Messages

46

Restoration / Re: DZ motor mount to frame bracket bolt, washer and nut

« on: April 26, 2007, 05:20:32 AM »

From the AIM I find that the nut is a Marsden (locking castle type nut) and the washer is a heavy 1/8" thick unit. Under the RPO Z/28 section the left mount has a different assembly. What is different?

Did'nt it have the tie down ( which was recalled?) on the drivers side?

47

Restoration / Re: 1969 302 DZ Heads

« on: April 26, 2007, 05:18:48 AM »

I understand that but does the certi machine cut that extra material or is additional unshrouding necessary after using a certi machine?

I believe it is all about how it is set up- the answer being yes, maybe or no! The Certi machine makes cuts, not grinds so it is just another part ( step) of the operation, but might not be done if not specified ( sorry about the crappy explanation- its late!).The bottom line is it needs to be done if you go to 2.02, so see that your machinist knows that- the Chevy Power book says you need to go for a 2.34" total profile width. Also, David Vizard has an excellent book on working the -186 casting for performance.

Good luck-

48

Restoration / Re: Breaking in a motor

« on: April 24, 2007, 03:54:44 AM »

Does the Rotella 10W30 have the same additives as the 15W40? I thought the additives we need were only in the diesel grades. A lot of guys run 1/2 can of EOS at every oil change on the flat tappet motors. At least that is what they tell me anyhow.  Sam

The (API?) grades JohnZ listed will appear on the oil jug as he listed them, if the additive package IS the same- JohnZ's quote from above:

"I'd recommend one of the 15W40 CI-4 or CJ-4 diesel oils (Shell Rotella, Mobil Delvac, Chevron Delo, etc.)."

So if you choose another viscosity, look for those listed qualifications which indicate the appropriate additiives are present.

49

Restoration / Re: 3030 duntov camshaft

« on: April 23, 2007, 06:41:13 PM »

I'm still looking for that Comp Cam part# if anyone has it.

It's in my post on the 10th of April on this thread...specs and part numbers right from Comps website...you can compare and contrast to your hearts content.

For what it's worth...The old cam profiles may have faults by modern standards but f we wanted modern we'd be buying new cars and not rebuilding old cars.  The old cams, warts and all help give the cars their character -  Who wants an odd ball (and unique and storied) engine like the old 302 if it behaves like a modern 5.0?

I figured Gambitt missed it, so I just reposted the Info which I had incidentally just been looking at on the CC website. I guess everyone has a line they dont want to cross- but I figure on using stainless valves, bronze guides,studs and guidplates, non-leaded non- high octane fuel, Etc., my heads are ported 186's and I am useing headers- so as they say you cant go home, so to me looking at tweaking the Cam profile a bit is in order- but to each his own, I certainly respect that. The bottom line IMO, if you use the factory cam in the 302 ( or any worthwhile cam for that matter), have the guts to drive it like it was meant to be driven- nothing worse than a 302 being granny shifted at 5500 RPM...

Cheers-

50

Restoration / Re: 3030 duntov camshaft

« on: April 23, 2007, 04:08:34 AM »

If you do a search over at Camaros.net, and here, this has been much discussed! What I will offer is my observations from having studied this a little over the years...if you do run the factort Z cam, follow the lash instructions developed by members here and published as a Tech report. Get your distributor set up by Jerry MacNeish to run with your 302- I have done this and also sent him my 4053 Carb for overhaul. Do a search here and at Camaros.net for "302", and look for building and tune up hints- there are a good many. Finally, the 282S Comp Cam would lower the peak HP RPM, and perhaps change the character of the 302 by making it less "irritable", which is something I am not necessarily wanting to do! It has been '84 since my car was running, so all I can do is recall others experiences.

The threads and associated discussions with pdq67 are priceless- he IS the small motor advocate- you can search his Sig for topics.

Good luck-   

I'm looking for something for my engine which doesn't have a cam in it yet.  All stock 302 parts.  Anyone (maybe Jerry) have an opinion over all these cams described above?  Does any one stand out or is it just personal preference.  And what would be the difference performance-wise in these last three? (346s, 346s modern, and 282s)

51

Restoration / Re: 3030 duntov camshaft

« on: April 23, 2007, 02:17:21 AM »

What the difference in the modernized version?  Thanks!

