View Full Version : Vorshlag Build Thread - 69 Camaro Pro Touring/Track Car
Howdy, Lateral-G members! I just wanted to introduce myself before you start to read this build thread. I own a shop in Plano, Texas where we design, CNC machine and assemble various suspension components for late model sports cars mostly for road course use. We are a small company but have some great fabricators, engineers, our shop manager takes the pictures, and several of us come from professional and semi-pro race team backgrounds. Not trying to sell anything, just explain who we are.
https://vorshlag.smugmug.com/Service/Production-Parts/i-9ksBzBW/0/S/B61G9470-S.jpg (https://vorshlag.smugmug.com/Service/Production-Parts/i-9ksBzBW/0/X3/B61G9470-X3.jpg) https://vorshlag.smugmug.com/photos/i-ZfdctRF/1/S/i-ZfdctRF-S.jpg (https://vorshlag.smugmug.com/photos/i-ZfdctRF/1/X3/i-ZfdctRF-X3.jpg)
We build and service street and race cars in our service shop, mostly for road course use but also autocross, drag racing, hill climb, and high speed events like Bonneville. Our shop is known for LS swaps and we have done V8 installs (and make swap kits for) several BMW chassis, the Scion FR-S/Subaru BRZ, NB Miata chassis, and this 69 Camaro has an LS3 as well. I've been racing since 1987 with SCCA and since 2007 with NASA, and have run the Mustang below (which we built) in the Optima series and Goodguy events for the past 4 years.
https://vorshlag.smugmug.com/Racing-Events/OUSCI-2014-110814/i-KW2hhwL/0/L/B61G0336-L.jpg (https://vorshlag.smugmug.com/Racing-Events/OUSCI-2014-110814/i-KW2hhwL/0/X3/B61G0336-X3.jpg)
Whenever we have big build projects like this one I always document the construction for the customer with pictures, videos and write out all of the details as the construction progresses. Its not much extra work to share the build publicly, so I do these detailed build threads on forums that will let me post there. A moderator here (Flash68) follows this build on another forum and today he asked me to port the thread over to Lateral-G, so here it is. Feel free to comment, make suggestions, poke fun, and share. We started this build in May 2015 and the customer allowed me to share the build starting in August, so I will post that first then follow up with more updates after that until I catch up with real time. Plan is to have the car on track in 2016. Thanks for reading.
Project Introduction August 6th, 2015: This one is a bit unusual for Vorshlag - a Pro Touring build. Yes, this is the first classic Detroit iron we've done up to this level. No, we're not selling out and trying to cash in on a "new trend" - I grew up building and driving 60s-70s F-bodies, Mustangs and Mopars. They were great looking cars with good drivetrains but had pretty terrible brakes, suspensions and chassis. I have watched the Pro Touring trend evolve from day 1 (BigRedCamaro (http://bigredcamaro.com/)) and have been waiting patiently to build one with more of a performance slant than a show car.
This customer came to us with his 69 Camaro project because he thought we had the skills that best fit his needs. This will be no ordinary Pro Touring show car / Cars & Coffee queen, but a real deal track beast with giant Hoosier tires, big aero, and LS V8 power. Sounds a lot like what we do, but it needs serious safety gear and custom everything to work well.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-R2sM9Rq/0/L/B61G0317-L.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-R2sM9Rq/0/X3/B61G0317-X3.jpg)
Quick picture from where we are now on this build, in August 2015, when we launched this build thread
We've been working on this car now for about three months and this has turned into something pretty amazing, and I cannot wait to see what the end result looks like. Many people have commented after seeing the car in person or the few pics we've shown that they wanted to see a build thread. So let's get caught up on the progress, starting at the beginning - when the customer found us. I will start this forum build thread with the first post showing the tear down and some of the new frame work, and follow up with more progress in upcoming posts.
Picking A Shop Is Important
Earlier in 2015 we had a customer contact us about finishing a build he had started at two previous shops, which will remain unnamed. He came to our open house event in February 2015 to check us out in person, see some of the work we've done on customer cars, and get a feel for our shop - to see if we might be able to deliver what he wants.
https://vorshlag.smugmug.com/Car-Shows/Vorshlag-Open-House-2015-SCCA/i-F87h28h/0/S/B61G4531-S.jpg (https://vorshlag.smugmug.com/Car-Shows/Vorshlag-Open-House-2015-SCCA/i-F87h28h/0/X3/B61G4531-X3.jpg) https://vorshlag.smugmug.com/Customer-Cars/Scott-Ripleys-Land-Speed/i-LGB9Trv/0/S/B61G7533-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Scott-Ripleys-Land-Speed/i-LGB9Trv/0/X3/B61G7533-X3.jpg)
He focused a lot of his attention on a 2013 Mustang GT (below left) road race car and silver Subaru Land Speed Racer (below right) that were in our shop that day, with recent work completed by Vorshlag. The owners of several cars we have built were also in our shop so he could talk to multiple customers face to face.
https://vorshlag.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-gDVkpDF/0/S/B61G9254-S.jpg (https://vorshlag.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-gDVkpDF/0/X3/B61G9254-X3.jpg) https://vorshlag.smugmug.com/Customer-Cars/Scott-Ripleys-Land-Speed/i-mJmG95V/0/S/B61G7786-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Scott-Ripleys-Land-Speed/i-mJmG95V/0/X3/B61G7786-X3.jpg)
This type of research is smart, because not enough customers really check the background and skills of the shop building their dream car. They might hear about some shop that a friend says "check this place out", then without much further investigation they drop off their car and hope for the best. Well, this guy didn't take our word for it - he came to our shop when several customers and their cars we built were there and learned a lot.
I watched this video (http://www.thatvideomagazine.com/newyork/autos/vinny-ten-racing) recently where shop owner Vinny Ten said these things - that customers need to research the shops they work with - and I hadn't really thought about this much before. Sometimes customers want to blame others for their poor planning and bad decisions, but Vinny says its partially their fault for not researching the shop that did the work.
Luckily this 69 Camaro customer did his home work - and after he researched Vorshlag he brought the car up to us for a look, along with a truckload of parts, back in April 2015. We looked over it, made a list of recommendations and changes, had some good discussions with the owner about intended use and concerns, gave him some detailed estimates, and work got underway in May. Here's what we've been up to...
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-bq2sdCB/0/L/B61G8003-L.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-bq2sdCB/0/X3/B61G8003-X3.jpg)
Note: Most of the pictures in this forum thread were shot by our shop manager, Brad, and most of the work so far has been completed by one of our fabricators, Ryan. Our whole shop has been involved in researching and selecting components, ordering parts, in discussions about safety and layout, Jason and I have had engineering input on many aspects, etc - its always a team effort here. If a photo looks noticeably ugly, though, I most likely shot it with my #potatocam phone or my old Nikon DSLR.
New Direction + Inspection
There were a number of significant changes in this build when it came to Vorshlag, many of which entailed removing previous work and starting over. We quoted the hours to re-do the frame, floor, cage and more, and we have stayed on our time budget so far.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-z6gxvKk/0/L/B61G8005-L.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-z6gxvKk/0/X3/B61G8005-X3.jpg)
We noted a lot of things that needed to be changed to comply with safety, classing and engineering standards for what the customer had in mind, which was serious HPDE and Time Trial use. I won't go into all of that, other than the list was detailed, extensive, and we re-used as many parts that were applicable.
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https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-BGLWhg4/0/L/B61G9558-L.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-BGLWhg4/0/X3/B61G9558-X3.jpg)
We all liked what he had in mind, and were eager to get started. We had to finish another project first, but that was soon done and we began on this '69 Camaro in May of 2015.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5KJHnQ6/0/S/B61G9570-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5KJHnQ6/0/X3/B61G9570-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sCjWdCN/2/S/DSC_7433-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sCjWdCN/2/X3/DSC_7433-X3.jpg)
The car rolled into our shop as a semi-built rolling chassis. The amount of tear down shown below may seem excessive, but there wasn't a single piece of the old car cut out that wasn't done for a good reason. I'm not going to get mired in knocking down the work done to this car before it got to our shop - I'm just showing what we did - but I might mention our reasoning here or there.
Beginning of Tear Down
We had agreed upon a course of action with our client and he had signed off on all of the changes we had in mind. We told the owner that to get the car back to a rolling chassis that was safe/competitive/reliable would likely take a certain number of hours of tear down and rework, which was approved. When Ryan was freed up from another cage build, he was ready to tear into the Camaro and he jumped right into action. Tear down is chronicled in the short 24 second time lapse video below, taken on 5/11/15.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-h3mDCSx/0/L/Video-L.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/48244518_fvvCWB#!i=4053240210&k=h3mDCSx&lb=1&s=A)
Time Lapse Video (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/48244518_fvvCWB#!i=4053240210&k=h3mDCSx&lb=1&s=A) of Day 1 of Tear Down
The engine and trans were removed and the existing roll cage was cut out. Its painful to remove parts and work that has been completed, but a necessary step in order to move forward. We really "ripped the Baind-Aid off" on day 1, heh.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-DshCXpd/0/L/B61G9614-L.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-DshCXpd/0/X3/B61G9614-X3.jpg)
The front subframe was removed, with an eye towards possibly re-using this section. It was a name brand 1st gen F-body subframe designed for C6 Corvette control arms, hubs and uprights, then modified heavily for this car. We see them on lots of Pro Touring builds and assumed it probably had decent geometry (which we would later check).
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-Wk2bRpc/0/S/B61G9658-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-Wk2bRpc/0/X3/B61G9658-X3.jpg) https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-hfFMMfL/0/S/B61G9663-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-hfFMMfL/0/X3/B61G9663-X3.jpg)
This car had a custom floor and frame built to replace the OEM floor and unibody structure, but for various reasons it all had to go. Ryan used plasma cutter, saws-all, and other tools to get these pieces out over the course of a few days.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-x6PwwrT/0/L/B61G9634-L.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-x6PwwrT/0/X3/B61G9634-X3.jpg)
Once he started on this Camaro we couldn't get him to stop - he was having too much fun. Of course we cannot work on one car non-stop for months, and Ryan split his time on other customer work here and there, but a lot of time was logged on the '69 from May through July.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-8V6bM4g/0/S/B61G9673-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-8V6bM4g/0/X3/B61G9673-X3.jpg) https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-swBj9rb/0/S/B61G9668-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-swBj9rb/0/X3/B61G9668-X3.jpg)
The rear frame rails and trunk floor were also removed, all of which was off-the-shelf kits adapted to this car previously. The deconstruction totaled only 16 billable hours for the steps shown above. The 2x4" rear frame rails that were previously installed on the car were only 1/4" thick (see below) in long horizontal sections near the inboard sections of the rear tires. With 345mm Hoosiers and their cornering loads transferred to the frame in these narrowed sections, we had concerns, so all of that came out.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-MZVqm5M/0/L/B61G9595-L.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-MZVqm5M/0/X3/B61G9595-X3.jpg)
The solid rear axle housing was a big beefy custom Ford 9" unit with lots of extras, and we would end up re-using that for the build. It had no "guts" (bearings, seals, axles, gears, or diff) so we would be ordering all of that later. The front and rear shocks were only "mock-up" shocks, made for eye-to-eye mounts and with a pin to change the length during chassis setup. Handy things to have when you are building a car from scratch. After a few days of loud cutting and flying sparks later it was ready to begin reconstruction - all of this happened very fast.
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New Frame
To stick with the same frame section sizes used in the bolt-on front subframe (that had been welded to the center frame section) we stuck with the 2x3" rectangular tubing for the center section of the new frame we would be building. This would make it possible to mate it all up at the firewall. Its a good size of tubing to use in any case.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-NzcfdSN/1/S/DSC_7929-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-NzcfdSN/1/X3/DSC_7929-X3.jpg) https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-MtrH6dV/1/S/DSC_7915-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-MtrH6dV/1/X3/DSC_7915-X3.jpg)
We ordered up more of the 2x3" tubing as well as several other sizes of square and round tube for various fixtures or frame pieces that needed to be constructed. At the same time a pair of mandrel bent "over the axle" 2x4" tubing rear frame sections were ordered. Then the tedious work of fitting the side frame rails into the Camaro rockers was undertaken, which meant more cutting, but with more refinement and measuring involved...
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-4j9dFHQ/0/S/B61G9777-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-4j9dFHQ/0/X3/B61G9777-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2hNGFRz/0/S/B61G9629-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2hNGFRz/0/X3/B61G9629-X3.jpg)
The previous 2x3" frame sections were placed several inches inboard of the outer rocker panels. This meant the old roll cage tubes didn't line up with the frame rails. Our new goal was to "pocket" the inner structure of the exterior lower rockers and move the new 2x3" frame tubing outboard. This would allow the new frame rails to "nest" inside the outer portion of the lower rocker panels. The new frame would be several inches wider and would allow the new roll cage to move outboard and land on these 2x3" frame members directly, which would make for a safer roll cage and a more efficient overall structure.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-swBj9rb/0/S/B61G9668-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-swBj9rb/0/X3/B61G9668-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wBX4Xw7/0/S/B61G9716-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wBX4Xw7/0/X3/B61G9716-X3.jpg)
As the work to fit for the new frame to the body progressed, more and more of the previous fabrication work was removed. I could write a book about the missing welds, poor engineering, and shoddy fab work we have seen on many cars that enter our little shop, but it isn't worth the down sides. It seems if I say anything negative about anything ever built, I end up being the bad guy, so I'll just say "lots of stuff was removed", and that we "only removed what was inappropriate for this type of build."
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-57xkKzR/0/S/B61G9656-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-57xkKzR/0/X3/B61G9656-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BpvKds6/0/S/B61G9667-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BpvKds6/0/X3/B61G9667-X3.jpg)
Before the entire frame and some interior chassis structures were cut away, temporary bracing was added to keep the outer body panels square. These tack welded tubes (shown above) will be removed as the new frame structure is added.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-pzkPVtS/1/S/DSC_7930-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-pzkPVtS/1/X3/DSC_7930-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8K7MrjV/1/S/DSC_7931-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8K7MrjV/1/X3/DSC_7931-X3.jpg)
There were some hours spent making room for the 2x3" frame rails out in the rocker sections (tack welded in place, above), but it was worth it to be able to get the cage mounted more outboard than it was before. This work gained several valuable inches, room needed to keep the tubes from being where the seat needed to be, to keep cage away from the driver's head.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SNhKmkz/0/L/B61G9838-L.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SNhKmkz/0/X3/B61G9838-X3.jpg)
Once the frame rails were mocked-up on the chassis, measurements were taken and a flat and sturdy structure was built onto our 4x8 foot heavy duty welding table. Its not really a "frame table" that I'd like, but for our limited shop space, it works. Then the frame rails were removed from the Camaro tub and placed onto the table structure at the right width... then the body was lifted onto the frame rails, set onto those, and re-tack welded in place.
More Next Time
This work shown above was completed by about May 20th, and this tear-down is as good a time as any to stop this project thread installment. I'll show more of the frame table work next time.
Thanks for reading,
HotRod68Camaro
12-31-2015, 07:36 AM
next time meaning... later today?! Really like the detail and explanations so far!
Schwartz Perf
12-31-2015, 07:54 AM
Nice work guys. I've been following some of your stuff on Facebook, and Heller is a friend of mine, we went to college together. Looks like he's doing some great work!
-Dale
next time meaning... later today?! Really like the detail and explanations so far!
Yes, I will be porting over dozens of posts today. We're technically closed today (Dec 31, 2015) for year end inventory, but I will sneak away to reformat and post here until I'm caught up with our latest entries. Over the weekend I will try to post what we've been up to lately which is getting pretty crazy...
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-JF8ncQJ/0/M/DSC_9474-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-JF8ncQJ/0/X3/DSC_9474-X3.jpg)
Nice work guys. I've been following some of your stuff on Facebook, and Heller is a friend of mine, we went to college together. Looks like he's doing some great work!
-Dale
Small world! Ryan is the man and heavily involved with all of our big customer builds. He made some custom long tube headers for a V8 swapped Miata we're working on earlier this week (below), which moved that build forward.
https://vorshlag.smugmug.com/Projects/Alpha-Miata-LS1/i-jvxrTnc/0/M/B61G6808-M.jpg
We see Schwartz goodies on Optima and Goodguys cars all the time. Good stuff.
More soon,
will69camaro
12-31-2015, 08:05 AM
Small world indeed I remember seeing you around the car club in college station and at auto crosses.
I seem to remember there is a turn named after you on the way to Caldwell.
Glad to see you on here and amazing build so far! I can't wait to see more!!
nicks67ca
12-31-2015, 08:43 AM
Nice work!
Neil B
12-31-2015, 09:01 AM
I'm loving these serious track car builds. Looking forward to seeing this one come together.
Project Update August 20th 2015: This forum post update covers much of the work we did from late May through mid June of 2015 on our customer's tube framed 69 Camaro "Pro Touring" track car. A little more deconstruction was needed, but for the most part that was all wrapped up and the real fabrication work really got underway in this period.
Before we get started I wanted to list the forums we're posting this build thread on. Note: The pictures in all of my build threads can be clicked for higher rez images or sometimes videos, but for some reason clickable images do NOT work over at S197forums.
http://forums.corner-carvers.com/showthread.php?t=48983 - Corner Carvers
http://www.sccaforums.com/forums/aft/447510 - SCCAForums
http://www.s197forum.com/forum/showthread.php?t=123945 - S197 Forums
http://www.vorshlag.com/forums/showthread.php?t=8393 - Vorshlag forums
http://www.lateral-g.net/forums/showthread.php4?t=51973Lateral-G forums
One of these I own (vorshlag), two of them I sponsor (sccaforums + S197forums), and corner carvers puts up with my shenanigans (mostly). Later in 2015 a moderator from Lateral-G asked me to share it there, too. If there's another forum that would welcome this build thread (even with...gasp... watermarked pictures), and it has approval from an admin or moderator to post as-is, please PM me and I can port it over. Not that this is a ground breaking build or some unknown tech going into it, but its a fun Pro Touring / track build that not a lot of shops are willing to share the behind the scenes work on, to this level.
New Rear Suspension + Frame Section = Thoughts About IRS?
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MZVqm5M/0/L/B61G9595-L.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MZVqm5M/0/X3/B61G9595-X3.jpg)
Once we had the new '69 Camaro frame rails laid out on the "frame table" we started looking at the rear suspension. It came here with a custom 9" Ford axle with a semi-finished 3-link (fore-aft control arms) and a Watts Link (lateral location), but it didn't look right. Sure enough, after Ryan measured the arm lengths, pickup points, and positions, then input the numbers into 3D suspension software, the the geometry was "less than ideal" for track use.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SNhKmkz/0/L/B61G9838-L.jpg
So by now we knew we would be massively changing everything out back - adding all new rear frame rails, altering the geometry and mounting points on the rear control arms, and making a new Watts using some of the old parts. And the solid axle housing was bare - it had no differential or axles installed. So a thought occurred to me... would now be a good time to discuss an Independent Rear Suspension?
https://vorshlag.smugmug.com/Projects/Mark-Councils-C5/i-fhMmmrG/0/S/B61G8842-S.jpg (https://vorshlag.smugmug.com/Projects/Mark-Councils-C5/i-fhMmmrG/0/X3/B61G8842-X3.jpg) https://vorshlag.smugmug.com/Customer-Cars/Mark-Councils-C5-Corvette/i-4DrkGqT/0/S/B61G0934-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Mark-Councils-C5-Corvette/i-4DrkGqT/0/X3/B61G0934-X3.jpg)
We proposed both a C5/C6 rear transaxle and rear subframe/suspension for the 69 Camaro IRS
We pitched the idea to the customer, first showing him a C5/C6 rear transaxle and suspension, using the OEM aluminum rear cradle, arms, halfshafts, and transaxle. But he was invested in the custom ford 9" axle that was already in the build and didn't want to give that up. Plus after we measured a C5 in the shop we realized that an unmodified C5/C6 rear subframe and halfshafts would push the track width wider by at least 4 inches, which meant rear flares, and that would disrupt the original bodylines too much.
https://vorshlag.smugmug.com/Projects/Alpha-Miata-LS1/i-FHVM2ts/0/S/B61G8275-S.jpg (https://vorshlag.smugmug.com/Projects/Alpha-Miata-LS1/i-FHVM2ts/0/X3/B61G8275-X3.jpg) https://vorshlag.smugmug.com/Projects/Alpha-Miata-LS1/i-DZ9QRm9/0/S/B61G8274-S.jpg (https://vorshlag.smugmug.com/Projects/Alpha-Miata-LS1/i-DZ9QRm9/0/X3/B61G8274-X3.jpg)
Custom IRS we built for a 99 Miata with an LS V8 swap = costly + time consuming
There are some aftermarket rear IRS setups but they aren't very.... good. Sorry, they are generally "Not appropriate for this application" - again, with massive Hoosiers making big grip numbers, and serious track performance as the end goal. So doing a completely scratch built IRS was an option, and we've done that before (on the Miata, above) but it would be a lot of custom work and added costs. We discussed the pros and cons with the customer and in the end we scrubbed the IRS idea, as this build was already too far along and LOTS more perfectly good parts would get chucked. So we got back on track and started diving into the new rear suspension geometry and frame rails.
Getting The New Frame Started
As I mentioned at the end of my last entry, the center of the chassis was built from 2x4" tubular frame sections, which were first fitted into the gutted unibody tub. These were then transferred to our frame table at the same width.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LMfNpBT/1/S/DSC_7984-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LMfNpBT/1/X3/DSC_7984-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CKmg4n5/0/S/B61G9892-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CKmg4n5/0/X3/B61G9892-X3.jpg)
The existing aftermarket front suspension was added at the right location and tubing was made to join the "center" frame we built to the "front" frame sections from someone else. We don't know where this front frame clip came from, but it doesn't really matter. There are dozens of "bolt in" front suspensions for the 1st gen F-bodies and they span back over a decade, with lots of revisions along the way.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4H6p7gt/2/S/DSC_7426-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4H6p7gt/2/X3/DSC_7426-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8SGkrcg/0/S/B61G8002-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8SGkrcg/0/X3/B61G8002-X3.jpg)
We had some serious reservations about some of the material used in the major suspension mounting point load paths, but the customer really wanted to use what he had. So we moved forward and mounted it to the frame table at the correct height, so we could do more mock-up and measurements.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-FzjhttR/0/S/B61G9893-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-FzjhttR/0/X3/B61G9893-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3ssn925/0/S/B61G9599-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3ssn925/0/X3/B61G9599-X3.jpg)
Two things became obvious once it was joined to the center section and tack welded together. First, the maximum amount of negative camber we could get with this setup was -1.0° up front. Which is nowhere near enough, as these Hoosiers would probably generate enough cornering power to need closer to -2.5 to -3.5° up front. So we'd have to cut off the main upper control arm mounting plates, move them inboard, and figure out how to reinforce those plates to counter cornering loads.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XR6D2V8/1/S/DSC_7997-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XR6D2V8/1/X3/DSC_7997-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-h66r7kn/1/S/DSC_7996-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-h66r7kn/1/X3/DSC_7996-X3.jpg)
Second, there were some surprising side-to-side suspension geometry inconsistencies in the lower control arm brackets of this production built front clip. These were going to already have to be heavily modified and beefed up anyway, but its just odd that the CNC laser-cut brackets could be assembled and be off by 5/8" from side to side. Again, we don't know who originally built this subframe kit, or if it was modified after it was installed, but it was a big hot mess.
So we now knew we had to remove the upper mounting plates and move them for more negative camber travel, then reinforce the flimsy plates heavily. Not to mention all of the control arm pick-up points were thin, poorly supported steel plate - everything needed to be heavily beefed up. The geometry wasn't good, the alignment capability was poor, and the engineering wasn't up the grip levels planned for this car.
continued below
continued from above
Watts Link and Aluminum Center Section
Many of the Watts Link parts were re-used in the new layout, shown below. The mounting tabs were super sketchy before, and looked like they'd fold up under hard cornering. These new mounts are stronger and will receive additional bracing and structure as the build progresses.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NZfSWVd/0/S/B61G9870-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NZfSWVd/0/X3/B61G9870-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-pCN6g3Z/0/S/B61G0050-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-pCN6g3Z/0/X3/B61G0050-X3.jpg)
The solid axle had the mount for the center pivot of the Watts, as you can see above left. It was a decent looking mount and double-shear style football pivot, so those pieces were re-used. Since the rear frame rails and mounts for the Watts link changed, we had to alter the length of the lateral arms for the Watts. So those went from steel to aluminum lateral locating links; the old pics show black arms which are now gold anodized and adjustable length.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-V6BkV7F/0/L/B61G0270-L.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-V6BkV7F/0/X3/B61G0270-X3.jpg)
Next up was ordering the "third member" or "pumpkin" (rear gears + limited slip + bearing assembly) that bolts into the front of the Ford 9" rear axle housing. The housing was bare when the car rolled in here, so Ryan shared different available third member brand and material options with the customer and in the end we chose a Moser aluminum center section. Normally these are cast iron (nodular iron) but the Moser built aluminum third member is much lighter and plenty strong. Gearing calcs were done to pick the rear gear ratio that worked with the tire height (345/30/19 Hoosier), the gearing from the G-Force trans, and terminal speeds we expect the car to see at Texas road course tracks.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8HDcqkx/0/S/B61G0203-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8HDcqkx/0/X3/B61G0203-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-pqJGgtM/0/S/B61G0201-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-pqJGgtM/0/X3/B61G0201-X3.jpg)
There are a lot of differential options for the Ford 9" but we chose a WaveTrac. (http://www.wavetrac.net/technical.htm) We needed the third member in place to be able to know where to make room for the driveshaft, exhaust and such. Having Moser build and supply the entire assembly made it easy - they installed and setup the hypoid gear set, bearings, and differential into the aluminum housing - so that can be just bolted into the axle housing. We picked up some ARP studs and nuts for a Ford 9" housing and installed the third member shortly after it arrived (below).
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gPhVPVH/1/L/DSC_8298-L.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gPhVPVH/1/X3/DSC_8298-X3.jpg)
New Front Subframe Fab
By now we are into work done in early to mid June. After the old front subframe was removed, additional 2x4" frame rail material was purchased. Ryan got to town and had the new rails cut and tacked in place quickly and began the front suspension mounting points.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5tfXDbw/0/S/B61G0078-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5tfXDbw/0/X3/B61G0078-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dzkHxW5/0/S/B61G0147-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dzkHxW5/0/X3/B61G0147-X3.jpg)
The suspension used of a lot of pre-existing parts, including C6 Corvette aluminum uprights, aluminum C6 upper and lower control arms, and big disc brakes from Wilwood. There's a fabricated steering arm on the spindles, which was for the old subframe and rack setup. There was a haggard looking Fox Mustang steering rack kluged into the old subframe, but we knew that had to go (more on that next time).
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xjCSn83/0/L/B61G0151-L.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xjCSn83/0/X3/B61G0151-X3.jpg)
Please note: all of the lower control arm mounts WILL be double shear. They are incomplete in the image above
Since we had other ideas for a more appropriate steering rack, Ryan left out some of the front structure - awaiting the new rack. As you can see the front has room for a bolt-in lower brace structure, which should allow for track-side service of the oil pan with the motor still in the car. Its a dry sump oil oiling system and pan, which still allows the motor to sit fairly low. The C6 control arms were mounted after geometry was again checked in simulation and placed where we could get some real camber and alignment settings appropriate for track use.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mJf4dzF/0/S/B61G0154-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mJf4dzF/0/X3/B61G0154-X3.jpg) https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zDgLfBX/0/S/B61G0271-S.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zDgLfBX/0/X3/B61G0271-X3.jpg)
Again, the previous plate steel mounts were cantilevered off the frame rails and looked like they would not withstand the side loading that 315 Hoosiers could generate. We asked Ryan to tie the upper control arm mounting plates into the frame with tubing. The curved tubing wraps around the mounting plates and vertical 1-3/4" tubing will come up and tie across the engine bay. This will also be tied back into to the roll cage.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-wd3jfnb/0/L/B61G0664-L.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-wd3jfnb/0/X3/B61G0664-X3.jpg)
Before too long the motor and transmission needed to go in to make sure the front subframe frame rails left appropriate room to add custom full length headers (will show the construction of the headers (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zC2bkKK/0/X3/B61G0739-X3.jpg) in my next post). The placement and driveline angles were checked and re-checked then Ryan began working on the motor mounts. The driver's side mount is already installed in the image above, and you can see the digital angle finder on the tail of the G-force transmission as well.
continued below
continued from above
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-HrHkKBF/0/S/B61G0549-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-HrHkKBF/0/X3/B61G0549-X3.jpg) https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-5hT2PDT/0/S/B61G0640-S.jpg
The motor mounts use the same Energy Suspension polyurethane bushing we've used on hundreds of LS swaps, which is both rigid enough to prevent drivetrain deflection but just supple enough to cancel out some NVH. The mounts tie into the front frame/subframe structure and bolt on.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-7rrVz95/0/S/B61G0672-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-7rrVz95/0/X3/B61G0672-X3.jpg) https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-5TB5DfW/0/S/DSC_8082-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-5TB5DfW/0/X3/DSC_8082-X3.jpg)
Above you can see Brad and Ryan test fitting one of three different racing seats the customer brought - a Sparco EVO III, an EVOII, and a Lajoie aluminum seat - which I will show next time. They also mocked up a driveshaft with 4" PVC tubing, to check rear crossmember clearance and tunnel position. There's some floor and tunnel structure started here, but I will show more of that in my next post.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-4fnPkhT/0/S/FullSizeRender-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-4fnPkhT/0/X3/FullSizeRender-X3.jpg) https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-79CPzj2/0/S/B61G1041-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-79CPzj2/0/X3/B61G1041-X3.jpg)
A quick body mockup showed that meeting the desired engine setback would be easier to remove the factory cowl in favor of a fabricated part rather than just trimming it. Again, the firewall had been heavily modified (and yet had zero room for exhaust headers) and the rusty cowl was a mess, so losing all of that wasn't making anyone too sad. Plasma cutter made the initial, big cuts on the cowl, then the body could slide down over the chassis to verify fit...
