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46  Camaro Research Group Discussion / General Discussion / Re: 1967-1969 Chevrolet Camaro SS Campbell Ad Agency Proposal Mockups for Ads - INFO on: March 11, 2015, 01:02:54 AM
The 68's pictured were all used in the same angle posed in the 68 Dealer Album.
47  Camaro Research Group Discussion / Originality / Re: Trunk Lid Identification on: March 08, 2015, 02:02:46 PM
John stated there was only one deck lid supplied to the plants... that is until the Firebirds started being phased into Norwood from Lordstown with Trans Am spoilers not covering the lower emblem hole sets- all these had influence on the phase out of pre-punched deck lids.
48  Camaro Research Group Discussion / Restoration / Re: Which was done last, Cowl white or firewall blackout on Z on: March 08, 2015, 01:56:27 PM
If I am understanding this, there shouldn't be primer over the paint. So this over spray shouldn't be primer. Eddie believes this is stripe over spray.

Yes that is correct it is stripe over spray, there is a picture in Jerry's book which shows a 69 Z with a completely white firewall from the wiper well white out.
49  Camaro Research Group Discussion / Restoration / Re: Which was done last, Cowl white or firewall blackout on Z on: March 06, 2015, 02:36:17 AM
No, it appears that there is a black (more DEEP chocolate) paint or some type of coating applied before the grey primer and before paint, thus would have been before any final finishing, some cars do not appear to have had a final black out done to the firewall.
See it here under the gray primer and black overspray.

50  Camaro Research Group Discussion / Restoration / Re: Which was done last, Cowl white or firewall blackout on Z on: March 05, 2015, 05:30:29 PM
That's Ed Montini's 1100 mile Fathom green car, it is a late build and has the retrofit left hand motor mount with the long bolt and bracket.

He said that he was reluctant to do the firewall like he found it, however after seeing the discussions on it's originality he went for it...

Here is a picture of his car at the 13 Muscle car nationals in Chicago, it was right beside the 68 Z28 conv.

If that is what you wanted to see...

51  Camaro Research Group Discussion / Restoration / Re: Which was done last, Cowl white or firewall blackout on Z on: February 26, 2015, 08:57:21 PM

James,  can you be more specific about 'what' was painted 'where' (fisher or assembly plant) and why you believe that (ie. evidences which support that?)...

There was some type of black primer applied before the body color was sprayed. I'm not saying more was not sprayed later, just saying at minimum one layer of black was on the firewall was there before body color paint.
When I find the color written in grease pencil on the firewall there is black under it, the color was not written after the car was painted.  
The gray at the top of the photo is the factory gray primer.

In the above photo you can see how the peaks in the brush on sealer shielded the white from overspray. The dash semi gloss and the dash suede were clearly sprayed after the white for the wiper well as evidenced by the over spray patterns.

Here is an early one owner survivor LA car, 71 in grease pencil over the black.

At the top you can barely see some metallic silver

The fine specs are not dust they are silver over the black, I checked with a jewelers loupe.

Here is a gold black striped Z. with original paint, The gold mist is down over the firewall black.

Here is another unrestored LA car, look behind the engine, orange paint all over the firewall (over the black).

52  Camaro Research Group Discussion / Restoration / Re: Which was done last, Cowl white or firewall blackout on Z on: February 25, 2015, 04:45:59 PM
It was done at fisher for Norwood cars.
This was extensively discussed a few months ago in reference to a Daytona Yellow Z28.

The last picture here shows the gray primer with the body color running over the top of the firewall.
53  Camaro Research Group Discussion / Restoration / Re: Restore cruise servo finish on: February 24, 2015, 02:43:04 PM
It won't remove paint or plating which is properly adhered to metal devoid of corrosion.
If you have tiny rust blooms and rusty hair lines it will remove the paint in the areas raised by the rust, if you can take a credit card edge and drag the corner by scraping the hair line you may see the extent it will remove the paint.
Rusty hair lines in the paint will double or triple in size and a pin point will become a 1/16-1/8" dot.

The paper towel trick works exceeding well.
54  Camaro Research Group Discussion / Restoration / Re: Restore cruise servo finish on: February 24, 2015, 10:35:00 AM
Evaporust will not hurt intact rubber(as long as it is not cracked and brittle now it should be ok.) if you are concerned with the vent holes find some wooden dowels and plug the holes.
The ink stamp, I personally would position the diaphram with the ink stamp out of the solution or use a piece of tape to cover it.

Here is a window track which had similar corrosion, the line where this was submerged in warm(80deg) evaporust for 2 hours is clearly viisible.

