An interesting read in Motor Trend from nearly 3 decades ago, pitting the 3 "muscle cars" from the day against one another.
Comparison: 1983 Ford Mustang GT vs 1983 Chevrolet Camaro Z28 vs 1984 Dodge Daytona Turbo Z
Friday, March 26, 2010
Friday, March 19, 2010
Engine Update: Cylinder Heads
Called and talked to the shop today, sent them another check. I also found a website for my AFR heads for a good deal. I have decided to go with the bare heads and outfit them with my parts of choice. For one, I'd like to reuse my titanium retainers to help save some weight. Secondly, I'd prefer springs more adapted to the cam I'm running, not some spring that is more generic, good to .750 lift. I'll probably stick with Ferrea valves, as they make a damn nice valve in my opinion.
My steering system sits on the shelf at my buddies house, waiting to be picked up. Once my scuba equipment is ready for pickup, I'll stop by his place around the corner and get the steering out of the way. Aside from some minor odds and ends, the only large purchase that will be left is the brake system. Though hardly an afterthought, as you gotta be able to stop, they will likely be one of the last major purchases before the car sees the road. As it stands, I'm still looking at bringing the car up in June, working on/installing everything I can, and then hopefully have the brake system by July some time. Just in time for the cruise season which will be in full swing by July.
My steering system sits on the shelf at my buddies house, waiting to be picked up. Once my scuba equipment is ready for pickup, I'll stop by his place around the corner and get the steering out of the way. Aside from some minor odds and ends, the only large purchase that will be left is the brake system. Though hardly an afterthought, as you gotta be able to stop, they will likely be one of the last major purchases before the car sees the road. As it stands, I'm still looking at bringing the car up in June, working on/installing everything I can, and then hopefully have the brake system by July some time. Just in time for the cruise season which will be in full swing by July.
Pro-Touring
Here are a couple of Pro-Touring websites I came across. Both seem very informative. Some day, much later on down the road, this is probably the course I will take with my 1989 Formula. I've already got a few ideas, such as a lowering kit, Koni's for the back to compliment the ones in the front, upgrade to tubular components, and a more modern powertrain. Not sure if I'll go the full 12 point cage with this car or not, but something needs to be done to solidify this t-top car.
Lateral-g.net
Pro-touring.com
Lateral-g.net
Pro-touring.com
Monday, March 08, 2010
Spring is upon us.
The temps are rising, the snow is melting, and baseball's opening day is just around the corner. For us Hot Rodders, that also means it's getting to be cruisin' season!
With Autorama over, and motivation still running strong, I have high hopes of the Camaro seeing the run this season. I started preparing the garage a few weeks ago. I had never been happy with my "throw together" work bench. I didn't have a square at the time, or a circular saw for that matter. I needed a bench though, so I worked with what I had. When it was all said and done, it's 33 inches out from the wall was WAY overkill. With the shoddy craftmanship, I knew I'd eventually tear it apart and start over.
This past Christmas, my wonderful wife bought me a Craftsman shelving kit and a wall cabinet for a work bench. Not wanting to throw up my new gifts and simply call it good, I got the Sawzall out and pry bars and proceeded to disassmble my bench, saving all the wood for re-use. No sense in going halfway this time around, so I took a trip to Lowe's for insulation and insulated 1/4 of the garage where the bench will go. Next up, OSB board for the walls, allowing me to mount things wherever need be, without worrying about finding a wall stud. A new bench design is in the works, an L-shaped corner bench, 18 inches or so from the wall. A peg board will mount on the wall behind the bench, and another cabinet may be in the future to bookend the other end. I'm not putting a storage shelf under the bench this time, allowing me to store my welder, floor jack, and other things on the floor as opposed to crammed in a corner. I'm pondering some sort of hood over the bench with additional lighting, though that could be added later down the road.
