My New Interceptor - '72 Mk 111, 133-5597

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RockyUSA
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by RockyUSA »

One More..

At Alamogordo White Sands National Monument...

Just returned. Fun Trip!

Rocky
iPhone_Jensen_Pickup (41).JPG
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by RAP72 »

RockyUSA wrote:One More..

At Alamogordo White Sands National Monument...

Just returned. Fun Trip!

Rocky
iPhone_Jensen_Pickup (41).JPG


Great photo.
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RockyUSA
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by RockyUSA »

Thanks. I have a "good" camera that I was trying to use for most of my pictures, and that was a quick snap with my iPhone.

It's the best picture of the whole trip!

Thanks for the kudos!

Rocky
‘71 TVR Vixen 2500 - (M Series Tribute)
'72 Interceptor III - 133/5597
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RockyUSA
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by RockyUSA »

So here's a series of pictures of the successful conversion of my transmission from a Torqueflite to a GM 4L60E 4 speed with overdrive and a locking torque convertor. The transmission has a Compushift System (transmission controller), which is programmable. I need to start learning about it.

I also upgraded the rear end ratio from 2.88 to 3.54. This gives me more acceleration off the line.

Anyway, more descriptive information to follow, but this is some of the top level stuff. The conversion was done by Greg Ducato and the good folks at Phoenix Tranmission in Weatherford, TX.
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One of the challenges was getting a throttle position sensor modified such that it operates properly on the Demon Carb. This required rearranging the linkage so that it pulls from the back, vs. the Jensen style of pulling from the front.
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Here's a picture of the car on the road. Note that the Speedo reads about 5 mph slower (at 75-80 mph) than the Computer (and GPS) indicate.
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Here's the Compushift display. TCC A ON / OFF indicate whether the Locking Torque Convertor is engaged. PRB% is the line pressure in the trans, which affects shift points.
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More technical details to follow...
‘71 TVR Vixen 2500 - (M Series Tribute)
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Chris_R
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by Chris_R »

Engine temperature at only 159f seems very low.
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RockyUSA
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by RockyUSA »

You are correct, sir, although that is the transmission, vs. the engine temperature.

I am thinking that my car doesn't have a thermostat in it. That is one of my next projects, to take a look inside the cooling system.

When I drove the car to Weatherford, in December, I froze my way across TX. None of that "Unwanted Heat" for me!

I want "Chained Heat"...

https://www.youtube.com/watch?v=n_BQiU1JKos

Rocky
Last edited by RockyUSA on Sat May 06, 2017 3:50 pm, edited 1 time in total.
‘71 TVR Vixen 2500 - (M Series Tribute)
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RockyUSA
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by RockyUSA »

Here is a link to the pictures of my trip.

It was a fun adventure.

More info on the tranny update to follow....

https://goo.gl/photos/p4WbFSxQhbCmNZ8z6

Rocky
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‘71 TVR Vixen 2500 - (M Series Tribute)
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RockyUSA
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by RockyUSA »

Oil Pressure!

When I got my car, the oil pressure gauge didn't work. I tried a new MOPAR sender from Summit (don't waste your money on that), and then through this board, I found a NOS Caerbont sender. I installed it prior to my return from Texas, and.. Viola! Oil pressure indications!

I always knew I had pressure, as the low oil pressure warning light worked like it should.

It is hard to tell if the gauge is calibrated, but I am now showing ~60 PSI on startup, less when running with the oil heated up, and ~35 PSI with the car idling after it has warmed up. So it behaves as I would expect.

I had some kind of fog on the glass of my original gauge - I was able to take the cover glass off, and wipe out the fog. I posted a before and after picture. The fogging was white powder, it was all over the inside of the gauge, not just on the glass. Here's the before picture.
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The smudge you see in the picture is on the outside of the glass and I cleaned it up.
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A gauge expert I know says: "the white powder/mist is from the coil/internal wiring of the gauge. The insulation can get so hot that it forms a white mist and I would say that eventually it may fail due to a short. I have seen it often enough, but so far it did not seem to cripple the instruments." (Thanks!)
Last edited by RockyUSA on Tue May 02, 2017 1:39 pm, edited 1 time in total.
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'72 Interceptor III - 133/5597
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by Chris_R »

I'd say that's a good set of readings.
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RockyUSA
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Dana 44 Rear End Parts in a Jensen Salsbury Housing

Post by RockyUSA »

As discussed in an earlier post.....

Greg and the team at Phoenix Transmission upgraded the rear-end using Dana 44 parts from a 2.88 to a 3.54 rear end. Here's a discussion of parts needed and the source if the information:

http://blog.phrog.org/2012/07/04/dana-4 ... ion-parts/

Once all the appropriate parts were sourced, the bearings and gears went right into place. The contact pattern was very nice, with no adjustment / shimming required.


