint to protect it against the risk of water absorption. Overall, the consensus appears to be that it is a pain to do, but worth doing if you are okay with putting in the time: the temps in the engine compartment feel lower, the engines seem to be running as well or a little better. The cost-to-value to pay someone else to do it, however, isn't there. It may not even be worth your own time, depending on your reason for considering it and how much you intend to do. In my case, the heat radiating into the main cabin is sufficient reason for me to look for ways to contain some heat. I wanted a larger bore exhaust (2.5" versus 2") when this one was built, so if the exhaust starts to fail because of the wrap, I will have (a) proven these can cause damage and (b) forced my way into the bigger exhaust I wanted. So, even though this may cause my exhaust pipe to fail, I am doing it anyway because I just want to know.

I know many cars have a heat shield of some kind on underside of their hood (bonnet for my UK readers). I may explore that whether this exhaust wrap experiment pans out or not. Truth told, with all the other changes going on (ECU chip and new injectors with bigger nozzles) I will probably not be able to separate out the impact of the exhaust wrap.... unless the wrap causes the pipe to fail.

Applying

Some manufacturers and some folks on the web describe soaking the exhaust wrap in water before applying it. I think the theory is that getting the wrap wet for application ensures that it gets super-tight on the pipes. Sounds plausible. So, I pull out this long roll of exhaust wrap and I can tell right away there is way more than I need. But, how to figure out how much you need without just doing it? So, I started applying the wrap as tightly as I could, twisting it tighter every time I went around. I made sure my overlap was no more than 1/4" (manufacturer directions) and in about 20 minutes I had my exhaust wrapped from the plate that mounts to the turbo to the leading edge of my muffler. But, its dry. I asked myself: should I unwrap what I just did to get the wrap soaking wet and then try to get it on even tighter? That seemed silly. Besides, some manufacturers (Design Engineering, the folks who made the wrap I was using) clearly state that soaking it in water to install is unnecessary. So, I left it as-is. I put on a pair of stainless steel cable ties (from Harbor Freight) at the muffler end, where the wrapping stopped. I cinched down the end near the turbo with only one, making sure to put the clip nowhere near where fingers might catch during install. 

Clear Coat

Once the wrap was on, I really liked how the pipe looked. Before, it was plain looking. The black high-temp VHT paint had chipped off in spots, leaving bare silver steel showing. With the wrap, it looked like it was now dressed in tweed. Suddenly, it had some class. Sure, the inevitable small oil leak or kicked up gravel from the road will savage this tweed outfit eventually. So, to delay that, I bought and shot it with some clear exhaust paint. I didn't know they even sold it, but for $12US at AutoZone, I found it among all the assorted colors. The additional upside to shooting clear is that I didn't need complete deep coverage for it to look good, or look the same. Folks who shoot black or a color match for their engine need to apply multiple coats to cover up the tan/tweed. I shot liberally, but there was no way to know how well it covered because the tweed still looks like, well, tweed.

I will need to keep an eye on how much oil appears on the wrap, however. The pipe was a little grimy before. I know that I have a recurring issue with oil leaking from the turbo-charged air near the rear of the engine. This is very close to where the exhaust is. I may have just created a big towel for the oil to soak into.... a towel around a very hot exhaust pipe. Truth-be-told, this experiment may end fairly soon if I see oil leak evidence on the wrap.

Exhaust Installed

closed hanger

I let the clear coat cure overnight, and re-installed the exhaust after work the next day. As I did, I noted and changed a few things. First, I paid handsomely for a "custom" exhaust however many years ago. The muffler they used can be found on the internet for $18US today, which tells me the quality chosen back then. The plain steel pipe has 3 90* turns in it before the muffler and a 90* turn afterwards through a crappy tailpipe. When I decide to revisit this, I will not be going to Ed's Mufflers again (looks like that location is gone anyway). Ironically, I went to them because I thought they would do something better than Midas or Meineke. Midas built a custom dual exhaust on my old '78 F250 20+ years ago that was way better than this. Lesson learned.

Anyway, one of the other disappointments of the install was that they welded the body-side of the exhaust hanger closed, so the rubber bit could never be replaced. Not the best plan. After wrestling this exhaust in and out around that a few times, it continues to be a reminder that Ed's didn't do what I asked. 

The exhaust attaches to the turbo with 1 13mm nut and 2 13mm bolts. In the past, I would wrestle the rear hanger on first. This time, it popped on without gymnastics, almost like it knew it was approaching its final days. Then, I hung the exhaust on the one stud and rotated the exhaust until one of the bolts slid through. Finger tighten, torque etc. Everything fit fine (nothing touching, but close) with the tow hitch in place. Of course, now I need to remove the hitch so I can attach the bumper correctly. But, that's another post.

Thanks, as always, for following along.

Oliver Gets a Cat (Part 2)

This is still not a children's story. Instead, today we finish integrating a catalytic converter into the Bell header-through exhaust system I installed onto our 1978 MGB, Oliver. Since my last post, I have learned that our Summer Solstice music festival, 4Peaks, is cancelled this year. While not surprised, this summer will be our first in years without a trip in Hapy to see some music. Yes, that is a total first-world problem and others have far bigger issues to contend with than some music festival. Gotcha. It is still disappointing for me, my fellow patrons, the vendors, the hosts, and the musicians. Anyway, where was I?

