[Amc-list] Detailing issues Page 3

[Don Johnson <donjohnson@xxxxxxxxxxxx>]

      wiper motor details: 
       
      Wiper motor housing- cylindrical casing was zinc dichromate (yellow) as was the wiper motor mtg plate- connects to firewall.  End cap on the motor (brushes are here) was clear zinc.  The gear housing on the other end of the motor (this screws to the mtg plate) is a natural zinc die casting- grayish/silver colored.  The switch plate, where the wires attach (this screws to the gearbox housing) is clear zinc and has a white or tan bakelite looking plate on it where the wires solder to terminals.  All of the screws and washers on the motor assy are either clear zinc or natural.  The 2 long #10 screws that hold the motor together are clear zinc, the 2 flat head screws that hold the stators to the motor case are clear zinc.  The short screws that hold the switch plate to the gear housing are either natural or clear zinc depending on the year and are a slotted fillister head self tapping screw.  The short screws and washers that hold the motor to the mtg plate are clear zinc.  The output arm from the back of the motor is phosphate finish on the OE motors and yellow zinc on later "NOS" motors made after 1972. 
       
      Most of the cylindrical casings had codes like A11, Z11, etc stamped into them. I haven't figured this out; does not follow usual date code convention AFAIK.   
       
      There is a date code inside the gear box housing.  I have several and cannot find any correlation or pattern between it and the numbers stamped onto the motor casing. 
       
      The wire harness to the switch is four wires arranged in a piece of heat shrink tubing.  The harness is totally flat with each wire next to the other; none of the wires were wrapped around each other on any of the OE harnesses I have seen.  The wires are always in the same pattern as far as how they are grouped by color inside the heat shrink tube.  It is possible to make a duplicate of the OE harness if you have some patience: all you need is 16ga stranded wire in red, black, blue, yellow and the heat shrink tubing. 
       
      There is a gasket to seal the wiper motor to the mounting plate, and also a gasket between the mounting plate and the cowl.   
       
      The washer nozzles are clear zinc and have a unique ribbed rubber hose that connects them to a plastic tee that mounts on the firewall/cowl.  IIRC, the hose that runs to the electric washer pump is smooth OD and is slightly larger than the hoses that run to the washer nozzles.  The nozzles seal to the firewall with small gaskets.  The hardware that mounts the nozzles and tee to the cowl are clear zinc plated and are either pan head phillips sheet metal screws or hex head sheetmetal screws.  The ground wire for the washer pump is connected to the sheetmetal with a hex head sheetmetal screw. 
       
      The under cowl linkage and drive arm on 1968s is olive zinc.  In 1970 the linkage was still olive zinc, but I have been told that the drive arm to the motor was a black/gray phosphate finish.  Something strange is that on original cars, the drive arm that connects to the motor seems to be bare metal, where it is usually rusty, while the linkage still has the olive zinc remaining.  But, I have a 68 linkage that has been off the car for 30 yrs that clearly shows the olive zinc on the drive arm. 


     
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Cooling System Details pt I 
 
In '67 and "early" '68 AMC used a "long shaft" water pump.  If you look in some early road tests where they modded the engine and it is apart you can see the long shaft water pump; it is very obvious.  I don't have the info handy, but the early long shaft WP has a distance of something like 5.7?" from the gasket surface to face of hub where the fan (or fan spacer) mounts, and the "later" WP is at ~4.5", so they are very different.  The pumps may have changed again after 1970, but that's another topic.  You will occasionally see a long shaft WP on ebay; they were probably rebuilt 35 yrs ago and sitting on a shelf since then. Supposedly AMC had a lot of problems with rapid bearing failures with the long shaft pumps and redesigned the system for shorter shaft pumps.  When I look at the long shaft WP I wonder "what were they thinking?"  When they changed to the short shaft WP they came out with a different WP pulley (it is narrower or shorter than the originals since the WP shaft was shortened) and also a new fan spacer and sold them in a kit including the bolts.  According to the parts book the short shaft WP installations began in 1968 at car number E-049017.  This is fairly early in the model year, probably Dec '67 or January '68, so very few production AMXs should have had the long shaft pump (none?).  The long shaft WP was "removed" from the parts list so that after a certain time, all you could buy from AMC was the short shaft WP and then you needed to also get the pulley and spacer kit so that it would work.  I have a NOS long shaft pump, in the Rambler box, and it is PN 3209692, which does not show up in either the 67-72 parts book or the AMX/Javelin parts book.  The only difference is the shaft; it uses the same casting.  The casting number on the OE housing is 3181706, it is at the "top" and it is very light and will be read upside down as installed on the car.  The earliest water pumps used a cast iron impeller, then they later used a plastic impeller; rebuilders install a stamped steel impeller.    
 
Pulleys: 
Early "wide" pulley 3.50" tall 3186331      
Later "narrow" pulley 2.31" tall 3193354 
  
7 blade flex fans, With Heavy Duty Cooling (WHDC):  
1968: 3185020  
1969: 3195201  
1970: 3197749  
  
The 1968 fan does not have the AMC PN stamped on it.  It does have a PN, but I assume it is a vendor PN.  It has a date code using the format A68 for January 1968.  This info is only stamped in one place, where the metal is folded over near the blade.  On the later fans it is stamped much larger, and near every blade.  68s used only three rivets per blade and the 69+ fans used 4+ rivets to hold on each blade.  
  
The 1968 flex fans were copper plated and then dipped in semi-gloss black paint.  
  