55  Camaro Research Group Discussion / Restoration / Re: Restore cruise servo finish on: February 24, 2015, 09:58:01 AM
I think you would be amazed at how nice that would look if you plugged the two vacuum ports and submerged it in Evaporust or Safest Rust remover for a few hours.
56  Camaro Research Group Discussion / Decoding/Numbers / Re: Another 1969 Z28?? on: February 23, 2015, 01:16:34 AM
I think the pad is original.
What is the story on the VIN derivative being on the rough casting in Sept, are there more of these noted?
57  Camaro Research Group Discussion / Decoding/Numbers / Re: Another 1969 Z28?? on: February 22, 2015, 01:33:15 AM
I should never say never...
I am going to assume you mean the vin derivative has been documented by McNeish as a real stamp, not just the car is documented as real.

Would that be a 10A?
I had never heard of any stamping down on the rough casting before mid December prior to today, and every VIN derivative I have ever seen on a LA car was on the deck regardless of build dates from September through June.
I don't know how I missed that bit of information. at least it gives another place to check.
I have a friend with an early LA Z28 (October) I will tell him to check that location as well.

So what is the earliest the Vin has been found on the oil filter boss?
And from which plant?

Was there a reason for Van Nuys to move down then back to the deck before December?
Did Norwood do something similar?
58  Model Specific Discussions / Trans-Am Camaros / Re: For All of You That Want to Own A Trans Am Race Car on: February 21, 2015, 09:18:51 PM
Given the scarcity of real Trans Am cars remaining I can't imagine too many accidents which would lead to any of these cars not being repaired. It may not make sense to pay someone to fix a really badly damaged car however a skilled fabricator with time and desire can rebuild near any race car.

What are the annual costs to campaign a big bore car competitively in Vintage if you ran Laguna Seca as well as 4 other bigger Vintage events east and west coast?  Not factoring blown up engines or wrecked cars.
10k per race lodging and travel all included?

If you have an accident and put the car on a frame machine, one side front suspension and complete front sheet metal, radiator, what is the repair bill?  10k

I would think that getting the car repaired in a timely fashion or even securing a spot at a repair facility would be more of a concern than a 10-20k repair bill.
59  Model Specific Discussions / Trans-Am Camaros / Re: Breaking-in of Race engines? on: February 20, 2015, 09:21:35 PM
1990-1992 I apprenticed myself 4 hours a day to a race engine builder who worked with Les Ritchey and built the Cammer's for Gas Rhonda etc, his name is on the side of Gas Rhonda's car below Ritchey's. Cliff Brien

Combined Gary and Al have the procedures pretty much outlined for race engine prep, block prep, remove all flashing and irregularities from all the galleys, smooth the lifter valley, we epoxied screens in the returns, clean and round all edges, leaving no places for stress risers to form. The piston tops we rounded all sharp protruding edges, then dressed piston tops to help them take on a nice even coating of carbon, when the engine was assembled the piston tops looked for lack of better word "soft". Having pulled down many of these engines for freshening I can attest to its efficacy in achieving an even carbon coating which I was taught helps to insulate the piston crown. The smoothing of the sharp edges in the combustion chamber and piston crown are to mitigate detonation as sharp points can retain heat and become sources for pre-ignition. Detonation is two or more flame fronts colliding within the cylinder.

Surface the main caps and then line hone, as stated a solid bottom end is paramount to longevity and thus performance. You can go to billet splayed main caps (common in high po engines). We ran Callies non twist crankshafts and carillo rods exclusively along with zero gap rings, check your lifter bores, we used to go oversize then bush with bronze. All custom designed camshafts, if you can run a solid roller, DO.
Most of what we did were circle track engines with few monetary restraints some using exotic strokes and bores, titanium valves, whatever we could do to exploit class rules and maximize performance within the class, we did some drag racing and road racing builds from time to time, however the day in day out stuff roundy rounds.
Bracket Racing screwed up class exploitation.
Our engines completely assembled could be spun over with 7-9# of torque most of our competitors were 20#plus. Plastigauge and close enough are never ok. We used bore mics to measure ID's and std mics for OD's  everything was meticulously measured over and over. Cleanliness is next to Godliness in race car prep. 

WE fired all our engines, broke in the camshafts for 30 min, pulled the oil filter cut them open checked them, put on another filter ran for another 30 min and pulled it, if no large or excessive metal shavings were present they were ok'd going to run the normal race schedule, perhaps that evening.
We would be at the track if it were a new customer or maybe a big new build for a new race car where we were doing the carb setup, the dry sump, the ignition. The majority of the time when dialing in a new setup the customer rented the racetrack, that way we, along with their chassis guys could spend a few hours dialing everything in.

The road racing engines were mainly 260 280Z  straight 6, also callies cranks and carillo rods.
60  Camaro Research Group Discussion / Originality / Re: Crayon Mark on Inner Heater Box on: February 20, 2015, 09:15:50 AM
Top right on the gas tank...

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