Category: Chevy

A decade of difference in the Chevy Camaro: 1967 Z/28 vs. 1977 Z28 – Thomas A. DeMauro @Hemmings

A decade of difference in the Chevy Camaro: 1967 Z/28 vs. 1977 Z28 – Thomas A. DeMauro @Hemmings


The Z28 is worshipped by legions of fans and is even begrudgingly respected by some whose loyalties lie with its competitors. It was conceived by Chevrolet’s Product Promotion Engineering Manager Vince Piggins, to pummel the Ford Mustang in the Sports Car Club of America’s (SCCA) Trans-Am Championship series. Race-prepped versions of the 1967 Z/28 helped instigate the on-track pony car wars, and Roger Penske’s team – with driver Mark Donohue – went on to dominate the 1968 and 1969 seasons.

The first-generation (1967-1969) Z/28s were icons of their era, in both street and race trim.For 1970-1974, Z28s were built on the second-generation of the F-body platform. Following the 1975-1976 hiatus of the nameplate, the 1977 edition arrived and was indicative of a decade of change in the auto industry, federal emissions and safety requirements, social norms, and more.

Accordingly, we thought it would be interesting to compare the 1967 Z/28 to the 1977 Z28, highlight a selection of developments, and touch upon a few of the circumstances that led to them.The 1967 Z/28 was limited to a maximum engine displacement of 5.0 liters (305 cubic inches) by SCCA rules, so Chevrolet engineered a V-8 that employed a 4.00-inch-bore 327 block and a 3.00-inch-stroke 283 crankshaft to arrive at 302 cubic inches.

It was fitted with forged bottom-end components, an aggressive solid-lifter camshaft, free-breathing heads with 2.02/1.60-inch valves, a high-rise aluminum intake manifold, Holley carburetor, dual exhaust with a deep-tone muffler, and an 11:1 compression ratio.

The hot small-block was significantly underrated at 290 hp and 290 lb-ft of torque in street trim and reported to make power all the way up to 7,000 rpm.The Camaro’s RPO Z28 Special Performance Package also came with heavy-duty cooling and a 3.73:1-ratio 12-bolt rear end with a radius rod on the passenger side to reduce wheel hop. Positraction was recommended and additional gear ratios were available, but a Muncie close-ratio four-speed and power front disc brakes were required at extra cost.

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Which one of these four pony performers from the ’80s would you choose for your Dream Garage? – Matt Litwin @Hemmings


In our latest round of This or That we deliver to you a fresh round of four options to fill yet another bay in your unlimited Dream Garage, this time from the pony car market. But rather than offer up your typical selection of Sixties steeds, it’s time to dig out your favorite cassette tapes and the old stone-washed denim jacket: We’re going back to the Eighties. Let’s examine a few that are available now in the Hemmings Classifieds and hopefully serve as thought-starters for your automotive wish list.

Today we’ll start with one of the more obscure performance pony cars from the decade: this 1985 Mercury Capri ASC/McLaren convertible. Unlike other ASC/McLaren conversions of the era, folks within the Mercury division were more focused on image that outright performance, so the stock 5.0-liter engine remained unaltered while the body and suspension were modified. The ASC/McLaren Capris were built in limited numbers, as explained by Mark McCourt in his detailed report of an ’86 edition that appeared in the February 2005 edition of Hemmings Muscle Machines magazine. As to this one currently available, the seller states:

This car, along with one other Mclaren, was purchased by a Canadian man from Hines Park Lincoln Mercury, Plymouth Mi., and brought to BC., where the purchaser mainly stored the two cars for 25 years. He drove one car occasionally. He eventually moved to Atlanta, Georgia, taking only one of the Mclarens with him, and passed my car on to its second owner, who also mainly stored it for 6 years. He intended to pass it on to his son, however, the son showed no interest in the car and it was sold to me. I have driven it infrequently….mainly to car shows.

The car is as it left the dealership, with absolutely no changes to it other than a battery or two, and possibly tires. It is possibly the purest ASC Mclaren on the market. The accompanying photos show its originality, and that it is a true survivor.

Read on for the rest!

MOT and Pre-Winter Clean For the S10 Xtreme


Well it’s that time again, autumn is MOT and get ready for winter time.

Here in the UK for vehicles under a certain age a full yearly inspection is mandated.

Here are all the parts that are tested

There’s a maximum amount MOT test stations can charge. This depends on the type of vehicle.

The maximum fee for a car is £54.85 and £29.65 for a standard motorcycle. (2020)

After getting back from the MOT test, the truck got a quick pre-winter clean with waterless wash and wax.

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As it wasn’t too dirty the waterless wash and wax worked well!

How Chevrolet sold full-sizes, midsizes, compacts, and SUVs all with the same footprint as a 1955 Bel Air – Jeff Koch @Hemmings


The 1955 Chevrolet is the right sized car for America. Don’t believe me? Then why does America keep buying cars that take up its footprint?
The size is perfect: It’s large enough to seat who you need to, six in a pinch, but small enough that you don’t lose the corners in the supermarket parking lot and start pranging curbs and carts. It’s so right that GM itself has continued to make vehicles of its size throughout the post-war era, and made bank off their backs: the Tri-Five era that beat Ford in the sales race two years out of three, the midsize Chevelle that helped democratize high-performance to a generation, the compact (and increasingly plush) Nova, then again in the late ’70s when the midsize line got downsized. To this day, Chevy still sells a hundred thousand of this size vehicle a year, though not in a format you’d expect.