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-82v9Bh2/0/S/B61G1051-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-82v9Bh2/0/X3/B61G1051-X3.jpg) https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-J87jt8W/0/S/B61G1079-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-J87jt8W/0/X3/B61G1079-X3.jpg)
With the body on you can see the engine setback clearly, above. The Norwood "alumi-fit" 69 Z28 reproduction aluminum front fenders and hood were also test fitted at this stage, to check basic clearances to the engine, tires, etc. Everything looked good and fit as expected.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-FTrbRs8/0/L/B61G1108-L.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-FTrbRs8/0/X3/B61G1108-X3.jpg)
That shot gives you a better image of what the car will look like when its done. It looks SO much meaner with the wheels and tires fitted, but I will show that next time.
Videos - This Week At Vorshlag
The 69 Camaro has made it into a few of my semi-regular "this week at Vorshlag" videos, and the one below get us caught up to where we stopped here in this build thread.
https://vorshlag.smugmug.com/TechArticles/This-Week-in-the-Vorshlag-Shop/i-N8gzqzB/0/M/June%2015%202015-M.jpg (https://youtu.be/q6xU4je_XaE)
This June 15th Video (https://youtu.be/q6xU4je_XaE) has plenty of 69 Camaro at the beginning to about the 3:38 mark.
What's Next?
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3DDcdtC/0/L/B61G9632-L.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3DDcdtC/0/X3/B61G9632-X3.jpg)
Next time I will finish covering the rest of the work knocked out in June and then some going into July, including: the differential install, more floor structure and tunnel fab work, dry sump tank mounting, more front suspension work, and firewall structure work. Oh yea, and the roll cage was built (teaser pic above). Until next time...
Cheers,
Project Update September 9th, 2015: This forum post update covers much of the work we did in June and into July of 2015, which includes the bulk of the roll cage design and fabrication. Remember - each picture can be clicked for a larger image (except on some forums, which have weird UBB code).
FIREWALL FABRICATION
A small amount of time was spent here adding some initial tubing and gussets to create a new firewall frame and a bit more trimming of old, unused sheet metal. The new Goodmark reproduction cowl panel was also fitted in place - the goal is to have all of the original lines and exterior panels of a 69 Camaro, and the outer cowl panel is a significant visual piece.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-6VB9TpG/0/M/B61G1091-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-6VB9TpG/0/X3/B61G1091-X3.jpg)
This lower framework will make up the front portion of the transmission tunnel. Access was left for header routing, but a slight change on a component down the road made for some small amount of rework to this frame (you would have to measure it before and after to see the difference).
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-rMGkrjh/1/M/DSC_8301-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-rMGkrjh/1/X3/DSC_8301-X3.jpg)
The reproduction upper cowl panel is fitted to calculate the upper firewall position. This is as far as the cowl will get for now, as that will need to wait for final cage tubing, the tunnel fabrication, the exhaust header construction and some other items that will go in later in the build.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-q8Lc5fL/1/M/DSC_8361-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-q8Lc5fL/1/X3/DSC_8361-X3.jpg)
STEERING COLUMN MOCK UP
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-KnTzXqT/1/M/DSC_8354-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-KnTzXqT/1/X3/DSC_8354-X3.jpg)
Once the new firewall location was picked (after moving the engine rearwards significantly from the OEM placement) a basic framework for the firewall mount for the steering column / bearing was built. The placement of the steering rack was fairly obvious, and the seat mock-up in the last installment showed where the steering wheel needed to end up... connect the dots and that's where the firewall mount for the column needed to be.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-m5W4Q3t/1/M/DSC_8424-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-m5W4Q3t/1/X3/DSC_8424-X3.jpg)
Ryan selected a Sweet Manufacturing steering column cage mount clamp kit, which he modified for better strength. This might not be the final clamp we use for the steering column. For now it lets us quickly rotate, raise/lower, and alter the angle of the column to make the final seating arrangement and steering wheel location/angle perfect.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-NHgtj7R/1/M/DSC_8426-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-NHgtj7R/1/X3/DSC_8426-X3.jpg)
This clamp was completed after parts of the cage (below) were in place - namely, the horizontal "dash bar". Looking from the engine bay you can see that the angle on the bearing/U-joint at the firewall junction was minimized.
BODY & FRAME STRUCTURE WORK
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-TfGD3M6/1/M/DSC_8359-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-TfGD3M6/1/X3/DSC_8359-X3.jpg)
Squaring the body on the chassis was done to ensure the cage layout would be correct and the final body lines would look symmetrical. This took some time, measurements, tweaking, and adjustments.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-nZmxpCz/0/M/B61G1513-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-nZmxpCz/0/X3/B61G1513-X3.jpg)
Some temporary support tubes were added to the window and door frames to add strength while interior panels were cut away piece by piece. We just need the outer skin - everything else is just dead weight that will get in the way of the cage tubes. The final cage structure will add significant rigidity to the overall chassis, so most of the old unibody structure no longer provides meaningful stiffness to a tube framed chassis like this.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-3drz9Hg/0/M/B61G9491-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-3drz9Hg/0/X3/B61G9491-X3.jpg)
These rectangular gussets were added diagonally to join the middle frame and rear frame rails to make the cage layout and load paths work better. The width of the 345mm rear tires pushed the rear frame rails inboard more than you'd normally see on a car like this, so these diagonals help reinforce that offset step in the chassis.
ROLL CAGE COSTS
Building a roll cage for a road course car is a complicated, time consuming job. You have to know the class/rules it is being built for, the construction has to follow the constraints of the chassis you are building it for, there are materials to know how to select correctly and welding techniques to use for various tube and plate junctions. It takes a good bit of skill/experience/technique, proper tools and welders, and when done properly it takes a lot of time.
http://vorshlag.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-nMqB66X/1/M/B61G8431-M.jpg
Lots of people ask us for roll cage quotes, and we usually use $6000 as a starting price for a typical road race cage. That might seem high to some, but even that price rarely covers the materials and our hourly rate. Most times we have to eat about 30-40% of the hours on a fixed bid cage job. Of course some cages cost more, but that's our typical cage cost. I've had trouble explaining the costs to people on the phone so I made a detailed entry about cage costs on our forum and just send them this link (http://www.vorshlag.com/forums/showthread.php?t=8384). That post serves as a "tech article" to show why our cages might cost more than others', shows some details on a number of different cage jobs for differing racing classes, etc. Other shop owners have linked to this forum post to help justify their own cage costs - more power to 'em.
ROLL CAGE WORK BEGINS
I sent that forum post about cages (http://www.vorshlag.com/forums/showthread.php?t=8384) to the 69 Camaro owner as an explanation, early on during our quoting process. And on a build like this, a $5000 cage isn't a huge impact on the bottom line. OK, so where were we? After the main portion of the frame was laid out on the frame table, and the front and rear subframes created and welded to that, the rest of the body went on...
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-W5KXFVF/0/M/B61G1110-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-W5KXFVF/0/X3/B61G1110-X3.jpg)
After the body was on the frame, and the first driver's racing seat was in place, Ryan started laying out the roll cage. Jason and I had some initial layout and classing/rules input, but once he got the inner panels out of the way, Ryan went to town and did his thing.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-9DzKH8d/0/M/B61G1547-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-9DzKH8d/0/X3/B61G1547-X3.jpg)
This is a major step in the overall '69 Camaro build, and Ryan was bending, cutting and notching tubes for two weeks on the main portion of the roll cage structure.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-RPSFqxQ/0/M/B61G9514-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-RPSFqxQ/0/X3/B61G9514-X3.jpg)
The cage tubes are laid out, measured, and bent carefully. Templates are made, strings are run, angles are measured and it is all transferred into tubing. The notching for each tube junction requires math, templates, the right tools, and careful fitting.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-LgjbVXh/0/M/B61G1539-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-LgjbVXh/0/X3/B61G1539-X3.jpg)
It is easy to have a tube droop or rotate slightly in the bender and have the angle thrown off. Ryan sets up guide tubes (see above) to keep the sometimes 10 foot long tubes from slipping or bending downward in the bender, and watches the digital angle finder attached to the tube during each pull.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-LbKZzXp/0/M/B61G9553-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-LbKZzXp/0/X3/B61G9553-X3.jpg)
Accurate measuring, calculation and fitting is key when building a cage that fits this tight to the chassis and body. Here Ryan is adding some tubing that will make up the floor structure and trans tunnel, which I will show in another post.
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https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-fhtgpfB/0/M/B61G9633-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-fhtgpfB/0/X3/B61G9633-X3.jpg)
The image above was where work stopped on July 14th, which was when the cage was about halfway finished. There will be additional tubes joining the upper side bars to the main hoop, in the roof, and of course the dash bar and door bars.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-sPx3cjX/1/M/DSC_8371-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-sPx3cjX/1/X3/DSC_8371-X3.jpg)
All outer tubes are routed very close to the outer skin of the body for maximum room to the driver's helmet and arms.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-k4gSWwr/0/M/B61G9653-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-k4gSWwr/0/X3/B61G9653-X3.jpg)
Now we probably could have argued for not using the optional "FIA bar" (below) on this Camaro. The FIA bar is the vertical bar that goes from the upper corners of the windshield to the foot of the forward most vertical cage bar at the A-pillar. Adding these is just good insurance, and has become common practice in all rally and many road racing safety cages these days.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-7HRpvbK/0/M/windshield-angle-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-7HRpvbK/0/X3/windshield-angle-X3.jpg)
This is a more critical tube on a more "laid back" modern windshield - which have typically windshields at 25-30° from horizontal (measured on cars in the shop to check this). This 1969 Camaro A-pillar is sitting more upright at a 41° angle, but that still means the top of the windshield/roof is 15-1/2" further back than the base of the windshield and the front foot of most cage tubes, so the FIA bar was added. In a roll over situation this will help keep the roof from crushing - and that's a big part of what a "roll" cage is supposed to do.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-c8GqQpG/1/M/DSC_8370-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-c8GqQpG/1/X3/DSC_8370-X3.jpg)
The first roof diagonal bar is in place above. Bends were added at the ends to gain more headroom for the driver and passenger. This bar is almost touching the roof skin in 2 spots and the ends fit tight to the cage. Most of the original inner roof structure has been removed except the forward most panel at the front/top of the windshield, and even this inner panel was tweaked for more room.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-QG2jr53/0/M/B61G9912-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-QG2jr53/0/X3/B61G9912-X3.jpg)
Here you can see that the second roof bar was added. This is optional, but worth it on a car that will sometimes have two people in it and driven hard on track. The first roof diagonal joins several others in a big "node" behind the driver's head for maximum strength nearest his helmet. These tubes are only tacked in place, and will be disassembled for final welding. Each tube will be individually welded at to the node - one tube at a time on atop the other - for full 360° welds on each tube at this junction.
WOODWARD RACK IS HERE
At this point we are well into July work. This is not the only car Ryan was working on in June/July, as he was pulled away to tackle some final work on the FR-S LS1 car before it left our shop, as well as some work on the LS1 Miata, but the Camaro was his main priority.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-5JLDPWr/2/M/DSC_7424-M.jpg
The Fox Mustang factory steering rack looked a lot worse for wear, and the original placement left a lot to be desired (it was going to have massive bump steer where it was placed, plus it was in the way of the harmonic balancer). We explained the rack's limitations and suggested a few options to the car owner. Options ranged from electric steering assist to several options of OEM and custom servo-style racks like this made-to-order Woodward rack, below.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-TRjtBmd/0/M/B61G0026-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-TRjtBmd/0/X3/B61G0026-X3.jpg)
He picked the Woodward servo rack, so we sent our calculated dimensions to Woodward and had it built. Brad took this picture of the rack and various parts that came in this kit. Ryan wanted to mount the rack to the front crossmember immediately, but the tailstock on our manual lathe broke, and he needed the lathe to make some of the mounting components, so that had to wait until we repaired the lathe. Next time.
DRY SUMP TANK MOUNTING
Mounting locations for the dry sump oil settling tank was discussed within our crew. Some racing engineers want to use the tank plus the 8-12 quarts of oil it holds as ballast, and place it way in the back of the chassis. Engine builders want this tank want it as close to the engine as possible to reduce/oil feed suction problems to the dry sump pressure pump.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-HwCj3xp/1/S/DSC_8427-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-HwCj3xp/1/X3/DSC_8427-X3.jpg) https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-K4nFBsz/1/S/DSC_8428-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-K4nFBsz/1/X3/DSC_8428-X3.jpg)
With as far back as we have moved the engine and transmission, plus the driver, we felt we are going to be doing pretty well on rear weight bias and went with the forward tank location. This tank is sitting behind where the stock firewall would be, but it will be tucked inside its own (accessible) metal enclosure away from the passenger cabin. The passenger seat is moved back the same ~18" as the driver's side, so their feet will have plenty of room away from this tank enclosure.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-FfcznZP/1/M/DSC_8432-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-FfcznZP/1/X3/DSC_8432-X3.jpg)
Ryan mounted the tank at this point to route the extra forward cage tubes from the roll cage to the vertical tube that ties into the front suspension mounting tubes/plate. You can see the pink layout string in the image above, which runs above the tank. Planning ahead is crucial so we don't have to back track later.
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TRANSMISSION CROSSMEMBER AND MOUNT
The transmission had been set at the right downward driveline angle, opposite that of the rear axle flange, so that the U-joints are in sync. It had been sitting on a temporary piece of steel clamped to the frame, but now was time to construct the transmission crossmember and mount.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-rMxLxWJ/1/M/DSC_8438-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-rMxLxWJ/1/X3/DSC_8438-X3.jpg)
The bottom of this car is going to be flat (for aerodynamic reasons), so the exhaust and driveshaft have to be tucked up well inside the transmission tunnel. That's why the tunnel is so large. Since this is a dry sump motor, the oil pan is short and the transmission sits very low in the chassis. This means the transmission crossmember had to sit low but ALSO have clearance for two 3" diameter exhaust tubes - which made for a fairly elaborate 3D plate structure.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-sfVMhcV/1/M/DSC_8437-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-sfVMhcV/1/X3/DSC_8437-X3.jpg)
The red bushing sandwiched between the transmission and the crossmember is our 95A polyurethane rubber transmission mount busing we use on many of our LS1/T56 drivetrain swap kits. We have these molded to our specs and this bushing keeps vibration to a minimum while eliminating slop normally seen in an OEM rubber transmission mount. I will show more of this in a later post, when it is out of the car for final welding.
DOOR MOCK-UP + MORE CAGE PROGRESS
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-cnz4NjN/1/M/DSC_8443-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-cnz4NjN/1/X3/DSC_8443-X3.jpg)
Next up in the build was the initial fitting of the fiberglass doors to the car. To save weight the doors are composite and the front sheet metal is aluminum - the only steel skin will be the roof, rear fenders and rear panel.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-P94jp3G/1/M/DSC_8675-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-P94jp3G/1/X3/DSC_8675-X3.jpg)
Mocking up the doors at this point was necessary to be able to lay out the "NASCAR" style door bars for the roll cage.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-K4Q9K6W/1/M/B61G8011-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-K4Q9K6W/1/X3/B61G8011-X3.jpg)
The car came in with a cage that had a flat "X" bar that was a bolt-in portion (drag racer style - not allowed in road racing). This put the bars inboard of the stock door structures, and made for a very tight cockpit.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-R9523PB/0/M/B61G9910-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-R9523PB/0/X3/B61G9910-X3.jpg)
The right side lower door bar was fitted first. As you can see above, this bar comes way out into where the shell of the stock doors would be. The amount of interior space gained with the new set-up is dramatic. 8-10 inches of additional room is available on each side.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-SdHztVQ/1/M/DSC_8440-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-SdHztVQ/1/X3/DSC_8440-X3.jpg)
Fitting bars like this was tricky and took lots of iterative measuring and small cuts for tubing clearance on the rear door jamb. But it is worth it in the end, and the driver and passenger will both have plenty of elbow room and additional side impact crush space inside the cabin.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-SmfGWX6/1/M/DSC_8444-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-SmfGWX6/1/X3/DSC_8444-X3.jpg)
WHAT'S NEXT?
At this point it is around July 28th, and the cage was mostly done - now we just need to have the customer stop by for a "fitting". This is where he chooses the final seat among the 3 he provided as well as a half dozen other options we had at the shop. He finalized the seat placement and angle so we can add the harness bar. This test fitting also allowed us to position the shifter and final steering wheel placement.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-zsjCMX6/0/M/B61G0226-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-zsjCMX6/0/X3/B61G0226-X3.jpg)
Once we knew all of that Ryan will finish the horizontal door bars and the verticals that tie those into the frame and together. The car owner flew in July 31st for the fitting, so I will show that next time.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-nTSHLCq/0/M/B61G0359-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-nTSHLCq/0/X3/B61G0359-X3.jpg)
There's more to show on the 69 Camaro next time - front suspension work, custom exhaust headers, new floor mounted pedal arrangement, exhaust layout and component discussions, steering rack mounting, steering shaft construction, and more. I'll try to get another post written about this car in the next couple of weeks.
Thanks for reading,
Project Update October 20th, 2015: This forum post update covers much of the work we did in August of 2015 to the 69 Camaro project, which included custom exhaust header fabrication and some front suspension work.
CAGE FITTING WITH OWNER
The owner flew in July 31st to check out the build in person and to sit in a couple of different seats in the car.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-zsjCMX6/0/M/B61G0226-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-zsjCMX6/0/X3/B61G0226-X3.jpg)
First up was the aluminum NASCAR Lajoie seat he had purchased before the car came to our shop. This is a full containment style seat with a separate head rest section, but a weird seating angle. It is a really well made seat and looks like a work of art. While these seats are more commonly seen in circle track cars we made it work for this road course sedan.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-64DM6HZ/0/M/B61G0236-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-64DM6HZ/0/X3/B61G0236-X3.jpg)
Next up was a Sparco composite FIA seat he had purchased for the passenger side, which Ryan mocked up on the driver's side. It looks more comfortable but doesn't have the head containment portion - which is fine for most HPDE and Time Trial cars. We're all still discussing which seat is right and will leave room for both in the final build, but both of them are moved 18" rearward for this build - to mimic the engine & transmission setback - both of which will help move mass to the rear axle from the front. We are still shooting for a slight rear weight bias in the final build.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-RxHL9b3/0/M/B61G0249-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-RxHL9b3/0/X3/B61G0249-X3.jpg)
The Tilton pedal box and a temporary mock-up of the remote shifter for the G-Force transmission was tested with the owner sitting in both seats, as well as the steering column and wheel. This helped us nail down the location for all of these driver controls as well as door bars for the driver's side. Helmet clearance to the cage is exceptional.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-mn2G5Lr/0/M/B61G0265-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-mn2G5Lr/0/X3/B61G0265-X3.jpg)
Although he was only here a few hours, the car owner Stewart was happy to see the work in person for the first time since he dropped the car off. Of course he gets detailed emails with these same images I'm showing in this build thread and more, plus we have some good questions from him we have to answer from time to time. There is also a lot of feedback and direction he gives us on what he wants things to look like and functional aspects, all of which we incorporate into the build.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-6VMVvXz/0/M/B61G0272-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-6VMVvXz/0/X3/B61G0272-X3.jpg)
CUSTOM EXHAUST HEADERS - RIGHT BANK
At this point the drivetrain is in its final location, set back behind the OEM firewall location, with the corresponding driver setback. The new frame is in place and the front frame rails are narrower than before.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-ndfRM4m/0/M/B61G0329-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-ndfRM4m/0/X3/B61G0329-X3.jpg)
Of course there's no off-the-shelf, full length exhaust header appropriate for this rear-biased LS3 in a 69 Camaro with a custom frame like this, so it was time to fabricate custom headers.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-gGgXsnn/0/M/B61G0335-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-gGgXsnn/0/X3/B61G0335-X3.jpg)
It is often a rushed part of any big build, but we waited until all of the items were in place before starting the header fabrication. This is why the steering column was already in, the front frame was done, the dry sump tank, much of the firewall and tunnel structure laid out, and a mock-up driveshaft was in place.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-XmcgpNm/0/M/B61G0353-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-XmcgpNm/0/X3/B61G0353-X3.jpg)
We use 304SS mandrel bends in the same bend radius as our Ice Engine Works (www.icengineworks.com/) header modeling kit. Each tube was laid out in the snap-together plastic bends, then one tube at a time was turned into stainless bends cut and tack welded together.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kQ9WBjs/0/M/B61G0412-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kQ9WBjs/0/X3/B61G0412-X3.jpg)
The passenger side header was tackled first and it came together in under 2 days. Later in the build each header will come off and be final welded.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Hxz5Pw3/0/M/B61G0414-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Hxz5Pw3/0/X3/B61G0414-X3.jpg)
These slip-fit bolt-together collectors were used on these 1.75" diameter long primaries. They have excellent craftsmanship and were supplied with the build.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-GvhdbTm/0/M/B61G0381-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-GvhdbTm/0/X3/B61G0381-X3.jpg)
Its a snug fit in there but the headers have plenty of room to the frame rails, dry sump tank, and are above the bottom of the floorpan, as this will be a flat bottomed car.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-9JwT54c/1/M/DSC_8529-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-9JwT54c/1/X3/DSC_8529-X3.jpg)
A section of 3" exhaust tubing will run down the from the right side, cross under the tailshaft, and then stack top-to-bottom with the left side 3" exhaust tube and run inside the tunnel. A crossover merge will be built in the tunnel, but that's for another day.
CUSTOM PEDAL MOUNTING
Now that the passenger side header was completed the driver's side still needed some parts in place before it could begin.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-6QtkPF8/0/M/B61G0397-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-6QtkPF8/0/X3/B61G0397-X3.jpg)
The new bottom-mount Tilton pedal assembly was mounted. Some components from the "top hung" pedal assembly that came with the car were re-used on this "bottom-mount" assembly.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-R2BVjrR/0/M/B61G0406-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-R2BVjrR/0/X3/B61G0406-X3.jpg)
Ryan added structure and tweaked the floor section there to make room for these pedals.
FRONT SUSPENSION WORK
Now that our manual lathe was back up and running the weld-in bungs could be machined to mount the steering rack and servo.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-crWdm7f/1/M/DSC_8543-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-crWdm7f/1/X3/DSC_8543-X3.jpg)
These are mild steel bungs of bar that are machined inside and out to perfectly fit the bolt needed and the tubing that these will attach to. Simple things that fabricators need to whittle out from time to time.
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https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-6VD5mBw/0/M/B61G0810-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-6VD5mBw/0/X3/B61G0810-X3.jpg)
Some mounting bungs were also machined for the transmission crossmember, and then those were tacked to the frame for a proper crossmember mount.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-mPdFHBH/1/M/DSC_8545-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-mPdFHBH/1/X3/DSC_8545-X3.jpg)
The holes were drilled in the square tubular front subframe to mount the weld-in bungs. More structure is going to tie all of the subframe together at a later day, and it won't be left "open ended" like this.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Kg8Q2NX/0/M/B61G0618-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Kg8Q2NX/0/X3/B61G0618-X3.jpg)
A look from underneath shows the mounting bungs tack welded in place and the new Woodward steering rack finally mounted to the chassis. From here it was time to make the steering shaft, or at least mock-up most of it, before header tubes were snaked around that.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-D7mVXrd/0/M/B61G0609-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-D7mVXrd/0/X3/B61G0609-X3.jpg)
Another one of Brad's "glamour shots" of the rack mounted in place. I've never seen a steering rack that looked so damned good. Weird.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kNvfgz4/1/M/DSC_8627-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kNvfgz4/1/X3/DSC_8627-X3.jpg)
I snapped a quick and ugly shot here to show that the valve covers were installed an an ignition coil and spark plug wire were in place. This coil and plug wire was moved from port to port to make sure each primary tube gave clearance for the plug wire.
CUSTOM EXHAUST HEADERS - LEFT BANK
Now that the steering rack was in place, and the steering shaft built (and attached at one end) and mocked in place, the driver's side exhaust header could be laid out and built.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-cNkzBfm/0/M/B61G0603-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-cNkzBfm/0/X3/B61G0603-X3.jpg)
Back to the Ice Engine Works kit, which was mocked-up up on the exhaust flange. Several iterations of each primary tube could be quickly tested before cutting any metal.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-PZd933Z/0/M/B61G0679-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-PZd933Z/0/X3/B61G0679-X3.jpg)
Once the routing looked good in plastic each Ice tube model can be removed and replicated in stainless steel bends. Lots of time but its worth it for one-off or prototype header development.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-PZdFpQ5/0/M/B61G0714-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-PZdFpQ5/0/X3/B61G0714-X3.jpg)
Snaking around the steering shaft is always tricky, so the driver's side header on LHD cars usually takes a bit more time. The steering shaft is a 2-piece collapsing design using stainless 3/4" DD inner bar that slides inside 1" hollow DD tubing, with Flaming River needle bearing U-joints at both ends.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Rdv7qBn/0/M/B61G0746-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Rdv7qBn/0/X3/B61G0746-X3.jpg)
At this point all of the ignition coils and plug wires were attached to verify primary room and most of the tubing layout is complete. In the image below you can see the convoluted design of the transmission crossmember, which is necessary due to the very low mounting height of the engine (dry sump oil pan) and transmission, flat bottom nature of the floorpan, and the need to tuck two 3" main exhaust pipes above the floor.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-ncmPHnQ/0/M/B61G0807-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-ncmPHnQ/0/X3/B61G0807-X3.jpg)
The starter is in place here and you can see how the collectors come back into the custom transmission tunnel. The driver's side was the constraint on primary length, as the external shifter has levers and rods that reduce clearance on that side. The shortest primary is about 26" long, which will is appropriate for this motor, and still considered full length.
RADIATOR MOUNTING
To check hood and sheet metal clearances the entire front end was installed again.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-KqbjtF4/0/M/DSC_8638-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-KqbjtF4/0/X2/DSC_8638-X2.jpg)
The customer brought us a custom C&R Radiator made to bolt into a 69 Camaro. It was a beautiful 2-pass heat exchanger that had an integral oil cooler and power steering cooler and included a plastic fan shroud . This would be a great package for a street driven car, but this is more of a track beast.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-JD9D9Wx/0/M/B61G0750-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-JD9D9Wx/0/X3/B61G0750-X3.jpg)
The other problem is the C&R that the owner provided (above left) was too wide to fit the frame rail width on the new custom frame. The width of the new frame was dictated by other factors (wheel size/offset, C6 spindles, C6 control arms, camber range needed) so this nice C&R radiator would have to be changed. We used the Griffin (above right) stock car style radiator that would soon go into my C4 Corvette (Project #DangerZone (http://www.vorshlag.com/forums/showthread.php?t=8341)) as a mock-up for the 69 Camaro.