Why the rush to insulate/OSB and build a bench? Well, I have my vacation this year in June. During my time off, the plan is to have the engine ready to go, get my car back up here in the D, and get as much done as possible. Reality is, I can probably get everything ready to go over my vacation aside from perhaps the brake system and maybe the fuel system. If possible, I may reuse the fuel system I got. Since I'm not going to be making the race track this year, due to lack of funds to build a rear end, I can cut a few more corners for another season. Another area will likely be with the carb, which I plan to scavange from my dad's 1970 Challenger. For cruising around, doing the occasional smokey burnout, the 750 race demon should be up to the task.
With a lot of luck, I'll at least be able to fire up the beast for the first time since fall of 2001. Brakes? I don't need no stinking brakes! LOL I'll be sure to document every stop of the way, from the removal of the car cover, trailering her back home, and perhaps a video of the first fire up. 2010 is gonna be one good year, I can feel it.
With Autorama over, and motivation still running strong, I have high hopes of the Camaro seeing the run this season. I started preparing the garage a few weeks ago. I had never been happy with my "throw together" work bench. I didn't have a square at the time, or a circular saw for that matter. I needed a bench though, so I worked with what I had. When it was all said and done, it's 33 inches out from the wall was WAY overkill. With the shoddy craftmanship, I knew I'd eventually tear it apart and start over.
This past Christmas, my wonderful wife bought me a Craftsman shelving kit and a wall cabinet for a work bench. Not wanting to throw up my new gifts and simply call it good, I got the Sawzall out and pry bars and proceeded to disassmble my bench, saving all the wood for re-use. No sense in going halfway this time around, so I took a trip to Lowe's for insulation and insulated 1/4 of the garage where the bench will go. Next up, OSB board for the walls, allowing me to mount things wherever need be, without worrying about finding a wall stud. A new bench design is in the works, an L-shaped corner bench, 18 inches or so from the wall. A peg board will mount on the wall behind the bench, and another cabinet may be in the future to bookend the other end. I'm not putting a storage shelf under the bench this time, allowing me to store my welder, floor jack, and other things on the floor as opposed to crammed in a corner. I'm pondering some sort of hood over the bench with additional lighting, though that could be added later down the road.
Why the rush to insulate/OSB and build a bench? Well, I have my vacation this year in June. During my time off, the plan is to have the engine ready to go, get my car back up here in the D, and get as much done as possible. Reality is, I can probably get everything ready to go over my vacation aside from perhaps the brake system and maybe the fuel system. If possible, I may reuse the fuel system I got. Since I'm not going to be making the race track this year, due to lack of funds to build a rear end, I can cut a few more corners for another season. Another area will likely be with the carb, which I plan to scavange from my dad's 1970 Challenger. For cruising around, doing the occasional smokey burnout, the 750 race demon should be up to the task.
With a lot of luck, I'll at least be able to fire up the beast for the first time since fall of 2001. Brakes? I don't need no stinking brakes! LOL I'll be sure to document every stop of the way, from the removal of the car cover, trailering her back home, and perhaps a video of the first fire up. 2010 is gonna be one good year, I can feel it.
Sunday, February 28, 2010
2010 Detroit Autorama
I think I've been to every show for the past 9-10 years, and of all those shows, I believe this year was better than any other. The quality of cars were top notch, as was the variety. There is definately something for everyone at the show.
Here are just a few cars below. Follow the link at the bottom to see the full 400+ pictures I took, a new personal Autorama record for me.
2010 Detroit Autorama
Here are just a few cars below. Follow the link at the bottom to see the full 400+ pictures I took, a new personal Autorama record for me.
2010 Detroit Autorama
Wednesday, February 24, 2010
Engine is at the Shop
This last Friday I dropped off my engine at Tico Race Engines. We went over my plan, most of which I had already bought parts for. All that is left are the pistons, machine work, and a few odds and ends. I chose to hold off on the heads for a few months and instead get the shortblock ready to go. This way, if any unforeseen problems arise, I can knock them out before investing some serious coinage in the heads.
