After some helpful comments in another thread related to bolt orientation for the steering rack and LCA bolts on the Coupe, I ended up reversing my original orientation. The power steering rack is a few inches from the radiator aluminum, but not enough the get the long bolts holding the rack in to come out when put in from the front of the car like I had. Similarly, the front LCA bolts are right up against the radiator aluminum and would have the same issue. I reversed those at well and the bolts are very close to the radiator aluminum, but not touching. It will still be a royal pain if I ever have to remove the LCA, but at least it will be possible to do without taking half the car apart now.







My next senior moment came while I was working on more of the A/C system. I powder coated the FFR supplied bracket pieces and figured out where the drier would mount. Then came the issue. As I looked at the A/C instructions, the drier looks different than what I received. That isn't usually cause for concern, but when I looked at the drier, it didn't look like there was a port to mount the trinary switch to. The location that it would go had hex-heads that looked to be cast into the drier, and not removeable.



So, before assuming I could just put a wrench on the hex and unthread it, I wanted clarification that this was the case and I wasn't going to break a cast part by trying to wrench a non-moveable head loose. After a call to Vintage Air, who makes the drier, I was assured that the hex-heads were in fact threaded parts and that they just had paint applied after they were installed. The technician helped me confirm the flow for the Coupe application and warned that a lot of people assume the label should point to the exposed side of the drier, but that may not be the case. The "out" port goes to the switch on the evaporator and the "in" comes from the condenser. With that clear, I mounted the trinary switch to the drier and mounted that to the frame and connected the A/C harness wires.



I also connected the power, ground, and fan wires inside the car. The thermostat wires that will pass through the top of the foot box are still not connected, and the compressor connection will be made once the engine is in the car.