Topics

Hello folks,

For those attending the Sonoma Historic Motorsports Festival this weekend, on Saturday, at noon, in the driver's lounge, we'll have another "tech talk" session on some of the unique parts that were made for these cars in the glory days of the Trans-Am. 

The discussion will last 45 minutes, and will be hosted by several of this weekend's Historic Trans-Am participants.  The discussion will be on some of the special parts that Ford made for their Trans-Am racers.  The individual items discussed will be off of the vehicle for better viewing and individual inspection.  Please drop by and learn a little bit about what makes these Trans-Am cars so special.

-Chad

I saw this posted on the BOSS302 Forum, and thought some of the folks here would also like to know about this George Follmer book available for pre-order:

http://www.follmerbook.com/index.html

It's on my Christmas list.

Hello folks,

For those attending the Monterey Motorsports Reunion this weekend, on Saturday, at 2pm, in the Trans-Am alley, at the big red Edelbrock transporter, we'll have a "track talk" session on some of the unique parts that were made for these cars in the glory days of the Trans-Am. 

The overview will be provided by some of the members of this forum (Jon Mello, Robert Lodewyk (Sixteen Grand Sedan #56) and myself (OCTARD).

The discussion and part overview will last about an hour, and be on some of the special parts that GM made for their Trans-Am racers.  Special focus will be on varying GM crossram manifolds, crossram and single four cowl plenum air cleaners, etc.  The individual items discussed will be off the vehicle for better viewing and individual inspection.  Please drop by and learn a little bit about what makes these Trans-Am cars so special, by some of their parts. 

-Chad

An old ad for Fypro and Racemark products that Mark Donohue endorsed (pulled from a May 10, 1972, National Speed Sport News).

[Al Bartz Engine Man]

Phil Henny's new book, Al Bartz Engine Man is now available.  Phil was employed by Bartz, working on his classic cars... And Bartz even used many of Henny's dry sump oil pans.

Phil has listed the book here on eBay for the next 5 days.  He will suspend the eBay auction for a few weeks while he's on the road to Watkins Glen for a Shelby reunion.

By June 25, 2012, the book will be back on eBay and Amazon.

I saw this over on The Nostalgia Forum, and thought some folks here might also enjoy knowing about this book:

TRACO/Travers & Coon fans, a new self-published book by Gordon Chance entitled "Race Man, Jim Travers and the TRACO Dynasty" is available in hardcover for $60.00 U.S. directly from the author at:

www.tunerpublications.com

Hello Jon,

Following up on your request in the "Old Bits That Still Work - Muncie Transmissions" post, I feel just as strongly about the competence of a Chevy 12-bolt rear end for use in today's vintage racing.  Like our Muncie, we've run the same 12-bolt rear in my Camaro for the past 11 years.  It's been rebuilt once, but was showing only very moderate wear.  

My 12-bolt uses a factory style, Salisbury/clutch type, limited slip.  This same 12-bolt came with the car when I purchased it, and it had already had the housing ends modified for "c-clip eliminators."  Not a bad idea if you're concerned about safety, or what could go wrong without these axle capturing devices.

I'd also note, to insure less issues at the track, to vent them better.  I use the stock location where the plastic tube-and-cap style item goes in the center section.  I pressed in my own short tube, that then accepts a hose, which runs to a breather/catch can in the trunk.  Without the venting, like the Muncie discussion, the built up pressure may push out 90-weight.. Perhaps out of the stock vent/cap if you leave it with the factory piece.

Though I too am not a fan of Ford 9" rears in first-generation Camaros, I do understand why folks try to keep/warrant/justify them in their cars.  Beyond being a very stout piece, a 9-inch makes it a bunch easier to swap gear ratios.  For those running vastly different tracks, perhaps multiple times per year, you'd almost want to have two complete 12-bolt axle assemblies to aid the effort.  The Ford guys have it a bunch easier with the ring and pinion being carried in a drop-out pumpkin.

-Chad

Several folks in the "big bore" vintage racing community like to offer up the Super T-10 transmission as the best 4-speed, synchromesh gear engagement (not dog ring), "period" style gearbox for Chevy racers.  I disagree, and not just because they weren't original equipment in a first generation Camaro Z/28. 

I disagree because:

1) I believe a Muncie shifts better than a Super T-10.  I have driven both, or rather, more Super T-10s than Muncies in race cars.  I've even driven a fresh Super T-10 and a Muncie, both rebuilt and syncro-prepped by the same transmission wizard, each with fresh and similar shift linkages.  In my experiences, the Muncie shifts smoother, less notchy, than a Super T-10. 

2) I think the Muncie can be just as reliable.  After 11 years of vintage racing a Camaro, it still has the same M21 transmission.  In that time we've only done two general rebuilds, which included fresh sets of syncros.   