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https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-H783mtz/0/M/B61G0765-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-H783mtz/0/X3/B61G0765-X3.jpg)
The narrower width of the Griffin worked perfectly. We had a ducted hood and custom front grill inlet idea already in mind so a severely forward canted radiator angle was what was tested. With this data another "basic" C&R Radiator was ordered, this time without the integral oil and power steering coolers.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-DTfqpGd/0/M/B61G1158-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-DTfqpGd/0/X3/B61G1158-X3.jpg)
Once the new C&R arrived Ryan began to build the brackets necessary to mount it to the frame. Some of this is square tubing, the rest is flat sheet with dimple die holes to give it strength and reduce mass.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-sMSn48S/0/M/B61G1364-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-sMSn48S/0/X3/B61G1364-X3.jpg)
The tubular front mounting bar for the splitter and nose was also built, but I will talk more about that next time. Here you can see the new C&R radiator in its final mounting location and tilt. Since it is sitting this low we will be able to block off the upper grill completely (reducing drag) and make a inlet duct box for the lower grill to feed the various heat exchangers, which will then vent out of the hood. This C&R core has a -20 AN fitting for the upper hose connection, which you can see above. The lower "hose nipple" would later be cut off and another -20 AN male fitting welded in place. This car will have all pressurized systems plumbed with threaded fittings, throughout, even coolant lines.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-ccL4jz8/0/M/B61G1367-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-ccL4jz8/0/X3/B61G1367-X3.jpg)
It is always a good idea to protect the fins of the heat exchangers during fabrication. We wrap card board around them to prevent damage to the delicate fins when these go in and out, get mocked up in various ways, etc. You might see a sneak peak of a splined 3-piece swaybar in the images above, but I'll talk about that more later, when the splined ends and endlinks are fitted.
CUSTOM DRIVESHAFT
The custom 3.5" aluminum driveshaft was spec'd out by Jason and Ryan and ordered a week earlier.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-BMpvKnN/0/M/B61G1321-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-BMpvKnN/0/X3/B61G1321-X3.jpg)
After that arrived it was slid in place to the output shaft of the G-Force trans and bolted to the axle flange on the Ford 9" input flange. It fit perfectly and looked great, and we've ordered more shafts from this supplier since.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-CjKCWpt/0/M/B61G1324-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-CjKCWpt/0/X3/B61G1324-X3.jpg)
WHAT'S NEXT?
More fabrication was completed and more parts were ordered and/or installed in September including more front tubing and structure, custom accessory brackets, and more.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Z2p83NM/0/M/B61G1377-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Z2p83NM/0/X3/B61G1377-X3.jpg)
And in October we're working on front grill/bumper, custom aero with a dual plane splitter, custom front sheet metal and flares/canards, front brake ducting, additional heat exchangers, and hood ducting.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-QWZbttR/0/M/B61G3662-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-QWZbttR/0/X3/B61G3662-X3.jpg)
Until next time,
Project Update December 6th, 2015: This forum post update covers work we did to the 69 Camaro in September of 2015. This included LED tail light fitting, radiator work, cooling fan mounting, custom splined swaybar mounting, as well as custom engine accessory drive brackets that had to be designed and fabricated. This chunk of 69 Camaro work was all done in a VERY busy month for Vorshlag's race shop, too.
LED TAIL LIGHT INSTALL
The original tail light assemblies were 46 years old, worn, and showing their age (see below). These were made for old style incandescent light bulbs and the owner wanted something that looked original but had a more modern function underneath - which is pretty much the theme of this whole build, so its natural that this thinking went into the lighting as well. Since this car could be made legal for limited road use. Also, street legality makes it possible to attend events like Optima and possibly even run in SCCA's CAM class, so it needs to have functional head lights, brake lights, turn signals and wipers. That aside, it needs to at least have brake lights for any track events.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-26sHvXj/0/M/DSC_8658-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-26sHvXj/0/X3/DSC_8658-X3.jpg)
These "little street car things" can be time consuming additional work to high end, tube framed, serious aero, race car build like this, but its nothing we cannot tackle. Texas has a rolling 25 year exemption for annual emission inspection, so a 46 year old car like this can be inspected and road legal for a mere $14 "safety only" inspection - where they check the horn, lights, and turn signals only. Next year this exemption applies up to the 1992 model year (aka: now a 1992 model car is a "Classic"), which gives me some evil ideas on another car I own (many of you will figure out what and why, quickly).
https://vorshlag.smugmug.com/Projects/E30-V8/i-MWD5P2f/1/M/7851448582_ba522a57bd_o-M.jpg (https://vorshlag.smugmug.com/Projects/E30-V8/i-MWD5P2f/1/X3/7851448582_ba522a57bd_o-X3.jpg)
We made our $2011 GRM Challenge winning race car (above and below) pass the Texas safety inspection checks with only a few small changes, as it was a 1986 model when we did this back in 2012. Amber LED turn signal strips were added up front, since the E36 grafted nose didn't have room for the OEM housings. After it got the legit inspection and registration stickers (https://vorshlag.smugmug.com/Projects/E30-V8/i-snt7LBt/0/M/DSC_2928-M.jpg) (and insurance) I drove it to Cars & Coffee type events (on "DOT legal" Hoosiers) without the need to trailer it.
And for those that doubt that an LS-powered RWD car with an OEM tub can be built with big wheels and tires (18x11) and still hit the 2500 pound goal we have guesstimated for this 69 Camaro, well this was our all OEM steel and glass equipped, wide bodied BMW E30 with an aluminum LS V8 on the scales at 2534 pounds, 100% street legal. Granted, this only had a 4-point roll bar, but it had a full interior and dash. And please ignore the fit and finish on that thing - it was built for $2010 in parts for the GRM event (the 18x11 CCWs and ASTs we sold it with were outside of that budget).
https://vorshlag.smugmug.com/Projects/E30-V8/i-PnPKwxT/0/M/DSC_3048-M.jpg (https://vorshlag.smugmug.com/Projects/E30-V8/i-PnPKwxT/0/X3/DSC_3048-X3.jpg)
This Camaro is pretty overbuilt compared to this E30, so it might be as much as 100-200 pounds heavier, but also has all aluminum front bodywork, fiberglass doors, and most of the unibody structure is gone. It won't be some 3300 pound, pavement crushing Pro Tourer, trust me. We will weigh the heck out of this car when its off the frame table (soon!).
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LW9zSr7/0/M/GOPR0574-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LW9zSr7/0/X3/GOPR0574-X3.jpg)
So the 69 Camaro needs functional tail lights, turn signals, and headlights to be street "legal". We discussed a number of options with the owner, including some rather modern looking billet aluminum tail light assemblies with integral LED lighting, like the ones below. But the owner wanted to stay with the classic housings and just use LED lighting underneath, as unobtrusively as possible.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-vq9BP84/0/M/modern-69-tails-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-vq9BP84/0/O/modern-69-tails.jpg)
Then we looked at LED retrofit kits for 69 Camaro housings, like the image below, and that's what we all agreed to use. This was coupled with a flasher unit made for LEDs, and the total on these parts was around $250 for a quality brand that had good reviews by users.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-KGJvTN6/0/M/LED-array-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-KGJvTN6/0/O/LED-array.jpg)
Next up was ordering a brand new pair of OEM style 69 Camaro tail light assemblies, then Ryan added the LED lighting arrays to the housings. There is a tedious bit of work involved to do that but he got them installed and wired up to a pair of harness connectors for each housing.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-SmBzTzb/0/M/DSC_9404-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-SmBzTzb/0/X3/DSC_9404-X3.jpg)
These are mounted in the back panel and ready for wiring, which is still several weeks away. Better than looking at two holes in the rear bodywork.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Ls68SGk/0/M/DSC_9259-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Ls68SGk/0/X3/DSC_9259-X3.jpg)
These look fairly "plain jane" now but when you power them up they are BRIGHT, so that should go well with the LED headlight assemblies as well...
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-FKCrcRQ/0/M/DSC_9374-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-FKCrcRQ/0/X3/DSC_9374-X3.jpg)
These 7" LED "truck light" style round bulb replacements will replace the $8 stock style round bulbs we have in the car now for mock-up. We will install these later in the build - don't want to damage them, as they cost a bit more than $8 each. ;)
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-gRnJSxM/0/M/B61G6528-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-gRnJSxM/0/X3/B61G6528-X3.jpg)
That's a bit of a sneak peak at where we were in late November and shows the airbox and small tubular bumper mounting structure used to mount the splitter struts, headlights, fenders, and more. We'll get to that further in this thread.
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RADIATOR OUTLET FABRICATION
This is one of those projects where plumbing becomes critical, as the motor has a dry sump and we're adding oil coolers for the engine, power steering, and more. When we build any race car plumbing we go to AN style (37° inverted flare) fittings and the appropriate lines for the pressure and fluid being used.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-crd5Gd9/1/M/DSC_8674-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-crd5Gd9/1/X3/DSC_8674-X3.jpg)
The C&R radiator we spec'd to fit the frame rail width and height we needed at the layback angle we wanted was available with a -20 AN fitting welded to the upper (inlet) hose connection. But the lower (outlet) was a normal nipple made for a clamped rubber hose fitting.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-b9ZVs7N/1/M/DSC_8947-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-b9ZVs7N/1/X3/DSC_8947-X3.jpg)
The C&R's lower hose nipple was cut off and shortened, then an additional ARP -20 AN aluminum weld bung was sourced, mocked-up, and welded in place for the lower outlet.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-CFsTXMf/0/M/DSC_9410-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-CFsTXMf/0/X3/DSC_9410-X3.jpg)
A billet thermostat housing was added to the water pump outlet in a matching -20 AN size. We still need to adapt the upper radiator hose mount at the water pump and the heater hoses, then all of the coolant connections can be matching AN fittings. Is this 100% necessary? No, but it is commonly done on dedicated race cars, which this car has many aspects of.
FAN BRACKETS + SPLINED FRONT SWAYBAR MOUNTING
These two items seem pretty unrelated, but the packaging of the radiator and front swaybar were actually done hand-in-hand, earlier in the build. The placement of the swaybar is limited by several things - like the approach paths for the splined "ends" that attach to endlinks and ultimately the C6 lower front control arms, and often by the crossmember or engine. We had long lost hope for an off-the-shelf one-piece swaybar solution, so as most race builds do we went with a circle-track style splined tubular bar setup.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-JWMXQFJ/0/M/B61G1488-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-JWMXQFJ/0/X3/B61G1488-X3.jpg)
These come in a variety of lengths, diameters, and stiffnesses - usually too stiff for street car grip levels, but with 315 Hoosier A6 tires up front this car will have plenty of grip for track use. You always hope for there to be plenty of room to mount a straight swaybar like this, and with the 18" setback of the engine we had ample space in front of the engine. But it was apparent that the ducting for the exhaust side of the radiator would be right where the anti-swaybar needed to go. We've seen some kooky placements of swaybars, like at the top of the engine bay with with 30" long endlinks, but we chose to keep the endlinks manageable and the splined ends within reason. So we mounted the swaybar to grease-able bearing mounts shown above.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-8z6pLpD/0/M/B61G3206-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-8z6pLpD/0/X3/B61G3206-X3.jpg)
So with the swaybar mounted the dual fan setup from the existing C&R "bolt-in 69 Camaro radiator/fan combo" were mounted to the new C&R core. Ryan had mocked the fans up before the final location for the swaybar was picked. He made templates for aluminum bracketry in cardboard before transferring it to aluminum sheet.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-wJ7WjSx/1/M/DSC_8946-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-wJ7WjSx/1/X3/DSC_8946-X3.jpg)
You can see above why the fan brackets and swaybar were done at the same time - fighting for space
The aluminum sheet was cut in the sheer and bandsaw, then bent in the brake, then nut-serts were added for the fans housings to bolt to. The finished aluminum brackets were then riveted to the exposed flanges on the C&R radiator, and the fan assembly was then bolted to the new brackets. It all fits tight to the fins (but not touching), leaves little of the radiator core expose beyond the plastic shroud from the fans, and could work well for street use if needed.
With the swaybar location locked down Ryan could then specify the splined aluminum ends to order as well as pick up the end link parts needed to tie the bar into the control arms. I'll show that in a later update, as it was done a couple of weeks later than this.
CUSTOM ACCESSORY BRACKETS
Early on in this build we were all concerned with the brackets used to mount the accessories to this LS3 based dry sump engine. The alternator on the car when it came here was not the OEM LS3 unit, but a smaller aftermarket unit rated at lower amperage. Somebody had also hacked up this "smaller" aftermarket unit beyond recognition - trying to make it fit the OEM bracket and the previous front end. Ryan found a racing style, smaller diameter alternator that was rated at the appropriate amperage so this needed to be mounted to the engine. The power steering pump was mounted to the same OEM cast aluminum bracket that wasn't going to work, so this needed to be re-mounted as well.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-x2TC7K5/0/M/B61G1236-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-x2TC7K5/0/X3/B61G1236-X3.jpg)
We had narrowed the front frame rails by about 2" from the "kit" front end the car came in here with, making space for both of these accessories more of an issue. There wasn't an of off-the-shelf bracket setup we could find that would re-use the various pulleys and engine accessories - including the balancer and dry sump pump drive - without some custom bracketry. We discussed this with the customer before proceeding, and looked at all manner of off-the-shelf LS bracket options, both factory and aftermarket. None seemed to fit the confines of this frame and hood line.
continued below
continued from above
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-ZfqxZdB/0/M/B61G3181-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-ZfqxZdB/0/X3/B61G3181-X3.jpg)
So Ryan began designing a custom, complicated assembly of brackets on the driver's side of the block to mount the power steering pump, the new small alternator, and an idler pulley.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4gWmxSp/0/M/B61G3187-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4gWmxSp/0/X3/B61G3187-X3.jpg)
He made templates from cardboard, then more durable ones from MDF, which helped him perfect the patterns before going into CAD.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Z6M4Ns4/0/M/B61G3183-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Z6M4Ns4/0/X3/B61G3183-X3.jpg)
The power steering pump is at the bottom left of the engine bay....
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-5Zrs8n7/0/M/B61G3189-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-5Zrs8n7/0/X3/B61G3189-X3.jpg)
...and the alternator is at the top on the same side. This was needed to clear the tubular structure of the front control arm mounts and narrower frame rails - which were needed to get the proper suspension geometry and camber settings for the existing wheels and tires the customer wanted to keep.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-GKGHBq3/0/M/B61G3203-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-GKGHBq3/0/X3/B61G3203-X3.jpg)
After the templates were perfected in CAD they were printed out in 1:1 scale, trans transferred to aluminum plate, and cut out on the vertical band saw.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-k3x74BN/0/M/B61G3204-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-k3x74BN/0/X3/B61G3204-X3.jpg)
There were several aluminum plates, machined spacers and various hardware used to tie it all together and mount everything to the block and cylinder heads.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-RhHTmwh/1/M/DSC_8891-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-RhHTmwh/1/X3/DSC_8891-X3.jpg)
This is what the assembly looked like off the car with the alternator and power steering pump attached (foreground) along with the cast bracket it was replacing (background). We didn't use computer simulations and FEA to remove every ounce from the bracket assembly, as some have asked about darned near everything we've done along the way. That just isn't practical for this type of one-off track car build. Sure, if this was a $500K, full-effort, pro race car, then maybe. Instead the assembly was built with rugged materials and hardware using experience and forethought, and it should make for a rigid set of mounts for these accessories.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-n4xjmBK/1/M/DSC_8919-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-n4xjmBK/1/X3/DSC_8919-X3.jpg)
This is what the bracket looked like attached to the motor, along with the idler at the bottom - as shown above. The brackets were all hand cut, edges were ground and sanded, and we will anodize these parts when the car comes apart for paint. Clear or black, maybe even a color? Its up to the customer and won't cost much. Leaving them raw is an option but they will get water spots and such that have to be scotch-brited out.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-rVSr2dH/1/M/DSC_8940-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-rVSr2dH/1/X3/DSC_8940-X3.jpg)
Here we have the brackets and accessories installed with the correct length serpentine belt installed (we tried a few sizes to find the best fit). There is "good wrap" on the crank pulley, alternator, both idlers, and the water pump and power steering pulleys.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-3nMQrnN/1/M/DSC_8934-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-3nMQrnN/1/X3/DSC_8934-X3.jpg)
It was a dozen hours of measuring, design, and fabrication work but this assembly is critical to keeping the belt aligned (to avoid slinging the belts off at high RPMs) and to keep all of the accessories mounted firmly to the engine, nestled between the narrow frame rails. Losing a belt can lead to loss of electrical power, coolant flow, and if you are really unlucky, a flying serpentine belt can kick the cogged belt off the dry sump oil pump drive - and that can get costly in a hurry.
WHAT'S NEXT?
That was September's work, which wasn't exactly super sexy aero bits or big suspension work, but it was all necessary to move forward.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-v7LggJ6/0/M/B61G3659-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-v7LggJ6/0/X3/B61G3659-X3.jpg)
Next time we will finally cover the splitter + new lower valance design + the hood duct layouts. We sent a lot of images to the customer back and forth before we cut metal, and even sourced a flat hood to test hood ducts without the raised cowl hood restrictions.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-pp4wb24/0/M/B61G3663-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-pp4wb24/0/X3/B61G3663-X3.jpg)
Ryan was working on some other projects and on vacation for a week that month, so this was all of the September work completed on the 69 Camaro.
https://vorshlag.smugmug.com/Projects/Alpha-FR-s-LS3-Vorshlag/i-KBbjDxP/0/S/B61G5080-S.jpg (https://vorshlag.smugmug.com/Projects/Alpha-FR-s-LS3-Vorshlag/i-KBbjDxP/0/X3/B61G5080-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Meekers-03-Miata-Track-Rat/i-rwXL7b4/0/S/B61G4924-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Meekers-03-Miata-Track-Rat/i-rwXL7b4/0/X3/B61G4924-X3.jpg)
We also had the LS-FRS in the shop for a bit of follow up work, and took a bone stock 2003 NB Miata to a fully caged and prepped track car in 3 weeks, plus did more work on the LS Miata and other cars - all during September. It was a very busy month in the shop, for sure.
More next time,
Flash68
12-31-2015, 10:36 AM
Glad to see you posting here Terry. Love your detailed write ups of the work you guys do.
Ron in SoCal
12-31-2015, 01:06 PM
Always fun to read your project posts Terry!
A moderator here (Flash68) follows this build on another forum and today he asked me to port the thread over to Lateral-G, so here it is. Feel free to comment, make suggestions, poke fun, and share.
Without further ado:
Glad to see you posting here Terry. Love your detailed write ups of the work you guys do.
The car rolled into our shop as a semi-built rolling chassis. The amount of tear down shown below may seem excessive, but there wasn't a single piece of the old car cut out that wasn't done for a good reason.
Yep, sounds familiar. Dave was ... :walkingdog: :D
:cheers:
rustomatic
12-31-2015, 02:18 PM
It is fitting that your Camaro build wound up here--it's a killer build that I've been following on the Vorshlag site for a while now, along with your C4 build. The stuff you guys have done with Beemers is pretty awesome as well; being that the LS is quite celebrated here, your work fits right in.
Maybe you could convince that Dusold guy to post his Camaro build here . . .
Welcome to the site!
WSSix
12-31-2015, 03:33 PM
Thanks for bringing the build over here, Terry. Very detailed write up. I appreciate you taking the time to share it with us.
Great post. This is one hell of a build. Keep up the good work.
silver63c10
01-01-2016, 09:58 AM
Good to see this here, Terry!
Sorry if I missed it, but what TT class will this fall into? I've started browsing the rules a few times, but haven't been able to devote the brain power needed to get it all straight in my head yet.
Maybe you could convince that Dusold guy to post his Camaro build here . . .
We're pretty spoiled in the DFW area having shops run by good people building these high caliber cars..even though they make me want to tear ours apart and start over a lot of the time :lol:
SSLance
01-01-2016, 01:39 PM
Well, that was sure a fine way to kill several soft head, lazy day, nothing to do hours... Subscribed...
Fantastic work shown in this build, can't wait to see it out at a track.
Good to see this here, Terry!
Sorry if I missed it, but what TT class will this fall into? I've started browsing the rules a few times, but haven't been able to devote the brain power needed to get it all straight in my head yet.
Hey Dusty! its always fun seeing your 2nd gen at local CAM and Optima events. Make sure you leave your schedule open for the May 20th CAM Invitational here at Mineral Wells in a few months. We'll bring this 69 Camaro out there, finished or not, to show progress on this build in person. I'll likely bring my 1992 Corvette (aka: Project #DangerZone) (http://www.vorshlag.com/forums/showthread.php?t=8341) to run in CAM-S, just for the hell of it.
https://vorshlag.smugmug.com/Projects/1992-Corvette-TTC-Build/i-4XQXZ6z/0/S/P7B_7446-S.jpg (https://vorshlag.smugmug.com/Projects/1992-Corvette-TTC-Build/i-4XQXZ6z/0/X3/P7B_7446-X3.jpg) http://vorshlag.smugmug.com/Projects/1992-Corvette-TTC-Build/i-k3RMKcM/0/S/B61G6152-S.jpg (http://vorshlag.smugmug.com/Projects/1992-Corvette-TTC-Build/i-k3RMKcM/0/X3/B61G6152-X3.jpg)
Don't know if that car's build thread (http://www.vorshlag.com/forums/showthread.php?t=8341) would make sense here, but this Corvette did just turn 25 years old yesterday, so I can get license plates with a "safety only" state inspection on it now, which is kind of fun. Opens up some options (CAM-S and GTL for Optima). We've been quietly working on this car over the winter and I might just have some surprises in store for this at the NASA @ MSR-Houston event in a few weeks (Jan 23-24). I'll post up some things next week but the good stuff will be shown after the NASA event. :D
https://vorshlag.smugmug.com/photos/i-v7BQK5f/0/L/i-v7BQK5f-L.jpg (https://vorshlag.smugmug.com/photos/i-v7BQK5f/0/X3/i-v7BQK5f-X3.jpg)
We took this picture for Grassroots Motorsports "Wear your helmet to work" Day. That is a custom "roof intake", heh!
To answer your question of what NASA Time Trial class will this 69 Camaro end up in? The answer is TTU. We've violated so many rules for TT1/2/3 on this build already, but the customer didn't want it built around any given class, so Unlimited it is. We had a long discussion about classing before we began, of course, as we always try to build race cars around a certain set of class rules. It makes it easier to push to the limit - with Unlimited classes it makes it easy to blow the budget! :G-Dub:
https://vorshlag.smugmug.com/Projects/BMW-E36-LS1-Alpha-car/i-ZrSc9wC/0/S/DSC_7493-S.jpg (https://vorshlag.smugmug.com/Projects/BMW-E36-LS1-Alpha-car/i-ZrSc9wC/0/X3/DSC_7493-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Paul-Costas-GT1-Camaro/i-HTmn5qh/1/S/_DSC0375-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Paul-Costas-GT1-Camaro/i-HTmn5qh/1/X3/_DSC0375-X3.jpg)
We have some experience in TTU class, but literally anything can run there.
We had planned on trying to get the 69 Camaro owner to enter it in Optima events in GTL ("Light") but with the 2016 rules changes to that class (where the lightest a GTL car can weigh is 95% of published curb weights - see below) that pretty much screwed the pooch. I'm not real happy about that, as it bones 4 different lightweight builds we had in process for GTL class, and I have mentioned as much to the USCA folks. But that series seems to be all about the TV show and the sponsors now... Which is fine, because they pay for a majority of this series. Just sucks for some of the more serious competitors.
https://vorshlag.smugmug.com/Projects/Chainsaw-BMW-E46-M3-LSx/i-gKmZwQh/0/M/2016-GTL-rules-M.jpg (https://vorshlag.smugmug.com/Projects/Chainsaw-BMW-E46-M3-LSx/i-gKmZwQh/0/L/2016-GTL-rules-L.jpg)
I've learned, over and over again, to not build a serious car around a group with constantly-changing rules. NASA's TT rules are fairly stable, but two NASA TT cars we own just got pounded by 2016 rules as well - both our E46 330 TTD car (JackDaniels (http://www.vorshlag.com/forums/showthread.php?t=8400)) and the TTC Corvette. So I guess I'm not having good luck with the rules makers this year, heh! :popcorn2:
I have been writing up the October work on the 69 Camaro today. I will try to get Jason to edit my post now, then get it posted up tomorrow or Monday at the latest.
sokoloka
01-02-2016, 02:38 PM
WOW. All I really can say.
Project Update January 2nd, 2016: This forum post update covers work we did to the 69 Camaro in October of 2015. This included front splitter layout, front splitter structural mounts, some suspension and shock questions, front brake ducting, air intake tub and airbox, upper grill, some initial radiator ducting, and more. Some of the "work" was just conversing with the customer to finalize the look for certain things, or reasons why we wanted to not use an existing part, which I won't bore you with here. Just the pics of the work completed and the reasons behind the parts or design choices.
Just a quick shout-out to Lateral-G forums (http://www.lateral-g.net/forums/showthread.php4?t=51973Lateral-G%20forums). This build thread was added there after a moderator reached out to me last week and said "bring it". If there's another forum where you think this build thread would be welcomed (and you are an admin or moderator there) please send me a PM and we'll take a look.
LOWER SPLITTER DESIGN & FABRICATION
There have been some hours spent on the front splitter design over the past 3 months, perfecting the dual plane splitter design that we have come to now. The work below was from early October and the design based off a lot of back-and-forth discussion with the car owner and us, where we refined our engineering / aero / fabrication goals and merged them with the aesthetic look he had in mind.
https://vorshlag.smugmug.com/photos/i-VJtbmD2/0/S/i-VJtbmD2-S.jpg (https://vorshlag.smugmug.com/photos/i-VJtbmD2/0/X3/i-VJtbmD2-X3.jpg) https://vorshlag.smugmug.com/photos/i-J3k223T/0/S/i-J3k223T-S.jpg (https://vorshlag.smugmug.com/photos/i-J3k223T/0/X3/i-J3k223T-X3.jpg)
We took inspiration for the final splitter from a certain racing series where some recent rules changes have allowed for better splitter designs - and where multi-plane splitters on sedans and coupes has arisen (one example is above left). We do caution folks when looking at pro racing series for aero design inspiration, though, because this is one area that is almost always heavily regulated by strict rules. Race engineers have to come up with lots of tricks to exploit rules loopholes, which might not apply to your build. (exception: World Time Attack has almost unlimited aero rules) This 69 Camaro isn't really being built for any racing class (after long discussions with the customer) so we can "go nuts" with aero. This car is still being built around a budget, and looks do matter, so the customers "intended use" makes some of the "unlimited" front aero tricks unfeasible (see above right).
There was a bit of compromise on both sides for the splitter and front valance. In the end (it is nearly done now in January) I think the splitter and front end looks amazing, is very strong, should make ample downforce, push air past three heat exchangers, feed two brake cooling ducts, and keep the intake airbox filled with high pressure ambient air. All sorts of systems are tied into the splitter so this was a pretty big chunk of this project.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-JWcFNnD/0/S/B61G3660-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-JWcFNnD/0/X3/B61G3660-X3.jpg) https://vorshlag.smugmug.com/Racing-Events/Test-Day-ECR-082613/i-B4sJWzv/1/S/_DSC1309-S.jpg (https://vorshlag.smugmug.com/Racing-Events/Test-Day-ECR-082613/i-B4sJWzv/1/X3/_DSC1309-X3.jpg)
Jason has a specialty in fluids engineering so he worked directly with our fabricator Ryan to lay out the airflow paths and put the splitter where it needed to go. They also discussed splitter length, as we tend to run more extension than others. Why? Because we've tested it, and a longer chord works better in most cases.
https://vorshlag.smugmug.com/Racing-Events/2013-NASA-Nationals-at-Miller/i-TqJxKfT/1/L/_DSC2747-L.jpg (https://vorshlag.smugmug.com/Racing-Events/2013-NASA-Nationals-at-Miller/i-TqJxKfT/1/X3/_DSC2747-X3.jpg)
Vorshlag has built and tested a number of splitter designs for a number of different cars. We used 3 different splitter designs and lengths on the 2011 Mustang above, which I raced in NASA competition events for 5 years. We were told by some that the 10.25" extension on the splitter shown above "wouldn't work", but in fact it worked too well and overpowered the rear wing we ran at the time.
