My 1978 Camaro Type LT
Built on Tuesday, February 7, 1978, Van Nuys (Los Angeles) CA. Total Factory delivered price: $7300 (1978), equivalent to $24,725 in 2008!
I'm the second private owner, took possession on June 3, 1983.
Tech Specs:
Engine: 383 ( 4.030" B x 3.750" S) 1989 350 9C1 Block 2 bolt mains.
Induction: Speed Density (MAP) TPI, Edelbrock High Flow manifold base and runners, ported plenum, 52mm tb, 24 lb/hr injectors.
Camshaft: GM # 14097395 Also known as the "RamJet 350" cam Duration @ 0.050" 196/206, Valve Lift .431" intake, .451" exhaust, 109 degree Lobe Center Separation. Hydraulic Roller tappet
Crankshaft: Eagle 383 stroker crank cast steel
Cylinder Heads: Cast Iron #497 castings, 76cc chambers, 1.94/1.50 stainless valves, Z-28 springs, cast iron guides, harden pushrods. Comp Cams 1.5 ratio roller tip rockers.
Rods: LT1 PM rods, ARP rod bolts
Pistons: Speed Pro Hypereutectic 383 stroker pistons, flat top, 2 valve relief's
Compression ratio: 9.17 to 1
Timing Chain: Cloye's true double roller, 0 degree offset.
Ignition: Stock Large HEI, EST.
Electrical Power: 12VDC nominal. 120 amp alternator from a 1989 Police Caprice,14.2V output at 700 rpm
Oil Pump: Melling MV55A, Z28 high output.
Radiator: Custom built 4 row by Instant Radiator of Del City, OK., modified electric fan and shroud.
Exhaust: Dynomax Ceramic Coated headers, 1 5/8" with 2 1/4" pipes, Dynomax mufflers.
Transmission: 200-4R, external oil cooler Gear ratios: 1st gear: 2.74, 2nd gear: 1.57,third gear: 1.00 4th gear: .67, reverse gear: 2.29
Differential: Stock 3.42 Posi-trac
Final Drive Ratio: 2.29 to 1. 2250 rpm @ 70mph. 6000 rpm fuel cutoff.
Driveshaft: 4" aluminum with front yoke balancer
Wheels: 1978 Z-28 15" Turbine Wheels made by Western Wheel for Chevrolet. Note: My Camaro was originally equipped with the 14" version of theses wheels.
Tires: Falken ZIEX ZE512- 205-60-R15 "H" speed rated.
Brakes: stock 11" front disc, rear 11" drum, 9C1 police option (4" thick drum- 2" wide shoes) power assisted.
Suspension: Z-28 front springs, multi-leaf rear springs. Polygraphite bushings on rear, and on front control arms and front anti-sway bar. Both front and rear anti-sway bars from a WS6 equipped 1980 T/A ( 1 1/4" dia. front, 13/16" dia. rear).
Front air dam from a 1981 Z28, rear wheel flares from a 1979 T/A.
Steering: Power assist, 1986 IROC Camaro gearbox, 2.25 turns lock to lock.
Shocks: Edelbrock Performer IAS
Interior: Stock carmine red, deluxe cloth seats with vinyl inserts (Radcliff design cloth pattern). Special design black light dash panel illumination designed by yours truly, first installed in 1988. Power windows, door locks, cruise control, tilt wheel, A/C.
Instrumentation: Full gauge package standard on Type LT and Z28, Clock replaced with mechanical oil pressure gauge. 150 mph speedometer from 1971 Camaro with 1981 Camaro VSS speedometer head, calibrated.
Driving Impressions and History (from my perspective)
I have owned this vehicle for a long time, ever since I first fell in love with it, back on that sultry warm June day in 1983. My buddies used to call it the "cream puff". Being a one owner it was pretty well taken care of and everything worked.
The 305 2 bbl. engine was adequate for a commuter vehicle, but far below the expectations of my first Camaro, which was a 1976 Coupe equipped with the 165 hp 350. I found out early on that a couple of cam lobes were wiped, which was at the time, fairly common for that particular breed of engine. It would be the following February of 1984, that the heads got freshen up along with a new Comp 268 cam. The original 2 barrel carburetor would remain until November of that same year, when a Rochester Quadrajet and a Edelbrock performer manifold made its way on top. This added a estimated 15 horses on the stock 145. The following year would see an addition of a set of headers which would add another 15 horsepower to the 305. It was more than my '76 put out-stock.
This would serve the Camaro will until late 1987, when the main rod went at 161K miles. With a succession of poorly built motors by a couple of less reputable builders, in early 1991, found a guy who could build one right. Lesson learned here is you get what you pay for!