I do think that if you're going to run a Muncie in your race car, you should do the following:

• Vent the Muncie transmission from the top of the rear tailhousing, or it'll build more pressure than it needs to, and have a better chance of leaking while on the track.  I hate leaks, and if sealed and prepped properly, a Muncie should not leak on the track, in the paddock, or sitting for months in the garage/shop.
• Use an input bearing oil slinger, or yours may want to leak between the input splines and the nose (bearing retainer) under heavy, repeated braking that only a road race track can induce.

-Chad

PS.  I did run/try a "spare" M22 transmission for one track session, but that ended with us putting back our well used M21.  It wasn't the spare Muncie's fault, and it's a long story irrelevant to the above, but I bring it up because forum moderator Jon Mello was actually at that track event to see us doing this swap back to the M21.  I didn't want Jon to question my credibility on the bit about 11 years of running the same transmission.

More images from Pat Hogan, owner of the 1968 Rusty Jowett Camaro, and also the caretaker of these parts.

Notes on the first two images, per Pat Hogan:

"Some of these parts and wheels might be part of Bill's '67 Camaro that Rusty drove.  Other things might be from the '68 car he drove.

I obtained all of these things from Bill (Lange), except the vacuum tank and the grey reservoir. The vacuum tank and reservoir were part of the things I got when I bought Rusty's '68 Camaro.

The wheels were bead blasted and they are still OK to use except for the wheel with the red tag. It did not pass the metallurgy test. The wheels were in a shed on Bill's property for years. They held up well.

The darker wheels are magnesium and the lighter colored ones are aluminum. Big difference in weight as you know."

Ok, so here are some photos of Rusty Jowett's 1968 Camaro.  These images are also courtesy of Pat Hogan, the current owner of this very successful "independent" Camaro.  Though this car was run by an independent, it's beginnings were planned for a factory effort.  More about this car's history can be found here on the Historic Trans-Am website.

• The first pic below shows Rusty Jowett's 1968 Camaro in Mark Schwein's Garage
• The second pic below shows Rusty Jowett's 1968 Camaro, but with Mark Schwein leaning on the car to talk to MARK DONOHUE (most likely testing the car).

Chic Vandagriff passed away yesterday, and a little bit more on his life has been posted here. 

Though most folks know Chic Vandagriff better for his efforts with small production sports cars, Can-Am stuff, and his dealership, Hollywood Sport Cars... He did so much more for road racing in North America.

Perhaps most pertinent to the interests on this forum, Chic provided three soon to be factory Trans-Am drivers with very high quality early rides.  Those Trans-Am drivers are Ronnie Bucknum, Jerry Titus and Jim Adams (some time Shelby T/A driver).

Thankfully, Chic's knowledge and passion for the sport lives on in his son, Cris Vandagriff (President, HMSA).

-Chad

Many of us are familiar with the red 1968 Camaro that Rusty Jowett raced in the Trans-Am series, but less has been seen of the green 1967 car that was run before (and totaled).

Below are some pictures that Bob White took of the car at the 1968 Watkins Glen Trans-Am event, both before and after it's big wreck.

Hello Guys,

I was just looking through a New Zealand Classic Car magazine that member KiwiBoss sent me, and there is a note about a Penske/Sunoco Camaro model I'd not yet seen.  This one is 1:43, built by Spark, and a representation of the championship car run in 1968.

  http://www.sparkmodel.com/Main/pics/1507/index.html

I'm sure others like Mike K. (Swede70) and Mike C. (cuda48) have seen these, but it was new for me.

-Chad

[NOT]

Hello folks,

Here is a picture of the 1970 Chaparral Camaro dash, and the three gauges on the far left of the dash appear to have a black bezel.  I'd also guess they were a Stewart-Warner 2 1/16" unit, but I don't have a better picture that would allow me to confirm that.

These items noted in the Chaparral Camaro are NOT the later "Heavy Duty" style Stewart-Warner gauge.  Though the "Heavy Duty" Stewart Warner gauges had a black bezel, it is a distinctly different shape.

Does anyone know anything about a vintage Stewart-Warner gauge that had the classic style bezel, but in black instead of the more common stainless bezel?

-Chad

This topic may seem like detail minutia to most, but something a few others on this forum may be able to answer for me.  Can anyone tell me why the blue stripes on certain Goodyear Blue Streak Sports Car Specials seem to be different?  Some of the period detail shots seem to show the Blue Streaks as:

• A single blue stripe between the two raised rubber molded ribs on the tire sidewall,
• Two blue stripes painted on top of the raised rubber molded ribs on the tire sidewall.

To ease review, I've tried to pull pics only from 1968.  The first two pics attached show two 1968 Trans-Am Camaros.  One of a '68 Penske Camaro, and one of a '68 Yunick Camaro.

A set of old small-block Chevy valve covers with TRACO decals.  These came in the spares box that also contained the TRACO stamped and tig-welded water pump pulley that I posted images of earlier.

Note that a cover with no provisions for oil fill or venting was used. 

-Chad

I'm posting some pictures of an experimental oil pan, oil pump and pickup. 