Pipes Arrive
I mentioned last time that I got a replacement section of pipe shipped from Britain. I measured, re-measured, etc that pipe and cut it into 3 pieces, 2 to keep, one to toss. After test-fitting those 2 pieces, I shipped them off to the ceramic coating company I used 2 years ago. The owner got the job done and the pipes shipped back fairly quickly. I had read that CoVid-19 can reside as an active virus on cardboard for up to 24 hours (and steel and plastic for up to 72 hours), so I set the box on the floor of my garage and let it sit for a few days. Once out of quarantine, they were ready to install.

Heat Shield

One of my biggest concerns about this whole project was how to keep the heat (up to 800*F) from cooking my legs on long drives. The MGB originally delivered with a heat deflector that was integrated into the floor, but mine was cut up as part of the floor replacement I did the summer after I got him. I looked into commercial heat shields, but they are awfully expensive and they are generic enough you need to trim them with snips, etc to get them to fit. Next, I looked into fabricating one with a few rectangular sheets of aluminum and a thin sheet of high-heat insulation. I constructed a fairly good model with cereal-box cardboard (one of my favorite modeling mediums), and was just about ready to take that leap when I found the HeatShield family of products. I decided that a known solution was a better choice than my experiment, especially when it came to temperatures that high. Their solution would cover 90% of the catalytic converter. This does not eliminate my concern about accidentally setting tall grass on fire if/when I parked on the side of the road or at a more rustic setting otherwise. Since the ride height of this sled is around 6 inches anyway, the honest truth is this car will not be going anywhere near tall grass. If I park off tarmac, it will still be where I can see the lifts and valleys of the ground.

Shield Assembly

cat hanging by one end

Once the heat shield kit had sat through a multiple-day quarantine, I unpacked everything and started putting things together. I wrapped the catalytic converter with the heat shield pad. These pads are a thick white fibrous material on the inside with a thick aluminum outer shell. At 10" by 12", it was just about the perfect size for the application. The catalytic converter is 11" long, so by wrapping the 12" side around the cat, I was left about a 1/2" of access to the ends of the cat for attaching to pipes. That orientation also left a gap about an inch wide running the length of the cat, which, based on the instructions, was about right. The heat needs to go somewhere, so a gap is needed (usually on the bottom) for the reflected heat to exit. The kit delivered with 3 stainless steel bands to hold the cover on. I installed one in the center to hold it in place while I installed into the car.

Into the Car

center resonator mated to cat

Once the cat heat shield was on enough for handling, I took the front pipe and fit it into the rear end of the header, checking the depth against the originally installed full-length pipe. Similar to the test fits, the cat easily slid over the rear end of that short pipe. I cinched down both pipe clamps, noting that the rear one did compress the edge of the cat around the pipe, and the cat was held firm (absolutely no wiggle). With the shield in place, the cat is now very close to the underside of the car. In fact, it may act as a vibration dampener, it is so close. I continued by adding the shorter pipe into the end of the cat. I did not clamp it down, however. Instead, I maneuvered the center resonator into place, sliding the front opening around the short pipe. I raised the tail pipe onto a short stand (an old car battery), and got the center mount aligned and bolted tight. With the center mount set, I could wiggle and twist the short pipe and the cat to exactly where I wanted them. Then, I clamped everything down snug.

Center Support

basic exhaust hanger added

I wanted an additional support for the exhaust. The Bell system does not have any mounts between the front of the headers where they bolt to the head and the support behind the center resonator. This is a long stretch of unsupported pipe already and one that I wasn't thrilled with when I installed it 2 years ago. Once you add a 5 pound catalytic converter, there is a real threat of the system sagging, and potentially failing, given enough time. So, directly behind the cat, I added a $4US exhaust hanger. This will take the weight of the catalytic converter plus any hang from the front of the center resonator. I tightened the hanger just enough to take up the weight and be snug, but not enough to pinch the pipe.

Finish Up
Once supported, I re-tightened all of the clamps and completed the attachment of the system at the tail pipe. Last, I returned to the heat shield around the catalytic converter, applying the other 2 stainless steel bands at the front and rear angled sections of the cat. Once snug, I snipped the ends of the bands. I hadn't expected it, but the final overall install is closer to the underside of the car than the no-cat header-back system was. I'm not sure what is really different, but the front of the center resonator is higher off the ground. Not complaining. Quite the contrary; just surprised when I expected the opposite.

Test Drive
I now have until the end of May to find a day that is both sunny and when Oregon DEQ is open. Because of CoVid-19, this might be more difficult than your typical late-spring in the soggy Pacific Northwest. That didn't stop me from grabbing Boo, dropping the top and taking a drive to bake-in the heat shield. April is what I call our "donut hole" month where we get nice clear days between the winter wet and the soggy spring. So, we got some gas (masks on!), picked up go food from our favorite Thai restaurant (Rama Thai) and drove home. Oliver drove like a champ. I think he's quieter with the cat than he was before I installed it. Of course, it has been a while. I have greatly missed driving the convertible around, having parked him since we discovered last Fall that there is a leak under the windshield on the passenger side when it rains. For a car living in the Pacific Northwest, where it kinda rains a lot, that's not a good situation. So, once this Summer turns to Fall and the CoVid-19 economic impacts have resolved, I know what I'll be doing on this car: pulling the dashboard and windshield to replace the seal. Knowing me, I'll probably want to do a bunch of other stuff while I'm there, like replace the scratched-up windshield glass and the dried out original surrounding rubber. Maybe I'll replace the foam/vinyl dash pad that's all cracked and gouged up. I don't know. Let's see where we're at when that time comes.

If you haven't talked to the elders in your world lately, consider they have lived a life of relative isolation in the US before CoVid-19. So, they could use a friendly phone call now more than ever. As always, thanks for following along. Be safe, be patient and please be kind--