Tim at Tico said I should be right on par for between 650-700 hp, and will be plenty stout for an additional shot of up to 250 hp on the laughing gas. I ended up sticking with the same compression I had prior, a pump gas safe 10.5-1. Upon getting the engine done, it really comes down to putting the car together. I've had most of the parts since I originally built the car. I'm guessing the car will see the road around July or so. Let's home these plans pan out better than past years.
Tim at Tico said I should be right on par for between 650-700 hp, and will be plenty stout for an additional shot of up to 250 hp on the laughing gas. I ended up sticking with the same compression I had prior, a pump gas safe 10.5-1. Upon getting the engine done, it really comes down to putting the car together. I've had most of the parts since I originally built the car. I'm guessing the car will see the road around July or so. Let's home these plans pan out better than past years.
Detroit Autorama
Just a reminder, the Detroit Autorama is this weekend. I'll be attending all day Friday, to take pictures and get to know the show, then return Saturday for a more relaxing day at the show with the family.
Detroit Autorama
Detroit Autorama
Thursday, January 28, 2010
The Hub Garage
I just added a link to The Hub Garage off to the side. Seems this is a HUGE virtual garage/networking site for gearheads with around 25,000 members. Any way, I added a link, and created my own garage there. Check it out.
The Hub Garage
My Garage
The Hub Garage
My Garage
Camaro Update: Engine, brakes, and steering
I've been starting to research the final parts I need to get the Camaro back on the road. For now, I'll just break it down into a few steps. I'll update my "Quest for 9 seconds" link off to the right when I get a chance.
Engine: I've got most all of my engine parts with exception of my cylinder heads and a few odds and ends to put the thing together. I decided upon AFR heads, which will set me back a cool $3,400+. I had pondered Canfields, though recently discovered that the company seems to have went outta business when the owner retired. I'm not sure if anybody bought them out or not, but either way, I decided I preferred the stability of a company that has been around the block and a proven leader in moving air. Once my tax return is here, the heads will be ordered.
I called up my machinist/builder at Tico Performance Engines to touch base. I told him my game plan, what parts I had, and inquired about recommended pistons, compression ratios, harmonic balancers, and other parts. I was relieved to find he had absolutely no doubts about the durability of my 2 bolt block (I pondered a 4 bolt splay), nor my factory forged crank. He did advise possibly going with a flat top piston if I were going to load up on nitrous though, so that is one area we'll have to discuss further. Idealy, I'd like an 11-1+ engine, as with that compression you get a nice crackle/rumble from the engine. If all goes as planned, my engine should be at the machinist no later that March.
I'm going with a Barry Grant Demon carb, though still unsure of which model, even after speaking with their tech department and receiving their recommendation. They have recommended an 825 Race Demon, which flows in the 900+ cfm range. I was a bit surprised, as the description does not seem to apply to the engine I'm building. Last engine build, they recommended their 750 Race Demon, and I'll admit, it seemed perfect for the build. Perhaps I should leave my selection to the experts and go with their recommendation. I suppose my one option could be to go with the RS (replacible sleeve) so I could always flow more air if needed, or built a bigger engine.
Brakes: I have checked into various brake systems, as the options are almost limitless when it comes to a 69 Camaro. Not only are the many companies, but the options of manual, power, hydraulic, vacuum, , rotor size, and whether to go standard/slotted/cross drilled rotors. In the end, I have decided to go with a kit by Wilwood. They seem to be used by many builders of vehicles on all levels, have been around many years, and offer the type of system I am confident will bring my car to a hault. I'm going with a manual setup, 11 inch slotted/cross drilled front rotors, an aluminum brake cylinder, proportioning valve, and sticking with my rear drums for the time being. Once I either build up my 12 bolt, go after market, or go Ford 9 inch, I will upgrade the rear setup to discs.
