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Author Topic: FIA homologation : 1st gen Camaro in Trans-Am and International racing 1968-72  (Read 8579 times)
eb911
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« on: March 18, 2014, 11:41:08 AM »

I have recently purchased an ex. A-Sedan Camaro (1967) that raced continuously from 1972. I will enter it this season iin a new championship in Europe against the mighty BMW CSL, Ford Capri Cologne, Escort Zakspeed ...

As to get the FIA homolgation on the car, I need to prove that the elements fitted on the car today were used in period. That's where I need some help from you guys especially for the following items :

- Would someone have a picture of a dry sump system used in the 12 hours of Sebring or 24 hours of Daytona on a 1st gen Camaro between 1968 and 1972 (I known dry sump systems were allowed by the SCCA from 1971 I think)

- Front sway bar and upper A Arms : would you have any pictures of these items used in the 68-72 period ?

- Transmission oil cooler : was it used in period ? any period picture ?

- Aluminium radiator : would you have any period pictures of it beeing used during international racing in the 1968-72 period ?

Many thanks for your help.

Eric
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satman
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« Reply #1 on: March 18, 2014, 07:26:59 PM »

We ran our 1967 Camaro at Sebring and in the Trans-Am ............... As far as I know all the competitors ran stock A arms with solid bushings and we had an 1 1/4 " stock sway bar Corvette aluminum rad and aftermarket oiling system
http://satman.typepad.com/photos/the_transam_series/001.html
Al Richards
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Jon Mello
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« Reply #2 on: March 18, 2014, 11:26:29 PM »

Thanks for posting. We'd enjoy learning more about the car you have, who drove it originally, if you plan to restore it as it was back then or if you are doing it in your own livery, etc.

I'm not sure that I have photos of a dry sump on a Camaro engine from back then. I'll have to do some looking around when I have time. You might try looking online at Dave Friedman's photos at the Henry Ford Arte House.

Transmission oil coolers and differential coolers were used in that era by some teams but certainly not all. It is hard to find pictures of components like these but if you look in the SCCA rules I have posted, you will see that they were allowed. I will try and look for some articles on European raced Camaros to see if they show some details. They might.

The Corvette aluminum radiator would typically be the one a Camaro team used.
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Jon Mello
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eb911
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« Reply #3 on: March 19, 2014, 02:53:17 AM »

Thanks guys.

I have looked into the SCCA rulebook which has been very helpful. But for the FIA rules are not enough, you have to provide evidence that a given system was used in period on the same car in International racing. Not easy.

My car has been raced in period by Earl Hurlbut (1971-77), Chip Boatright, Chris Peterson, Dan Vetrock , Dave Guertin.

The car is currently beeing refreshed and engine is out. I will post pictures once it is ready, hopefully within one month.

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Jon Mello
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« Reply #4 on: March 19, 2014, 08:43:11 AM »

I have an article on Frank Gardner's '67 SCA Freight Camaro that shows a small block with 4 Weber carbs and it might also show a dry sump system. I'll have to see if I can dig that out.
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Jon Mello
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eb911
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« Reply #5 on: March 19, 2014, 10:15:09 AM »

Would be interesting to see this article. Problem is Gardner's Camaro was wild to say the least. FIA official tend to think the British championship was more than liberal on group 2 regulations. So it's difficult to base evidence on the British Camaro. 
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Jon Mello
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« Reply #6 on: March 19, 2014, 11:58:32 AM »

Here's the engine from McNamara Racing's '67 Camaro driven by Helmut Marko with KLM sponsorship in '69. This is the first '67 Penske Camaro that ended up going to Europe in '68 with Peter Reinhart.


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Jon Mello
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eb911
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« Reply #7 on: March 19, 2014, 01:52:52 PM »

Thank you Jon.
As for the dry sump system, when the SCCA allowed it from 1971, do you know if all the TA team went to dry sump, including during FIA events like 12 hours of Sebring and 24 hours of Daytona ?