The long splitter length and low height made loading the car onto our trailer a total bear (even with 12 feet of ramps), and scraping the pavement driving around in even a somewhat smooth paddock was common. We later made another splitter with only a 6" extension past the nose, and that was much more user friendly (even somewhat streetable), and still made ample front downforce - when coupled with a lower grill inlet duct, a ducted hood, and blocked off upper grill. I will come back to that set of "grouped mods" below.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-pp4wb24/0/L/B61G3663-L.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-pp4wb24/0/X3/B61G3663-X3.jpg)
Ryan took Jason's engineering direction, some "inspiration" pictures I provided, and his own experience and built a mock-up of the lower plane of the splitter in MDF. This was built with a certain amount of extension past the front bumper, and fixed at a certain height from the ground - not too close to make it impossible to load on a trailer or get taken out by a simple off track excursion, but not too high as to ruin the ground effect we're going for. We sent several images of the mock-up to the customer, then moved into metal when he approved.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-975LKr8/0/S/B61G3687-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-975LKr8/0/X3/B61G3687-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-dbxDTPS/0/S/B61G3703-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-dbxDTPS/0/X3/B61G3703-X3.jpg)
Some have questioned our use of aluminum plate for front splitters in the past, but we have explained that in detailed replies before. Short version - there are 3 materials we feel are appropriate for front splitters: plywood, aluminum plate and carbon fiber. We don't like Alumilite or other corrugated "sign shop" materials for a number of reasons, mostly because you can permanently deform that between two fingers. This stuff tears easily and the force of air pressure alone has made more than a few Alumilite splitters fly off - one of which then caused a crash on the car if flew off of, as seen in a certain high profile race event a year ago.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Brianne-Corn-2005-STi/i-WcLnPTn/0/S/DSC_3375-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Brianne-Corn-2005-STi/i-WcLnPTn/0/X3/DSC_3375-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Brianne-Corn-2005-STi/i-NC9wN9g/0/S/smaller_DSC5428%20copy-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Brianne-Corn-2005-STi/i-NC9wN9g/0/X3/smaller_DSC5428%20copy-X3.jpg)
Plywood has its place in racing (usually in lower budget endurance, W2W or Time Attack cars) and we've even used plywood on the Hillclimb Subaru, shown above. We chose plywood here because of high level of abrasion on the paved Pikes Peak mountain hillclimb course + the low cost for each unit allowed for multiple spares. Carbon is the lightest/strongest choice, but too pricey for anyone but pro race teams to use and beat on (and we are not a "composite shop"). That leaves aluminum - which is easy for us to fabricate, has a relatively low material cost, and has a good strength-to-weight ratio. We could talk for days about the pros and cons of splitter materials, but I'm going to leave it at that so we don't get too sidetracked.
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https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-R5xxRmM/0/L/B61G3707-L.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-R5xxRmM/0/X3/B61G3707-X3.jpg)
Ryan transferred the buck to 1/8" 6061-T6 aluminum plate and that was cut out with a saw by hand. No fancy CNC water jet in our shop (yet) so he did it "old school". Green tape, Sharpie lines, careful measuring, then a jig saw with a steady hand. The edges are ground and cleaned up to remove a sharp edge and it then get's mocked up on the car, above.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LWhLPqx/0/L/B61G3711-L.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LWhLPqx/0/X3/B61G3711-X3.jpg)
Did you notice what changed in the second metal splitter picture above? Look closely. There's a change in splitter height at the ends when compared to the middle. This "channel" was done for engineering reasons as well as for aesthetics. Its a long story, but basically this slightly taller center section feeds some additional air under the car to the rear diffuser (which we will be building very soon).
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-MJW7SXf/0/S/B61G3771-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-MJW7SXf/0/X3/B61G3771-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LzwB2js/0/S/B61G3768-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LzwB2js/0/X3/B61G3768-X3.jpg)
You can see some fabrication of the lower grill ducting to the radiator, and a little bit of this changed later. The splitter design and fab work spanned over 3 months to get it all just right, so that will be shown in upcoming posts to this thread.
FRONT LOWER VALENCE DESIGN & FABRICATION
This is an important part of the "look" of this car, so dozens of emails, sketches and calls with the customer went over how the front lower grill opening and aero bits would look. The front splitter and valance, along with the hood, will be the key visual aspects of this build. And are also very important for making front downforce.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-pCSzg4D/0/S/B61G3667-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-pCSzg4D/0/X3/B61G3667-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NnFHscJ/0/S/B61G1398-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NnFHscJ/0/X3/B61G1398-X3.jpg)
We mocked-up a lot of different designs until we came up with one that worked for his tastes as well as fed the heat exchangers and brake ducting properly. We could have done this a lot quicker and more cheaply, but it wouldn't have looked as good nor pleased the car owner.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-MJW7SXf/0/L/B61G3771-L.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-MJW7SXf/0/X3/B61G3771-X3.jpg)
I had hoped to keep the factory foglight holes in the lower valance but lost that battle. The design we all eventually agreed upon would be a lot more work to make, but it also looked better and has more lower opening surface area than our earlier designs. Basically there are three vertical openings that won't make sense until I sneak in some pictures from December, where it is nearly complete. Getting there took a couple of iterations to make it look like the owner wanted.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-8j7HWj9/0/S/B61G6572-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-8j7HWj9/0/X3/B61G6572-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-G3rT6W6/0/S/B61G6626-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-G3rT6W6/0/X3/B61G6626-X3.jpg)
These two pictures above are after one dead end start, and another revision to this layout, where it was finally getting closer to the look like he wanted. There are coolers mounted in these pictures that have to be fed and have to exhaust heat, with a lot of other considerations as well. We will get to those details in later updates.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-qWMRqnw/0/L/DSC_9502-L.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-qWMRqnw/0/X3/DSC_9502-X3.jpg)
Again, I don't want to spoil too much from future posts (November + December work will be in the next 2 posts) so I'm going to leave it there and show the remaining lower valance work in due time.
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UPPER GRILL BLOCK OFF PLATE
The front grill openings on older cars, and even modern designs, are sometimes pretty massive - creating extra drag. The 1969 Camaro front end had all of the cooling air coming from a very large upper grill, as shown below. These large front openings were often deemed necessary to keep cars cool in the worst stop-and-go traffic, in the hottest climates, with air conditioning running on full blast.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-C2FkdTg/0/L/1969-chevrolet-camaro-front-L.jpg
This is what we had to start with - more in common with a truck than a sports car
More modern sports cars have gone away from large, open grills to more limited front openings. The most modern, aero inspired designs push the grills closer to the ground, and we're starting to see a few OEMs that even duct the waste heat out via massive hood openings (see the C7 Corvette, below). This is a trick that can be packaged in new designs to create some extra downforce (or eliminate lift).
https://vorshlag.smugmug.com/Customer-Cars/C7-Corvette/i-hr8zQMm/0/L/Chevrolet-Corvette-C7-Stingray-2014-widescreen-12-L.jpg
This is more what we're shooting for...
One of the things I mentioned that we've tested (from previous track testing and splitter work) was blocking off the large, open upper grills from a typical "flat front end" car, like the 1st gen Camaro or the modern Mustangs and Camaro coupes.
https://vorshlag.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-mBr2Hrx/3/S/20130902_131246-S.jpg (https://vorshlag.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-mBr2Hrx/3/X3/20130902_131246-X3.jpg) https://vorshlag.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-fTdK6CN/0/S/11206858_10155577951845078_6093033125267735869_o-S.jpg (https://vorshlag.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-fTdK6CN/0/X3/11206858_10155577951845078_6093033125267735869_o-X3.jpg)
Since this 69 Camaro is being built primarily for track use we're going to cut down some drag and force high pressure air where it can do more work - to a newly created lower grill opening. Blocking the upper grill puts more air through this smaller lower opening, right above the splitter, which in turn helps create downforce. This is amplified when the air has a better place to exhaust - through massive, ducted openings in the hood placed in the right places. That's another big part of this project we will will expand upon in later posts.
https://vorshlag.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-PPKZppQ/1/S/DSC_4897-S.jpg (https://vorshlag.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-PPKZppQ/1/X3/DSC_4897-X3.jpg) https://vorshlag.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-L64LP4K/1/S/DSC_3276-S.jpg (https://vorshlag.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-L64LP4K/1/X3/DSC_3276-X3.jpg)
And there is a lot more than just "making a lower opening" - there has to be inlet ducting sealed to the front sheet metal and to the heat exchangers, to force air through instead of around the radiators. The images above show that on our shop Mustang - with the front end removed you can see the duct boxes and routing of air from the lower grill.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-xc3Tj9H/0/S/DSC_9051-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-xc3Tj9H/0/X3/DSC_9051-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-RPzHRXL/0/S/DSC_9243-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-RPzHRXL/0/X3/DSC_9243-X3.jpg)
For this car Ryan first took the new OEM style, reproduction, plastic 1969 Camaro grill and made templates in cardboard to block the back side openings completely. The goal is to keep the "look" of a stock 69 Camaro SS grill, but with aluminum sheet mounted behind it keeps the airflow through the upper opening to "zero", forcing more air over the hood or towards the lower grill opening - and reducing drag. It won't be as effective as the smooth grill plate we did on the Mustang shown above, as the protruding plastic mesh grill in front of the block off plate will add a little drag, but its the best compromise between looks and performance.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-r2nsJDf/0/S/DSC_9556-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-r2nsJDf/0/X3/DSC_9556-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-jPrMfFH/0/S/DSC_9557-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-jPrMfFH/0/X3/DSC_9557-X3.jpg)
The templates were turned into four portions of aluminum structure, with the two middle sections welded together. The outer sections bolt onto the back of the grill, outboard of the headlights (which have a bit of airflow normally). The two conjoined inner portion bolts on to block out the majority of the middle grill surface, with a near air tight seal to the plastic grill structure.
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https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NRrp4m5/1/S/DSC_9337-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NRrp4m5/1/X3/DSC_9337-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-CT26K5N/0/S/DSC_9272-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-CT26K5N/0/X3/DSC_9272-X3.jpg)
This "grill block-off" plate was later modified to feed the air filter box. This was deemed necessary after the various heat exchangers were placed and duct work to the hood was laid out. Now a small portion of the original radiator airflow from the upper grill will force feed the engine for a small "ram air" effect. Those bits are shown below.
And yes, the raw aluminum grill plate will be painted or coated black later in the build, to help "hide" the bits behind the grill. This will give a more subtle and OEM look to the upper grill, at least.
RADIATOR DUCTING FAB (PHASE 1)
There was some initial work done in October to make the intricate lower grill opening duct work. These bits are in front of the radiator and create sealed pathways for airflow to move from the various splitter openings to the 3 heat exchangers and two brake ducts.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-zMffrb9/0/L/B61G6679-L.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-zMffrb9/0/X3/B61G6679-X3.jpg)
This lower radiator ducting fabrication was started in October but only just wrapped up in December. It took many hours. Other than this teaser shot above, I will save the rest of the pictures of this phase of fabrication for a later post.
AIR INTAKE BOX & INLET TUBE FAB
Like I said above, things underneath the hood started to get cramped once the hood ducting was being laid out. The initial hood ducting layout steps began in October, shown below with cardboard and aluminum sheet showing potential routing of exhaust heat. During this step we figured out a number of constraints, so Ryan went ahead and built the intake tube and airbox.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-nNQZ6PP/0/L/B61G6043-L.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-nNQZ6PP/0/X3/B61G6043-X3.jpg)
The solution was to bypass all of the possible routes for hood exhaust ducts and push the air filter box to the front in a nice, high pressure zone: the back of the blocked off upper grill. The massive engine setback of this LS3 plus the rolled radiator placement made for a really L-O-N-G intake tube, as you can see.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-6MNSD2z/0/S/DSC_9248-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-6MNSD2z/0/X3/DSC_9248-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NXfJPGC/0/S/DSC_9249-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NXfJPGC/0/X3/DSC_9249-X3.jpg)
Brad and I snapped a few pictures of these components as they were being built. The airbox bolts to the grill plate (with weather stripping at the edges for an air tight seal) and the air tube bolts to the airbox, then has a hose coupling at the throttle body. The back plate unbolts from the rest of the air filter box structure, for access to the air filter inside.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-mSQwHBH/0/S/B61G5068-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-mSQwHBH/0/X3/B61G5068-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-FGJKpgS/0/S/DSC_9489-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-FGJKpgS/0/X3/DSC_9489-X3.jpg)
That doesn't look like much but there was some thought that went into the air inlet tube and air filter box parts. At right above, the finished parts are sitting atop the mock-up flat steel hood we used for some duct layout work. The mocked up cardboard ducting is shown upside down in that image.... deep ducts.
https://vorshlag.smugmug.com/photos/i-GfXkbqt/1/S/i-GfXkbqt-S.jpg (https://vorshlag.smugmug.com/photos/i-GfXkbqt/1/X3/i-GfXkbqt-X3.jpg) https://vorshlag.smugmug.com/photos/i-f4WgSxT/1/S/i-f4WgSxT-S.jpg (https://vorshlag.smugmug.com/photos/i-f4WgSxT/1/X3/i-f4WgSxT-X3.jpg)
On some other ducted hood setups we have built before (see above) the hood duct was pretty straight forward - a sealed duct box was built from the back of the radiator to the hood. In that type of layout you re-route the intake air tube laterally and around the hood duct. This setup puts the inlet air filter in an airbox mounted off to the side of the heat exchangers.
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https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kZxbDdN/0/S/DSC_9267-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kZxbDdN/0/X3/DSC_9267-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-zRKNdtk/0/S/FullSizeRender1-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-zRKNdtk/0/X3/FullSizeRender1-X3.jpg)
On the 69 Camaro we had less latitude on the placement of the hood exhaust ducts. We spent many hours (only a faction of the options are shown above) trying to find a way to duct the 3 heat exchangers and fit inside the confines of the OEM style, aluminum, 69 Camaro cowl hood. The raised cowl section just did not lend itself to placing the large hood ducts we needed in the proper places (ow pressure zones - which helps extract air).
Then we tried an flat 69 Camaro hood and had new styling constraints for the ducts. Even the front tires themselves limit where the ducts can be on the hood - stuff 315s under stock fender contours and they begin to intrude inboard, in a big way (shown above right at "full bump travel"). I will expand on this when we finally have the new hood installed (a composite hood is being built now) and the final hood ducting design is under construction. These ducts are gonna be BIG.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-5vpstmQ/0/L/B61G6038-L.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-5vpstmQ/0/X3/B61G6038-X3.jpg)
The "straight on" approach for the inlet tube we used on this 69 Camaro is the cleanest routing for the intake air and should work fine here. This produces the cleanest, straightest path for air to get to the engine (only one small bend in the inlet tube, behind the airbox).
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4LC2Szq/0/S/B61G4931-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4LC2Szq/0/X3/B61G4931-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-rFrXfLb/0/S/B61G4934-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-rFrXfLb/0/X3/B61G4934-X3.jpg)
A big K&N filter is stuffed inside the airbox and it draws air from two open grills in the upper grill section. The filter element is visible inside those grill openings in the grill block-off plate pictures in that section above. An LS3 style Mass Air Flow sensor "blade" will be added to the intake tube ahead of the throttle body later in the build.
FRONT BRAKE DUCT FABRICATION
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-VbTVV75/2/S/B61G1051-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-VbTVV75/2/X3/B61G1051-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-brMt8cH/0/S/B61G3792-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-brMt8cH/0/X3/B61G3792-X3.jpg)
The car came in here with 2-piece 14" Wilwood front rotors and some 6-piston calipers installed up front. Well as big as those are, for longevity on a road course this car still needs some forced cooling air thrown inside the at least the front rotors. Ryan fabbed up a pair of custom brake backing plates with 4" inlets to keep these cool.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-hhbmzcf/0/L/B61G3789-L.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-hhbmzcf/0/X3/B61G3789-X3.jpg)
Simple aluminum plate was laid out and cut to fit around the C6 Corvette front spindles / hubs and seal to the inside face of the 14" rotor. The 4" oval tubes were made on the tubing roller and welded to the backing plates, then fitted with 2-layer, high temp, 4" ID brake duct hose routed to inlet ducts in the splitter (which I will show later).
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https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-QQTzWPP/0/S/B61G3793-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-QQTzWPP/0/X3/B61G3793-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-ZSBttrR/0/S/B61G3798-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-ZSBttrR/0/X3/B61G3798-X3.jpg)
No rocket science here, just careful measuring, some experience, and good craftsmanship. The main thing to remember is you want to get as much of the duct aimed below the rotor face. Blowing air directly at the rotor face doesn't do much cooling - but ducting air inside the rotor hat cools the front wheel hub and allows the vented brake rotor to act as a centrifugal air pump, which pulls the air through the rotor from the inside out. Even without ducted air the rotor will do this on its own to a small extent, but high pressure air forced inside the rotor makes for a HUGE bump in brake cooling efficiency.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-WSd2Czj/0/L/B61G5097-L.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-WSd2Czj/0/X3/B61G5097-X3.jpg)
Along with the brake duct hose some November work is shown in the image above. I will talk about what's coming up in the final paragraph of this update.
SPLITTER MOUNT FABRICATION
All of the factory front structure is gone, from the radiator support to the inner fender unibody structure. There are critical items that need a solid piece to be hung from at the very front - like the splitter, which can put 200-300 pounds of aero load through the small struts that mount at the leading edge of the the lower splitter plane. There are also other pieces that need some mounting structure at the front of the engine bay, like the radiator, coolers, headlights, front bumper, and more.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-qkPxnwW/0/S/B61G4334-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-qkPxnwW/0/X3/B61G4334-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LWhLPqx/0/S/B61G3711-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LWhLPqx/0/X3/B61G3711-X3.jpg)
The exterior "bumper" is an aluminum OEM reproduction unit, mostly added for styling (it covers several seams between OEM panels). Underneath this black aluminum bumper is the real structure added, by way of a 1.0" diameter DOM tube. This piece of tubing is bent to follow the contours of the OEM front bumper and then many things were tied onto this structure.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-KzWBJ8x/0/S/DSC_9252-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-KzWBJ8x/0/X3/DSC_9252-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-gPptMzF/0/S/DSC_9350-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-gPptMzF/0/X3/DSC_9350-X3.jpg)
Reproduction OEM headlight buckets were mounted at the bottom using custom brackets welded to this 1" front structural tube. There are also splitter support rod mounts that attach to this front tube, with brackets hidden behind the exterior of the black aluminum bumper.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-G9BVRGt/0/S/DSC_9562-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-G9BVRGt/0/X3/DSC_9562-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-bncqMjF/0/S/DSC_9561-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-bncqMjF/0/X3/DSC_9561-X3.jpg)
More things were then added to this bumper, like structure to mount the various heat exchangers, which we will talk about next time.
WHAT'S NEXT?
That's it for the October work, but there was a lot accomplished in November which I will show next time. This includes finishing the steering shaft, power steering and oil cooler mounting, front anti-roll bar "splined arm" and end link fabrication, fitting the front body panels better to finalize some mounts, a big discussion of hood and duct choices (including flat hood vs using the existing aluminum cowl hood), making a new front steering arm that bolts to the C6 spindles, then making new tie rods to finish the steering, planning out the wiper motors, making room for the driveshaft at the rear of the frame, as well as some exploratory work on hood hinges.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kGMvvsp/0/L/B61G6374-L.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kGMvvsp/0/X3/B61G6374-X3.jpg)
We will cover all that and more in my next update. Thanks for reading.
Cheers,
MoparCar
01-02-2016, 05:04 PM
Thank you so much for taking the time to post such a detailed build on this site. Wow-you and your shop have skills and I really appreciate the "everything for a purpose" type design. I for one had never heard of your shop (not sure how I didn't know about you guys), but now I need to research all you're builds.
Again, thanks for the build and inspiration! Top Notch!
Wes
fleetus macmullitz
01-02-2016, 07:58 PM
Bar...
...raised. :wow:
Great reading Terry, thank for taking the time to share all the talent within the walls of Vorshlag. :thumbsup:
Dave Pratt
01-06-2016, 12:33 AM
Man I'm out of breath! Great engineering and then some...really impressive work !!!
Graham08
01-06-2016, 06:16 AM
Wow! Thank you for posting this build and sharing the rationale behind the decisions made during the build process. I'm definitely looking forward to more.
Neil B
01-06-2016, 07:30 AM
This is quickly becoming one of my favorite builds. I think it would be interesting to compare the chassis and suspension construction and geometry to what was done on Big Red decades ago. I very curious about how modern race car construction has evolved.
GregWeld
01-06-2016, 08:54 AM
We had planned on trying to get the 69 Camaro owner to enter it in Optima events in GTL ("Light") but with the 2016 rules changes to that class (where the lightest a GTL car can weigh is 95% of published curb weights - see below) that pretty much screwed the pooch. I'm not real happy about that, as it bones 4 different lightweight builds we had in process for GTL class, and I have mentioned as much to the USCA folks. But that series seems to be all about the TV show and the sponsors now... Which is fine, because they pay for a majority of this series. Just sucks for some of the more serious competitors.
This series has been going "race car" for some time now.... Not saying that is or isn't good - it's just "different" from where it started. Frankly - it pushes the envelope which is good for "us" because the stuff that gets built - trickles down to the masses without classes. LOL
Rules are like herding cats... it's absolutely impossible to contain the competitors. The more rules written - the more people find ways around them.
markaaron80
01-06-2016, 10:43 AM
nice build
67pro-street
01-06-2016, 11:38 AM
This is an awesome build, thanks for sharing and being so detailed in your explanations!
expensivehobby2
01-06-2016, 01:13 PM
Man, that's some impressive work all around.
Also, as an automotive aero engineer, I especially love what you are doing with splitter and ducting.
Chad-1stGen
01-06-2016, 01:56 PM
Awesome! Can't wait for the next update. Loving all the aero mods up front.
1transam
01-07-2016, 09:35 AM
Man, this is awesome!
:grouphug: :gitrdun:
hifi875
01-07-2016, 10:33 AM
Holy crap! man that is some extreme engineering.
GrabberGT
01-07-2016, 02:27 PM
Soo glad you have a thread for this here. Much easier to follow than on FB.
CAM Challenge in Mineral Wells!!! I missed that announcement. I cant wait.
Flash68
01-07-2016, 06:13 PM
Terry, is the driver super tall? The main hoop is pretty far rearward compared to many others in 1st Gen Camaros.
Curious to hear your thoughts.
rustomatic
01-08-2016, 03:24 PM
Dave,
By no means am I capable of Mr. Fair's professional thoughts, but that main hoop position is most likely a result of the engine setback--everything must go back when the engine enters the cockpit. Otherwise, that main hoop becomes more of a set of headphones . . .
Flash68
01-08-2016, 03:55 PM
Dave,
By no means am I capable of Mr. Fair's professional thoughts, but that main hoop position is most likely a result of the engine setback--everything must go back when the engine enters the cockpit. Otherwise, that main hoop becomes more of a set of headphones . . .
Well, yes, that is already baked into the assumption. :)
But these pics do not show much of an extreme engine setback, and that's why I am wondering. I am sure there is reasoning, just curious.
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-6VB9TpG/0/M/B61G1091-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-6VB9TpG/0/X3/B61G1091-X3.jpg)
This lower framework will make up the front portion of the transmission tunnel. Access was left for header routing, but a slight change on a component down the road made for some small amount of rework to this frame (you would have to measure it before and after to see the difference).
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-rMGkrjh/1/M/DSC_8301-M.jpg (https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-rMGkrjh/1/X3/DSC_8301-X3.jpg)
fleetus macmullitz
01-08-2016, 04:10 PM
But these pics do not show much of an extreme engine setback, and that's why I am wondering. I am sure there is reasoning, just curious.
#UnsolvedMysteries
fleetus macmullitz
01-08-2016, 06:24 PM
Terry, is the driver super tall?.
Doesn't seem to be from this pic(?).
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-zsjCMX6/0/X3/B61G0226-X3.jpg
57hemicuda
01-09-2016, 09:27 AM
Looking at it, it almost appears that they were trying to make the cage not visible from the outside of the car. Which is pretty cool, but I always thought the main hoop was supposed to be within 4 " of your helmet. The cage in my cars aren't really legal, they were built more for function as well as ease of entering the car, and accessibility due to its semi-street car nature.
The engine doesn't look pushed back so far that it would warrant moving the main hoop back that far. The build is awesome, love everyone's different approach to the same problems we all face. Packaging and function is hard to overcome on these old cars, but it appears to be working out pretty well on this one. Keep the pics coming, fun to watch.
MtotheIKEo
01-09-2016, 09:44 AM
This looks like the motor is set back pretty far to me....
https://vorshlag.smugmug.com/Customer-Cars/Stewart-Whites-69-Pro-Touring/i-82v9Bh2/0/S/B61G1051.jpg
57hemicuda
01-09-2016, 10:15 AM
The engine is back for sure, about the same as mine, but not enough to warrant the hoop being put that far back. I think aesthetics had a lot to do with it, but don' t know for sure. I'm sure there was a good reason in the design process that put it where it is.
Again, I'm not ripping it, cage work is top notch, just admiring the different approach to the same problem.
https://57hemicuda.smugmug.com/Cars/AMX/i-f5NGmNc/0/L/DSC00254%20%282%29-L.jpg
https://57hemicuda.smugmug.com/Cars/AMX/i-DR2tqRV/0/L/DSC00255%20%282%29-L.jpg
rustomatic
01-09-2016, 11:00 AM
Everything is relative here: The driver's shoulders (when seated) are at or behind the B-pillar line (vertical). The floor-mounted pedals are in line with the front edge of the door opening (way back from stock); they are also positioned to be behind the vertical line of the frame for the firewall (I'll be stealing some of these features for myself), which is just behind the heads/bellhousing flange. With the seat layback angle, there are still probably at least four to six inches between headrest top and cage main hoop, but all that space (and positioning) is needed . . .
This kind of planning and plotting definitely shows how it's worth paying this shop to do the job!
Che70velle
01-09-2016, 02:27 PM
An earlier post stated that SEAT set back is 18", to mimic ENGINE set back.
This is one of the most detailed and profound builds that I've ever followed. Outstanding work guys! I'm thoroughly enjoying this one!
S.White
01-09-2016, 05:30 PM
Chiming in here to try to clarify:
Driver is 6'3". On a good day. So, not super tall? (man, those pictures make me look fat)
I don't know official engine setback figures but accessories are behind the center-line of the wheels. So, fairly significant.
Main hoop was placed rearward due to both of those things. It probably didn't have to be set so far back if there was some packaging issue but there is an extra benefit of setting it further back and we were starting with a somewhat clean slate. Plus, if you have just a roll bar + harness bar in your car, what's the point of the back seat? So, IMO go ahead and push it back. No need on being cramped and sacrifice driver comfort/proper positioning to put the roll bar at the b pillar. Unless it's just there for aesthetics.
I assure you, looks had no part of the cage design.
-S.White
P.S. Forgive the username.... long story but it was related to the car's previous paint-job and thought it was fitting back when I was in high school. PM me know if you know how to change it.
JKnight
01-09-2016, 05:55 PM
Just post what you want your new screen name to be and a moderator will change it for ya.
Great build! Obviously..
Flash68
01-09-2016, 10:59 PM
Moderator(s),
Can you please change my screen name to S.White? If so, please delete this post. Thanks!
JKnight, if this works, you're a saint. Tried contacting the moderators via email but that was just yesterday. So, probably not giving them enough time.
I just tried to change it but I think only the big cheese (admin) can do that. I will send him a message.
Thanks
57hemicuda
01-10-2016, 06:39 AM
Roominess is always a good reason, but I would disagree when you say looks had no part in the design. A cage doesn't come out looking that good without somebody watching out for the aesthetics of the whole project.
Great project, love watching professionals at work. Inspiring to the rest of us.
LXSS350
01-13-2016, 11:45 AM
Thanks for putting this build on here. The quality of the work done at Vorshlag is obvious and your detailed explanation's on why/how the car is being built is most appreciated.
Can't wait for more of this build. :thankyou:
modernbeat
01-13-2016, 02:11 PM
S.White covered the basics (it's his car), but yes, there is a LOT of engine setback and a similar amount of driver setback. The main hoop of the cage is set back enough that we had some freedom on the driver's position. Everything was setback to gain more rear weight bias, and to leave room up front for a laydown radiator with through-hood ducting both for aero and cooling efficiency.
And that photo, Terry, the owner and I are all 6'3". We understand "tall" problems with caged cars.
I hope everyone on Instagram follows Vorshlag. There was an update... The Camaro looks pretty tough in its raw cage form.
Flash68
02-25-2016, 10:45 PM
S.White covered the basics (it's his car), but yes, there is a LOT of engine setback and a similar amount of driver setback. The main hoop of the cage is set back enough that we had some freedom on the driver's position. Everything was setback to gain more rear weight bias, and to leave room up front for a laydown radiator with through-hood ducting both for aero and cooling efficiency.
And that photo, Terry, the owner and I are all 6'3". We understand "tall" problems with caged cars.
Jason - thanks for posting. Hopefully you and Terry continue to post here. We are a little easier to deal with vs the C-C crowd. :peepwall:
Really looking forward to seeing what this car can do.
:cheers:
modernbeat
02-29-2016, 11:56 AM
...We are a little easier to deal with vs the C-C crowd. :
Whadayoumean? I AM the crowd at CC.com! Well, at least one of the rational voices there.
And here's the car as it sat at our open house this last weekend. Doing some final welding and them have to coordinate with the painter on what order they want some things done before we go further.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-3vt6SvZ/0/XL/B61G8884-XL.jpg
WSSix
02-29-2016, 01:11 PM
Looks like some demented go cart sitting there without the body on it. I like it! Keep up the great work guys.
Awesome build and your writing skills are top drawer. Keep up the good work and mooooor updates please!