Steering: I had planned on converting my car to a manual rack and pinion. I have thrown that idea out the window. My thinking was, it would be nice to drop 30-40 pounds off the front of the car. Unfortunately, several concerns arose. First, few are setup for a big block car. Secondly, and of much greater concern, was the snaking of the linkage between the exhaust headers. I'd spent $450-$500 on my headers, I'm not about to start with a new set, possibly costing much more since they may have to be custom made. Then, on top of that, the $1,300 for the rack and pinion. Instead, after some net surfin', I found a much more economical option. While I won't drop any weight off the car, I will have quicker/tighter steering than my junk steering box that came off the car. I found that many people are installing 3rd generation Firebird/Camaro boxes into their 1st generation cars with great results. As luck would have it, I have a close friend with a parts car I can get the box off of. Total cost to install it will be in the $100-$200 range.
So there is a quick update as to what I've been up to. Expect many more entries in 2010, and a good number of Camaro related entries as I strive to get the car on the road by the time summer hits!
Engine: I've got most all of my engine parts with exception of my cylinder heads and a few odds and ends to put the thing together. I decided upon AFR heads, which will set me back a cool $3,400+. I had pondered Canfields, though recently discovered that the company seems to have went outta business when the owner retired. I'm not sure if anybody bought them out or not, but either way, I decided I preferred the stability of a company that has been around the block and a proven leader in moving air. Once my tax return is here, the heads will be ordered.
I called up my machinist/builder at Tico Performance Engines to touch base. I told him my game plan, what parts I had, and inquired about recommended pistons, compression ratios, harmonic balancers, and other parts. I was relieved to find he had absolutely no doubts about the durability of my 2 bolt block (I pondered a 4 bolt splay), nor my factory forged crank. He did advise possibly going with a flat top piston if I were going to load up on nitrous though, so that is one area we'll have to discuss further. Idealy, I'd like an 11-1+ engine, as with that compression you get a nice crackle/rumble from the engine. If all goes as planned, my engine should be at the machinist no later that March.
I'm going with a Barry Grant Demon carb, though still unsure of which model, even after speaking with their tech department and receiving their recommendation. They have recommended an 825 Race Demon, which flows in the 900+ cfm range. I was a bit surprised, as the description does not seem to apply to the engine I'm building. Last engine build, they recommended their 750 Race Demon, and I'll admit, it seemed perfect for the build. Perhaps I should leave my selection to the experts and go with their recommendation. I suppose my one option could be to go with the RS (replacible sleeve) so I could always flow more air if needed, or built a bigger engine.
Brakes: I have checked into various brake systems, as the options are almost limitless when it comes to a 69 Camaro. Not only are the many companies, but the options of manual, power, hydraulic, vacuum, , rotor size, and whether to go standard/slotted/cross drilled rotors. In the end, I have decided to go with a kit by Wilwood. They seem to be used by many builders of vehicles on all levels, have been around many years, and offer the type of system I am confident will bring my car to a hault. I'm going with a manual setup, 11 inch slotted/cross drilled front rotors, an aluminum brake cylinder, proportioning valve, and sticking with my rear drums for the time being. Once I either build up my 12 bolt, go after market, or go Ford 9 inch, I will upgrade the rear setup to discs.
Steering: I had planned on converting my car to a manual rack and pinion. I have thrown that idea out the window. My thinking was, it would be nice to drop 30-40 pounds off the front of the car. Unfortunately, several concerns arose. First, few are setup for a big block car. Secondly, and of much greater concern, was the snaking of the linkage between the exhaust headers. I'd spent $450-$500 on my headers, I'm not about to start with a new set, possibly costing much more since they may have to be custom made. Then, on top of that, the $1,300 for the rack and pinion. Instead, after some net surfin', I found a much more economical option. While I won't drop any weight off the car, I will have quicker/tighter steering than my junk steering box that came off the car. I found that many people are installing 3rd generation Firebird/Camaro boxes into their 1st generation cars with great results. As luck would have it, I have a close friend with a parts car I can get the box off of. Total cost to install it will be in the $100-$200 range.