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Jon Mello
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« Reply #8 on: March 19, 2014, 04:28:28 PM »

Eric,

No, not every team could afford to go to a dry sump oiling system when it started being allowed in 1971. The Chevy wet sump oiling was not near the problem it was with engines like the Pontiac or AMC.
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Jon Mello
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eb911
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« Reply #9 on: March 20, 2014, 02:18:08 AM »

I see. So it could be that no 1st gen Camaro used a dry sump system in 1971 in Trans-Am and in FIA races such as Daytona and Sebring ?
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Jon Mello
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« Reply #10 on: March 20, 2014, 08:35:58 AM »

No, that's not what I said or intended to say. Some 1st and 2nd gen road race Camaros used a dry sump beginning in 1971 and some did not, because of the expense or belief that it was not 100% necessary.

What I don't understand is why this European sanctioning body for vintage racing doesn't have a copy of the FIA rules used back in the day and why they are telling people they have to provide a photo of something from that period to show it as being acceptable. That sounds pretty pathetic on their part. Are you the only 1st gen Camaro owner that has tried to join this group?
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Jon Mello
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eb911
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« Reply #11 on: March 20, 2014, 09:19:11 AM »

Jon,

Of course the FIA homologation is based on the FIA homologation sheet for a given car. But in this sheet you don't find everything that was used in period. If you stick to the homologation sheet there's no problem but there are many things that have been added over the years on a racing car and that are not necesseraly added to the FIA sheet. Dry sump is one of them. Alloy radiator is another. So in that case, FIA asks for evidence that a given system has been used in period in international racing.
There's another 1st gen Camaro that I know of that will enter the same series as mine but the car is from Belgium (another FIA national representative).
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eb911
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« Reply #12 on: March 20, 2014, 02:00:46 PM »

I have found an article on the SCA freight ex. Gadner's Camaro in the February 1972 issue of Autosport magazine. Very interesting, but apart from the fact the car was fitted with A 5.7 on Weber carbs and used 14 inches wiude (!) wheels in the back, there's no mention of a dry sump system.
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eb911
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« Reply #13 on: March 20, 2014, 02:11:31 PM »

Here is the article
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Jon Mello
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« Reply #14 on: March 20, 2014, 11:00:13 PM »

Thanks for posting that article. It saves me from having to dig it out. I had recalled it had a picture of the engine and I thought it had a dry sump but you're right that the text gives no mention of it. There is something at the front LH side of the engine where you would expect a dry sump pump but it appears to be for power steering instead. I guess we'll have to keep digging.
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Jon Mello
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eb911
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« Reply #15 on: March 22, 2014, 12:19:46 PM »

Here is another article of the March 1971 issue of Motorsport with the Brian Muir Camaro which competed in the 1971 BTCC and ETCC. Unfortunately no mention of a dry sump system.
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Jon Mello
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« Reply #16 on: March 22, 2014, 11:43:28 PM »

I did not have a color copy of that article on the Wiggins Teape Camaro so thanks for posting it. That's the 2nd ex Penske Sunoco Camaro that Peter Reinhart took to Europe. It's really a shame no mention of a dry sump is made in either this article or the other one that featured the SCA Frieght Camaro. It makes the sleuthing job harder but we'll just have to keep looking. I've got an email out to Wolfgang Kohrn who runs the ponysite.de .  Since he is in Europe and has spent untold hours researching Mustangs and other touring and Trans-Am cars, he might have some answers and photos to help. I'll let you know if I hear back from him.
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Jon Mello
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« Reply #17 on: March 24, 2014, 08:49:33 AM »

Well, Wolfgang was not able to provide an answer but he did suggest this French Camaro enthusiast website/forum as a place to ask the question.

http://www.autodiva.fr/forum/viewtopic.php?f=2&t=1436

I am also going to inquire with another person to see if he might know something.
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Jon Mello
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eb911
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« Reply #18 on: March 24, 2014, 09:19:48 AM »

I had already gone through the Autodiva thread on Camaro. I will post there to see if anybody has period pictures related to the dry sump system.

I was also wondering if the Camaro that entered the 12 hours of Sebring and 24 hours of Daytona were strictly identical to the Trans-Am cars for the 1968-1972 period ?
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Jon Mello
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« Reply #19 on: March 24, 2014, 10:33:37 PM »

I was also wondering if the Camaro that entered the 12 hours of Sebring and 24 hours of Daytona were strictly identical to the Trans-Am cars for the 1968-1972 period ?

I honestly don't know the answer to that. My email has bounced to the person I was trying but I have some other people in mind that might be able to help. Have you inquired over at http://www.ten-tenths.com/forum/ or at http://www.theroaringseason.com/forumdisplay.php?2-General-Discussion ?