Project Update April 19th, 2016: I've been pretty buried with other work but I'm finally doing some catch-up posts on various build threads and will try to cover the work we completed on the tube framed 69 Camaro track car for November through early December 2015 in today's update.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-FRC27bz/0/M/GOPR0577-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-FRC27bz/0/X3/GOPR0577-X3.jpg)
The work shown this time includes finishing the steering shaft in the engine bay to the Woodward rack, mounting power steering and oil coolers, completing the front anti-roll bar "splined arm" and end link fabrication, fitting the front body panels better to finalize body mounts, a lengthy discussion of hood and duct choices (including flat hood vs using the existing aluminum cowl hood), making a new front steering arm that bolts to the C6 spindles, then making new tie rods to finish the steering, planning out the wiper motors, making room for the driveshaft at the rear of the frame, as well as some exploratory work on hood hinges and some more front splitter and valance work.
STEERING SHAFT FABRICATION
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-PZdFpQ5/0/M/B61G0714-M.jpg
The 2-piece steering shaft has been "mocked up" in the chassis for a while - necessary during the exhaust header fabrication. We had a temporary u-joint at the firewall (above) made for a 3/4" DD shaft, which came with a bunch of other parts when the Camaro made it to our shop last year.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NtnvFMJ/0/M/B61G0682-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NtnvFMJ/0/X3/B61G0682-X3.jpg)
We had been waiting on the splined lower steering U-joint, which finally arrived long after the headers were built.
http://vorshlag.smugmug.com/Product-Pictures/Vorshlag-Suspension-Products/DSC1781/934973948_pjMW4-M.jpg (http://vorshlag.smugmug.com/Product-Pictures/Vorshlag-Suspension-Products/DSC1781/934973948_pjMW4-X3.jpg)
We have been making multi-piece steering shafts for many years for the BMW crowd, for use in our LS1 swap kits as well as for racers looking to remove the slop in the factory "rag joint". The final "real" steering u-joints for the custom 2-piece collapsible shaft were ordered and the shaft was built. This unit uses both 1" DD (hollow) and 3/4" DD (solid) steel shaft material.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kRj9Q7N/0/S/DSC_9263-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kRj9Q7N/0/X3/DSC_9263-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-XpsVHwx/0/S/DSC_9264-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-XpsVHwx/0/X3/DSC_9264-X3.jpg)
Not too glamorous but its in there and the steering rack was steerable in November. It was so buried by the motor and header that you can't really see it once installed.
POWER STEERING & OIL COOLER MOUNTING
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-N9NQ22x/0/M/B61G4999-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-N9NQ22x/0/X3/B61G4999-X3.jpg)
To ensure the steering stays cool on track we have a power steering cooler spec'd, purchased, and mounted.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-762WLQR/0/M/B61G4970-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-762WLQR/0/X3/B61G4970-X3.jpg)
A properly sized Mocal heat exchanger was mounted into the Left Front corner of the lower grill with brackets fabricated from small gauge tubing. One more small tube (not shown yet) will connect this structure to the removable front tubular section.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-P2tk6jJ/0/M/B61G5002-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-P2tk6jJ/0/X3/B61G5002-X3.jpg)
These tubular structures later had sheet aluminum ducting attaching to the inlets. The coolers receive cooling air from above the splitter and the opening at the left side of the lower grill.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NCFGDSc/0/M/B61G4997-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NCFGDSc/0/X3/B61G4997-X3.jpg)
On the other side of the lower grill, another Mocal heat exchanger was sized and purchased for engine oil cooling.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-HMWFwfP/0/M/B61G5057-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-HMWFwfP/0/X3/B61G5057-X3.jpg)
This one is mounted in the Right Front corner of the car, also receiving cooling air from atop the splitter, with a similar custom bracket.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-2ZSQt8j/0/M/B61G5061-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-2ZSQt8j/0/X3/B61G5061-X3.jpg)
Both oil coolers + the radiator will exhaust out of the hood ducting, which I cover below.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4MF6v2Z/0/M/B61G5103-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4MF6v2Z/0/X3/B61G5103-X3.jpg)
HEADLIGHT MOUNT FABRICATION
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-MDMf7Dp/0/M/DSC_9253-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-MDMf7Dp/0/X3/DSC_9253-X3.jpg)
I showed some of the detail work involved in mounting the headlight buckets in an earlier teaser post. Lots of little custom bits needed to make the buckets install with the tubular front end.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-KzWBJ8x/0/M/DSC_9252-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-KzWBJ8x/0/X3/DSC_9252-X3.jpg)
Ryan installed some temporary halogen bulbs in the Camaro while we awaited the LED headlight assemblies. We just wanted to see the front end together with lights to see if the aiming was in the right ballpark.
continued below
continued from above
INITIAL HOOD DUCTING TESTS
With the aluminum front bodywork panels fitting better it was time to choose the hood venting. The whole front end - splitter, various coolers, radiator angle - were all going to be built around a vented/ducted hood, from the very first conversations we had with the car owner. The actual design decision was a long process.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-ZJQSxnc/0/M/DSC_9273-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-ZJQSxnc/0/X3/DSC_9273-X3.jpg)
STEERING ARM REDESIGN
The old steering arms were made to bolt to a modified C5/C6 front upright (where you cut off the integral C6/C6 steering arm). The fabricated parts that came with the car were made for a different steering rack, a different ride height, different tie rods, and a different subframe. These old arms were made without any Akerman and the bumpsteer was pretty bad, plus the tie rods were connected in a single-sheer, bolt-thru mounting design.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-nDZwzZ9/0/M/DSC_9346-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-nDZwzZ9/0/X3/DSC_9346-X3.jpg)
To correct these suspension geometry issues, Ryan did the suspension software calculations as part of the entire front end redesign which required a new pair of steering arms with new lengths, angles, heights, and geometry to work with the C6 bits and new ride height.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-wHx67cR/0/M/B61G5248-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-wHx67cR/0/X3/B61G5248-X3.jpg)
He built the new pair of steering arms using box sections, reducing weight by nearly 12 pounds for the pair. The end was made to mount the tie rod end in a double sheer mount.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-HMRhP8w/0/M/DSC_0286-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-HMRhP8w/0/X3/DSC_0286-X3.jpg)
The new steering arms were installed and the bump steer and Ackerman numbers were verified.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-bnN6FmK/0/M/DSC_9345-M.jpg
The spherical-end tie rods were also custom built during this time, finally wrapping up the steering system components - the car can now steer.
FRONT ANTI ROLL BAR FABRICATION
I believe I showed the front swaybar being mounted in an earlier post. This is a straight, splined shaft with pillow ball mounts on the frame. Now was the time to make the splined arms and endlinks to complete this component.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-3nMQrnN/1/M/DSC_8934-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-3nMQrnN/1/X3/DSC_8934-X3.jpg)
Various aluminum swaybar "arms" are made for these straight splined swaybar shafts and they can be purchased in a number of lengths, thicknesses, and even some are pre-bent. We started with straight arms that were then bent to fit in the 20 ton hydraulic press.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-zGvLpZZ/0/M/B61G5264-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-zGvLpZZ/0/X3/B61G5264-X3.jpg)
In these pictures above and below you can see the completed swaybar assembly. The arms are bent - both for tire clearance (inboard) and to line up with the C6 Corvette control arm's endlink mounting hole. The arms were drilled for multiple adjustment holes as well. Some of the items shown are only tack welded at this point as some final checks still needed to be done once the car was off the frame table, sitting on the wheels and tires at ride height, and rolled onto a 4 wheel alignment rack.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-49k92qj/0/M/B61G5264_1-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-49k92qj/0/X3/B61G5264_1-X3.jpg)
Ryan built a pair of adjustable length swaybar end links out of threaded rod ends, threaded weld bungs, straight tubing and some misalignment spacers for the bolted ends.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-9cbC9j2/0/M/B61G5268-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-9cbC9j2/0/X3/B61G5268-X3.jpg)
The front tie rods that connect the Woodward steering rack to the steering arms that bolt to the C6 uprights are also visible here. Everything is fairly robustly made - it never hurts to over build things a bit when you aren't striving to save every ounce. This car is not built around any minimum weight or racing class, and the owner wanted a little extra reliability and durability.
BODY PANEL FITTING
The car owner had sourced some pretty slick aluminum bodywork for the forward section of this chassis. This Norwood kit (http://yesterdaysclassicsparts.com/showitem.aspx?&id=100121&name=69%20Camaro%20Aluminum%20Body%20Panel%20Kit%2 02%22%20Hood) was made by Auto Metal Direct for the 69 Camaro and included all aluminum sheetmetal forward of the doors and cowl. These pieces had been bolted in place (with several custom mounts) earlier but now it was time to fit the hood and try to get the panels to align better.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-FTrbRs8/0/M/B61G1108-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-FTrbRs8/0/X3/B61G1108-X3.jpg)
The only problem with these aluminum bits is they bend easily and it looked like a number of the parts were bent somewhere along the way, possibly in transit, especially the 2" raised cowl hood.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-bGDJ8t9/0/M/DSC_9268-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-bGDJ8t9/0/X3/DSC_9268-X3.jpg)
One corner of the hood was bent down and the culprit was a popped set of spot welds in the corner of some under structure. Easily bent back and fixed.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-xH8VRc7/0/M/IMG_2117-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-xH8VRc7/0/X3/IMG_2117-X3.jpg)
After fitting, massaging, and reinstalling the ADM panels they were looking much better and ready for the painter - who would get the panel gaps and fit-up perfected just prior to paint.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-g4kPZXK/1/M/IMG_1234-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-g4kPZXK/1/X3/IMG_1234-X3.jpg)
Maybe in retrospect an entire composite front end would have been a better choice. Heck, a fiberglass unibody might have been better. Hind sight is 20/20, and we suggested a new body at the very start. It wasn't until we put in the hours of tweaking and rust fixes that the car owner saw that, too. Its cool that it still is a real tub with a real VIN, though.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-mVHws98/1/M/IMG_1235-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-mVHws98/1/X3/IMG_1235-X3.jpg)
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INITIAL HOOD DUCTING TESTS
With the aluminum front bodywork panels fitting better it was time to choose the hood venting. The whole front end - splitter, various coolers, radiator angle - were all going to be built around a vented/ducted hood, from the very first conversations we had with the car owner. The actual design decision was a long process.
https://vorshlag.smugmug.com/Customer-Cars/Marc-S-C4-Corvette/n-dwJFP/i-GfXkbqt/1/S/i-GfXkbqt-S.jpg (https://vorshlag.smugmug.com/Customer-Cars/Marc-S-C4-Corvette/n-dwJFP/i-GfXkbqt/1/X3/i-GfXkbqt-X3.jpg) https://vorshlag.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-JrnVqcg/0/S/11206858_10155577951845078_6093033125267735869_o-S.jpg (https://vorshlag.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-JrnVqcg/0/X3/11206858_10155577951845078_6093033125267735869_o-X3.jpg)
The car owner had noticed some of the other vented and ducted hoods we had built in the past and understood aero enough to know how advantageous this setup would be for making front downforce, proper cooling, and a better layout. He also sent us 20+ pictures of other modern race car hoods and splitters, for styling and functional examples.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kZxbDdN/0/M/DSC_9267-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kZxbDdN/0/X3/DSC_9267-X3.jpg)
We struggled to lay out some appropriately sized and placed hood ducts on the existing aluminum 2" raised cowl hood, but just could not make something that fit within the geometric confines of the raised cowl. As good as this hood looked on this chassis, it just wasn't conducive to proper placement of the rather large vent holes we felt were needed to exhaust the airflow from the radiator, oil cooler and power steering cooler.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-BJCbg5x/0/M/B61G6371-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-BJCbg5x/0/X3/B61G6371-X3.jpg)
The car owner was reluctant to lose this raised cowl hood, which was understandable, but we didn't want to start cutting on it without trying something else first. So we found a stock 69 Camaro flat steel hood and I piked it up for $150 locally. We fitted this hood to the car on our dime and then started mocking up hood duct vents to show the customer how they could look on a flat hood.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Ps84Gh3/0/M/B61G6433-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Ps84Gh3/0/X3/B61G6433-X3.jpg)
After a few tape mock-ups Ryan started cutting the expendable steel hood so he could show real, 3D duct layouts. The locations of the coolers, the placement of the engine, and the low pressure zones on this hood (in our imaginary wind tunnel) dictated where the vent holes and duct routing should end up. Our engineer Jason wanted these large vent sizes and Ryan made this first cut and then the cardboard ducting mockup, above. I then photoshopped this mirror image (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Vq2x38N/0/X3/B61G6433-X3-mirror-X3.jpg) to show what the final hood would look like with these vents. Not quite what the customer wanted, but we were getting closer.
The gap in the middle of the hood between the two vents was there to clear the engine's intake tube, of course. The angles of the ducting underneath were constrained by several things - the placement of the coolers, the upper chassis braces (including two forward pieces not installed yet), the best low pressure location on the hood, and the tires themselves.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-XVp4NwP/0/S/B61G6450-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-XVp4NwP/0/X3/B61G6450-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-jzH8cvp/0/S/67-69_Camaro_Flat_Hood_Main_1-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-jzH8cvp/0/O/67-69_Camaro_Flat_Hood_Main_1.jpg)
There were also some placement constraints from some styling lines in even the flat hood. The ducts really needed to be outside of the lines (see above) that the flat hood had, so we went on a search for a truly flat 69 Camaro hood.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-SPwPvjH/0/S/Flat%20hood-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-SPwPvjH/0/X3/Flat%20hood-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-gQV473j/0/S/B61G6460-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-gQV473j/0/L/B61G6460-L.jpg)
We took a lot of pictures trying to show the owner the constraints that dictated the placement of the vents. This is just a sample of the mockup designs we did. The 315mm tires at full bump travel were a constraint. So were the frame rails and upper tubing placement. And the location of the radiators. Plus we had to make it look "right".
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kpzP5NP/0/S/B61G6464-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-kpzP5NP/0/X3/B61G6464-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-zRKNdtk/0/S/FullSizeRender1-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-zRKNdtk/0/X3/FullSizeRender1-X3.jpg)
Not only are the vent placements critical for function but these will be the single most critical cosmetic item on the car. The hood vents and ducting could make or break the look of this car, and getting rid of some useless styling lines in the stock flat hood opens up even more possibilities for the vent hole shapes and placements (see below).
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Wn3WNfg/0/M/B61G6480_edit-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Wn3WNfg/0/X3/B61G6480_edit-X3.jpg)
Long story short: so we ordered a custom composite flat hood without the two styling lines normally found on an OEM 69 Camaro flat hood. We will address this design feature further in a future post, after this hood arrives...
HOOD HINGES AND WIPER MOTORS
Another constraint on the hood design was the customer's wish to keep functional windshield wiper arms as well as a traditional hinged hood (not just a pin-on). It does rain in Texas, so the wipers make sense. Pin-on hoods are a pain to extract quickly, especially with one person. You also have to worry about a hood that is removed getting stepped on, driven over, or flying away in the paddock. All sensible requests. We began our research by shooting images of the cowl section of the car with both hoods, then hitting the interwebs looking for options.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-w9PJDWw/1/M/IMG_1236-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-w9PJDWw/1/X2/IMG_1236-X2.jpg)
Our first question we had was do we use an aftermarket strut-equipped hood hinge kit or just refinish the factory spring-style hinges (shown above). Turns out: neither.
There are many aftermarket options for these cars with varying degrees of detail, finishes and price. After some research and from recommendations from our friends at Dusold Designs, there were only two billet hood hinge kits we felt appropriate for this 69 Camaro build: The Ring Brothers (http://ringbrothers.com/1967-1969-camaro-billet-hood-hinge-kit-air-frame-592.html) billet hinge kit or the Billet Specialties (http://www.billetspecialties.com/body-accessories/hood-hinges/hoodhinges/67-69camaro/#tab-features) version. Both are well-respected companies and have various finishes and CNC work to choose from as well as varying weights of gas-struts to accommodate an aluminum or composite hood.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-bbckDpc/1/S/DSC_9334-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-bbckDpc/1/X3/DSC_9334-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-RRT9hLP/0/S/IMG_2239-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-RRT9hLP/0/X3/IMG_2239-X3.jpg)
I was hoping we could use a single pivot, simpler hood hinge for the Camaro. As you can see, with the cowl hood design (still in play at this point) the hinge needed to be a multi-pivot design - to come up and tilt back at the same time, or the rear section of the raised cowl hood will crash into the fixed portion of the cowl panel, ahead of the windshield. The wiper arms are mounted under this cowl panel, so that panel needed to stay in place. Some of the composite hoods we found incorporated this cowl panel section into the hood itself, which don't work with wiper arms.
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https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-D59Kssb/1/S/DSC_9338-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-D59Kssb/1/X3/DSC_9338-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-6x6dJrV/1/S/DSC_9339-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-6x6dJrV/1/X3/DSC_9339-X3.jpg)
After the Billet Specialties hood hinges came in we realized they are MASSIVE. This video (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-cHwqbv3/A) shows the action of these things - very smooth. We mocked them up on the car and they were going to run into the front tires at full bump. That 315mm tire stuffed under stock outer fender contours takes up a LOT of room under the hood, unfortunately. At this point we had figured out that the flat hood was the way to go for venting, so we could go with a simpler, lighter, and easier to mount single-pivot hood hinge... so the Billet Specialties hinges went back. Oh well, they sure were slick to see in person.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-QthZksm/0/M/bosch-motorsport-wda-wiper-motor-M.jpg
Our second question here related to the windshield wiper system. Because the factory firewall has been moved significantly, it would be an extreme amount of work to use any of the OEM wiper system components. After researching various options, we felt that a synchronized, direct mount wiper motor system is the best option. This eliminates any linkages that would need to be designed, and instead mounts the wiper arm directly onto a degreed sweep style wiper motor. The industries these style of motors are used in are either motorsports or marine applications. We contacted Bosch to receive more information on their programmable Motorsport WDA (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-QthZksm/0/M/bosch-motorsport-wda-wiper-motor-M.jpg) and found there are currently only 3 available in the U.S. with an asking price of $890 each, and the car would need two.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LbK4q3K/0/M/DSC_0674-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LbK4q3K/0/X3/DSC_0674-X3.jpg)
The second option we found was a very reasonable wiper motor sold by Marinco (http://www.marinco.com/en/products/wiper-systems/wiper-motors). These models have sweeps ranging from 45° to 110° and come in a very compact size. Our plan was to use a three-position switch, giving the driver control of "park", low, and high wiper speed options. With an average price per unit of $150, we could get two of these for less than a third of the price of a single Bosch WDA. Mounting would be straightforward with only one bracket being fabricated for each motor and no linkages needed. Will show more of this after we get a chance to install these parts - we need a windshield and a cowl panel back in the car to design around.
COILOVER SHOCK DISCUSSIONS
After doing some research into the coilover shocks that had previously been purchased we determined that they wouldn't work for a variety of reasons. The springs were sized with giant coilover springs that wouldn't clear the front control arms, the shock brand and model were not something ever seen on road race cars, and the hose lengths for the remote reservoirs were too short. Now that the steering system components were fabricated and the geometry was checked and rechecked, and we would be taking the Camaro off the fab table in the coming weeks, it was time to look at dampers that would be more appropriate for this build.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Kz7TTPF/0/M/B61G5256-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Kz7TTPF/0/X3/B61G5256-X3.jpg)
During this coilover discussion Ryan sorted out the eye-to-eye style shock mounts at both ends.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-3PGQp4b/0/S/DSC_9347-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-3PGQp4b/0/X3/DSC_9347-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-gwNVW3H/0/S/DSC_9348-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-gwNVW3H/0/X3/DSC_9348-X3.jpg)
Ryan fabricated double-sheer mounts for both the front and rear shocks (the final shock brand was yet to be determined). The solid "mock-up shocks" were then able to support the suspension at both ends and the car. We were all eager to set this Camaro back on its wheels for the first time in 10 months.
There were some lengthy discussions about shock brands, number of adjustments, remote reservoirs, dyno plots, spring sizes and the like. We are known to be shock snobs here at Vorshlag but we have gotten that way after working with 1000+ shock sales and installs over the past dozen years. I will discuss more about the final shocks when they are installed.
REAR SEAT AREA CROSSMEMBER WORK
The original rectangular rear crossmember behind the driver needed clearance for the driveshaft and exhaust. Now that the driveshaft had arrived it was time to make the U-shaped clearance section and add some tubing to the top to tie into the 3rd link mount cross bar.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-dfjMwMH/0/M/IMG_2207-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-dfjMwMH/0/X3/IMG_2207-X3.jpg)
Ryan laid out the shape he wanted, marked center points for some holes, then hole-sawed two massive holes shown above for the corner radii...
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-bW7JtFW/1/M/DSC_9335-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-bW7JtFW/1/X3/DSC_9335-X3.jpg)
He then cut out the parts in between....
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NCNH2Zj/1/M/DSC_9336-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NCNH2Zj/1/X3/DSC_9336-X3.jpg)
Used some flat stock to make the curved section...
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4vLnF7z/0/M/B61G6323-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4vLnF7z/0/X3/B61G6323-X3.jpg)
Ground everything smooth and flat....
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-5Kdq8hB/0/M/B61G6326-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-5Kdq8hB/0/X3/B61G6326-X3.jpg)
Then clamped his pre-bent curved section in place and spot welded it along the edges.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4T6jzM8/0/M/B61G6484-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4T6jzM8/0/X3/B61G6484-X3.jpg)
Then the custom aluminum driveshaft was installed. After that the curved tubes closed the box around the U-shaped section and tied into the rear upper 3rd link mount cross bar. Then the 3-rd link mount on the chassis end was modified.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-srCfZc9/0/S/DSC_9354-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-srCfZc9/0/X3/DSC_9354-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-JVz4QNj/0/S/DSC_9356-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-JVz4QNj/0/X3/DSC_9356-X3.jpg)
The upper bracketry was changed to add multiple pick-up points for the upper control arm, just like you can see on the lower arms at the chassis side, for additional rear suspension geometry adjustability. The 3 rear control arms are all adjustable for length as well.
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continued from above
ADDITIONAL SPLITTER & SUPPORT WORK
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LW9zSr7/0/M/GOPR0574-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LW9zSr7/0/X3/GOPR0574-X3.jpg)
This is a big section of this build that started back in September, went through November, and was mostly wrapped up in December. Another major visual and functional piece that will be a signature part of this build.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-jMhHRtG/0/S/DSC_9405-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-jMhHRtG/0/X3/DSC_9405-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-pPbz8Rt/0/S/DSC_9407-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-pPbz8Rt/0/X3/DSC_9407-X3.jpg)
There were several aspects of the splitter, lower valance and front wheel flare sections that were finalized, modified, smoothed and welded in November.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-zs6Fkbb/0/S/DSC_9428-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-zs6Fkbb/0/X3/DSC_9428-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-dfjzwzN/0/S/B61G6621-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-dfjzwzN/0/X3/B61G6621-X3.jpg)
Above you can see the lower section of the valance/splitter structure, which we're calling the "air dam" here. It was more upright on the first go around (see images above), but the customer wanted something sleeker. Here is version 2.0, where so Ryan re-made this lower section and parts of the splitter stricture to have a more flowing, receding line that matches the factory lower valance shape. Making this somewhat simple change involved considerable rework of existing structures and panels, but it does look better this way.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-g6NdqqS/0/S/B61G6592-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-g6NdqqS/0/X3/B61G6592-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-mvrQwTC/0/S/DSC_9406-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-mvrQwTC/0/X3/DSC_9406-X3.jpg)
The wheel spats or forward flare sections were also finalized in this round of work and they are looking pretty nice at this point.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-b4zJgsX/1/S/DSC_9420-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-b4zJgsX/1/X3/DSC_9420-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-G3rT6W6/0/S/B61G6626-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-G3rT6W6/0/X3/B61G6626-X3.jpg)
As the final shape was taking form Ryan could go ahead and make the splitter strut mounts, most of which will be hidden behind the aluminum front OEM style bumper.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-xV9GVJL/0/M/B61G6665-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-xV9GVJL/0/X3/B61G6665-X3.jpg)
Once the look was pleasing to the customer and still had the airflow shapes and openings we needed to cool and duct airflow, Ryan started finalizing some ducting. Here are the 4" front brake duct inlets, which fit inside the dual plane splitter structure.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-K8X2WVg/0/S/B61G6692-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-K8X2WVg/0/X3/B61G6692-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Wxs5jJ3/0/S/B61G6680-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Wxs5jJ3/0/X3/B61G6680-X3.jpg)
Lots of trimming, shaping, TIG welding, sanding, and blending went into the final splitter design late in November.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-rwVSm9z/0/M/B61G6674-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-rwVSm9z/0/X3/B61G6674-X3.jpg)
Some of this is creeping into December work so I will stop there...
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-V9NdfgC/0/M/B61G6675-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-V9NdfgC/0/X3/B61G6675-X3.jpg)
WHAT'S NEXT?
I will show the final stages of the dual plane splitter in the December work update, including the canards and the modified lower valance work. The custom ordered ATL fuel cell finally arrived in January and I will show that work as well.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-9qJkXhT/0/M/DSC_0657-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-9qJkXhT/0/X3/DSC_0657-X3.jpg)
As I'm writing this on April 19th, 2016, the Camaro chassis just arrived here after our painter sprayed the upper portion of the cage and the lower frame rails - which are about to be hidden under parts of the body - which arrived last week after the inside of the unibody was painted. I'll get to the "chassis comes off the frame table" steps and more caught up with real time on this forum build thread soon.
Until next time, thanks for reading.
98ssnova
04-19-2016, 08:44 PM
Man awesome build
Flash68
04-20-2016, 12:04 AM
Now that's an update. Thanks Terry.
Nine Ball
04-20-2016, 05:25 AM
This is one of the best build threads I've seen. Excellent photos, and detailed explanation. Thanks for sharing.
Tony
fleetus macmullitz
04-20-2016, 08:49 AM
This is one of the best build threads I've seen. Excellent photos, and detailed explanation. Thanks for sharing.
Tony
X2.
Kept scrollng and scrollng thru it thinking...'There's more?' :wow:
carbuff
04-20-2016, 11:01 AM
Now that's an update. Thanks Terry.
You could learn a thing or two from this... :poke:
Vince@Meanstreets
04-20-2016, 11:23 AM
You could learn a thing or two from this... :poke:
I was waiting for that!! :peepwall: :gitrdun:
Flash68
04-20-2016, 11:26 AM
You could learn a thing or two from this... :poke:
I think a lot of people can learn way more than 2 things from this thread. They definitely know that a dry sump tank is a good idea the first time.
I was waiting for that!! :peepwall: :gitrdun:
I wasn't.
Let's try not to muck up one of the most well done threads on Lateral G shall we gents?
:cheers:
fleetus macmullitz
04-21-2016, 07:27 AM
Let's try not to muck up one of the most well done threads on Lateral G shall we gents?
:cheers:
Agreed.
This is hallowed ground.
:thankyou:
Ron in SoCal
04-22-2016, 09:54 PM
Epic update Terry!
Quick question: 12lb weight savings on steering arms? Seems like a lot.
:cheers:
modernbeat
04-26-2016, 01:07 PM
Epic update Terry!
Quick question: 12lb weight savings on steering arms? Seems like a lot.
:cheers:
The original arms were made from plate steel. Just cut out of a 1" thick plate. Ouch.
jydracing
05-02-2016, 10:45 AM
continued from above
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-D59Kssb/1/S/DSC_9338-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-D59Kssb/1/X3/DSC_9338-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-6x6dJrV/1/S/DSC_9339-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-6x6dJrV/1/X3/DSC_9339-X3.jpg)
After the Billet Specialties hood hinges came in we realized they are MASSIVE. This video (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-cHwqbv3/A) shows the action of these things - very smooth. We mocked them up on the car and they were going to run into the front tires at full bump. That 315mm tire stuffed under stock outer fender contours takes up a LOT of room under the hood, unfortunately. At this point we had figured out that the flat hood was the way to go for venting, so we could go with a simpler, lighter, and easier to mount single-pivot hood hinge... so the Billet Specialties hinges went back. Oh well, they sure were slick to see in person.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-QthZksm/0/M/bosch-motorsport-wda-wiper-motor-M.jpg
Our second question here related to the windshield wiper system. Because the factory firewall has been moved significantly, it would be an extreme amount of work to use any of the OEM wiper system components. After researching various options, we felt that a synchronized, direct mount wiper motor system is the best option. This eliminates any linkages that would need to be designed, and instead mounts the wiper arm directly onto a degreed sweep style wiper motor. The industries these style of motors are used in are either motorsports or marine applications. We contacted Bosch to receive more information on their programmable Motorsport WDA (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-QthZksm/0/M/bosch-motorsport-wda-wiper-motor-M.jpg) and found there are currently only 3 available in the U.S. with an asking price of $890 each, and the car would need two.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LbK4q3K/0/M/DSC_0674-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-LbK4q3K/0/X3/DSC_0674-X3.jpg)
The second option we found was a very reasonable wiper motor sold by Marinco (http://www.marinco.com/en/products/wiper-systems/wiper-motors). These models have sweeps ranging from 45° to 110° and come in a very compact size. Our plan was to use a three-position switch, giving the driver control of "park", low, and high wiper speed options. With an average price per unit of $150, we could get two of these for less than a third of the price of a single Bosch WDA. Mounting would be straightforward with only one bracket being fabricated for each motor and no linkages needed. Will show more of this after we get a chance to install these parts - we need a windshield and a cowl panel back in the car to design around.