So there is a quick update as to what I've been up to. Expect many more entries in 2010, and a good number of Camaro related entries as I strive to get the car on the road by the time summer hits!
Camaro, Mustang, and Challenger
All three are true blooded American muscle cars, yet each one seems to possess it's own strengths and weaknesses. While all in the same category of vehicle, they all are significantly different when it comes to what one is looking for in a car. Though I've only driven the Challenger, and a Mustang GT (though it was the last gen version), I can speculate from what I've read, seen, and felt first hand as to how the models compare. Let's start with the Mustang.
2011 Ford Mustang GT: I drove a Mustang GT from a few years ago, actually, a production version long before they hit the road. Though I'm sure improvements have been made as far as handling and power, such as this year's bump to a 5.0 with 412 hp, I have a pretty good idea what the Mustang is all about. The new 2011 Mustang carries on the tradition of previous years, taking us back to the 60's, catching the tail end of that decade with this model. The Mustang is the type of muscle car that feels like your average mid-size car in many respects. It's a good all around car, with the lightness to make it quite agile compared to the Camaro and Challenger. With the 412 hp, I'm sure it will get a lot more respect running with the competition, likely even running AWAY from the competition this time around. The interior is nicely done, comfortable, and not too sports car feely, though you feel wrapped a little tighter than your average family sedan. Visibility from inside the car is better than the Camaro and Challenger by a long shot. All around, I think this new Mustang will be an even hotter seller than the last model. With a 300+ hp V6 that gets 30 mpg, I'm sure a great number will give the nod to the base model Stang.
2010 Dodge Challenger: I can actually say that I drove this model, the R/T, though it was the automatic version. The Dodge Challenger feels more like a high hp family car in regards to drivability. While the body says Challenger, it has the feel that is much closer to the larger/heavier Charger from the late 60's early 70's. Stomp the pedal and you just don't have the feel of a fast accelerating muscle car, yet the speedometer states otherwise. The styling of the Dodge Challenger is by far the most true to it's roots. Park it next to a 1970 Challenger and they look nearly identical, though the latest version suffers from an obvious weight problem. The Challenger is the all around boulevard bruiser, the heavy weight of the bunch. While this review may seem fairly negative, and perhaps it is, the Dodge Challenger will likely put a smile on each and every one of it's owners. The car has a special something that you just gotta like. For a cross country trip, the Challenger would be by far the most comfortable and pleasureful of the pack.
2010 Chevrolet Camaro: While my personal favorite of the bunch, the car has it's own shortcomings. Let me start by saying that I feel the Camaro styling combines the best body lines on a car ever produced (1969 Camaro) with that of the most cutting edge, dare to be different styles of today (Cadillac lines). Visually, it is the best eye candy of the bunch. The downside to that is the environment it creates within the car. While I feel the interior styling is better than that of Ford or Dodge, it definately has the feel of a cockpit...though lacking the visibility the glass bubble would offer. Instead, the windows on all sides feel more like portals. While seating is comfortable, you almost feel trapped inside the car. With the high body lines and relatively small front and back windows, it is not a car for those affected by tight confines. While I can only vouch for what I've read in regards to performance, the Camaro appears to be a great all around performer, topping it's competition in every area. That being said, the Camaro is only a few hundred pounds off the Challenger, and thus suffers to some degree in regards to throwing it around corners. At an approximate 3,900 lbs, I'm sure "nible" is not a word a driver would describe regarding the feel. Chevrolet also offers a V6 that knocks down 29 mpg, which should prove beneficial in the future as mpg standards get even tighter. So of the bunch, I'd say the Camaro would likely be the least desirable to your average car buyer, though perhaps the most desirable to the guy or gal looking for a car that performs and looks sexy as hell.