Maybe also http://forums.autosport.com/forum/10-the-nostalgia-forum/ ?
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« Reply #20 on: March 25, 2014, 05:52:00 PM »

Don Yenko ran an A- Production 427 Camaro at Sebring in '69, but the SCCA Production car standards list it as a wet sump setup... I'm not familiar with IMSA rules...   Ken
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Jon Mello
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« Reply #21 on: March 27, 2014, 06:07:55 PM »

I got this response from a European racer and he provides some good insight...

"i know its not easy to get a FIA Appendix K Homologation . They have the original Homologation for the 68 Camaro here thats absolutly no Problem . The Problem is that when you try to use Parts that are not in this Papers then you have to show pictures and Papers from back then !! You cant use anything without that .
What i know for sure is that a DRY SUMP is NOT ALLOWED ! There is a 1st-gen Camaro in Austria and and this one have a Dry Sump ; No Chance for the Papers and no Chance to race in Appendix k .
The Upper A Arms must be original ! You can relocate the Mounting Points on the Frame ( but do it very good they dont like it :-) )
The Sway Bar is not a Problem i think . My way is to install a Sway Bar from a original Trans Am ( 1970 -81 ) and it works ! Looks stock too ! Buy it from Hotchkiss (Hollow ) and paint it like an old one :-)
Transmission Oil Cooler is not allowed but they dont make trouble about that ( most of the times ) For the Paperwork dont install it :-)
Aluminium Radiator ; Paint it Black :-)"
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Jon Mello
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eb911
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« Reply #22 on: April 01, 2014, 07:48:59 AM »

Thanks guys.

As for Dry Sump systems, there are not allowed in G1 period (66-69), that is for sure. I try to homologate my car in G2 period (70-71), only because the dry sump systems were allowed by the SCCA from 1971.  As confirmed by your European racer, almost anything could be use under appendix K as long as you can prove it has been used in period. My guess is that from 1971, as dry sump were allowed, some teams moved to this.  The problem is that the 1st gen Camaro was already an old car, and that probably the top teams which could afford dry sump already had a 2nd gen Camaro in 1971. On the other hand many 1st gen Camaro were raced in the 12 hours of Sebring and 24 hours of Daytona in 1971 and I think at least one of them should have used dry sump.
I have noticed the following teams in 1971 racing a 1st gen Camaro at Daytona or Sebring :
- Ray Rimble / Houghton Smith
- C.C Canada / Joe Hines / Wilabur Pickett
- Richard Small / Robert Fordyce

Would you have any pictures of these cars in 1971 ?
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crazyamc
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« Reply #23 on: April 01, 2014, 08:47:25 AM »

as for  "aluminium" radiators-  Penske's Camaros (and Javelins) used the Corvette Harrison aluminum radiator and tank.... I love to hear my wife say 'aluminium'...  Smiley   Ken
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Jon Mello
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« Reply #24 on: April 01, 2014, 07:23:38 PM »

It is possible to find pics of those cars from Sebring but to find an underhood shot is really difficult. The C.C Canada car was driven earlier in Trans-Am by Lance Pruyn and the Floyd Aaskov. Harry and Dan Lipetz had that car 10 years ago and sold it. I'll have to see if they might know if the car ran a dry sump when C.C Canada was driving it.
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Jon Mello
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« Reply #25 on: April 07, 2014, 04:40:45 PM »

  Regarding oiling systems in early Camaros...We sold a swinging oil pickup created at Yenko , versions for big and small block Chevys. A good addition for road racing before dry sump. I have drawings in my files. also stories about Donna Mae and Cookie Cannouth assembling them on Cookie's kitchen table.
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eb911
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« Reply #26 on: April 08, 2014, 10:56:41 AM »

I have just found a pictures of a 1969 Camaro driven by John Elliot in the 1971 Sebring 12 hours

Would anyone know of this car and its specs (especially if a dry sump system was fitted :-)) ?

