71 LT1 with M22 Transmission

[Jerry Weidner]

Re: Correction

I will have a look at the bellhousing tommorrow as I have the car on a lift at work. Looking through some of the mechanical repairs that were documented I do not see where the bellhousing was ever changed. There is a repair that shows a heavy duty clutch was installed however. The engine was overhauled once and there are notes that say "the pink connectings rods were replaced with blue tip ones", Were the pink tip rods used for LT1's?
Also there is a letter from Guldstand Engineering inc in Culver City California informing the owner that they have discontinued there amplifier services and suggested replacing with an MSD 6-A unit. Looks like a pretty old form. John Costa was the service manager. There is alot of neat paperwork that was saved.

Is the rear end code correct: AC 7E2 I believe thats what it says.

Regards,

Jerry

[Joe L.]

Re: Correction

Jerry-----

Yes, the so-called "pink" rods were used for LT-1, L-46, and L-82. They were also used for 1969 Z-28 although in that version they were floating pins. All LT-1, L-46, and L-82 versions of the "pink" rods were pressed pin.

"AC" was the code used for 4.11:1 ratio for 1971-72. However, the date code doesn't look like a correct sequence to me.

[Joe L.]

Re: Correction

Jerry-----

Yes, the so-called "pink" rods were used for LT-1, L-46, and L-82. They were also used for 1969 Z-28 although in that version they were floating pins. All LT-1, L-46, and L-82 versions of the "pink" rods were pressed pin.

"AC" was the code used for 4.11:1 ratio for 1971-72. However, the date code doesn't look like a correct sequence to me.

[Jerry Weidner]

Re: 71 LT1 with M22 Transmission

Well the bellhousing is 3899621. Whats the easiest way to drop the tank?

Regards,

Jerry

[Jerry Weidner]

Re: 71 LT1 with M22 Transmission

Well the bellhousing is 3899621. Whats the easiest way to drop the tank?

Regards,

Jerry

[Joe L.]

Re: 71 LT1 with M22 Transmission

Jerry-----

The worst part of dropping the tank is removing the exhaust system. Once that's done, all you have to do is to remove the spare tire carrier, disconnect the fuel line and fuel gauge wires from the tank, and remove the 2 bolts securing the straps. It's really quite easy.

It might be possible to remove the tank without removing the exhaust, but I've never done it without first removing the exhaust. Just removing the mufflers will do, providing that they are SERVICE mufflers with a clamped slip joint.

Before you do any of this, you might want to remove the fuel filler seal (boot) and peer in to the driver side to see if there is a tank sheet actually there. With a flashlight, you should be able to see it, although you won't be able to read any of it this way. If it's present, ABSOLUTELY DO NOT attempt to remove the sheet through the filler door opening. You'll almost certainly destroy it if you do that.

[Joe L.]

Re: 71 LT1 with M22 Transmission

Jerry-----

The worst part of dropping the tank is removing the exhaust system. Once that's done, all you have to do is to remove the spare tire carrier, disconnect the fuel line and fuel gauge wires from the tank, and remove the 2 bolts securing the straps. It's really quite easy.

It might be possible to remove the tank without removing the exhaust, but I've never done it without first removing the exhaust. Just removing the mufflers will do, providing that they are SERVICE mufflers with a clamped slip joint.

Before you do any of this, you might want to remove the fuel filler seal (boot) and peer in to the driver side to see if there is a tank sheet actually there. With a flashlight, you should be able to see it, although you won't be able to read any of it this way. If it's present, ABSOLUTELY DO NOT attempt to remove the sheet through the filler door opening. You'll almost certainly destroy it if you do that.

[Patrick H.]

Re: 71 LT1 with M22 Transmission

I find that the most difficult part of the tank process is not dropping it, but putting it back up in place.

Maybe if next time I flip the car over and use gravity to my benefit...

Patrick

[Patrick H.]

Re: 71 LT1 with M22 Transmission

I find that the most difficult part of the tank process is not dropping it, but putting it back up in place.

Maybe if next time I flip the car over and use gravity to my benefit...

Patrick

[Joe L.]

Re: 71 LT1 with M22 Transmission

Patrick-----

Re-installing the tank is easy. Just remove the body and you'll find that the tank will re-install so easily you won't believe it.

[Joe L.]

Re: 71 LT1 with M22 Transmission

Patrick-----

Re-installing the tank is easy. Just remove the body and you'll find that the tank will re-install so easily you won't believe it.

[Terry M.]

Re: 71 LT1 with M22 Transmission

As you know, Joe, that's how they put it in -- before the body went on.

[Terry M.]

Re: 71 LT1 with M22 Transmission

As you know, Joe, that's how they put it in -- before the body went on.

[Wayne M.]

Date Spread-- trans assy to final production

I'm also interested in what your tank sticker might show.

Just a mention on the assy. date of your M22 (Aug 13th, 1970) versus your car assembly (probably mid-Feb 1971). Total is 6 months; the limit accepted by NCRS (if they flight-judged the trans).

This could be possible, given the small 1971 MY demand for M22's at St.Louis. Would also depend on transmission inventory movement (FIFO, FILO) and some idea as to the number of the various 4-speed transmission iterations kept on hand [six ? -- close ratio [M21 and M22], and wide ratio; each with speedo drive gears for both low and high final drive differential ratios; (unless external speedo adapters used).

How much room did the plant allot for these transmission pallets ?

[Wayne M.]

Date Spread-- trans assy to final production

I'm also interested in what your tank sticker might show.

Just a mention on the assy. date of your M22 (Aug 13th, 1970) versus your car assembly (probably mid-Feb 1971). Total is 6 months; the limit accepted by NCRS (if they flight-judged the trans).

This could be possible, given the small 1971 MY demand for M22's at St.Louis. Would also depend on transmission inventory movement (FIFO, FILO) and some idea as to the number of the various 4-speed transmission iterations kept on hand [six ? -- close ratio [M21 and M22], and wide ratio; each with speedo drive gears for both low and high final drive differential ratios; (unless external speedo adapters used).

How much room did the plant allot for these transmission pallets ?