COILOVER SHOCK DISCUSSIONS
After doing some research into the coilover shocks that had previously been purchased we determined that they wouldn't work for a variety of reasons. The springs were sized with giant coilover springs that wouldn't clear the front control arms, the shock brand and model were not something ever seen on road race cars, and the hose lengths for the remote reservoirs were too short. Now that the steering system components were fabricated and the geometry was checked and rechecked, and we would be taking the Camaro off the fab table in the coming weeks, it was time to look at dampers that would be more appropriate for this build.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Kz7TTPF/0/M/B61G5256-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-Kz7TTPF/0/X3/B61G5256-X3.jpg)
During this coilover discussion Ryan sorted out the eye-to-eye style shock mounts at both ends.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-3PGQp4b/0/S/DSC_9347-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-3PGQp4b/0/X3/DSC_9347-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-gwNVW3H/0/S/DSC_9348-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-gwNVW3H/0/X3/DSC_9348-X3.jpg)
Ryan fabricated double-sheer mounts for both the front and rear shocks (the final shock brand was yet to be determined). The solid "mock-up shocks" were then able to support the suspension at both ends and the car. We were all eager to set this Camaro back on its wheels for the first time in 10 months.
There were some lengthy discussions about shock brands, number of adjustments, remote reservoirs, dyno plots, spring sizes and the like. We are known to be shock snobs here at Vorshlag but we have gotten that way after working with 1000+ shock sales and installs over the past dozen years. I will discuss more about the final shocks when they are installed.
REAR SEAT AREA CROSSMEMBER WORK
The original rectangular rear crossmember behind the driver needed clearance for the driveshaft and exhaust. Now that the driveshaft had arrived it was time to make the U-shaped clearance section and add some tubing to the top to tie into the 3rd link mount cross bar.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-dfjMwMH/0/M/IMG_2207-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-dfjMwMH/0/X3/IMG_2207-X3.jpg)
Ryan laid out the shape he wanted, marked center points for some holes, then hole-sawed two massive holes shown above for the corner radii...
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-bW7JtFW/1/M/DSC_9335-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-bW7JtFW/1/X3/DSC_9335-X3.jpg)
He then cut out the parts in between....
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NCNH2Zj/1/M/DSC_9336-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-NCNH2Zj/1/X3/DSC_9336-X3.jpg)
Used some flat stock to make the curved section...
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4vLnF7z/0/M/B61G6323-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4vLnF7z/0/X3/B61G6323-X3.jpg)
Ground everything smooth and flat....
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-5Kdq8hB/0/M/B61G6326-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-5Kdq8hB/0/X3/B61G6326-X3.jpg)
Then clamped his pre-bent curved section in place and spot welded it along the edges.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4T6jzM8/0/M/B61G6484-M.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-4T6jzM8/0/X3/B61G6484-X3.jpg)
Then the custom aluminum driveshaft was installed. After that the curved tubes closed the box around the U-shaped section and tied into the rear upper 3rd link mount cross bar. Then the 3-rd link mount on the chassis end was modified.
https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-srCfZc9/0/S/DSC_9354-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-srCfZc9/0/X3/DSC_9354-X3.jpg) https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-JVz4QNj/0/S/DSC_9356-S.jpg (https://vorshlag.smugmug.com/Vorshlag-Test-Pilots/Stewart-Whites-69-Pro-Touring/i-JVz4QNj/0/X3/DSC_9356-X3.jpg)
The upper bracketry was changed to add multiple pick-up points for the upper control arm, just like you can see on the lower arms at the chassis side, for additional rear suspension geometry adjustability. The 3 rear control arms are all adjustable for length as well.
continued below "Fair", I have the same a pair of dropped steering arms that you show in post 73. They only weigh 5.5 pounds, (I can send pics of the arms on the scales),,how did you save 12-14 pounds by building new ones??? Also, I have them mounted in in a 63 Corvette and have had no problems, (no bump steer), with my steering?? Sound Like you are maybe trying to drum up business by telling whoopers!!! Although you do have some nice work on your build thread!!!!!
SBDave
05-02-2016, 05:45 PM
I'm gonna guess the 12 pounds takes into account the difference in hardware for the tie rod, the tie rod spacers and using a smaller rod end its self.
The Vorslag guys share so many little details I doubt they are trying to pull any smoke and mirrors.
I appreciate seeing a car like this come together, thanks guys!
Dave
Panteracer
05-02-2016, 08:28 PM
Ok this thing is so bad I want two of
them as long as they are black:)
Had a 69 Z28 when I was a kid but nothing
even close to this Beast
Great fabrication and thought process
Give me two more lifetimes to even get close
Bob
jydracing
05-02-2016, 10:47 PM
I'm gonna guess the 12 pounds takes into account the difference in hardware for the tie rod, the tie rod spacers and using a smaller rod end its self.
The Vorslag guys share so many little details I doubt they are trying to pull any smoke and mirrors.
I appreciate seeing a car like this come together, thanks guys!
Dave
Do not get me wrong Dave, there build thread displays some very fine work, and creative ideas,,but,,That is not what the thread says?? It says he changed from 1 inch by 3/4 inch cold roll steel to 1 inch tubing, and by doing that he saved 12 lbs. The dropped steering arms weigh 5.6 lbs. Four bolts and tie rod ends and spacers do not weigh 6.4 lbs. If they did you would have 12 pounds all together, so where do you loose the 12 lbs?? If you have a better explanation I will believe you, if not, I am seeing a little smoke!!
SBDave
05-03-2016, 02:18 PM
My best guess is they save around 4 lbs per steering arm and around 1 lbs per hardware setup. That saves you 5 lbs per side or 10 lbs total.
Maybe this change also allowed them a different tie rod design that saved another 0.75 lb per side. That'd be 11.5 lbs total.
These are total guesses but that doesn't seem unreasonable.
Vince@Meanstreets
05-03-2016, 03:28 PM
or it was a rough estimation or maybe a typo? Who knows for sure.
grendel
07-29-2016, 03:25 PM
Funny thing, I just don't care.
I want them to build my new arms. Cause I have the same and bump steer all over the place. Trying to get a real alignment's a boat load of fun, too.
Rock on with your bad self!
dinos67's
07-30-2016, 04:56 PM
Car looks amazing very similar to what Desold design in Texas did on the 68 Camaro!
Flash68
10-14-2016, 03:27 PM
Terry & Crew,
Any updates on this one?
modernbeat
10-24-2016, 03:29 PM
Terry & Crew,
Any updates on this one?
Terry has been buried in work and the forum updates unfortunately take a backseat to current production.
BUT, you can follow the gallery to see updates. New photos are added every time we complete another task.
https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wW8hfbk
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Z8jspwd/0/M/B61G0565-M.jpg
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dfz3sZQ/0/M/B61G0153-M.jpg
Flash68
10-24-2016, 04:53 PM
Thanks Jason. You guys are coming along.
Project Update December 1st, 2016: We've been plugging away on the 69 Camaro track car - a project that still doesn't have a name yet - throughout 2016, at a pace dictated by the owner. My last post was in April that caught us up to December 2015 work, but I've been scrambling to keep up with forum project threads, as we have about a dozen threads for cars we're tracking, updating, and working on. We also just wrapped up our best month of November ever, inside of our best year (to date) in 12 years of business, so its been bonkers around here
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Xg93Vfd/0/L/B61G9367-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Xg93Vfd/0/X3/B61G9367-X3.jpg)
The picture above shows the Camaro a bit beyond where this build thread update ended, but only by a few weeks - pic was shot in May 2016. This 2-part forum update covers work completed from January through April 2016. I'm writing these updates pretty fast and furious, but still trying to avoid mistakes like I had made time (see my 'mea culpa', below). There is lot to cover, so let's get started where we left off last time - the front end.
MORE FRONT SPLITTER & VALENCE WORK
This front/splitter section is the "business end" of this Camaro, and a place where a considerable number of hours have been spent getting both the aero and aesthetics "right". Last time I showed some of the fabrication work on the dual plane aluminum front splitter and valance.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PDf59LZ/0/S/B61G6483-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PDf59LZ/0/X3/B61G6483-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XSmVvxz/0/S/B61G6744-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XSmVvxz/0/X3/B61G6744-X3.jpg)
The lower valance panel (above) was based on an OEM piece but stamped in aluminum. It had to be heavily modified to incorporate the lower grill openings and cooler inlets for both the oil and p/s coolers as well as brake cooler inlet ducting. This modified panel and the custom parts below were both tack welded and now needed lots of final welding, sanding, and finish work.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-JF8ncQJ/0/L/DSC_9474-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-JF8ncQJ/0/X3/DSC_9474-X3.jpg)
The front splitter assembly was built in stages and the lower valance and cooler inlets are joined together above and below the upper splitter plane. Almost everything here is made in aluminum and bolts together with discretely placed hardware, including the canard sections shown below.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-26LpgJw/0/S/B61G6740-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-26LpgJw/0/X3/B61G6740-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hwtsRZ4/0/S/B61G6725-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hwtsRZ4/0/X3/B61G6725-X3.jpg)
These canards will help direct air spilling off the upper plane where we want, and complete the "lines" of the splitter. Admittedly these parts are part downforce, part styling, but without dozens of hours in a wind tunnel I cannot tell you if these are perfected or not - but this ain't an F1 car. We will do some aero tests in our initial track testing with the customer, of course.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XxS8Xjk/0/S/DSC_9483-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XxS8Xjk/0/X3/DSC_9483-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zcGRs5X/0/S/DSC_9478-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zcGRs5X/0/X3/DSC_9478-X3.jpg)
Ryan spent hours and hours final welding the initially tacked aluminum structures of the lower valance and grill openings.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MN4zvCD/0/S/DSC_9477-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MN4zvCD/0/X3/DSC_9477-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-F6hvcsJ/0/S/B61G6771_a-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-F6hvcsJ/0/X3/B61G6771_a-X3.jpg)
Then he spent hours and hours grinding, sanding, welding, and sanding some more. These components are 100% metal worked, no bondo or putty tricks.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jbh4HwG/0/S/DSC_9499-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jbh4HwG/0/X3/DSC_9499-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5pjFmtt/1/S/DSC_9494-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5pjFmtt/1/X3/DSC_9494-X3.jpg)
Yes, if there is a major crash it will take work to repair. But so would any custom metal creation built by any other shop. Does it make sense to pull molds off of these finished parts to make "easier to replace" composites? Mold making and composite work is not our specialty, but I have asked others who specialty this is - and they say "expensive". Such is the way of custom car building.
FUEL CELL + MOUNTING
After discussions with the customer about safety, we decided to move from an aftermarket fuel tank to a proper fuel cell. This had a lot to do with the projected track speed and capabilities this car will have, and the customer wanted a SAFE car in the end. A fuel cell also just fits a build of this scale and magnitude.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-b2fF8g2/0/S/B61G8137-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-b2fF8g2/0/X3/B61G8137-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-S8HPTqg/0/S/DSC_0191-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-S8HPTqg/0/X3/DSC_0191-X3.jpg)
Ryan mapped out the space allocated for the cell and we ordered this custom aluminum ATL cell can and bladder. This was spec'd with the internal surge tank and pumps for ease of plumbing. The surge tank is crucial to keep the fuel pump inlet submerged at all times, even at low fuel levels and 1.5 g or higher loads.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3qxsL3Q/0/S/DSC_0159-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3qxsL3Q/0/X3/DSC_0159-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xwH9K5B/0/S/DSC_0199-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xwH9K5B/0/X3/DSC_0199-X3.jpg)
After waiting a number of weeks, the fuel cell was built and shipped to us at "Vorshilang", then we began discussing rear diffuser shapes and placement of the cell with the owner.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qpBzgpJ/0/S/B61G8384-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qpBzgpJ/0/X3/B61G8384-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5M9zf7w/0/S/B61G8387-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5M9zf7w/0/X3/B61G8387-X3.jpg)
Ryan then laid out this fuel cell "cage" that he built out of square tubing. This will act as both a stable mount and a protective structure for the fuel cell. He even custom machined threaded bungs that are welded into the upper perimeter of the "fuel cell cage" which the upper lid of the fuel cell bolts into.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gPBTssq/0/S/B61G8419-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gPBTssq/0/X3/B61G8419-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-T3MrKcM/0/S/B61G8422-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-T3MrKcM/0/X3/B61G8422-X3.jpg)
The fuel cell "cage" and the cell were both then installed into the trunk area between the frame rails. The lower valance panel even ties into this structure, replacing the structure normally in the spare tire well and factory trunk floor.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jk9bgSG/0/L/B61G8424-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jk9bgSG/0/X3/B61G8424-X3.jpg)
Gratuitous underskirt shot... 345mm Hoosiers are BIG.
BODY REMOVED & CHASSIS WELDED
After the fuel cell was added the body was removed from the chassis, which was still tack welded to the welding table.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZmZHRJT/0/L/B61G8446-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZmZHRJT/0/X3/B61G8446-X3.jpg)
Removing the body was fairly easy, and involved cutting a few tack welds, then 4 people to spread and lift the flimsy shell off of the chassis and around the cage.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Ssmkxrj/0/S/DSC_0250-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Ssmkxrj/0/X3/DSC_0250-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LhSvQ2L/0/S/DSC_0251-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LhSvQ2L/0/X3/DSC_0251-X3.jpg)
The scooped out section of unibody above is all that was left of the original 1969 Camaro, and of that the rear fenders & taillight panel had already been replaced with new steel. The roof was looking pretty sketchy but we left it to our paint & body experts to tell us what else needed to be replaced.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xCFFcCq/0/S/B61G8458-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xCFFcCq/0/X3/B61G8458-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XvV6cwH/0/S/B61G8448-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XvV6cwH/0/X3/B61G8448-X3.jpg)
After some minor work on the nearly-finished chassis while it was on the table, it was time to break it all down. The wheels, brakes and suspension came off. Then the drivetrain was removed and the the Ford 9" dropped out of the back. Last the seat, steering column, and coolers came out.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NC5QthG/0/S/B61G8561-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NC5QthG/0/X3/B61G8561-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-K9pfMTN/0/S/B61G8579-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-K9pfMTN/0/X3/B61G8579-X3.jpg)
With all of the geometry of the frame components checked and rechecked, and now everything out of the way, many hours were spent final welding the main chassis and cage. First Ryan started welding with the chassis still on the table (above).
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XzNV8qr/0/S/B61G8864-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XzNV8qr/0/X3/B61G8864-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8PMhv7b/0/S/B61G8871-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8PMhv7b/0/X3/B61G8871-X3.jpg)
Then the chassis came off the table and he spent more hours welding, grinding, and finishing the bare chassis. It was both light and rigid enough to move around on its side to get to all of the hard-to-reach places, to finish weld every joint without having to do overhead welding on your back (which is hard).
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-GhFckDF/0/L/B61G8591-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-GhFckDF/0/X3/B61G8591-X3.jpg)
The main chassis was then weighed. I mean come on, its Vorshlag - you would expect this. We will show the merged body-chassis weight in the next forum update. Speaking of weights, I need to right a wrong...
FACT CHECKING MY POSTS - MEA CULPA!
I've been doing forum write-ups like this for 16+ years, and have been fanatic about keeping my posts as factual and honest as humanly possible. I have also been a freak about weighing automotive components for over 20 years, and had an extensive "weights page" on my first automotive website starting in 1996. This was full of weight data, pictures of parts on digital scales, etc. So much "bad tech" about weights gets thrown around on the interwebs that it makes me a little nuts about "fixing the internet" wrongs sometimes.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vPgR3kj/0/S/DSC_1573-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vPgR3kj/0/X3/DSC_1573-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-r3M5bPz/0/S/DSC_1544-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-r3M5bPz/0/X3/DSC_1544-X3.jpg)
In my previous update to this thread I mentioned something that was "non-factual" about the replacement tubular steering arms. Ryan built these to replace the solid steel units that came on the car (which were heavier, had some sketchy welds, and incorrect bump steer geometry for the steering rack we chose). I felt them both in my hands, spit-balled a number, and actually wrote "these new steering arms save 12 pounds." Oh boy, I'm now well on my way to becoming a politician.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Z54XQJZ/0/S/DSC_1545-S.jpg https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-t9XDD6k/0/S/DSC_1543-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-t9XDD6k/0/X3/DSC_1543-X3.jpg)
Of course several of you sharp eyed readers called my bluff, and I had to go weigh these parts. Then eat some crow when proven wrong. I "eyeballed" the weights and threw out a number that was nonsense. I thought I remembered weighing these arms, but I "mis-remembered" that fact. These tubular steering arms saved all of 1.8 pounds for the pair, not 12 pounds. So this is me admitting my mistake, showing the proof, and promising to try to never making that kind of error again. I'm sorry folks! #NotFakeNews
UNIBODY THEN CHASSIS BLASTED, REPAIRED, PRIMED AND PARTIALLY PAINTED
Our crew reassembled the naked Camaro chassis with the drivetrain, wheels, and suspension for the next phase of work. It would also look more presentable for our 2016 Open House we had on Feb 27th. Lots of people came to this event to see the shop, eat the food, get their free SCCA annual tech.... but many said they came just to see the Camaro. It was "naked and afraid" but didn't disappoint.
https://photos.smugmug.com/Car-Shows/2016-Vorshlag-Open-House/i-RRtQxDW/1/L/B61G8896-L.jpg (https://photos.smugmug.com/Car-Shows/2016-Vorshlag-Open-House/i-RRtQxDW/1/X3/B61G8896-X3.jpg)
Meanwhile I had delivered the unibody to our paint and body experts at Heritage in Sherman, Texas. I am usually delivering or picking up cars there a couple of times a month.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-9qWSkTD/0/S/DSC_0321-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-9qWSkTD/0/X3/DSC_0321-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qW4HcJG/0/S/DSC_0327-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qW4HcJG/0/X3/DSC_0327-X3.jpg)
With the unibody sculpted down to the bare minimum needed there were now exposed areas that were pretty rusty. Some of these are normally not painted when the car was built, so that's to be expected. The underside of the roof was pretty nasty, with headliner residue and some light rust. Other sections were clearly rusted and needed replacement. Of course it was raining when we loaded the semi-bare metal tub into our trailer...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RzcjT3H/0/M/IMG_2370-M.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RzcjT3H/0/X3/IMG_2370-X3.jpg)
Sadly we never weighed the stripped unibody, but two people could move it easily. I took the pictures below at Heritage after the body had been bead blasted on all of the sections I asked them to (everything but the rear fenders), but before any primer or paint went back on. This car will be painted in 2 stages - some sections that the cage/frame cover up on the unibody needed final paint now.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WrRM3M7/0/S/IMG_2447-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WrRM3M7/0/X3/IMG_2447-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sthXWbN/0/S/IMG_2445-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sthXWbN/0/X3/IMG_2445-X3.jpg)
They left the E-coat on the new rear fenders and tail panel, but everything else that was original steel was mostly in raw steel form, from work done by a previous shop who blasted some sections. Heritage concentrated heavier blasting around some areas on the tub that had a bit of "tin worm" or which had visible body filler - like on the front and rear window frames and A-pillars.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fvS29zJ/0/S/IMG_2440-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fvS29zJ/0/X3/IMG_2440-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5BpXLzh/0/S/IMG_2441-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5BpXLzh/0/X3/IMG_2441-X3.jpg)
After blasting it was worse than we had feared, and both the front and rear window header sections (the structure in the roof under the outer roof skin, which helps hold the shape of the opening) were rotten. They had been slathered in big globs of body filler, which was all that was holding them together. Blasting exposed this cheap trick done by a previous shop. Heritage said the roof was toast - but they they would find a new roof panel and replace it before the next time we stopped by with the chassis.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XNH29xt/0/S/IMG_3050-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XNH29xt/0/X3/IMG_3050-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-KMz6LnF/1/S/DSC_0445-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-KMz6LnF/1/X3/DSC_0445-X3.jpg)
Having the rolling chassis together was handy in that it allowed us to transport it to a nearby shop who has a 4 wheel laser alignment rack - which we borrow/rent often. Alignment racks are expensive and are a "net money loser" unless you can keep it loaded up with dozens of "regular alignments" every week. We just don't have the space, manpower, or customers for that. With the rolling chassis on the rack, Ryan and Brad were able to check the gross camber & caster up front, and axle squareness out back before everything on the front suspension was burned in.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BnxDggT/0/S/DSC_1542-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BnxDggT/0/X3/DSC_1542-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QCkCskV/0/S/DSC_1546-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QCkCskV/0/X3/DSC_1546-X3.jpg)
The rolling chassis came right back to Vorshlag. With the laser alignment numbers matching our digitally measured settings and calculations, Ryan then got to work and final welded the front suspension mount sections.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-JbdvpGm/0/S/DSC_1519-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-JbdvpGm/0/X3/DSC_1519-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2QhvrFD/0/S/DSC_1547-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2QhvrFD/0/X3/DSC_1547-X3.jpg)
In case the caster or camber settings were way off, we could have more easily moved the front-to-back placements of the control arm mounts. Now that the numbers were proven to be where we planned, the double-shear mounting plates were added to the Lower Control Arms and final welded in place. A bolt-in rear crossmember brace will be added at a later date, to bridge the opening at the rear - making that brace removable allows for easy oil pan access with the engine still in the car.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QBcjMLq/0/S/IMG_2722-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QBcjMLq/0/O/IMG_2722.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-j55csH5/0/S/IMG_2720-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-j55csH5/0/X3/IMG_2720-X3.jpg)
Heritage had a new OEM roof panel sourced, added tubing to the unibody to keep it square, cut out the rotten roof, and welded the new structure in place. To keep the blasted raw metal of much of the unibody from flash rusting, Heritage sprayed the entire unibody with a white sealer/primer, inside and out. The underside of the roof was sanded and smoothed, primed, blocked, then painted with the glossy base & clear finish coats in GM Arctic White - which is a pure white with no pigment.
https://photos.smugmug.com/Projects/1992-Corvette-TTC-Build/i-T7PJ7BH/0/L/B61G0748_narrow-L.jpg (https://photos.smugmug.com/Projects/1992-Corvette-TTC-Build/i-T7PJ7BH/0/X3/B61G0748_narrow-X3.jpg)
We had Heritage bodywork our 1992 Corvette race car (which is for sale! (http://www.vorshlag.com/dangerzone.php)) and paint it with this same GM Arctic White base/clear over the summer. Like we plan to do on the 1969 Camaro, they shot our C4 inside and out with this paint, and it looks great. Its brighter than any other hue - its brighter than the sun! - well, almost.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-K7jcB4x/0/S/IMG_2741-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-K7jcB4x/0/X3/IMG_2741-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ntRrHBC/0/S/DSC_0583-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ntRrHBC/0/X3/DSC_0583-X3.jpg)
The partially painted unibody waited back at the shop while Heritage sprayed some sections of the chassis. At this point the chassis was final welded and 95% of the cage was in place, including all sections near the roof, A-pillar, or C-pillars. Basically everything except the door bars and harness bar. The harness bar will be added to the cage once the final seating position is in place and we measure the owner's shoulder heights in those seats (more on that below). The door bars in place make it tough to get into and out of the cabin, so even though those have been built they will be final welded in towards the end of the build - to make the next phases of construction easier.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-s4RtLtX/1/S/DSC_0559-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-s4RtLtX/1/X3/DSC_0559-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ktQ3nsD/0/S/IMG_2728-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ktQ3nsD/0/X3/IMG_2728-X3.jpg)
Ryan marked the chassis with tape and arrows showing which areas of the cage were close to the body and that we wanted finish sanded, painted and clear coated. The top of the cage and anything that comes close to the unibody skin.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4pvznhQ/0/S/IMG_2778-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4pvznhQ/0/X3/IMG_2778-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fk4rx6C/0/S/IMG_2780-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fk4rx6C/0/X3/IMG_2780-X3.jpg)
They did exactly as we asked and painted just the sections of the cage and chassis that we marked. As you can see the lower, outer frame sections were also primed and painted. These will be hidden inside of the outer skin of the rockers on the unibody. The lower rockers were "pocketed" to fit around the frame rails earlier, and those pockets on the unibody were finish painted as well. Nobody will ever see those areas, but they won't be bare metal dripping rust later, either.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-9qJkXhT/0/S/DSC_0657-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-9qJkXhT/0/X3/DSC_0657-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-tGtK9ww/0/S/DSC_0656-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-tGtK9ww/0/X3/DSC_0656-X3.jpg)
At this point I had picked up the semi-painted rolling chassis and it and the unibody were ready to go back together for the last time. Once these were joined they wouldn't be coming apart again. I will wait and show that chassis-to-body merge next time.
NEW SEAT ORDERED
Choosing an appropriate, safe, and good fitting racing seat is one of the most critical choices in a race car build. This is where 90% of your tactile feedback with the car comes from - when you are strapped into a form fitting, fixed back racing seat. A good seat reduces driver fatigue greatly - after doing a hard track session in any car with OEM seats and 3-point belts I'm always tired just from holding on. You have to use your arms, legs, back, and shoulders to support your body in a flat seat with no harnesses. Even the best sports cars with OEM seats are a poor substitute for proper racing seats. Fixed back race seats even MAKE YOU FASTER on track. Allow me to explain.
https://photos.smugmug.com/Racing-Events/MSR-C-Test-091616/i-CHtBs3T/0/S/DSC_3692-S.jpg (https://photos.smugmug.com/Racing-Events/MSR-C-Test-091616/i-CHtBs3T/0/X3/DSC_3692-X3.jpg) https://photos.smugmug.com/Racing-Events/MSR-C-Test-091616/i-shNB4Sq/0/S/DSC_3699-S.jpg (https://photos.smugmug.com/Racing-Events/MSR-C-Test-091616/i-shNB4Sq/0/X3/DSC_3699-X3.jpg)
On a track test day in September I drove 3 separate cars over 3 twenty minute sessions. One was the 5th Gen Camaro above, which had Cobra Suzuka racing seats and Scroth harnesses. They held me in easily and it made driving this 3800 pound Pony Car around track a breeze. I got out after that session with a blisteringly fast lap time, which shocked all of us. The car was quick but more importantly, the seats and harnesses let me push the car more easily, so I could wring out more potential from the car. I had more fast laps within a tighter range of time, and exited the car with little wear and tear on my body. Granted this Camaro is not stock, but it is still much heavier and on narrower (305mm Hankook RS3) tires than the two "super cars" below.
https://photos.smugmug.com/Racing-Events/MSR-C-Test-091616/i-mGHFr3m/0/S/DSC_3807-S.jpg (https://photos.smugmug.com/Racing-Events/MSR-C-Test-091616/i-mGHFr3m/0/X3/DSC_3807-X3.jpg) https://photos.smugmug.com/Racing-Events/MSR-C-Test-091616/i-ScZct6h/0/S/IMG_3668-S.jpg (https://photos.smugmug.com/Racing-Events/MSR-C-Test-091616/i-ScZct6h/0/X3/IMG_3668-X3.jpg)
On that same day I also drove these two Corvettes above, both on similar compound but wider tires (285F/335R MPSS) than the Camaro. All three cars made 1.2 to 1.25 g lateral and 1.0 to 1.1 g under braking. The C6 Z06 was a nightmare to drive compared to the Camaro, and I was flailing around in the cockpit like a rag doll. It has one of the worst stock seats I can remember, and my lap times suffered (even 600 pounds lighter and with an LS7 under hood, my Z06 lap times were almost a second slower than the Camaro) with inconsistency. The C7 Grand Sport had optional factory seats that were "better" than the C6 bits, and even has proper shoulder harness holes, but still a 3-point belt. I once again was flopping around and left a lot on the table (according to predictive lap timer), and only had a few laps quicker than the Camaro.