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« Reply #27 on: April 08, 2014, 01:49:15 PM »

John's racing record indicates that car was 'entered' by Preston Hood Chevrolet'...  Several of the T/A races he ran were entered that same way... Preston Hood Chevrolet.  I assume that means the car was owned by Preston Hood Chevrolet..
PS.  He finished 24th in that race at Sebring in '71.
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« Reply #28 on: April 08, 2014, 11:06:33 PM »

I have sent a message to Don Gwynne who co-drove the car with John Elliot in '71 and hopefully he will reply with some good information.
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Jon Mello
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eb911
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« Reply #29 on: April 11, 2014, 04:55:13 AM »

I think the ex. Brian Muir Wiggins Teape Camaro might be the best car to look at as for my FIA homologation as it used to enter the European Championship (ETCC) with international races and it was at the same time an ex. Penske Trans-Am car (best of both worlds).
Anyone would have a contact with an ex. member of the Wiggins Teape Camaro crew? I read somewhere that a Pete Barley was working on the car in period.
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eb911
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« Reply #30 on: May 19, 2014, 02:11:44 AM »

A promised, here are few pictures of my car.
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Jon Mello
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« Reply #31 on: May 19, 2014, 02:23:36 PM »

Nice looking machine. Thanks for posting the pictures.

I don't know any ex-members of the Wiggins Teape race team but I will ask a friend of mine if he might know.
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Jon Mello
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« Reply #32 on: May 19, 2014, 07:50:59 PM »

Eric, your car is looking terrific. Have you had a chance to do some heavy shake down runs with it yet? What did you end up doing with the oiling system?
Keep up the good work!
Looking forward to some photos of the engine bay and interior.
Robert
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Jon Mello
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« Reply #33 on: May 19, 2014, 08:36:57 PM »

Looking at the hood, I have a question. The hood pins are in an unusual location and appear to be behind the radiator core support. Any particular reason for doing this rather than mounting them to the core support itself?
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Jon Mello
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« Reply #34 on: May 19, 2014, 10:19:29 PM »

Nice looking car!!
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eb911
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« Reply #35 on: May 20, 2014, 01:10:39 AM »

Yes I have done some shakedown runs. The engine is superb, handling far better than I expected but braking is awful. I will switch to Wilwood racing pads and go through the caliper pistons seals and hopefully it will get better.

As for the hood pins, I don't know, it was done like that and I did not change it.
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Jon Mello
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« Reply #36 on: May 20, 2014, 08:37:14 AM »

You are using the Corvette calipers? If so, do you know if they are fitted with the heat insulators on the pistons?
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Jon Mello
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« Reply #37 on: May 20, 2014, 08:40:21 AM »

Yes Delco Moraine Corvette calipers. Don't know if they are fitted with heat insulator. How could I tell ?
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Jon Mello
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« Reply #38 on: May 20, 2014, 08:55:20 AM »

The J56 HD brake piston will have a dark colored insulator with a phillips head screw in the center whereas the stock piston is all metal and has no screw on the face of it.
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Jon Mello
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« Reply #39 on: May 20, 2014, 09:26:08 AM »

I don't have personal experience yet with the factory phenolic insulators in the corvette calipers. I have been told from a couple brake specialists that the insulators will not hold up well with the newer extreme compound brake pads. I understand a bullet proof solution are some pricey Titanium pistons that will do the trick.
Jon, do you know what most of the fellows are using in the Historic group?
Thanks,
Robert
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« Reply #40 on: May 20, 2014, 09:52:04 AM »

I know for sure that the reproduction heat insulators available through Lonestar Calipers will not hold up. They basically turn to dust and don't appear to be the correct material. The original GM pieces will hold up (yes, I know people in HTA using them with success) but they can be difficult to find.
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Jon Mello
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« Reply #41 on: May 20, 2014, 10:04:16 AM »

Thanks Jon,  It sounds like most everything else we deal with, OEM is the safe way to go.

Eric, what are your braking symptoms? A couple more questions. Are you running brake cooling ducting? And lastly, power brakes or manual?
Robert
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eb911
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« Reply #42 on: May 20, 2014, 10:42:06 AM »

Thanks Jon.

Robert, the symptoms are as follows : No power on first brake, then the car slows down but don't really stop. On the test track we tested the car I went off the track several time at the end of the straight even when braking very early. We know the brake pads we first found are crap (don't want to mention the brand but they are made in UK). We will switch to Wilwood race pads that seems satisfactory to the Corvette guys we met here in Europe.  What's more my mechanics has spotted a leakage on one caliper, hence the need to go through the seals (I have ordered the O ring conversion and rebuild kit from Css).