Spacers:  
A lot of different thickness fan spacers were used; these are extruded aluminum and bare when installed.  
68/9 3193384 1.22 thk  
69 3190510 1.50 thk (for three rivet fan with 5.88" fan blades)  
69 3195409 1.75 thk (for three rivet fan with 6.25" fan blades)  
70 3190510 1.50 thk, Less HDC (LHDC)  
70 3195409 1.75 thk, WHDC (with HDC)  
  
The original spacer on my '68 is 1.13 thk.  The one in the pulley changeover kit I have is 1.22 thick.  
  
Shrouds:  
68 WAC used the metal shroud, 3185973  
68-70 WHDC used the metal shroud, 3185973  
69-70  WAC used the fiberglass shroud, 3194548, superseded by 3216095  
  
On 68-70 cars Less AC and Less HDC (LAC, LHDC), no shroud was used and a 5 blade non-flex fan was used.  
 
Hoses:  All of the OE hoses were molded (less the heater hoses with the valve on the intake manifold) and had some type of inking on them.  The upper radiator hose that was installed at the factory is not inked identical to what was sold at the dealers.  The factory installed hose is inked "AM RAD >" where this indicates which end of the hose faces the radiator.  This is because the ends are the same diameter and can be swapped at installation.  The lower hose has different diameter ends and cannot be swapped at installation and does not have this marking.  I have an OE used 68 AMX upper hose and it does not have a PN inked on it but does have the "AM RAD>" marking.  The lower OE hose from the same car is marked with the AM script and the PN.  I have never seen a NOS upper hose with the "RAD>" inking on it, I have several AM logo NOS rad hoses, yet every 68-70 road test with an underhood picture has this "RAD >" marking.  Both the upper and lower rad hose had a stripe inked on.   The bypass hose had the PN and group number on it along with the AM marking and a stripe.  The heater hoses were also inked.  OE heater hoses: 69 and 70 were date coded using the format 09208 for 9/20/68, and also included a PN and probably a stripe inked on (can't remember).  In 68, the 5/8 one has a PN and group number but no date code and the ¾ one has a yellow stripe and again no date code and also no part number.   
Cooling System Details Pt II 
 
Clamps: The radiator hose clamps were by Wittek and were the "tower" type.  The upper hose used two 2" clamps and the lower a 2" and 2-1/4".  The clamp metal was galvanized and the screw and captured nut were clear zinc.  The bypass hose usually used a 1-5/16" tower clamp at the water pump and a corbin (round spring wire) at the thermostat housing.  The heater hoses used a changing combination of clamps over 68-70.  68s used a tower (I think, maybe a #7, I'm going from memory) and a corbin at the heater core, a wittek #7 (side screw type) at the heater valve, and a tower at the water pump.  Other years used different combinations.  The wittek tower clamps are dated 3/67 for third quarter 1967.  The "#7" clamps were not marked with a date code, only "Wittek Chicago, IL" and the "7" 
 
The original heater valves that screwed into the intake manifold were clear zinc (as were the firewall mounted ones).  They (intake manifold ones) are very similar to the yellow zinc ones you can buy today except the assembly tangs are oriented differently with relation to the outlet nipple.  I have seen partial stampings on the top of the OE ones, this might be a date code, but I have not seen a complete stamping to see what it means.  There is also a patent number stamped on the top, the "date code" stamping is much larger. 
 



      coil bracket- clear zinc 
       pulleys - semi-gloss black  
       'z-bar' of alternator bracket - semi-gloss black  
       rest of alternator bracket - engine color  
       exhaust manifolds - natural  
       AIR Tubes (manual cars) - engine color    
       oil fill tube - engine color, 390's have shiny breather. formed hose to air cleaner  
       AC compressor bracket (mouting)- natural  
       AC Compressor support braket - semi-glossblack  
       AC Compressor small L-shaped bracket - semi-gloss black  
       AC compressor -  I have seen them black and silver 
       AC Clutch - seen both ways as well  
       Dist. Clamp - natural  
       throttle bracket, bolts - galvanized or zinc with zinc hdw  
       air cleaner - gloss black, chrome lid for 390, wing nut 'chrome' on 390,  Also, there are two air cleaner bases for 70, one is an open tub like the 68/9, and one with a baffle around the inlet, to quiet intake air noise, I believe the baffled version was for the non ram air cars.  
       Stove pipe - engine color - two styles, auto & manual  
       PS pump - (from Tom B & Steve P) the cast iron body of the pump is a natural cast finish. The bowl, cover, and brackets are semi gloss black.or automatic shift cars the pulley is a stamped steel piece that is painted semi gloss black.  The bolt that holds it in place is natural.  There is a large hex head on the side of the pump.  This should be natural.  
       large PS aluminum bracket - natural  
       fuel pump - natural  
       sending units - not painted  
       valve covers - should have small bolts with semi-circle washers on the exhaust side, larger 1/2 head size bolts with washers on the intake side. These are plated  
       Intake - The center bolt holes have a smaller wrench size bolt in them since the area is tight. the bolts should be engien color.   
       Thermostat housing - natural, 70 has two syles, early shouldn't have any extra ports. Bypass is held on with corbin clamps, but the upper hose is tower clamps (and please don't put the upper hose on upside down! I have seen this in cars in magazines! a pet peave of mine!)  
       brass fitting for rally pac should be natural - both on intake and block. Rally Pac junction at oil pressure switch is: large octagon fitting painted engine color, natural brass extensio tube, natural brass T fitting, Rally Pac sender and light sender. Light goes on the run, gauge off to the side (There are also metal strap clips that were included with Rally Pacs to bundle the wiring with the original wiring harness)  
       fan - semi-gloss black, spacer natural  
       heater control valve - clear zinc 
       Distributor - base is natural, black DR cap. 70 had two styles, dual and single diaphram. Dual diaphram came later in the year. Clamp is natural 
       most bolts that bolt pieces to engine are clear zinc. 
     
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