Why? I think it was all in the seats. Good racing seats and harnesses make driving more consistent and easier. I was exhausted after both Corvette stints, and pretty sore the next day. Try putting in "time trial" laps in cars that pull 1.25 g with crap seats and belts, and you'll know what I'm talking about.
continued below
continued from above
Seat mounting to the chassis is also critical to safety. The positioning of the seat determines your sight lines, comfort, and safety. We can handle all of that, but what about the seat itself?
https://photos.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-NX3qNH4/1/S/DSC_1126-S.jpg (https://photos.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-NX3qNH4/1/X3/DSC_1126-X3.jpg) https://photos.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-jkPFwv8/1/S/_DSC6156-S.jpg (https://photos.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-jkPFwv8/1/X3/_DSC6156-X3.jpg)
If you have the grip levels of massive Hoosiers (left), you better have appropriate seats to deal with that (right)
I wouldn't think about running a car with big Hoosiers (1.3 to 1.5 g) on a stock seat. We needed to pick a better seat for this Camaro, as the capabilities and grip levels would likely be higher than any modern super car and even most race cars. 345mm Hoosiers make a boat load of grip, and I know from running these in the past, you better be strapped into a GOOD seat if you want to be in complete control. High leg bolsters, shoulder support, and a halo around your helmet.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fMnVXtk/0/M/B61G0239-M.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fMnVXtk/0/X3/B61G0239-X3.jpg)
This LaJoie seat was one of 3 seats provided by the customer when he brought the car to us. It is an aluminum, 2-piece seat marketed largely to the circle track crowd. We all felt that while the better versions of these look beautiful, works of art, they fell short. As an aside, it just didn't fit the theme the customer requested, a serious track car using modern sports racing components, drivetrain, tires and aero. There's very little circle track influence here. Also, this car had to have a second seat in it that was somewhat similar to the driver's seat - and buying another LaJoie was not in the cards.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QBkQmdS/0/S/B61G1064-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QBkQmdS/0/X3/B61G1064-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DPPDmst/0/S/B61G0260-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DPPDmst/0/X3/B61G0260-X3.jpg)
The build also came with a pair of brand new Sparco EVO II and EVO III seats. The EVO III is huge, and was too big for the owner. The EVO II fit him well, and we sell and install a lot of these (and just put one in my NASA TTD prepped BMW E46 (http://www.vorshlag.com/forums/showthread.php?p=58452#post58452)), but this project needed something more serious. The lack of lateral shoulder and head support was a deal breaker on this level of build.
Yes, we sell all manner of racing seats, and I keep about a dozen in my showroom for "test sitting". Nothing beats sitting in a seat to see how you fit. One of the most respected names in racing seats is Racetech, but we had never bought a seat from them before. They do some of the best tests and their "crash test" share videos like this side impact test rig video (https://youtu.be/0F7hlz0DKXk). That seat back movement in a side impact made us look at their 119 series of seats.
https://photos.smugmug.com/Product-Pictures/Racetech/i-dB65MFT/1/L/B61G8555_150-L.jpg (https://photos.smugmug.com/Product-Pictures/Racetech/i-dB65MFT/1/X3/B61G8555_150-X3.jpg)
I'm trying not to be sales-y here, and if you look on our website you won't even see Racetech listed, but the features are hard to ignore. They make an unprecedented FOUR sizes of the 119 seat - combining normal and tall heights, plus normal and wider widths.
https://photos.smugmug.com/Product-Pictures/Racetech/i-8KhVQ8N/1/S/Sizes-S.jpg (https://photos.smugmug.com/Product-Pictures/Racetech/i-8KhVQ8N/1/X3/Sizes-X3.jpg) https://photos.smugmug.com/Product-Pictures/Racetech/i-chCM9rv/0/S/racetech-chart-S.jpg (https://photos.smugmug.com/Product-Pictures/Racetech/i-chCM9rv/0/XL/racetech-chart-XL.jpg)
For the owner of this car we had him test sit in some seats, send in several body measurements as dictated by Racetech, and then looked at the sizing chart (https://photos.smugmug.com/Product-Pictures/Racetech/i-chCM9rv/0/XL/racetech-chart-XL.jpg) and determined he needed the normal width in the tall height - the 4119THR.
https://photos.smugmug.com/Product-Pictures/Racetech/i-FRnqdPm/1/S/B61G8540_150-S.jpg (https://photos.smugmug.com/Product-Pictures/Racetech/i-FRnqdPm/1/X3/B61G8540_150-X3.jpg) https://photos.smugmug.com/Product-Pictures/Racetech/i-3c2jfKg/0/S/B61G8548-S.jpg (https://photos.smugmug.com/Product-Pictures/Racetech/i-3c2jfKg/0/X3/B61G8548-X3.jpg)
These 119 series seats are a bit pricey, and the carbon fiber versions (9119) are extremely expensive, so we went with the 4119 composite seat range for the driver's side seat. The passenger will get one of the Sparco EVO seats, but there won't likely be too many laps with a right seat filled at 10/10ths pace.
WHAT'S NEXT?
This 2-part write-up took us from January through April. A lot of time was spent with the chassis or body at the painters, and any of you that have built a project like this would understand how long paint work takes - even partial paint or priming work.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8jKB6gt/0/S/DSC_1780-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8jKB6gt/0/X3/DSC_1780-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wqdWBLM/0/S/DSC_2042-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wqdWBLM/0/X3/DSC_2042-X3.jpg)
Next time I will show the body going back into the frame, then the aluminum flat bottom undertray panels and floors being built, the exhaust routing through the tunnel, the dash and cowl work, then firewall and sheet metal fab up front. Lots to cover, hopefully I'll have time this weekend to write another segment to catch us up closer to real time.
Cheers,
MtotheIKEo
12-03-2016, 06:39 PM
continued from above
Cheers,
Always love your project updates, full of great information. Can't wait to see this car finished, I'm sure it will be a blast.
scottysimp7
12-03-2016, 08:25 PM
This thing is amazing! Great work
Best thread updates ever!
rustomatic
12-04-2016, 01:44 PM
Excellent work! Will there be a tin floor in addition to the aluminum under-body stuff? Sorry for the dose of ignorance here . . .:headscratch:
Excellent work! Will there be a tin floor in addition to the aluminum under-body stuff? Sorry for the dose of ignorance here . . .:headscratch:
No, that's actually a good question. We have cut away all of the factory floor panels so there's a two part answer here.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vd4ZFLW/0/M/DSC_2054-M.jpg
There are two "floors" being built here. First is the flat bottom undertray, shown here. This series of panels goes from the tip of the lower splitter plane to the rear axle section, where the diffuser will begin. Lowers under car drag, helps create downforce at the rear with the diffuser.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-39h3Z65/0/M/DSC_2395-M.jpg
These undertray panels are semi-structural in nature, and being built like how a Daytona Prototype would be. Some sections are bonded and riveted in place (outers) and other panels (centers and splitter) are removable for service.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZsCBgs7/0/M/DSC_2369-M.jpg
The transmission sits a hair under the bottom plane, but that was unavoidable with the way it was ordered. Most race transmissions like this (straight cut gear G-Force) can be ordered with a 90° rotation, which lowers the CG. Requires some different internal oiling tricks, a different bellhousing, and a different shifter. What we have to work with needs to be installed in the traditional manner, with the shifter linkage connecting on the driver's side.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xJ5H26X/0/M/DSC_2398-M.jpg
As you can see the square tubing that makes up the floor structure has the undertray panels mounted underneath. The driver and passenger's feet will sit on another set of partial panels called a "false floor". There is one section already built on the driver's side near the pedal box. The open span behind that needs to be filled, but the next one back will have the seat mounted between the square tubes, lower than otherwise possible. No false floor is needed from there back.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-T4MptWW/0/M/DSC_2544-M.jpg
There are lots and lots of aluminum panels throughout the rest of the interior. The tunnel (which will be double walled in some areas, for insulation), the engine firewall, the firewall around the massive dry sump oil tank, and the rear panels.
https://photos.smugmug.com/Car-Shows/PRI-Show-2015/i-jC6NnQF/3/M/IMG_1375-M.jpg
I'll cover more of this in my next update, which will likely be after the PRI show which is later this week. Jason is already on his way there now and 3 more of us fly out in 2 days. Gonna be cold in Indy, but we always see some cool new bits there. As usual I am live posting hundreds of product images from the show floor, which you can see on my personal facebook page (which can be "followed", or friended if you are an obvious car person). Otherwise you can see my photo gallery for the show (https://vorshlag.smugmug.com/Car-Shows/PRI-Show-2015/) in my next post here.
https://photos.smugmug.com/Car-Shows/PRI-Show-2015/i-DvLZW3Z/2/M/IMG_1490-M.jpg
If anyone is going to be at PRI and gets an invite to the FM3 Marketing kart shootout, Vorshlag will have a team there as well. I'll probably break my hip...
Cheers,
Mikael A
12-05-2016, 05:29 PM
Wow that is just sick.
rustomatic
12-05-2016, 05:59 PM
Thanks for the awesome detail, Terry and Co! I, probably like many others here, study these pics like a kid does his first (and second, and third) girly mag. The detailed explanations make it all that much better. I'll continue to use the Vorshlag work as an ongoing directive example (if not obsession) for the mess in my own garage (to no one's profit but the people I buy parts from) . . .:idea:
Dr. Jekyll
12-05-2016, 11:08 PM
DAMN that cage is serious business!
Al Moreno
12-06-2016, 11:28 AM
Awesome build! Terry you might had already posted this info but how far back was the engine set?
Panteracer
12-06-2016, 12:54 PM
Love the exhaust.. was thinking
of mating my firebird exhaust in the trunk
and punching it out where the license plate
goes.. similar to my Pantera exhaust
Will be watching where yours ends up
Bob
Awesome build! Terry you might had already posted this info but how far back was the engine set?
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dfz3sZQ/0/M/B61G0153-M.jpg
That's a good question - we didn't have the car here at any time with the OEM location. Its at least 18" setback, if not more. I will measure another 1st gen soon, then see where we are relative to that.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5pZtGgG/0/M/B61G9364-M.jpg
We moved the driver's seat into the back seat area, because the drivetrain is set so far back. All part of the plan.
Love the exhaust.. was thinking
of mating my firebird exhaust in the trunk
and punching it out where the license plate
goes.. similar to my Pantera exhaust
Will be watching where yours ends up
Bob
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2njFpQZ/0/M/DSC_1996-M.jpg
The exhaust on this car is terminating in a different position than that...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8T6GSjt/0/M/DSC_2016-M.jpg
...these two exhaust pipes will exit into the front of the diffuser. Blown diffuser. Will show more soon.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-grmt78C/0/M/B61G1237-M.jpg
The front hood ducting is fairly elaborate but looks pretty amazing when its all assembled.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5RHTTBs/0/M/B61G1184-M.jpg
I'll more of that soon.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NDZ4rnr/0/M/B61G1200-M.jpg
Very soon.
Zoomin
12-06-2016, 08:42 PM
:confused59:
andrewb70
12-07-2016, 10:06 AM
I don't mean to derail this thread or take away from what is an amazing build, but if this is a Pro Touring car, my GTO is a 1932 Ford.
Andrew
Zoomin
12-07-2016, 07:26 PM
I don't mean to derail this thread or take away from what is an amazing build, but if this is a Pro Touring car, my GTO is a 1932 Ford.
Andrew
I just got back from setting my car on fire.
Flash68
12-07-2016, 10:10 PM
I just got back from setting my car on fire.
I assume it was a 32 Ford?
Ho Le Fook! Nice work and insane project!
Flash68
12-08-2016, 11:51 AM
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2njFpQZ/0/M/DSC_1996-M.jpg
Very interested to see how you manage heat with this for the driver.
So much cool going on in this build.
WSSix
12-08-2016, 07:26 PM
Thanks for updating us, Terry. Love reading the information and seeing the work.
gofastwclass
12-08-2016, 08:15 PM
Excellent ideas, fabrication and execution. Thank you for sharing.
96z28ss
12-09-2016, 03:10 PM
Very cool build.
Is this car being built for track days, or is there a series that this will run in?
Jimbo1367
12-11-2016, 02:06 PM
Very interested to see how you manage heat with this for the driver.
So much cool going on in this build.
He doesn't care, hes not driving it. LOL:poke:
GregWeld
12-11-2016, 03:37 PM
He doesn't care, hes not driving it. LOL:poke:
Yeah! No kidding!!
S.White
12-11-2016, 05:23 PM
Very cool build.
Is this car being built for track days, or is there a series that this will run in?
It'll be used for track days and time attack type events.
Regarding the exhaust and heat concerns, the plan is to "double wall" the floor there and pack insulation between the layers if needed. If that's not enough, we'll vent the tunnel and/or add more insulation.
Project Update February 6th, 2017: I have been pretty busy with running Vorshlag, adding content to the new website, starting a second business, and remodeling my house that is about to go on the market. So the spare time I used to use to write these build thread updates has been in short supply. Work on the 69 Camaro has been moving along at a steady pace (dictated by the owner) and I needed to catch up, a lot. While my wife was watching Superbowl 51 last night I broke out my laptop and put this together.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Xg93Vfd/0/L/B61G9367-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Xg93Vfd/0/X3/B61G9367-X3.jpg)
Lots of good work to show on the Camaro - the body went back on the chassis and it was off the fab table for good! This time we show the body going back into the frame, the dual 3" exhaust routing through the tunnel and to mufflers out back, and finally aluminum flat bottom undertray panels being built.
BODY ONTO CHASSIS, DRIVETRAIN INSTALLED
This was exciting - reunification of body and chassis! At this point the unibody was so trimmed away and light that it was really easy for 2 people to lift it. Using 4 people it could be spread apart and fit around the roll cage structure and frame rails in half a minute. Once this was tack welded to the frame rails it wasn't ever coming off the frame again - this isn't that kind of body. A composite body is usually made to be removable, but this steel unibody will need to be welded to the frame - hence the reason for painting the areas we did.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RdS4FCB/0/S/DSC_1518-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RdS4FCB/0/X3/DSC_1518-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DBrzQkx/0/S/DSC_1549-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DBrzQkx/0/X3/DSC_1549-X3.jpg)
Now it was time to put the engine and transmission together for the last time before it is fired up. Now we didn't spec or supply any of the drivetrain bits outside of the innards of the ford 9", so Ryan went over every detail to double-check what was brought to us.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WK5zdH8/0/S/DSC_1559-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WK5zdH8/0/X3/DSC_1559-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-B9X3KtW/0/S/DSC_1560-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-B9X3KtW/0/X3/DSC_1560-X3.jpg)
There are normally two dowels in the back of the block on an LS3 crate engine like this. But these had been man handled in a previous life and were mangled beyond repair, so they were removed and replaced. You don't want to forget to fix something like this after the drivetrain is assembled and back in the car.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DdVw3qM/0/S/DSC_1564-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DdVw3qM/0/X3/DSC_1564-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LNTwJrn/0/S/DSC_1572-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LNTwJrn/0/X3/DSC_1572-X3.jpg)
I didn't get any close-up pictures of the clutch, but its a 5.5" triple disc setup that uses a hydraulic throw out bearing/slave cylinder and a unique bell housing for the g-force transmission. A very small diameter clutch with limited engagement range and a transmission without synchros means this is a setup best suited for track use - and little else. But those things also mean it will be light and strong.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-rBs7ckD/0/S/DSC_1566-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-rBs7ckD/0/X3/DSC_1566-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-s4LWfDB/0/S/DSC_1567-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-s4LWfDB/0/X3/DSC_1567-X3.jpg)
Just a shot of the engine bay with mounts in place but the motor out (above left) then with the LS3 engine back back in there. Up to this point in the build the fabricated transmission crossmember was only tack welded together and held in with some clamps. The reason for the unusual shape of the transmission crossmember will be apparent below, when we go over exhaust routing.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fsF4Wtm/0/S/DSC_1565-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fsF4Wtm/0/X3/DSC_1565-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-w3M9xPJ/0/S/DSC_1778-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-w3M9xPJ/0/X3/DSC_1778-X3.jpg)
Now it was time to final weld that crossmember and add the threaded bungs for it's mounting bolts to the chassis. These bungs were created from some steel round bar in the lathe - machined with a face to butt up to the tubing, threaded through a hole. Then a hole was drilled in the tubular chassis member and these were welded in place, on both sides of the tube. Now the bolts for the crossmember had somewhere to thread into. A bolt and nut would simply crush the square tubing, and welding in an anti-crush sleeve was not a whole lot less work than making these threaded bungs. These bolted connections can now be done into a blind area where accessing the nut would be difficult.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8jKB6gt/0/L/DSC_1780-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8jKB6gt/0/X3/DSC_1780-X3.jpg)
the custom ordered 3.5" diameter aluminum driveshaft arrived while the body was at paint and could now be installed. Up until now we had only seen a PVC pipe mocked up in place.
HEADER FINAL WELDING, TRANS TUNNEL, EXHAUST
The headers needed a little final welding so the ends were capped, the interior was flooded with an insert gas (Argon) and Ryan TIG welded all the remaining joints. The headers were then installed onto the engine
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-w3JnHS4/0/S/IMG_3065-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-w3JnHS4/0/X3/IMG_3065-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-VBVNJr9/0/S/DSC_1784-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-VBVNJr9/0/X3/DSC_1784-X3.jpg)
Another batch of parts the customer supplied included the Aviad external, belt driven oil pump, which came with some bracket parts and pulleys to fit an LS3. With the now narrower frame encroaching on that space it needed to be re-mounted so the adjustable bracket turn buckle was machined and built to tuck the pump in between the frame rail and block.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RnpnGGt/0/S/DSC_1966-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RnpnGGt/0/X3/DSC_1966-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DB63vw9/0/S/DSC_1963-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DB63vw9/0/X3/DSC_1963-X3.jpg)
With the transmission and driveshaft in place, now it was time to start building the inner transmission tunnel. Due to the very low ride height and flat bottom undertray design planned, we routed the exhaust up inside the transmission tunnel next to the driveshaft.
https://photos.smugmug.com/Customer-Cars/Justin-Glass-E36-M3-LS1/i-sxXPjNs/0/S/DSC_6237-S.jpg (https://photos.smugmug.com/Customer-Cars/Justin-Glass-E36-M3-LS1/i-sxXPjNs/0/X3/DSC_6237-X3.jpg) https://photos.smugmug.com/Customer-Cars/Jon-Holmans-2003-BMW-e46-m3/i-xPSgPhH/0/S/DSC_2224-S.jpg (https://photos.smugmug.com/Customer-Cars/Jon-Holmans-2003-BMW-e46-m3/i-xPSgPhH/0/X3/DSC_2224-X3.jpg)
This seems like a controversial part of this build, but we have a plan, and we do this all the time on cars like BMWs. The E36 M3 above has dual 3" exhaust into a 4" oval exhaust, up in the tunnel, and the E46 M3 on the right has dual 2.5" into a 3.5", also above the bottom of the floor. This is one of the reasons we elected not to use a carbon fiber driveshaft on the 69 Camaro. The yokes are always bonded to the CF tube and exhaust heat could be an issue there.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mCgt28s/0/S/DSC_1965-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mCgt28s/0/X3/DSC_1965-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DLtLXGn/0/S/DSC_1971-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DLtLXGn/0/X3/DSC_1971-X3.jpg)
The partial tunnel structure shown is made from tubular steel and will later be skinned in aluminum. It will be a bit taller than stock but no taller than some more modern chassis we work with. This tunnel structure gives room to stuff the twin 3" exhaust pipes above the bottom of the floor. And before the arm chair quarterbacks chime in - the tunnel will have ample insulation to the driver/passenger, to keep exhaust heat at bay. All of this is being done to make the bottom of this car truly flat. The payoff will be worth the effort.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mxp3kcf/0/S/DSC_1982-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mxp3kcf/0/X3/DSC_1982-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QMjV8QQ/0/S/DSC_1984-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QMjV8QQ/0/X3/DSC_1984-X3.jpg)
Magnaflow stepped up with a sponsorship for this build, without much prompting, and supplied the various tubing, bends and mufflers.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MpGCMBB/0/S/DSC_1970-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MpGCMBB/0/X3/DSC_1970-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CGh52Bs/0/S/DSC_1975-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CGh52Bs/0/X3/DSC_1975-X3.jpg)
The Long shifter assembly was modified and installed, then the shift handle and shifter assembly were mocked up on top of the tunnel structure. Ryan then quickly built the driver's side collector extension around the shift rods and added a 3" V-band connector. Then he built the passenger side collector extension and V-band, with some bends and turns to get that side of the exhaust to "crossover" to the driver's side of the tunnel - which has more room.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-q7fJ7g9/0/S/DSC_1976-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-q7fJ7g9/0/X3/DSC_1976-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4B4T6dr/0/S/DSC_1978-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4B4T6dr/0/X3/DSC_1978-X3.jpg)
Back to the driver's side now, where the exhaust is routed under the arch on the transmission tunnel, then turns up. At right you can see Ryan welding up a lot of bends. This is one of my favorite pictures on this entire build...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-s4XCcXw/0/L/DSC_1979-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-s4XCcXw/0/X3/DSC_1979-X3.jpg)
This shows the complex routing going on within a handful of inches. First, a crossover to get both 3" exhaust tubes on the same side. This is turned into an X-merge of both pipes, but not the traditional type. Admittedly space constraints made this all look pretty compact but it will be worth it when the flat bottom panels are built.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-N7tprDF/0/L/DSC_2007-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-N7tprDF/0/X3/DSC_2007-X3.jpg)
The shot from underneath shows how critical each of these bends had to be calculated, measured, marked, cut and tack welded.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Pszq9tm/0/S/DSC_2008-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Pszq9tm/0/X3/DSC_2008-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-G7HdMjN/0/S/DSC_2009-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-G7HdMjN/0/X3/DSC_2009-X3.jpg)
Here you can see the clearance to to the shift rods as well as to the driveshaft yoke. What may not be evident is that the drivetrain is shifted off center in this chassis, away from the driver. This designed in drivetrain offset is normally done to give additional clearance from the steering shaft to the exhaust and to counter the driver's weight. In this case it made additional room to route the exhaust on the driver's side, buried up in the transmission tunnel.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hLsKRZf/0/S/DSC_2010-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hLsKRZf/0/X3/DSC_2010-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8T6GSjt/0/S/DSC_2016-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8T6GSjt/0/X3/DSC_2016-X3.jpg)
These two round Magnaflow mufflers were mounted in the back seat area, above the axle housing. These will eventually be hidden under panels but are still visible during construction. Ryan built the stainless steel double saddle mounts for both the front and rear of each mufflers. These will be secured to the saddle mounts with a spring on the top side.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Sd75vDW/0/L/DSC_2018-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Sd75vDW/0/X3/DSC_2018-X3.jpg)
The shot above shows the routing for the exhaust from the headers, collectors, to the crossover and X-merge.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kThW2DX/0/S/DSC_2423-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kThW2DX/0/X3/DSC_2423-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zbRVKf9/0/S/DSC_2432-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zbRVKf9/0/X3/DSC_2432-X3.jpg)
Now it was time to connect the X-merge section of the exhaust to the mufflers. A pair of V-band clamps were added, to allow the center section of the exhaust to be disconnected from the muffler end.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-9qL4cVs/0/L/B61G8392-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-9qL4cVs/0/X3/B61G8392-X3.jpg)
Some of the last steps of the exhaust were done after the flat bottom panels were added (see below), but the picture above shows the extent of the exhaust fabrication at this stage. The exit of the two mufflers was later routed into the rear diffuser, which I will show in a future post.
FLAT BOTTOM PANELS
A flat bottom undertray is a modern aerodynamic device that is used to lower drag under the car as well as feed air to a rear mounted diffuser, which we are adding (I tease that at the very end of this post). Below is the complete set of flat undertray panels built for this 69 Camaro, which are unique to this custom tube framed chassis. The chassis structure was built with flat panels in mind, so there weren't any weird mounts that had to be made - the flat panels fit right to the underside of the square structural tubing of the floor and frame rails.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kGkprtR/0/L/B61G2143-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kGkprtR/0/X3/B61G2143-X3.jpg)
Unlike some home built undertray panels which use flimsy materials like Alumalite or plastic, we are using 1/8" thick 6061-T6 aluminum sheet. This is slightly heavier but is MUCH stronger than materials you can buy at a sign shop. These will also make the chassis stiffer. After seeing Alumalite panels rip off at speed, we went with stronger material that can withstand the aero forces we expect to see.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PdRPwBX/0/S/DSC_2035-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PdRPwBX/0/X3/DSC_2035-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vSSHbqW/0/S/DSC_2040-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vSSHbqW/0/X3/DSC_2040-X3.jpg)
Ryan started the first 4x8' sheet by cutting it longways, to make the two main panels that travel fore aft under the cabin. Our sheer isn't long enough to make an 8' cut, nor is the throat on our bandsaw big enough, so he made that cut with a jig saw and a steady hand. Then he laid out the shapes needed from templates made using craft board.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wqdWBLM/0/S/DSC_2042-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wqdWBLM/0/X3/DSC_2042-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DbJcSMB/0/S/DSC_2049-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DbJcSMB/0/X3/DSC_2049-X3.jpg)
The panels were then cut, clamped to the chassis, and mounting holes drilled through the panel and into the tubing. Many of these will have blind rivets, and the main outer panels shown will also be bonded to the (painted) chassis before they are riveted in place. Some panels will be removable for service and have threaded fasteners with flush heads on the bottom. During fabrication the panels are all held in place by removable Cleco clamps - which you can see hanging under the car, and look like bullet casings.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Pfsjhx2/0/S/DSC_2061-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Pfsjhx2/0/X3/DSC_2061-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3ZtRNks/0/S/DSC_2171-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3ZtRNks/0/X3/DSC_2171-X3.jpg)
Once the two main fore-aft outer panels were added the center panel was added at the back between them. Then a removable panel needed to be built for the transmission area. To mount this a set of "doubler plates" was added to the outer panels. These then house threaded mounts for the transmission panel to bolt onto, and the whole seam remains flush.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kN3j7fN/0/S/DSC_2346-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kN3j7fN/0/X3/DSC_2346-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XJ8LKBT/0/S/DSC_2357-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XJ8LKBT/0/X3/DSC_2357-X3.jpg)
This transmission is another piece that had been bought for the car long before we were enlisted. This transmission was ordered in the "straight up" configuration which causes the bottom of the housing to hand down much lower than the dry sump pan or bellhousing. Most racing transmissions like this can be ordered in a "sideways" configuration that allows the "bottom" (or side, depending on how you look at it) of the trans to align with the bottom of a short dry sump oil pan. Yes, in this configuration it is the lowest part of the car. We will make a partial skid plate at the front of the trans at a later date, but Ryan kept pushing forward with the flat panels for now and let the casing poke through as shown.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZsCBgs7/0/L/DSC_2369-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZsCBgs7/0/X3/DSC_2369-X3.jpg)
You can see from the image above how much higher the bottom of the dry sump oil pan sits than the bottom of the G-Force transmission. Sometimes you have to work with what you have, and this is still a great transmission. A little skid plate at the front won't totally disrupt the airflow, and exposing part of the trans to the under car air stream will help with cooling the fluid inside.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xGb4q3J/0/S/DSC_2370-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xGb4q3J/0/X3/DSC_2370-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-26jPmBp/0/S/DSC_2395-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-26jPmBp/0/X3/DSC_2395-X3.jpg)
Between the transmission panel and the lower panel of the front splitter was a gap that needed one more panel, a removable piece under the engine oil pan. There are some areas shown that allow for suspension travel and tire turning, which we cannot cover up, but otherwise the assembly of undertray panels make for a seamless flat surface from the tip of the splitter to the rear axle area.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gqdgq7H/0/L/P1270135-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gqdgq7H/0/X3/P1270135-X3.jpg)
Again, most of the panels can be unbolted for service - which is visible above with the trans and oil pan panels removed.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gmJkW96/0/S/B61G8390-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gmJkW96/0/X3/B61G8390-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6F7kFzr/0/S/DSC_2244-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6F7kFzr/0/X3/DSC_2244-X3.jpg)
After seeing the exhaust boxed in above the undertray panels, even more will ask: will the exhaust heat trapped inside all of these panels make the cabin hotter?? We have planned (see above right) for ways to get some of that heat out of this tunnel as well as shielding between exhaust and the driver. Normally on a tube framed flat bottom car (think: GT1, Trans Am, etc) the exhaust takes up the passenger side door area and exits out the side, but on this car - made for 2 occupants, a blown diffuser, and no "wide body" - that's a little tougher. We are planning a track test before final paint that will allow us to test and monitor temps in several areas.
WHAT'S NEXT?
Next time I will show the dozens of panels designed and built for the interior - to cover the transmission tunnel, to build a firewall, to enclose the dry sump tank, and more.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-45W9Vmc/0/S/DSC_2556-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-45W9Vmc/0/X3/DSC_2556-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6WCqLk2/0/S/DSC_2620-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6WCqLk2/0/X3/DSC_2620-X3.jpg)
We will also show the mounting of the defroster, wiper motors, dash, and some much needed "false floor" panels to rest your feet on - and stand on as you enter/exit the cage. The undertray panels are NOT the floor you will see from the inside, that's another set of panels. So we spent the next few weeks in "panel making hell", which isn't exactly the sexiest fab work. It is all very necessary to keep fire, heat, and fluids away from the passenger cabin - and I'll show that next time.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cNNsMrx/0/M/B61G2213-M.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cNNsMrx/0/M/B61G2213-M.jpg)
Here's a tease of the rear diffuser, which was recently completed. The flat bottom floor feeds smooth air to the diffuser, which should make some downforce.