As for the brake cooling ducting we have had no time to build and put them bit this is the plan, at least for the front. No power brake system.
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« Reply #43 on: May 20, 2014, 09:04:28 PM »

Eric, when you say no power on first brake, are you getting a soft pedal, or do you imply the pads have to warm up before grabbing? If you are getting a soft pedal, you may be experiencing some "pad knock back", likely on the rear axle, but also possible on the front if the wheel bearings are set a bit loose. The quick fix in use is to pump the pedal slightly before use and see if that helps. I have found it to be a rigorous endeavor to set the rear axle end play at a minimal amount as GM specifies. (one good reason for full floater conversions)  If indeed you are experiencing the pad knock back, have your mechanic check the axle end play to see where you are at.
Are you using the 1inch bore master cylinder?
Robert
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eb911
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« Reply #44 on: May 21, 2014, 01:33:23 AM »

Yes the pedal is soft, no need to warm up the pads, things remain the same when hot. Will pass to my mechanics your advice on the rear axle. Thank you.

I use the 1 inch master cylinder.
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« Reply #45 on: May 21, 2014, 02:54:37 PM »

For any issues on compliance to FIA rules see this URL, it lists all Appendix J rules for homologaition and those areas that may be modified for each category and for each year, all in PDF printable form.  If you are pecifically looking for 1971 FIA rules look under 1971 .  In 1971 FIA group 2 is the same car homolgation group as Trans Am SCCA.

http://argent.fia.com/web/fia-public.nsf/whistj?open&lang=a

I think all of your questions are answered there as well as being able to verify and substantiate any modification you make - if legal.

Greg J
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« Reply #46 on: May 21, 2014, 05:45:17 PM »

Thanks for posting that article. It saves me from having to dig it out. I had recalled it had a picture of the engine and I thought it had a dry sump but you're right that the text gives no mention of it. There is something at the front LH side of the engine where you would expect a dry sump pump but it appears to be for power steering instead. I guess we'll have to keep digging.

The steering box doesn't appear to have hoses going into the top of it, the two hoses near it appear to be routed towards the oil filter location (either for a remote filter set up or Dry sump)

Also the mounting of the upper A-arm appears to be spaced off the subframe, I take it this is to correct the suspension geometry?
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« Reply #47 on: June 10, 2014, 10:51:21 AM »

This was our first race this past week-end in the Heritage Touring Cup championship on the ex. Formula 1 track in Dijon (France). For those who are not familiar with this track (there might be some), here is a link to the most famous Formula 1 battle in history in Dijon in 1979 between Rene Arnoux and Gilles Villeneuve : https://www.youtube.com/watch?v=4pMkYK2d_GI

As for our race, we qualified 8th out of 25 cars which was a big result for a first race with the car. The BMW CSL are too fast for us but the car was surprisingly well balanced, sliding but not too much. We solved the brake problems and are now trying to improve them a bit (this is the weak point of the car).
For the race, due to two withdrawals following engine problems, we started 6th, and passed an ex.works BMW 635 Csi on the starting line, getting on 5th place in the first lap ! Unfortunately an electrical problem in the second lap cost us 20 minutes. We finally fixed the issue and finished 10th. I have to say that only 10 cars did finish the race ! Anyway, it was already an achievement to finish on our first outing.
The car is a blast to drive !

Few picture of the event :
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« Reply #48 on: June 10, 2014, 10:53:50 AM »

Few more :
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« Reply #49 on: June 10, 2014, 10:56:28 AM »

Dash :
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Jon Mello
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« Reply #50 on: June 10, 2014, 10:42:56 PM »

Nice pics. Thanks for posting them. I'm very glad to hear you had a good outing with the car over the weekend
and that you think it's a blast to drive. I see the HTA tag on the dash. Is this the car once owned by Andy Scheer?
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« Reply #51 on: June 11, 2014, 01:34:28 AM »

Yes it is.
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« Reply #52 on: June 11, 2014, 08:29:05 AM »

You've done a nice job and I hope you continue to have fun with it.
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« Reply #53 on: June 11, 2014, 04:30:39 PM »

Hi Eric, those photos look great! Must have been a fun event. I remember seeing that car when it was advertised. The flares are quite distinctive. Great to know its being enjoyed in Europe now. How did you get on with your dry sump issues? Are those BMWs allowed to use slick tires?

