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Thread: Coolant Temp Sensor Help

  1. #1

    Default Coolant Temp Sensor Help

    I planned on starting my car for the first time after the swap tomorrow, but the temp sensor with the 1/2" NPT to 3/8" NPT bushing I needed to adapt it to the hole in the Weiand X-CELerator manifold is too tall and is blocking the upper radiator hose. The pass side port is needed for the heater hose. Any solution other than try to find a straighter water neck to miss the sensor? It's a SBC in a '69 Camaro. I live in the middle of nowhere, so not easy to find parts, ha ha. Thanks!

  2. #2
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    Is the port in the side of the head accessible? Sometimes with headers they get blocked.

  3. #3

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    Unfortunately, no.

  4. #4
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    Can you switch the heater hose to the driver side?

  5. #5

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    With a 90° 1/2" NPT x 5/8" hose barb possibly. That was plan B.

  6. #6
    Join Date
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    Quote Originally Posted by jfj85 View Post
    ...but the temp sensor with the 1/2" NPT to 3/8" NPT bushing I needed to adapt it to the hole in the Weiand X-CELerator manifold is too tall and is blocking the upper radiator hose.
    Would a 90° 1/2" NPT elbow resolve the problem? Also, there's a way to modify the 1/2" NPT to 3/8" NPT reducer so it's just a threaded adapter bushing that doesn't raise the installed height. The I.D. threads need to be further cut with a tap (so the installation is flush with the bottom of the CTS), and the O.D. threads need to be further cut with a die (so the installation is flush with the intake manifold). Don't cut the threads too much, check the fit often while using the tap & die. Lastly, cut off the hexagon flange so the finished product looks like this: https://www.industrialstores.com/pro...ushing-12-x-38 (Honeywell 390427B Reducer Bushing 1/2" NPT x 3/8" NPT). See posts #8 & #11 below for more installation details.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  7. #7
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    Quote Originally Posted by Danny Cabral View Post
    Also, there's a way to modify the 1/2" NPT to 3/8" NPT reducer so it's just a thread adapter bushing that doesn't raise the installed height. The I.D. threads need to be further cut with a tap (so the installation is flush with the bottom of the CTS), and the O.D. threads need to be further cut with a die (so the installation is flush with the intake manifold). Don't cut the threads too much, check the fit often while using the tap & die. Lastly, cut off the hexagon flange so the finished product looks like this: https://www.industrialstores.com/pro...ushing-12-x-38 (Honeywell 390427B Reducer Bushing 1/2" NPT x 3/8" NPT)
    I was thinking the same idea today. A fussy operator can make this work.
    Regards, Gary

  8. #8
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    Quote Originally Posted by Gaz64 View Post
    A fussy operator can make this work.
    That's a true statement, because it's a tricky operation. You need the hexagon flange to clamp it in a vise for the further tap & die NPT work, but then cut it off for final installation. You can "test fit" the external NPT threads with the hexagon flange still in tact, but the internal NPT threads must be "estimated" (because once the hexagon flange is cut off, there's no way of clamping it in a vise anymore). RTV silicone on the internal threads ensures it won't leak (and the CTS is still removeable), and Loctite on the external threads will permanently bond the NPT reducer bushing to the intake manifold. The finished product looks so much better than the typical ugly NPT reducer.
    May God's grace bless you in the Lord Jesus Christ.
    '92 Ford Mustang GT: 385" SBF, Dart SHP 8.2 block, TFS TW 11R 205 heads, 11.8:1 comp, TFS R-Series intake, Dominator MPFI & DIS, 36-1 crank trigger/1x cam sync, 160A 3G alternator, Optima Red battery, A/C, 100HP progressive dry direct-port NOS, Spal dual 12" fans/3-core Frostbite aluminum radiator, Pypes dual 2.5" exhaust/off-road X-pipe/shorty headers, S&W subframe connectors, LenTech Strip Terminator wide-ratio AOD/2800 RPM converter, M4602G aluminum driveshaft, FRPP 3.31 gears, Cobra Trac-Lok differential, Moser 31 spline axles, '04 Cobra 4-disc brakes, '93 Cobra booster & M/C, 5-lug Bullitt wheels & 245/45R17 tires.

  9. #9
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    Yes, that's it. Gary
    Regards, Gary

  10. #10

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    Very cool looking fitting. How do you screw it into the intake tightly with no hex?
    69 Camaro
    400 SBC, ProCharger D1SC

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