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Messages - william

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Decoding/Numbers / Re: Tire date decoding
« on: June 21, 2006, 05:57:55 PM »
Nothwithstanding the probably hundreds of restored '69s with them there is no reason to believe ANY 69 was built with RWL Goodyear Polyglas tires.

Goodyear Wide Tread GTs, Firestone wide ovals [small letter] Uniroyal Tiger Paws were all used but only the Wide Treads are in repro.

Like the man sez don't even think of putting 37 year old tires on a car.

Originality / Re: Early 69 Z/28 wheels.
« on: June 19, 2006, 05:10:52 PM »
1970 Monte Carlo

Originality / Re: Correct shifter
« on: June 18, 2006, 05:05:20 PM »
My experience with Muncie shifters is based on 36 years of experience with 1st gen Camaros. I was involved with a Camaro business for 15 years and dismantled many factory Muncie shifters in a effort to acquire enough good parts to assemble a useable unit for a customer that just had to have one.

In that time I never saw a factory Hurst unit that needed more than cleaning and linkage bushings.

A nearby parts store had a sign:

"There are two kinds of oats. Fresh oats, and oats that have already been through the horse. The latter are much cheaper."

Muncie shifters have already been through the horse.

There are 3 architectures for 60s-70s big-block Chevy engines:

-oval port
These are general performance passenger car/light-duty truck engines offered in all displacements: 396, 402, 427, 454. They typically have 2-bolt mains, general performance hydraulic lifter camshafts, Quadra-Jet carbs on cast-iron intakes. Some early apps did use Holley carbs; some Corvettes had QJs on aluminum intakes. They are refered to as oval port because the cylinder heads have oval-shaped intake ports. Later 'smog' heads had smaller ports and are nearly worthless. Included are the 325hp/396, 350hp/402, 335hp/427, 360hp/454. Hundreds of thousands were made; intact and running they have value and are in demand largely from restorers, not widely used for racing.

-rectangular port
These are special high performance passenger car engines offered in all displacements: 396, 402, 427, 454. Never used in trucks. They had 4-bolt mains, high-performance solid lifter camshafts, Holley carbs on aluminum intakes. They are refered to as rectangular port because the cylinder heads have large rectangular intake ports. Some versions had aluminum heads. Included are the 375hp/396, 375hp/402, 425hp/427, 450hp/454. Fairly limited production; intact and running any one of them is quite valuable because so many were used up racing.

Some truck applications used a cylinder block that had 0.400" taller deck heights to accomodate truck-only 4 ring pistons. This means standard bb intakes and other parts do not interchange. There is a 366 cubic inch version that is absolutely worthless; other versions may have some value to racers. They have no value to restorers.

With the huge selection of aftermarket blocks/heads and Chevy crate engines, rebuilding and modifying a used up engine no longer makes much sense.
Figure out what you have; price accordingly.

Originality / Re: Correct shifter
« on: June 13, 2006, 01:54:35 AM »
Actually there is a way to have your cake and eat it too.

An original "MUNCIE" lever can be reworked to fit a Hurst shifter. Takes some patience as it is case-hardened. I'm not certain the Camaro lever works the best for this but there were a number of MUNCIE handles for various applications.

Originality / Re: Correct shifter
« on: June 11, 2006, 01:00:54 AM »
Inland Mfg was a supplier to the auto industry and manufactured the infamous "Muncie" shifter.

It had a number of design, engineering and manufacturing inadequacies, the most egregious being that it was not mounted on the transmission but to the trans crossmember. Under hard acceleration the engine/trans would twist slightly causing the shifter to bind. After a few hard shifts the knob mounting stud would snap off, perhaps sending your hand into the dash. With age the reverse slider, all of 1/8" thick at the gate, would break and rotate forward preventing shifting to reverse. Even when new neutral was hard to find. Cars built with a console had the shifter area covered with a black plastic plate that moved with the shifter. It would rattle and was immediately scratched and worn.

Just about every period magazine road test of a 4-speed Chevy complained about the shifter. If I bought a flawless original 67 or 68 Camaro that still had it I would remove it.

POS = piece of crap

Originality / Re: disc brake rotors
« on: June 10, 2006, 02:31:17 AM »

Originality / Re: Correct shifter
« on: June 10, 2006, 12:09:02 AM »
No Hurst shifter '67 or '68. Should have the POS Inland shifter with the "MUNCIE" embossing on the lever.

Finding all the parts, rods, levers to put an original shifter together will be difficult.

Restoration / Re: 1969 z/28 connecting rods
« on: May 29, 2006, 03:21:09 PM »
Others with more knowledge should jump in.

First of all "pink" rods are not all that special. They are standard sb forgings shot-peened to eliminate stress risers and then magnafluxed to check for cracks. They were then coded with pink paint to differentiate them in production. In addition to the processes mentioned mid-68 and all 69 302 rods were machined for full floating pins. All 67 and early 68 302 engines had press-in pins. I believe 70-up LT1 engines used press-in pins.

What I do not know is if pistons designed for floating pins can be used with press-in pins.
If not you may have 67 style pistons. Standard bore 69 302 pistons were out of production for some time and perhaps the engine was simply rebuilt with 67s. Or, worst case, it is no longer a 302.

If this is a restoration-rebuild I wouldn't concern myself with having correct "pink" rods with full-floating pins. If the engine is to see hi-perf usage there are aftermarket rods way better than the stock stuff. We did a 69 302 rebuild from scratch almost 20 years ago and the rods we found back then were junk.

Decoding/Numbers / 1969 Camaro SS L78
« on: May 23, 2006, 11:42:47 PM »
Over 20 years ago a friend stored a Garnet red L78 car at my house, eventually selling it there. I have discovered the original vinyl bag with owners manual and warranty folder with protect-o-plate.

The VIN was 124379N655xxx. It was sold in the early 80s from an ad in Old Cars and may be in Michigan.

If this sounds familiar, get in touch.

General Discussion / Re: Walnut or Rosewood??
« on: May 17, 2006, 02:55:35 AM »
The change from Walnut to Rosewood for the '69 N34 wheel took place late in November 1968.

Originality / Re: 69 Woodgrain horn shroud
« on: May 15, 2006, 01:46:55 AM »
3972735 was the last GM part number for a black shroud with woodgrain insert. Other colors would have had different numbers.

Originality / Re: 1969 spare wheel
« on: May 09, 2006, 05:05:29 PM »
Would a 69 SS equipped with 14"x 7" wheels come with a 14"x6" spare wheel? What color would the spare wheel be?


All 5 wheel/tire assemblies matched unless the car was ordered with N65 space-saver spare, available only with 14" wheels.

Decoding/Numbers / Re: Impossible to document?
« on: May 06, 2006, 07:12:21 PM »
Many if not most surviving musclecars do not have original paperwork. Mine did not and it never bothered me.

Working the other angle I acquired a lot of '60s paperwork from a Chevrolet dealer, only a few of the cars seem to have survived.

The paint is interesting. This is the 2nd Z/28 I know of with - - paint due to
non-standard stripe color, the other being Le Mans blue with black stripes.

Even if you had the OE window sticker or invoice all it would state is "special paint".

Decoding/Numbers / Re: Impossible to document?
« on: May 06, 2006, 05:08:00 PM »
Van Nuys built 69s [L VIN] often have a Broadcast Sheet taped to the top of the fuel tank.

Check it out.

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