Me and my baby



Me and my baby

Postby Sascha » November 12th, 2013, 4:17 pm

Hi,
My name is Sascha and Live in the south of Germany, nearby switzerland. So please apologize, when my english is not always that well.
A friend asked me to visit with him a large US Car meeting in switzerland in 2002. That was the time i saw a first gen. Camaro. I was immediatly infected by the muscle car virus. :D
Ic called my own Camaro one year later. A basic version of 1968 with a 327cui SB and 210 GHP and no extras. My strategy is simple, do as Most as possible by my own ne stay as needed original to keep the status of my historical licensing plate for the reason of saving a hell of insurence and tax fees.
I modified meanwhile suspension, wheels, tyres, hood, additional gauges, RS lights, 2 line 2 1/2 inch exhaust and finally in 2011 the 383 stroker engine.

Please enjoy the pictures and feel free to comment.

Kind regards
Sascha
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Last edited by Sascha on November 13th, 2013, 12:57 am, edited 1 time in total.
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Re: Me and my baby

Postby grumpyvette » November 12th, 2013, 4:27 pm

welcome to the forum!
do you you have plans on further modifying the car?
I owned a 1969 camaro with a 496 cubic inch big block engine and a m21 manual transmission , and crower fuel injection,back in the 1970s

viewtopic.php?f=69&t=5123
here,s a picture of me in 1970 (43 years ago) with a 1969 camaro I installed a BBC-496 with a tunnel ram into, then later CROWER FUEL INJECTION
Image
Image
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
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Re: Me and my baby

Postby Indycars » November 12th, 2013, 4:30 pm


Wow ..... that is one nice Camaro and that can't be easy when you live in Germany. I image getting parts can be frustrating at times. What's next on the agenda for upgrades?

Hard to believe how clean that engine compartment is and the blue hoses really look good!

BTW, welcome to the forum Sascha!!!

Rick
Too much is just enough!!!

- Check Out My Dart SHP Engine Project: viewtopic.php?f=69&t=3814
- Need a Dynamic Compression Ratio Calculator: viewtopic.php?f=99&t=4458
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Re: Me and my baby

Postby Sascha » November 13th, 2013, 1:18 am

God Morning,
Grumpy the 69 Camaro with 496 and injection and manual was surely a Nice beast. I am Limited to 396 or maybe 427 due to the available options in 1968 with respect to the historical license plate. But a swap to a manual makes me sleepness nights, since i am limited with the cubic inch.

I have a long agenda in mind. But next will be the finalization of the RS conversion (back and backup light) and final setup/configuration of the engine since i have at the rear wheel only 298 DIN PS at 4800 RPM and 474 Newtonmeter at 4220 RPM. According to the engine builder do i miss 50 DIN PS which should be at 5700 RPM and 50 Newtonmeter. That is not much, but i would like to have more low end torque since the crank supports max. 6000 RPM and My stall converter is a 2500 one.
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Re: Me and my baby

Postby Sascha » August 28th, 2014, 12:22 pm

hello Grumpy,

i am digging into details of my Engine and reading a lot of information in this forum to become a comprehensive understanding of the weak points of my engine. A first but major finding is, that my engine builder did not 0 deck my block. It is 0.025 (standard chevy SB Gen. 1 with 3.75 stroke and 5.7 rods) over the piston sealed pro h860CP30. This brings me with a "standard" gasket of 0.028 in. to a quench of 0.053 in. Clear recommendation given in this foru is to have less than .045 in. Is there a reliable way, or can you even recommend a head gasket, to get a closer quench without disassembling and decking the engine.

Thanks for your help.

kind regards
Sascha
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Re: Me and my baby

Postby Indycars » August 28th, 2014, 1:28 pm


It's not that hard to find a head gasket with a compressed thickness to suit
your needs. The first link is .015" and the second is .021",made of copper and
costs considerably more. But it can be reused.

http://www.summitracing.com/parts/fel-1 ... /chevrolet
Bore (in): 4.100 in.
Bore (mm): 104.140mm
Gasket Material: Embossed shim with precision rubber coating
Compressed Thickness (in): 0.015 in.
Compressed Volume (cc): 3.245cc
Lock Wire: No
Quantity: Sold individually


http://www.summitracing.com/parts/sce-p ... /chevrolet
Bore (in): 4.060 in.
Bore (mm): 103.124mm
Gasket Material: Copper
Compressed Thickness (in): 0.021 in.
Compressed Volume (cc): 4.455cc
Lock Wire: No
Quantity: Sold as a pair.