Here’s Why People Are Putting Chevy Engines Into Their Ford Hot Rods – David Schmidt @HotCars


There are several reasons people put Chevy engines into their Ford hot rods even though it raises the blood pressure of many a car enthusiast.

The idea of putting a Chevy engine into a Ford hotrod rubs some people the wrong way. For many purists, a Ford should have a Ford engine, a Chevy should have a Chevy engine, a Mopar should have a – well, you get the point. These enthusiasts are loyal to their brands and have strong opinions about engine swaps.

And then there’s the hot rod community. Being largely rooted in car modifying, hot rodders take off fenders, chop tops, and stick different engines in different cars without thinking twice. It’s what they do. Though that’s not to say there aren’t purists among the hot rodding community as well who think Fords should have Ford engines only – yet it’s commonplace to find Chevy engines in Fords among hot rodders.

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How Frank Winchell defended the Chevrolet Corvair, in his own words – Daniel Strohl @Hemmings


[Editor’s note: While speaking with Nick Gigante regarding his upcoming Corvair Vindication Day event, Nick forwarded us a transcript of the speech that Frank Winchell, his grandfather, gave to 900 or so members of the Corvair Society of America at the club’s annual convention in 1979 in Detroit. We excerpted a few sentences in that story, but thought it worth reprinting here, if for nothing else than for the technical arguments Winchell made in defense of the Corvair.]
Introduction by unknown speaker: I would like to introduce our speaker tonight, Vice President of General Motors Corporations and Director of Engineering Staff, Mr. Frank Winchell.
Mr. Winchell speaking: 
Good evening ladies and gentlemen. It is indeed a pleasure to be here this evening. Everybody always says that… I’ve said it myself. But tonight is different… I mean it!
As a matter of fact, I have addressed very few friendly audiences… period. I don’t address anyone if I don’t have to. I don’t like speaking. I’m not very good at it, it makes me nervous, nobody pays attention and I’m inclined to be a little profane. In fact, I don’t hardly like anyone anymore, anyway—if you want to know… I’m mad.

An affordable classic: Chevrolet’s second-generation Corvair – Kurt Ernst @Hemmings


Chevrolet’s redesigned-for-1965 Corvair debuted to high praise from the automotive press, with Car and Driver’s David E. Davis, Jr. declaring it “the most beautiful car to appear in this country since before World War II.” American consumers agreed, buying 23-percent more ’65 Corvairs than they did the year before. Trouble, in the form of the Ford Mustang, was brewing, and Corvair sales began a slide in 1966 from which they’d never recover. Today, the second-generation Corvairs, model years 1965-’69, represent a relatively affordable point of entry into the classic car hobby. Is the time right to shop for one?

Read the rest of the article here

Related – A shrine celebrating all things Corvair opens in Illinois

1950 Chevrolet 6 Cylinder with Speed Equipment, alternative Hot Rod power?


1950 Chevrolet 6 Cylinder with Speed Equipment

1950 Chevrolet 6 Cylinder with Speed Equipment, alternative Hot Rod power?

Saw this engine for sale on Hemming’s and it occurred to me that this would make a really cost effective alternative to either a hopped up four banger or a Flathead V8.

If it’s to go into Model A or B, then any Ford v Chevy sensibilities would need to be put to one side.

Based on the engine number: HAM196465, this appears to be a 1950 216 ci. It has Offenhauser valve cover, Newhouse intake, 2 Rochester carbs with linkage, Fenton exhaust.

This engine was running in a 1954 Chevy when I bought it many years ago. I bought it to go in an early Chevy pickup, but never used it. I have not run it since I bought it. Does not include engine stand. Would be best if you pick up.

The listing is here

Related – Hot rod Stovebolts and other Chevrolet six-cylinder memories

The Chevrolet inline 6 engine was Chevrolet’s sole engine from 1929 (when it replaced their 171-cubic-inch (2.8 L) inline 4) through 1954, and was the company’s base engine starting in 1955 when they added the small block V8 to the lineup. It was completely phased out in North America by 1990; in Brazil, GM held on to their fuel-injected version through the 1998 model year. It was replaced by more recently developed V6 and four-cylinder engines. Many popular cars and trucks, including the Chevrolet CamaroChevrolet Impala, and Chevrolet Suburban used the inline 6 as the base engine. Chevrolet did not offer another inline 6 until the 2002 General Motors Atlas engine‘s debut in the Chevrolet TrailBlazer. (from Wikipedia)

Pangbourne College Classic Car Show


An excellent well organised car show in a beautiful location, cars of all shapes sizes and ages were present.


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Here’s the US related contingent of attendees. Classic wise the Galaxy, and the early red Mustang deserve a particular mention. On the modern  front the Bullitt Mustang and the Ford GT stood out. There were also a couple of very nice 32 Hot Rod roadsters.