Where am I so far???

My intentions for the Winter 2012 repair schedule have changed radically and unexpectedly in the last few weeks. So I decided to see what has been done vs. was intended. 

As originally intended:

1. Replace engine mounts - DONE
2. Replace catalytic converter - DONE
3. Replace muffler heat shield - DONE
4. Test and recharge A/C system
5. Change belts and tighten - DONE
6. Flush transmission fluid
7. Install clutch bleeder kit, flush clutch fluid - INSTALLED, NOT BLED
8. Oil change
9. Test otterstat - DONE/REPLACED
10. Fix luggage compartment latch
11. Fix rear louvers latch
12. Replace engine light switch
13. Replace rear fascia
14. Replace vacuum cap on charcoal canister - DONE
15. Recondition steering column ends
16. Replace seal cap on passenger side, lower body
17. Lower rear springs - DONE
18. Flush cooling system and refill - DONE

Unexpected/added tasks:

1. Tighten all coolant hose connections - DONE
2. Replace water pump - DONE
3. Replace cracked muffler bracket - DONE
4. Acquire longer M7 bolts for A/C idler pulley attachments - DONE
5. TimeSert stripped threads in timing cover at A/C idler pulley - DONE
6. Clean engine "valley" due to coolant leaks - DONE (TWICE)
7. Replace sparkplugs - DONE
8. Replace sparkplug wires - DONE
9. Replace distributor cap - DONE
10. Replace rotor - DONE
11. Clean fuel injectors
12. Replace injector seals and clips - DONE
13. Replace fuel filter - DONE
14. Replace Control Pressure Regulator - DONE
15. Clean Idle Speed Motor
16. Replace all o-rings and gaskets on intake manifold
17. Replace all bolts on cross-over pipe - DONE
18. Re-secure T-roof panel

And all the other repair BS...

The wrestling match with the cooling system was just the main epic struggle over the past few weeks. There have been a series of ancillary battles taking place on the periphery. Joe and I went to install new A/C and alternator belts, but quickly discovered how easily the holes for the bolts in the timing cover like to strip threads! The first hole to strip was the lowest one on this assembly...

You may also notice a bolt-less hole to the right of the upper pulley wheel. That hole also stripped out, and those threads were past the timing cover in the engine block itself! What to do, what to do...

For the lower hole, I purchased a Time Sert thread repair kit (on the left in the photo below). The $70 was steep, but best to do it right. For that hole in the engine block, Joe fortunately determined the hole was deeper than the bolt was long, so I ordered special long-threaded M7 bolts from a company in England via Ebay (in the right of the photo).

 
I discovered that my DeLorean was missing the crucial A/C belt tension bolt that would make the whole process much much easier, so we restored that part to the assembly as well.

Joe and I also had a hell of a time with a clutch bleeder cable that is supposed to make bleeding the slave cylinder easier in the future. The cable seals came undone during installation and the cable leaked hydraulic fluid into the valley of death. Ugh. Special-T-Auto sent a replacement that was much better quality. That has now been installed.

Another task involved lowering the rear shocks. Ever since I installed them last winter with the front now on lowering springs, the rear looked way too high off the tires. I ordered some shock adjustment spanners from Jegs and muscled the shocks down half an inch each.

Joe and I also replaced the sparkplugs with Bosch Platinums, the fuel injector boots and clips, the distributor cap and rotor as well as all of the sparkplug wires...

We also completely replaced the 30-year-old catalytic converter with a heat-shielded one from Special-T-Auto, replaced a cracked muffler bracket and all the rubber bushings around the muffler.

Overall the engine bay is really starting to come together again. Enjoy the before and after (so far) photos below...

We've Got Pressure!!!! FINALLY!!!!

A series, nay--A saga of setbacks have plagued 6239's resurrection from Winter 2012. Only stands to reason given that 2012 didn't have a winter at all. The coolant flush and refill from the flooded valley ended in a further disaster when Joe and I learned the water pump was kaput. So the whole system had to be drained and the water pump removed, which re-flooded the valley. The bolts were so rusty on the back of the pump, one snapped and the rest were toast. After getting a new water pump from DMC Houston and new bolts for the pump from an online Volvo parts warehouse, Joe, Jeff and myself reassembled the water pump and tried again.

The pump was missing a plug bolt that I had to reacquire. I snagged one from Voluparts here in Atlanta and another was graciously sent my way by DeLorean restoration facility DPI.  Unfortunately, no matter what I did, the plug bolt would "weep" coolant when under pressure. Not good, and no matter what I tried, it wouldn't seal.

So after the fifth failed attempt, I ended up punching a hole in the garage wall...

Then I said to hell with it and broke out the teflon tape and Permatex...

The moral of this story is even brand new parts on a DeLorean can give you a terrible time. Be ready mentally for anything, otherwise your drywall will suffer. It was an admittedly glorious moment when the system held pressure without any leaks!

DeLoreans will also teach you how to make your own tools. That plug bolt sits in a tight cradle on the pump that a typical ratchet and a box wrench have an impossible time getting into. So I ran out to Northern Tool and grabbed a long 19mm socket, then took the Dremmel's grinding wheel to it to taper the end so I could get it into the space.