I am probably wrong about this but when that Camaro was advertised for sale, was it fitted with a Jerico or Tex Racing gearbox? Maybe I am thinking of another car.
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« Reply #54 on: June 11, 2014, 07:54:06 PM »

Eric, your car looks great and a wonderful first outing! I'm anxious to hear how you solved your brake issues.

I ran across some photos of your car before you bought it. You may enjoy seeing them here:
http://depraceprep.com/gallery/restoration.html

Robert
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« Reply #55 on: June 12, 2014, 01:01:12 AM »

Yes it was advertised with a Jerico but I bought a rebuilt M22 from the seller.

The BMW are allowed to run slicks as any car from 1972 on the grid. This is a big advantage as we are using threaded tires (Avon CR6ZZ).

As for the brakes we did go through the caliper seals and installed Willwood racing pads. Now it brakes, but I am sure it still can be improved.
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« Reply #56 on: June 12, 2014, 01:47:32 AM »

Thanks Eric. Is the jerico not allowed under Appendix K?
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« Reply #57 on: June 12, 2014, 03:41:12 AM »

Unfortunately not, hence the purchase of the M22.
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« Reply #58 on: June 12, 2014, 04:06:53 AM »

Oh ok, thats a shame. Christophe Schwartz said he had fitted a Tex Racing T101 box to his Hemi Cuda because it is similar to a T10. You can flat shift with a T101 because of the gears.
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« Reply #59 on: June 12, 2014, 08:47:02 AM »

The ride height on the rear is little high on my car. Would you use lowering blocks to lower it ? Would there be any benefit in terms of handling ?
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« Reply #60 on: June 12, 2014, 09:06:34 PM »

The ride height doesn't look that bad. I've seen people re-arch their springs, which is a tidier way to go, and others who have used lowering blocks. As long as the blocks are not excessively tall, there should be no issues.

It seems that if you have to run against cars that are racing on slicks, there shouldn't be a problem with them letting you run with aftermarket calipers like the kind offered back in the early '70s (Girlings, Hurst-Airheart, etc). This was legal in Trans-Am beginning in the 1970 season.
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« Reply #61 on: June 13, 2014, 01:54:56 AM »

Thanks for the info, Jon. Unfortunately the only brake calipers that are homologated are the Delco Morraine.
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eb911
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« Reply #62 on: June 13, 2014, 09:26:16 AM »

It seems that if you have to run against cars that are racing on slicks, there shouldn't be a problem with them letting you run with aftermarket calipers like the kind offered back in the early '70s (Girlings, Hurst-Airheart, etc). This was legal in Trans-Am beginning in the 1970 season.

Jon,
what type of Girling calipers where used back in 1970 ? Would you have any period picture of these calipers, preferably in international racing (I might ask too much, I know :-) )

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« Reply #63 on: June 15, 2014, 11:24:16 AM »

While not on a Camaro chassis, here are some Girling (917 style) brake caliper photos from the Stanford "Revs Digital Library" as seen on the Autodynamics Challenger at Bridgehampton, in 1970:

Rear brake set up from side: https://revslib.stanford.edu/catalog/gn113mc0166
Rear brake caliper from behind: https://revslib.stanford.edu/catalog/hp246qh7302
Front brake set up from side: https://revslib.stanford.edu/catalog/qs588pr4184
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« Reply #64 on: October 09, 2014, 11:43:16 AM »

Well, our Heritage Touring Cup championship is over. The last race took place last week-end on the fabulous circuit Paul Ricard (Le Castellet) on the french Riviera.

The Camaro was very difficult in practice, lots of understeer, on the fastest track of the season with big braking and very slow corners following huge straights.
Our mechanics (thanks Pascal) did setup the front end for the qualifying, and it was a whole different story. The car did handle much better and we qualified 7th. On the long straight the V8 power was a delight, making of our car the fastest in acceleration, but remember we were one of the oldest on the grid, and therefore braking and chassis were far from what our competitors on BMW CSL grpup 2 and 635 group A had to deal with !