It is on a 112 deg LSA vs 114 for the Fact Cam. Also has a little more lift, and an asymetrical lift and timing profile- which hopefully would indicate that they took the old Z28 Cam and improved upon its engineering, which is what DeskTop Dyno shows. I think it is Neal B who is running this cam- perhaps he or others can chime in. CC's description states " outstading power & and modern tight lash with the exhaust note of the GM 30-30 cam." I cant imagine that some improvements in valve event timing could not have been made over the years, without compromising ( but rather inhancing) the performance of a naturally cool 302. And, for the record, many have said they (CC) recommend the 282S grind for a quality replacement of the OEM 30-30. 

52

Restoration / Re: 3030 duntov camshaft

« on: April 22, 2007, 05:52:41 PM »

I'm still looking for that Comp Cam part# if anyone has it.

12-107-3 or 346S ( same cam),
Note that they also have a modernized version, 12-673-4 or N+ 30-30s , which I am considering, and I think at least one here is running. This is on P 146 of the cat.

Rob

53

General Discussion / Re: Camaro Hi-Performance Web Site Revamp

« on: April 21, 2007, 03:54:52 PM »

Thanks so much for your dedication to the hobby, the cool write up, and for hangin' out here- it helps keep me straight on why I love these cars!

Cheers-

Rob/ Texas

54

Decoding/Numbers / Re: VIN and cowl tag

« on: April 18, 2007, 11:36:18 PM »

No, the VIN and tag BDY Fisher body sequence numbers are two different things.There is some degree of corellation however. 

55

Originality / Re: 12 bolt brake line

« on: March 19, 2007, 09:35:58 PM »

Oh, I know- I just have one of those crappy copies that you cannot see very well! I think I have it figured out, so thanks anyway.

56

Originality / 12 bolt brake line

« on: March 19, 2007, 03:41:10 AM »

Could someone be so kind as to snap a photo of the bracket which holds the flex brake line to the rear end lines, and bolts to the rear end ( 1969 12 bolt)- and post it here? I am not sure of the configuration, as mine has been apart for over 20 years!

Thanks-

Rob

57

General Discussion / Re: 302 replacement piston options

« on: February 18, 2007, 06:23:31 AM »

Thankfully I have found a machine shop I am comfortable with in Dallas- this guy actually raced a '68 Z/28 in the 70's so a least speaks the language- and did not try to sell me the seats.

Jerry- you write we ( at least 302 owners) will read!

Thanks-

58

General Discussion / Re: 302 replacement piston options

« on: February 18, 2007, 12:24:45 AM »

The old L2209 reportedly had a dome of 0.220", 10.84cc + volume, which was why I was wondering about the SRP dome size.

Anyway, if the Ricks product is good- and it appears to be ( I certainly trust your word!) , then so be it. Heck, its got a great warranty.

As for tune, you did my Carb and Dist, I do intend to run 11:1 on pump premium, and I follow you and JohnZ's posts very carefully- I dont need to re-invent this stuff when others such as yourself are already getting excellent results.

Again, thanks for the quick responses, and for hanging out here in general.   

59

General Discussion / Re: 302 replacement piston options

« on: February 17, 2007, 08:13:43 PM »

Thanks Jerry for the reply- I am glad you are hanging out here!

I had overlooked the SRP 202890 product cause it seems to have a smaller dome volume than stock at 6.5 cc vs 10.8 cc NHRA Spec- but the spec sheet shows it to have a CR of 11.4 at "168" ( typo?) CC. What is up with that, or does it matter.

They show to be $499.00 at SUMMIT, so seem to be a good value relative to the Rick's HE piston.

So I guess you used the Rick's HE in Mr Sommers car? This level of performance is right what I am after.

I appreciate your comments!

60

General Discussion / 302 replacement piston options

« on: February 17, 2007, 06:28:44 AM »

As I move forward on my project, I have narrowed down the options for 302 pistons to those made by Wiseco ( Pro Tru forged), the TRW L2210 forged option, and the hypereutectic pistons offered by Rick's First Gen. I am a little intrigued by these, as I understand the hyperutectic design can offer some advantages, and the salesperson said that Jerry M. recommends them. I would love to have opinions/ personal experience, particularly from Jerry MacNeish. BTW, the car will run stock manifold, headers, and stock carb rebuilt and Dist recurved for 302/ pump gas by JM.

Thanks