Per the owner, Mark Schwartz:

Zora Duntov designed it, then had Smokey do testing on it.  Smokey built an engine to run it on and them built a stand that allowed him to be able to rock it around at all angles.  The bottom was cut out and a window glued in to be able to be sure that the pickup tube would swivel properly.  Smokey ended up with the thing and sold it at one of his garage sales.  I instantly recognized the oil pump as it is pictured in books that Smokey wrote.  The way I found out most of what I know about the thing is from talking to Zora Duntov at the Palm Springs vintage races one year.  Zora really was a very nice person and very happy to tell you about things he had done over the years he was at GM.

Per the subject title, these are the PRE-1969 SEDAN CATEGORY RECOGNITION FORMS for the Pontiac Firebird.  Though requested by Jon within a different thread, I'm posting as a new topic because it may be a bit easier to follow or find by future forum visitors.

Like the 1969 Z/28 Camaro forms I've previously posted, these documents were acquired from Charlton Jones.  With these forms came a note from Charlton that stated:

"These are the actual recognition papers I carried in 1969 to the Trans-Am events as series scrutineer."

-Chad

Jon's great post on Trans-Am engine compartments inspired this note.  The pics I've attached show a water pump pulley that looks awfully similar to the item in this DANA Camaro engine pic. 



I post these three separately attached pulley detail pictures because it shows that this particular 3906656 pulley is more than just a short water pump, factory high-performance (Corvette and others), deep groove affair.  The pulley has been fully TIG/Heli-Arc welded along the backside to join the two pieces of metal that aren't held together normally.  This would help keep the pulley from cracking in this previously unsupported area.  This pulley is also a good choice because the mounting surface where this bolts up to the water pump is already a sandwich of two pieces of steel. 

-Chad

For those who tried to set up your recorder last weekend to catch this program but only got part of a roundy-round race instead... SPEED appears to be re-airing the same show.  The Historic Trans-Am segment should be covered in the Hot Rod TV that will air this Sunday, April 24, 2011, at 4:00AM Pacific, 7:00AM Eastern.

Again, the coverage was created from footage shot at the 2010 Coronado Speed Festival.

-Chad

For those that get the SPEED Channel, an episode of Hot Rod TV will feature a segment on the Historic Trans-Am cars that run on the west coast of the United States.  The show will air this Saturday at 7:00AM Pacific, 10:00AM Eastern.

The segment was created from footage shot at the 2010 Coronado Speed Festival.

These 1969 Z/28 Camaro FIA forms are a little different than the 1449 forms that Jon posted.  

This copy seems to take effect on July 1, 1969, where the item Jon posted was from January 1, 1969.   Instead of FIA REC #1449, this version is stamped FIA REC #5293.  The FIA REC #1449 appears to use the 1967 and 1968 for additional background, where this FIA REC #5293 seems to rely on only itself.  

These FIA REC #5293 forms were acquired through the Automobile Competition Committee for the United States (ACCUS), FIA, Inc.  Burdette "Birdie"/"Berdie" Martin is who I spoke with at he ACCUS, FIA, to get these forms.  Mr. Martin has done many things in racing, but perhaps of most interest to this forum, he served as chief steward for the SCCA Trans-Am during it's glory years.

-Chad

Pages 1-3 of 1969 SCCA SEDAN CATEGORY RECOGNITION FORMS for the Chevrolet Camaro Z/28.  Posting file size restrictions of the forum require that these be split into multiple submissions.

Per the PRE-1969 documents I also uploaded, these forms were acquired from Charlton Jones, and with them came a note from him that stated:

"These are the actual recognition papers I carried in 1969 to the Trans-Am events as series scrutineer."

-Chad

Per the subject title, these forms preceded the 1969 SEDAN CATEGORY RECOGNITION FORMS for the Chevrolet Camaro Z/28.

These forms were acquired from Charlton Jones, and with them came a note from Charlton that stated:

"These are the actual recognition papers I carried in 1969 to the Trans-Am events as series scrutineer."

-Chad

Harrison oil coolers were used on several early Camaro Trans-Am cars, and were available over the counter at GM dealerships.  Well, these oil coolers were also used on many other GM race cars, including Corvette Grand Sports, many of the Can-Am competitors, Formula 5000 cars, and on numerous non-GM cars and engines as well.

The GM part number seen and quoted most often for the Harrison oil cooler of choice is 3157804.  Much of the "How to Hotrod" manuals and other sources from the late '60s and early '70s note something to the effect of them not being ready to use as is. They further specify that these coolers need to be cut apart and modified so that the oil flows into one end of the cooler and out the other.

The first pic attached shows a 1978 dated, 3157804 oil cooler that I have.  It flows from one end to the other.  From the plating wash that exists on the whole unit, it would seem that it came this way new.  If it didn't, someone took the time to dip/plate it as per original after the modifications.

The second pic attached shows quite a lot of original Harrison oil coolers, mounting brackets and other hardware that were offered on an eBay auction several years ago.  Note the various ends and fitting provisions on these 3157804 oil coolers.

Does anyone know if Harrison/GM ever offered these oil coolers with the flow (and fitting provisions) going from end to end?

-Chad