After an epic race, battling to keep our place, lots of mistakes and rewarding driving, we finally finished 6th O.A. In what I thought was the last lap, an ex.24 hours of Spa BMW 635 Csi (less powerfull but much more agile) put some pressure on me and finally passed on the last corner. Thank to the V8 I managed to pass him again just before the finish line. But I did not realized that there was no chequered flag ! There was in fact another lap to go and the BMW passed me again finishing 5th.

Last but not least we had the pleasure to earn we were 2nd on the performance index (calculated taking into account parameters such as year of the car, displacement, ...). So we won our first trophy !

Few pictures to follow. We have learned a lot of the car and can't wait to battle again next year. The Camaro is a pure delight to drive.
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eb911
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« Reply #65 on: October 09, 2014, 11:45:41 AM »

Warm lap and first lap
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« Reply #66 on: October 09, 2014, 11:47:34 AM »

On the slowest corner of the track, just before the pit straight, we had to get down to 1st gear, hence some sliding issue (Well is that an issue ?)
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« Reply #67 on: October 09, 2014, 11:51:05 AM »

Nice track, nice scenery
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« Reply #68 on: October 09, 2014, 11:53:58 AM »

Last ones
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« Reply #69 on: October 09, 2014, 12:00:09 PM »

Camaro Art !
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« Reply #70 on: October 09, 2014, 12:33:14 PM »

Great photos!!!
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Darrell Cook

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« Reply #71 on: October 09, 2014, 09:16:44 PM »

Thanks for the update, Eric. I'm glad to hear that you are delighted with your Camaro and it seems to be doing very well. It sounds like you have learned a lot this year as far as getting it setup and how it likes to be driven. Hopefully next year will be even more enjoyable and the finishing positions hopefully higher. The photos are really nice. Thanks for posting them.

I was curious, what do your competitors think about having to race against your old American V8 car?
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« Reply #72 on: October 10, 2014, 02:27:13 AM »

I was curious, what do your competitors think about having to race against your old American V8 car?
I did not have any direct comments but as usual they might think an american car is heavy and  not sophisticated so that it does not handle and brake. We have been very pleased about the handling ourselves even if braking is still the weak point. That said the leading cars in our championship are untouchable, particularly the ex.works Ford Capri GAA with quad cam 3.4  v6 Cosworth with 440 HP for 970 Kg. The fastest BMW are also untouchable, you can really feel the difference in terms of handling and braking. But we feel with we still have a margin of improvement both on the car and on the driving, so we hope to climb a little in the classification next year. But a 6th O.A and 2nd in performance index is already an achievement for us for the first year.
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« Reply #73 on: October 12, 2014, 09:27:01 AM »

Yes, your accomplishments this year with the car were very good. You had many problems to sort out early on but it sounds like you have dealt with most of them. Congratulations on your fine result and best of luck next year.
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« Reply #74 on: October 12, 2014, 11:46:36 AM »

Many thanks. I will keep you posted when the 2015 season begins.
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« Reply #75 on: October 12, 2014, 11:51:00 AM »

Sounds good, Eric!
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« Reply #76 on: October 14, 2014, 02:24:57 PM »

Superb images Eric! Thanks for sharing. The Camaro really looks like you have it well set-up, it looks very nice through the corners.

I'm blown away by the amount of run-off space at the Paul Ricard circuit. Its been many years since I saw images of this track. Looks like a lot of work has been done to it.
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« Reply #77 on: October 15, 2014, 01:21:36 AM »

The Paul Ricard has been fully redone when Bernie Ecclestone bought it in 1999. The goal was to make the most sophisticated track in the world in terms of security, hence the run-off space with blue and red stripes. These stripes are made of special material that slow down cars running on them. The blue slows you down, the red stops you and can damage your tires.
The track reopened to the public only in 1998. Superb !
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« Reply #78 on: October 16, 2014, 11:01:57 AM »

You can follow our humble team "French Speed Connection" on our new Facebook pages. I'll post lots of pictures and few vids.
https://www.facebook.com/pages/French-Speed-Connection/554002778064990

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« Reply #79 on: October 17, 2014, 10:30:31 AM »

Here is a link to a small vid. Press the HD button for a better quality.
https://www.facebook.com/video.php?v=554771057988162&set=vb.554002778064990&type=2&theater

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« Reply #80 on: October 17, 2014, 02:05:38 PM »

I'm not a member of facebook but thanks for posting the links, Eric. Those are great.
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