This is a list of parts required to put a Dana 44 R&P into a Jensen (Salsbury) rear end:

Carrier Bearings: 25590
Carrier Races: 25523

Pinion Bearing Inner: 31594
Pinion Bearing Inner Race: 31520

Pinion Bearing Outer: M88040 This One is the key!
Pinion Bearing Outer Race: M88010

Auburn Gear Carrier 5420111 Hi-Performance for Dana 44 3.92 up, 19 spline.
(We used different gearing)

26 spline Chevy yoke Spicer #2-4-8091X

Input seal: CR 15788


The Dana 44 Parts were sourced locally in Fort Worth, from Transtar Industries, Inc. Those parts were pretty generic Dana 44 Stuff:

Dana 44 Ring and Pinion (3.54)
Bearing Kit (for the Carrier Bearings) - Only one of the Pinion Bearings in the kit was compatible
Ring Gear Bolts



There were four unexpected issues, some were noted previously:

1. Pulling the Axles: The Jensen axles are full-floaters, and the Phoenix Guys had to fab up a puller to get the axles out of the axle tubes. That was an unexpected surprise!
The “puller” was a 4 inch tall stack of ring gears with a hub on top from a 904 transmission that the axle end passed through. We then used the axle nut threaded on to the end of the axle against this cup we had created to pull the axle out of the housing.

2. Pinion Diameter: The Jensen/Jag style pinion shaft has a pinion shaft diameter of 1.1875, the Dana diameter is 1.125. The race for the Dana bearing was too large for the Jensen housing and the race for the Jensen was at the wrong angle for the Dana bearing. Phoenix found a pinion bearing with the proper ID and proper angle and bearing size to use in the Jensen housing with a Dana gear set. The rear, or inner, bearing and race of the Dana will fit the Jensen housing, no problem. Phoenix had to order the bearing from an outfit in the Northeast, nobody in the local Texas area had it (it is not used on Massey Ferguson or John Deere tractors). The Pinion Bearings are listed above. The M88040 was the key to getting all the parts to work together.

3. Pinion Seal: The Phoenix guys had trouble getting the pinion seal to seal. It turned out the seating surface where the seal drives into was not uniform. There were two raised spots, and these were interfering with the seal's ability to seal. Judged by the amount of gear oil accumulation under there, this was not a recent affliction... I am glad this leakage source is corrected, although it likely helped to keep the back 1/5th of my car from rusting.

4. Finding the Differential Breather Hole. That was a big project. Apparently I need to glue some hair around it, so it will be easier for the Phoenix guys to locate it next time. Greg at Phoenix tried to source one of those "peter" shaped drinking straws they use at bachelorette parties to attach to the vent to make it easier to find next time but apparently they don’t sell that kind of hardware in Weatherford, TX.
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RockyUSA
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by RockyUSA »

Vapor recovery system replumbing....

My previous owner had done some monkeying around with the plumbing to the gas tank.

The gas tank had to be removed to get to the rear end, so....

I requested the Phoenix team to replace all the plumbing between the fuel tank and the vapor recovery tank.

This (as usual, with a Jensen) turned out to be a bigger project than expected.

All the original tubing was replaced with modern fuel system hose and push-lock fittings. The panhard bushings were also replaced. The tank was painted while it was down, and the modern replacement for the stock wolverine pelts were applied between the tank and the vehicle body.

Just FYI, here's a picture of the plumbing that was replaced!
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Rocky
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by Russell Johnson »

I like your taste in motors ... similar to mine !!
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Selling Jensen SP
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RockyUSA
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by RockyUSA »

You have very fine taste in Automotive Excellence!
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Re: My new Interceptor - '72 Mk 111, 133-5597jn

Post by Joe Schiavone »

There is a desired engine temp. Bigger is not always better but sometimes necessary. You may even change winter and summer depending physical location. I have installed an engine ventilation system flowing air directly out through the side. Vents all air flowing through 4" round flexible tubing also the air is smoothly directed and restricted totally through the vents. 400 cubic feet per min. RacerJoe
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RockyUSA
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Re: My new Interceptor - '72 Mk 111, 133-5597

Post by RockyUSA »

A nice ride with my new transmission....

Just want to keep everything aligned with my car...

Rocky

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http://www.joc.org.uk/phpBB2/viewtopic.php?f=18&t=25588
‘71 TVR Vixen 2500 - (M Series Tribute)
'72 Interceptor III - 133/5597
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