Rick
Too much is just enough!!!

- Check Out My Dart SHP Engine Project: viewtopic.php?f=69&t=3814
- Need a Dynamic Compression Ratio Calculator: viewtopic.php?f=99&t=4458
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Re: Me and my baby

Postby grumpyvette » August 28th, 2014, 2:15 pm

IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
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Re: Me and my baby

Postby Strictly Attitude » August 28th, 2014, 6:15 pm

Sasche are limited to those ci numbers or to those blocks? Such as your 383 could be any number of small blocks. I guess what I am getting at is how do they regulate this?
"IF YOU CAN SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR SUSPENSION NEEDS MORE WORK!!"

John J. Coffey
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Re: Me and my baby

Postby philly » August 28th, 2014, 8:15 pm

welcome to the forum! what a beautiful camaro!

by the way what jon is implying is, can you use a 427 casting and stroke it to 500 cubic inches? how would they know whats inside as long as the motor is correct for the year?

also... is there emissions testing for 1968 vehicles in Germany?
-phil

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Re: Me and my baby

Postby Sascha » August 29th, 2014, 12:37 am

Hi,
you are right, ducumentation wise spoken, I am only limited to the consistent numbers on the block and the official papers of the car for the tax authority and the insurance company. But I would recommend not to forget normal intellect of the involved persons, since a well done 427 or 500 cui. engine drives different. Maybe I am a little bit conservative but the reason therefore is that we differentiate in principle three type of cars on german streets:

1. Standard licence (standard license plate e.g. LÖ-S 7) Lö indicates the county Lörrach
- Intension to support cars not older than 29 years and providing benefits to cars with less air pollution
- German car Tax rate per annum depends on air pollution
- Euro 0 with 2000 ccm approx. 725 Dollar
- Euro 3 with 2000 ccm approx. 180 Dollar
- ...
- Car insurrance for damages on other cars or persons per annum depends on car classification but is at least a
few hundred dollars for a small car
- Car insurrance for damage of own car depends on car value
- Limitation: Full technical check every second year covering the newest regulations and measurement of air emission

2. Historical License (last letter on license number plate a "H" e.g. LÖ-S 7 H)
- Intension to support that old cars will stay alive and exist
- Cheap german car Tax rate per anum fix 192 Euro approx. 253 Dollar
- Car insurrance for damages on other cars or persons per annum e.g. 100 Euro approx. 120 Dollar
- Car insurrance for damage of own car depends on car value
- Limitation: min. 30 years old, mainly original condition and parts which where available at the time of building,
typicall limit for car insurance is +-5000 KM / 3100 miles and NO EMISSION TESTING

3. Special license plate 07 (fix middle characters plus number 07 e.g. LÖ-071)
- Intension to support that special modified cars, not fullfilling class 1 or 2, can be moved to a show, garage, etc.
- German car Tax rate per anum fix 192 Euro approx. 253 Dollar
- Car insurrance for damages on other cars or persons per annum e.g. 100 Euro approx. 120 Dollar
- Car insurrance for damage of own car depends on car value
- Limitation: no daily driver, basic technical requirements, documentation of each cruise, etc.

My goal was and is to have a historic license plate with matching numbers whenever possible to
- ensure low car tax
- less driving restrictions
- ensure value if the car needs to be sold

I had to discuss all modifications with the technical inspector and had to provide a dyno sheet from a calibrated station. I had to show an official yenko catalouge from 1968 to convince them about the availability in 1968. The only part they did not accept and document in the papers is the fully programmable MSD AL 2. So what. Finally i am in the performance range of an original 396 cui camaro (compared with gross HP figures). Even if this is a little bit low for a 383. But this will change in near future.
But to answer your question, yes i would have been able to go for a 427 or evevn a stroked one since Yenko shipped it in 1968 the ZL alu engine with 427 cui. But some years ago, when i started with the 383 story, did i not have the knowledge of today and the financial possibilities. Maybe someting for the future.
Kind regards
Sascha
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