The new 350 was built and had a set of ported heads along with Ersom TQ20 cam, this engine was a strong runner! I decided to swap trannys for a TH400 with a shift kit. Also added where a set of Comp 1.5 roller tip rockers and a Edelbrock performer carburetor. Even with the stock 2.41 gears, it would light them up in every gear and had enough torque, that if I was getting on the freeway in second gear and stomped on it, the tranny would downshift and would upshift hard enough to throw the fan and alternator belt off! I did this a couple of times, only to have the last time shred the belt enough where it could not be used, bad news- no more spare belts! When I tried to see if I could make it to a parts store a few miles up the road ( it was late October 1994, and the weather was fairly cool), the motor overheated enough where even after I let it cool and installed the new belts, it would never run right again.
I pulled the motor and transmission late in September of the following year, and sold off all the usable parts. The Camaro would set in my garage for nearly five years before another engine was installed. It was during this time that I did a fuel injection conversion on my 1982 Buick Skylark, and on April 6, 1996, it fired off for the first time. The rest, they say, is history. I decided that the next engine for my Camaro would not be carbureted. During the next four years, I would save what money I could to gather parts for my Camaro, not limited to just the power train, but also the suspension and interior parts as well. All was going well, until my wife told me we were expecting our second child in November of 1998 and that all extra funds for the Camaro was cut off. So I had to find a way to fund my project, and I began buying and trading parts and started selling locally.
In October of 1999, I found a complete tuned port set up with harness and computer at the Chickasaw swap meet. For those who are not familiar with the Chickasaw swap meet, it is held every spring and fall at the Grady County Fairgrounds in Chickasaw, Oklahoma. This ole' boy sold me the complete system for $150. When I asked him, why he was selling it, he replied, " I could never get it to start". It was off a 1988 model Camaro, the first year VATS was incorporated on the ecm chip. I knew that, he didn't. I just smiled as I handed over the cash, and I collected my treasure.
When I joined the Ebay community in January of 2000, things really took off. I was getting more knowledgeable on the tuned port injection, and the internet and library was a great source of information. This would serve me well, as I was buying the necessary equipment needed to troubleshoot and work on the Chevrolet injected systems. In retrospect, when I was doing my Buick's fuel injection conversion, I did not have access to the internet, only what diagrams and information I could glean from the local library.
After all the work I did on the power train, suspension, I was still working out bugs on the driveline, which proved to be a difficult task at best. If you have already read through my mechanical section, you know what I mean. It has only been recently that I have decided to go back to the 3.42 gears, and with the new driveshaft that has a balance ring, was I able to quell the vibration demon.
The Tuned Port injection on the Camaro fired up for the first time on August 5, 2000. This engine would last until a mysterious oil pressure failure in September of 2005, would prove fatal to the motor. A new engine in February of 2006, would be the best one yet, and besides that, it is 383 cubic inches, along with better bottom end, an Edelbrock Hi-Flo tune port manifold and larger throttle body, with plenty of low end torque and power.
Gone is the rear disc brakes, after all the time and effort to get them right (first installed in May of 1993), I decided to go with a early 90's Caprice police option 11 inch drum brakes. The civilian version of the 11 inch brakes, used a 3 1/4" wide drum, while the police duty saw the 4 inch wide version. These are massive and provide the braking I need, which in my opinion, are superior to the disc brakes.
Driving the Camaro is a pleasure. With all the pieces working together, it is machine that does exactly what it was built to do. Whether it is oozing down a boulevard at 35 mph or cruising the highway at 70, it does so without any complaints. The gear ratios in the overdrive and differential compliment the torque band of the 383, and it does so without unnecessary lugging or any of the high winding buzz of a half hearted street rod. The car was built to be enjoyed, from the minute you twist the key and take off. Take note: No trailer queen here, folks! The exhaust note is pleasant, even at highway speeds, and does not drown out conversation with your passengers or compete with your stereo. It glides down the street effortlessly, and when told to zig, it zigs, when told to zag, it zags. The powerful torquey engine, close ratio steering, superior braking ability and balanced suspension allows you to take curves and carve through traffic with confidence, which is the true mark of any well thought out design and effort. The body and paint can use some attention as by a lot of so called enthusiasts standards, would be sub par. That will come in time. It is far more important to me, how a car drives and handles than what it looks like on the outside. My '82 Skylark, which now has a new owner in Kansas, is a testament to that. It too, with its 3.4L V6, will hold its own against many newer cars. If a car is truly an extension of ones' personality, then mine fit me to a tee. Not much to look at on the outside, little rust here and there, paint fading and somewhat chipped, but underneath, runs with a heart of a champion.