So my final verdict? I don't have one. Unlike the car bags, I just can't bring myself to attach a rank/file to each car. Each one has it's own personality, each one much more separated than the original three pony cars back in 1969-1970. All I can say is if you're looking to buy, take each one for a test drive, push it a little (or a lot), and decide for yourself which car fits your personality and tastes. With such great rides, whatever you decide, you can't go wrong.
2011 Ford Mustang GT: I drove a Mustang GT from a few years ago, actually, a production version long before they hit the road. Though I'm sure improvements have been made as far as handling and power, such as this year's bump to a 5.0 with 412 hp, I have a pretty good idea what the Mustang is all about. The new 2011 Mustang carries on the tradition of previous years, taking us back to the 60's, catching the tail end of that decade with this model. The Mustang is the type of muscle car that feels like your average mid-size car in many respects. It's a good all around car, with the lightness to make it quite agile compared to the Camaro and Challenger. With the 412 hp, I'm sure it will get a lot more respect running with the competition, likely even running AWAY from the competition this time around. The interior is nicely done, comfortable, and not too sports car feely, though you feel wrapped a little tighter than your average family sedan. Visibility from inside the car is better than the Camaro and Challenger by a long shot. All around, I think this new Mustang will be an even hotter seller than the last model. With a 300+ hp V6 that gets 30 mpg, I'm sure a great number will give the nod to the base model Stang.
2010 Dodge Challenger: I can actually say that I drove this model, the R/T, though it was the automatic version. The Dodge Challenger feels more like a high hp family car in regards to drivability. While the body says Challenger, it has the feel that is much closer to the larger/heavier Charger from the late 60's early 70's. Stomp the pedal and you just don't have the feel of a fast accelerating muscle car, yet the speedometer states otherwise. The styling of the Dodge Challenger is by far the most true to it's roots. Park it next to a 1970 Challenger and they look nearly identical, though the latest version suffers from an obvious weight problem. The Challenger is the all around boulevard bruiser, the heavy weight of the bunch. While this review may seem fairly negative, and perhaps it is, the Dodge Challenger will likely put a smile on each and every one of it's owners. The car has a special something that you just gotta like. For a cross country trip, the Challenger would be by far the most comfortable and pleasureful of the pack.
2010 Chevrolet Camaro: While my personal favorite of the bunch, the car has it's own shortcomings. Let me start by saying that I feel the Camaro styling combines the best body lines on a car ever produced (1969 Camaro) with that of the most cutting edge, dare to be different styles of today (Cadillac lines). Visually, it is the best eye candy of the bunch. The downside to that is the environment it creates within the car. While I feel the interior styling is better than that of Ford or Dodge, it definately has the feel of a cockpit...though lacking the visibility the glass bubble would offer. Instead, the windows on all sides feel more like portals. While seating is comfortable, you almost feel trapped inside the car. With the high body lines and relatively small front and back windows, it is not a car for those affected by tight confines. While I can only vouch for what I've read in regards to performance, the Camaro appears to be a great all around performer, topping it's competition in every area. That being said, the Camaro is only a few hundred pounds off the Challenger, and thus suffers to some degree in regards to throwing it around corners. At an approximate 3,900 lbs, I'm sure "nible" is not a word a driver would describe regarding the feel. Chevrolet also offers a V6 that knocks down 29 mpg, which should prove beneficial in the future as mpg standards get even tighter. So of the bunch, I'd say the Camaro would likely be the least desirable to your average car buyer, though perhaps the most desirable to the guy or gal looking for a car that performs and looks sexy as hell.
So my final verdict? I don't have one. Unlike the car bags, I just can't bring myself to attach a rank/file to each car. Each one has it's own personality, each one much more separated than the original three pony cars back in 1969-1970. All I can say is if you're looking to buy, take each one for a test drive, push it a little (or a lot), and decide for yourself which car fits your personality and tastes. With such great rides, whatever you decide, you can't go wrong.
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