Until next time,
Zoomin
02-07-2017, 09:37 AM
Sweet mother of pearl, it's incredible to see what's going on there. :headspin:
Grnova
02-07-2017, 09:58 AM
^^^^ could not have said it better. Unbelievable what you guys are pulling off.
:hail:
will69camaro
02-07-2017, 10:44 AM
This is no doubt one of, if not THE baddest first gen track builds.
Flash68
02-07-2017, 11:27 AM
How far is the eng/trans offset to the passenger side?
WSSix
02-07-2017, 12:47 PM
Thanks for the update, Terry! Great work as always.
modernbeat
02-07-2017, 04:02 PM
How far is the eng/trans offset to the passenger side?
From memory, about 0.75" or so. That gives us about 1.5" more room on the drivers side relative to the passengers side. Not a massive amount, but enough to make it easier to snake the steering shaft through the headers on the driver's side.
Neil B
02-07-2017, 05:46 PM
Damn that's cool.
modernbeat
02-08-2017, 02:23 PM
This car, which is actually much further along than Terry has posted, will be on display at our Open House on Saturday, February 25th. If you are in the area, come by and see the progress.
ScotI
02-08-2017, 04:41 PM
This car, which is actually much further along than Terry has posted, will be on display at our Open House on Saturday, February 25th. If you are in the area, come by and see the progress.
I will definitely stop by for this.
Centerforce
02-08-2017, 05:44 PM
All we can say is- WOW! The work here is spectacular to say the least. In a sea of 1st gens being built it's almost impossible to stand out from the rest, but this build is doing exactly that. We can't wait to see the end product!
JohnJ@RideTech
02-09-2017, 08:08 AM
How much down force are you guys anticipating the front splitter will create? The overall project looks great. I'm glad to see that someone appreciates the color white as much as I do.
modernbeat
02-09-2017, 09:21 AM
How much down force are you guys anticipating the front splitter will create?...
John, I don't know. I've found modeling, even fairly sophisticated modeling, to be more useful in determining amount of change we can achieve, but not accurate enough to give us accurate absolute measurements. This has been true for aero, tire testing and to a point, suspension geometry.
The plan is to build both the splitter and diffuser to the limits of the compromises we have to work with, and then balance it with the adjustment available in the wing.
FWIW, my education (years ago) was in hydrodynamics and aerodynamics. I studied to design racing sailboat hulls and sail shapes.
efs69
02-09-2017, 03:31 PM
There is soooooo much want in this build!
Project Update May 13th, 2017: Lots of little details to show in this 3-part update (well, on most forums). We will show transmission tunnel structure fabrication, aluminum interior and firewall panels construction, sheet steel cowl structure, custom wiper motor mounting, body panel assembly, Tilton fluid reservoir mounting, defroster box installation, composite dash panel installation, shifter/linkage installation, and more.
TRANSMISSION TUNNEL & SHIFT LINKAGE
The design of the transmission tunnel structure is important on this car because of several reasons: it has to house the driveshaft (which due to the live axle will move vertically), it has to house the X-merge and both main pipes of the dual 3" exhaust, the tunnel has to leave interior room for both the driver and passenger, it has to incorporate a flat floor design (so it is taller than normal), and it will have removable panels - for easier access during maintenance and repairs. The tubular structure and panels should also provide additional structure to the center of the chassis.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mCgt28s/0/84e756f1/S/DSC_1965-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mCgt28s/0/84e756f1/X3/DSC_1965-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ghn6BTP/0/e044b64b/S/DSC_1964-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ghn6BTP/0/e044b64b/X3/DSC_1964-X3.jpg)
Ryan had the shifter mount structure above already built, which was based on some earlier exhaust mock-ups and from the customer's driving position, when he did a "test sit" in several seats. He then created tubular structure to tie this into the rear bulkhead/crossbar structure, which put the shifter on more solid footing. The shifter will also have a Nomex shifter booth covering the opening in the tunnel.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DfdrKHx/0/b4b69f0c/S/DSC_2037-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DfdrKHx/0/b4b69f0c/X3/DSC_2037-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WPtQGVd/0/4f9c01c1/S/DSC_2506-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WPtQGVd/0/4f9c01c1/X3/DSC_2506-X3.jpg)
This tubular structure will be used to mount the aluminum sheet panels and tie into the firewall forward, shown in another section below.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-w3kJGX9/0/fbf5bb63/S/DSC_2020-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-w3kJGX9/0/fbf5bb63/X3/DSC_2020-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Pszq9tm/0/0a748043/S/DSC_2008-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Pszq9tm/0/0a748043/X3/DSC_2008-X3.jpg)
The remote shifter was mounted to this structure, then the rod ends and shift linkages were built (2 of the 3). This was done before construction of the exhaust system to help route the 3" exhaust tubes away from the rods. All of this fits inside the tunnel, which can be accessed from below or removed from above.
FRONT END ASSEMBLY
Ryan (our CNC operator) helped (fabricator) Ryan reassemble the front sheet metal and splitter to the chassis. This was the first time all of the front body panels and sanded/blended front splitter have been on the car together.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dwZnSvv/0/dd3698aa/S/DSC_2094-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dwZnSvv/0/dd3698aa/X3/DSC_2094-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-v58RP3t/0/ff289cef/S/DSC_2174-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-v58RP3t/0/ff289cef/X3/DSC_2174-X3.jpg)
This was needed to align the height of the floor panels with the main plane of the splitter.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WPLmvbb/0/ab1088d7/L/DSC_2102-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WPLmvbb/0/ab1088d7/X3/DSC_2102-X3.jpg)
We also needed to see where the body panels would need to meet up with the soon to be built firewall.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Tv8xdqT/0/94528c61/S/DSC_2367-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Tv8xdqT/0/94528c61/X3/DSC_2367-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5WptZNp/0/67271ff3/S/DSC_2437-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5WptZNp/0/67271ff3/X3/DSC_2437-X3.jpg)
The front flares and canards were also reattached to the front sheet metal.
COMPOSITE DASH INSTALLATION
Using a metal dash in a car built like this doesn't make a lot of sense, so we ordered a VFN fiberglass 69 Camaro dash with the customer's blessing. Installing this inside of the elaborate roll cage structure would prove to be a challenge. Nothing is ever easy on a race car
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-j4sQBCB/0/8739b703/S/DSC_2448-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-j4sQBCB/0/8739b703/X3/DSC_2448-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-L5VfbkH/0/b0c3e855/S/DSC_2451-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-L5VfbkH/0/b0c3e855/X3/DSC_2451-X3.jpg)
First, the bottom section of the OEM shaped dash had to be clearanced to clear the cage mounted steering column brackets that were used. These billet brackets hang down from the "dash bar" of the cage, shown below.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-GLrFpxS/0/112fa8d4/S/DSC_2440-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-GLrFpxS/0/112fa8d4/X3/DSC_2440-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-bRtpPQC/0/3fbb06a4/S/DSC_2452-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-bRtpPQC/0/3fbb06a4/X3/DSC_2452-X3.jpg)
After the bottom section was clearanced it cleared the column, but there was no way to get it in between the A-pillar down bars and FIA compliance vertical bars in the roll cage structure.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-VkMMT2g/0/f31f022d/S/DSC_2458-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-VkMMT2g/0/f31f022d/X3/DSC_2458-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZGFwGkf/0/787eec2b/S/DSC_2459-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZGFwGkf/0/787eec2b/X3/DSC_2459-X3.jpg)
The dash had already been clearanced on the outer edges for the A-pillar bars but to fit into this tight space it would need to be put into 3 sections. The best cut locations were chosen and marked, then Ryan carefully cut the dash panel with a body saw, down along the complex shape of the dash.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QrhPwdp/0/4f6e0ffd/S/DSC_2466-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QrhPwdp/0/4f6e0ffd/X3/DSC_2466-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-M5xFB5B/0/6f1f093e/S/DSC_2467-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-M5xFB5B/0/6f1f093e/X3/DSC_2467-X3.jpg)
To re-join these 3 sections inside the car, the outer two "ends" of the fiberglass dash had "doubler plates" added, which were hand made from aluminum sheet. These were Cleco'd to the panels and tested/fitted, before being epoxy bonded and riveted to the main composite panel. The center section of the dash will unbolt from threaded rivnuts added to the doubler plates.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dNkZ74m/0/cd5f548a/S/DSC_2472-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dNkZ74m/0/cd5f548a/X3/DSC_2472-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XJrzz39/0/b86122c0/S/DSC_2473-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XJrzz39/0/b86122c0/X3/DSC_2473-X3.jpg)
Here the 3-piece dash was fitted and assembled between the jungle gym of cage tubes, joined along the two joints / doubler plates with Clecos. Once this was fitted and mocked up in the car, the outer dash sections' mounting brackets could be built to attach to the cage.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-L38g5sV/0/3a06edf3/S/DSC_2474-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-L38g5sV/0/3a06edf3/X3/DSC_2474-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8GjtZGc/0/13d56ec2/S/DSC_2482-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8GjtZGc/0/13d56ec2/X3/DSC_2482-X3.jpg)
Above left you can see one of the steel mounting brackets being fitted. This was then TIG welded to the roll cage bar and Clecos joined it to the dash panel (which will be replaced by bolts and nuts at final assembly). Above right is the other bracket, welded to the cage and Cleco'd to the left end of the dash. The 3-piece dash is now re-assembled and mounted into the car. The seams where the dash join together are tight, and once bolted together with more than a few Clecos, it will have an even cleaner finished look.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-F3c7DZn/0/22b28235/L/DSC_2487-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-F3c7DZn/0/22b28235/X3/DSC_2487-X3.jpg)
The dash was mostly mounted at this point, with a bit of a bow in the fiberglass on the unsupported bottom edge. We added additional mounts to the dash when the forward transmission tunnel was completed (shown out of order above). A bit more trimming was necessary at the bottom of the dash, due to the extreme driver setback and long steering column length. The dash panel is there for cosmetic reasons, as there will be a digital dash mounted to the column closer to the driver.
DEFROSTER MOUNTING
At the beginning of this project we discussed with the customer about moving to an aftermarket heater box, which can provide "defrosting". We have done the same compact heater box on many of our race car builds. The brand new, lightweight, and compact heater core + blower motor box will be mounted (and completely hidden) underneath the VFN dash panel then ducted to the front defroster vent sections at the base of the windshield. You can see the weight below (7.48 pounds), as well as a modern S197 Mustang factory heater/evap core blower box, which is huge (and 20.7 pounds).
https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-JKKhcVd/1/17e61546/S/HVAC%20weight-S.jpg (https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-JKKhcVd/1/17e61546/X3/HVAC%20weight-X3.jpg) https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-38MBWnh/1/9f1efc6f/S/DSC_4232-S.jpg (https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-38MBWnh/1/9f1efc6f/X3/DSC_4232-X3.jpg)
On colder/wetter track days this will be invaluable. We started on the defroster mounting along with the central dash mount and trans tunnel tubing structure at the same time. The heater box is one of the last things that needs to be mounted before we can start plumbing various systems.
https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-jkBKmLT/1/773f4adc/S/B61G8466-S.jpg (https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-jkBKmLT/1/773f4adc/X3/B61G8466-X3.jpg) https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-HkvXJvQ/0/2c386b42/S/B61G8974-S.jpg (https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-HkvXJvQ/0/2c386b42/X3/B61G8974-X3.jpg)
This is the same heater box unit mounted into an S197 Mustang race car we built a few years ago. Plumbed into a custom plenum that pumps heat through the defrost vents at the base of the windshield, this unit has performed flawlessly for over 4 years.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6jS2H5h/0/3dd2e408/S/DSC_2486-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6jS2H5h/0/3dd2e408/X3/DSC_2486-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-phXFbQ3/0/e4438852/S/DSC_2535-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-phXFbQ3/0/e4438852/X3/DSC_2535-X3.jpg)
The fiberglass dash will also be trimmed around the original cowl holes for at least two defroster vents, as shown above at left. The unit will be mounted behind the faux dash panel and on top of a plate mounted to the transmission tunnel.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-R2KF7fh/0/61f10d5c/S/DSC_2534-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-R2KF7fh/0/61f10d5c/X3/DSC_2534-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hPNRRHt/0/fb5fba3d/S/DSC_2541-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hPNRRHt/0/fb5fba3d/X3/DSC_2541-X3.jpg)
To mount the defroster / heater core / blower motor enclosure required a section of the tunnel covers be built, then a lower "box" frame - both from aluminum. The lower box section was cut and bent to shape, then it was bolted to the tunnel section shown below.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BVqtSZh/0/278c6229/S/DSC_2545-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BVqtSZh/0/278c6229/X3/DSC_2545-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-T4MptWW/0/612f39f5/S/DSC_2544-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-T4MptWW/0/612f39f5/X3/DSC_2544-X3.jpg)
This all made for somewhat tight confines under the dash, with the various components hidden under there - wiper motors, defroster, dry sump oil tank, etc. I will show the wiper motor mounting in a section below. But here the defroster box is mounted and ready for heater hose plumbing and some air 3" hose to the windshield base vents, to be shown in a future update.
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TILTON BRAKE & CLUTCH FLUID RESERVOIR
The triple reservoir Tilton unit shown below will contain fluid for both brake master cylinders (front and rear channels) as well as the clutch hydraulics. A custom aluminum bracket was fabricated and two threaded pylons were welded to the cage dash bar.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gvbMSrD/0/253ab7b2/S/DSC_2558-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gvbMSrD/0/253ab7b2/X3/DSC_2558-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jLfGBnP/0/49b316b7/S/DSC_2557-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jLfGBnP/0/49b316b7/X3/DSC_2557-X3.jpg)
These two pylons protrude through the dash panel, but after the two mounting bolts are removed the center dash panel can be unbolted and pulled out of the way for maintenance behind it.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-FV7gds2/0/548abe8c/S/DSC_2593-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-FV7gds2/0/548abe8c/X3/DSC_2593-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Gft5BwP/0/d1bf83fb/S/DSC_2594-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Gft5BwP/0/d1bf83fb/X3/DSC_2594-X3.jpg)
These remote reservoirs are popular in racing - you want to mount this just far enough away from the driver to not be a hazard, but close enough to be able to see fluid levels. Levels can drop from either pad wear (over a very long stint) or due to a leak in the hydraulic systems. Always good to have that visible while driving. We will plumb these to the floor mounted pedals/masters later in the build.
INTERIOR ALUMINUM PANELS
Most of the aluminum interior panels were built over 4 different days. These are needed to separate the passenger compartment from the exhaust, driveshaft, heat and noise from the engine bay. This, along with the firewall panels, forms a barrier from hot fluids and fire ahead or underneath the driver, in case something goes awry. The tunnel sections near the driver will be double walled with insulated panels on the inside, to limit heat transfer to the cabin. We will show the inner panels at a later date.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WSCqsMK/0/8fd3f14e/S/DSC_2514-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WSCqsMK/0/8fd3f14e/X3/DSC_2514-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-45W9Vmc/0/a3ec7b4d/S/DSC_2556-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-45W9Vmc/0/a3ec7b4d/X3/DSC_2556-X3.jpg)
Previous sections in this series of posts showed some of the interior panels going together, and in reality there were several tasks happening at once - tubular structure, defroster, dash mounting, reservoir mounting, firewall and interior panels were concurrent tasks - but I am trying to show them separated here for clarity.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-svd26bz/0/a48875f7/S/DSC_2570-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-svd26bz/0/a48875f7/X3/DSC_2570-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qp83WPG/0/6e4ff047/S/DSC_2592-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qp83WPG/0/6e4ff047/X3/DSC_2592-X3.jpg)
Templates in cardboard were made for various panels. These templates were then transferred into 3003-H14, .063" thick aluminum sheet. These metal panels were marked, sheared, bent, trimmed, deburred, fitted, and then drilled for mounting holes. Depending on the location the panels will be either riveted or bolted in place.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hCG4HpC/0/fba5a884/S/DSC_2595-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hCG4HpC/0/fba5a884/X3/DSC_2595-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NLGrGLC/0/b29bacd4/S/DSC_2602-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NLGrGLC/0/b29bacd4/X3/DSC_2602-X3.jpg)
Step by step each template was turned into an aluminum panel. The picture above shows how some of these panels join to the composite dash. The passenger foot well area is also very different than the driver's side, to clear the massive dry sump oil settling tank, which has a complicated firewall structure around it. There is still tons of leg/foot room due to the front seat setback.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-FV7gds2/0/548abe8c/L/DSC_2593-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-FV7gds2/0/548abe8c/X3/DSC_2593-X3.jpg)
This is a close-up of how the dash was trimmed to fit against the taller than stock transmission tunnel structure and paneling. It makes for a very nice fit, once complete.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kDR98jw/0/33f35c3a/S/DSC_2609-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kDR98jw/0/33f35c3a/X3/DSC_2609-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zDT4sHZ/0/76866869/S/DSC_2699-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zDT4sHZ/0/76866869/X3/DSC_2699-X3.jpg)
The complex shape around the exhaust header on the passenger side was taped together at first. These sections were then tack welded in the car, removed, and fully TIG welded on the bench to make a single panel. The shape of these panels will give the most interior room and allow for the unique, above floor exhaust routing.
Additional interior panels behind the driver compartment are shown in a later section. Plus there was some bleed over of work from the firewall panel fabrication in the interior panel task, due to the complex nature of the dry sump enclosure, which I will show below.
ALUMINUM FIREWALL PANELING & COWL
The firewall paneling took a chunk of time, but there was also a steel upper cowl structure being added, as well as the side sections that joined the firewall to original front unibody sections (under the A-pillars). Not to mention the complicated panels around the dry sump tank. I've broken up this task into sub-sections, which spanned over 5 different days of work.
FIREWALL - MAIN FLAT PANEL
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-GTvfns2/0/6f9b6376/S/DSC_2619-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-GTvfns2/0/6f9b6376/X3/DSC_2619-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6WCqLk2/0/8e3605bf/S/DSC_2620-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6WCqLk2/0/8e3605bf/X3/DSC_2620-X3.jpg)
The first main firewall panel was the biggest and easiest to make. Big flat section that covers 80% of the firewall. That was made from the same .063" aluminum 3003 as the interior panels, which is appropriate for fire protection, strength, and weight.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wDn9H5b/0/5b1e69ff/S/DSC_2625-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wDn9H5b/0/5b1e69ff/X3/DSC_2625-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-h6nkPMP/0/1a3aa7e6/S/DSC_2632-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-h6nkPMP/0/1a3aa7e6/X3/DSC_2632-X3.jpg)
This was clamped to the square steel tubing added previously, which replaced the rusty OEM cowl section starting from about 4" below the base of the windshield.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cTNs3tW/0/40c47283/S/DSC_2650-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cTNs3tW/0/40c47283/X3/DSC_2650-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LD4ksCw/0/e6907123/S/DSC_2633-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LD4ksCw/0/e6907123/X3/DSC_2633-X3.jpg)
An outer section on the driver's side was bisected to go around two chassis/cage tubes ties into this main flat panel section, shown above. Moving the engine back significantly required these custom firewall panels, of course.
FIREWALL - UNIBODY STEEL SIDE PANELS
Part of the new tubular cowl structure had been built when the car was still on the chassis table, shown below. But there were still large open gaps between this section and the forward portion of the unibody, as well as at the vertical edges. We needed some metal paneling here to keep air / fumes / fire / fluids from coming out of the front fender wells into the cabin.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hfkRhN6/0/eb12e1cc/L/B61G0333-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hfkRhN6/0/eb12e1cc/X3/B61G0333-X3.jpg)
We also needed to strengthen the original sheet metal that makes up the door hinge structure right behind this pair of panels. The side panels below were patterned, cut from 16 gauge steel sheet, then bent and added to tie this upper square tube firewall structure to the rest of the Unibody and hinge structure.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DnSp8JZ/0/87c2f84f/S/DSC_2637-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DnSp8JZ/0/87c2f84f/X3/DSC_2637-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZmGsM2J/0/e1ca2a1f/S/DSC_2639-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZmGsM2J/0/e1ca2a1f/X3/DSC_2639-X3.jpg)
These steel side panels work to join the custom aluminum firewall with the original structures, and strengthen the door hinge areas as well. These were later welded to the tubular structure and door hinge sections.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7hBS7VB/0/3e672003/L/DSC_2640-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7hBS7VB/0/3e672003/X3/DSC_2640-X3.jpg)
FIREWALL - UPPER COWL STRUCTURE
The cowl section this car came with was a modified version of the OEM parts, but clearance for the set back engine was too tight. It was also hacked up, rusty, and needed complete replacement.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wW8hfbk/2/67f4cc02/S/DSC_7428-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wW8hfbk/2/67f4cc02/X3/DSC_7428-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8SGkrcg/0/74ded069/S/B61G8002-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8SGkrcg/0/74ded069/X3/B61G8002-X3.jpg)
The remaining OEM section of the cowl is there to give the windshield a place to seal, and it has been blasted, primed and painted.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cg59tFF/0/353dba11/L/DSC_2631-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cg59tFF/0/353dba11/X3/DSC_2631-X3.jpg)
We needed to join this to the new, tubular firewall structure with a steel panel that has several compound curves and bends. Like the side panels above, it will be welded in and gives additional structure to the windshield base.
continued below
continued from above
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-v2qmNDk/0/1501a5bb/S/DSC_2649-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-v2qmNDk/0/1501a5bb/X3/DSC_2649-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mcZ2cnH/0/9fc637f5/S/DSC_2651-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mcZ2cnH/0/9fc637f5/X3/DSC_2651-X3.jpg)
Steel was the right material here, since it needed to be welded to the OEM windshield section at the rear and tubular structure forward. Each curved section was patterned in tape, pulled off in sheets, and transferred to steel. It was then cut and formed to fit.
continued from above
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-M94nNtT/0/11403d01/S/DSC_2671-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-M94nNtT/0/11403d01/X3/DSC_2671-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-VMXNsCF/0/432a55ac/S/DSC_2697-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-VMXNsCF/0/432a55ac/X3/DSC_2697-X3.jpg)
Pockets were also added for hood hinge clearance, which were taped then tack welded together. We had tried to use OEM style hood hinges previously but they are MASSIVE things that would have touched the 315mm front tires at full lock, so these pockets will allow for simple hinges that take up a lot less room.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PKkcrNZ/0/fa84521d/L/DSC_2690-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PKkcrNZ/0/fa84521d/X3/DSC_2690-X3.jpg)
These steel panels were tack welded to the remaining factory cowl section, strengthening the base of the windshield area. Clearance around the two windshield wiper motor posts were also added, which is shown in more detail below. This cowl area will be final welded to the sheet and tube sections in this area for strength and fire proofing, but mostly hidden under an (aluminum) OEM cosmetic upper cowl panel.
FIREWALL - DRY SUMP TANK AREA
The dry sump tank area is fairly sizable and a mount was built for the dry sump tank earlier but now it was time to make a metal firewall enclosure around this, to seal it away from the passenger cabin. All of the steel unibody structure around the tank has been blasted, primed and painted, so ignore the rusty picture (below left) from earlier in the project.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HwCj3xp/1/2587c3fb/S/DSC_8427-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HwCj3xp/1/2587c3fb/X3/DSC_8427-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DB63vw9/0/d6086c4a/S/DSC_1963-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DB63vw9/0/d6086c4a/X3/DSC_1963-X3.jpg)
This dry sump enclosure had a complex shape that required more than a dozen individual panels to complete. The tank had to come out a few times to make room for patterns and panels to be built, step by step.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MVB9jbZ/0/3f335848/S/DSC_2627-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MVB9jbZ/0/3f335848/X3/DSC_2627-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WwSDHd4/0/c597688a/S/DSC_2628-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WwSDHd4/0/c597688a/X3/DSC_2628-X3.jpg)
Some of this enclosure was built into the interior panel section above as part of that task. Again, many of the tasks shown in this update were built concurrently - many components interacted with each other for space.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7859Lfw/0/2a8639a4/S/DSC_2737-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7859Lfw/0/2a8639a4/X3/DSC_2737-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nRVq5wz/0/b35d6eec/S/DSC_2712-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nRVq5wz/0/b35d6eec/X3/DSC_2712-X3.jpg)
Several cage and chassis tubes pass through the top of this "box" around the dry sump tank, so those panels had to be bisected around each tube.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-skQLwvs/0/3549521b/S/DSC_2704-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-skQLwvs/0/3549521b/X3/DSC_2704-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-s9Xmg7f/0/1cd47e9f/S/DSC_2711-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-s9Xmg7f/0/1cd47e9f/X3/DSC_2711-X3.jpg)
The end result looks great and works well, but most of this will be hidden under the composite dash or the cowl. It still needs to be there to seal the cabin from fire / fumes / fluids, of course.
WIPER MOTOR MOUNTS
Using the OEM wiper motor and heavy, complex steel drivetrain wouldn't have possible with the setback of this engine & firewall, the taller tunnel structure, and the aftermarket defroster box mounted like we have. We researched several aftermarket options and proposed the Bosch Motorsports wiper system (http://www.motorsport-systems.co.uk/products/alternators-starters-actuators/wiper-motor/). This uses "Wiper Direct Actuators" (motors) and an ECU that syncs multiple WDAs, sets the sweep angle of each, and drives the motors in forward and reverse instead of a continuous 360° rotation with linkages to reverse the wipers like OEM systems. These are used on prototypes and other racing cars with windshields.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Kk3ghQR/0/3664d2e1/S/bosch-motorsport-wda-wiper-motor-S.jpg https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PpzLkK9/0/938e5fed/S/bosch-wiper-ecu-S.jpg
We offered up multiple options, and at nearly one third the cost the customer wanted to try a pair of Wexco wiper motors (http://www.wexcoind.com/oem.php), which give us a compact and lighter system than the single factory motor and steel drivetrain linkages. Wexco is a Tier 1 supplier of wiper motors to marine, heavy trucks, school bus, RV, agricultural, construction vehicles and heavy duty specialty vehicles. We understand the cost barrier to the Bosch system, so we gave it a go - and we will share the results after these are wired and operational. They make waterproof, stand-alone adjustable sweep motors that can be mounted just about anywhere.
continued below
continued from above
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LbK4q3K/0/610bc475/L/DSC_0674-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LbK4q3K/0/610bc475/X3/DSC_0674-X3.jpg)
These Wexco motors were mounted during the cowl panel construction with fabricated brackets for mounting consisting of steel plate and hose clamps. It is pretty simple but that is how these motors are made to be mounted.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Qzpk33n/0/2319a935/L/DSC_2700-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Qzpk33n/0/2319a935/X3/DSC_2700-X3.jpg)
Getting their location and alignment was anything but simple, of course. These have to line up with the wiper arms and windshield, so the adjustable hose clamps will allow for some angular adjustment once the windshield is in place.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kRv9SLC/0/09b178ed/S/DSC_2701-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kRv9SLC/0/09b178ed/X3/DSC_2701-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-knZfJLD/0/1f27fe66/S/DSC_2760-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-knZfJLD/0/1f27fe66/X3/DSC_2760-X3.jpg)
These compact motors fit under the OEM shaped cowl panel, shown above, and should look somewhat factory.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LXKL7k9/0/87d5512a/L/DSC_2755-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LXKL7k9/0/87d5512a/X3/DSC_2755-X3.jpg)
The OEM style aluminum upper cowl panel finishes off this section nicely, once the car was reassembled after the completion of the various firewall and cowl panels.
WHAT'S NEXT?
The above work tasks were completed over a few weeks, which wrapped up a lot of sheet metal and component mounting in the cabin and firewall areas.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cMwbB9Z/0/6642302f/S/DSC_2756-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cMwbB9Z/0/6642302f/X3/DSC_2756-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RkdhZqP/0/f40c0b17/S/DSC_2764-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RkdhZqP/0/f40c0b17/X3/DSC_2764-X3.jpg)
The dash was re-assembled over the recently added defroster, wipers, interior panels and firewall. The factory upper cowl vent panel was also installed. This was done so that the hood and windshield could be installed next. The oil and power steering coolers were installed, getting ready for the next steps. The wheels and tires went on and the car, a driver's seat was reinstalled, and the Camaro was set back on the ground at ride height.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3DpDX8q/0/28e6df34/S/B61G9358-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3DpDX8q/0/28e6df34/X3/B61G9358-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Xg93Vfd/0/6184cd32/S/B61G9367-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Xg93Vfd/0/6184cd32/X3/B61G9367-X3.jpg)
With all of these components installed we felt it was a good time to get a weight of the car, showing the progression of the build. This is with all of the drivetrain (motor/trans/Ford 9", body panels, suspension, wheels/tires, seat, steering column, exhaust, and fuel cell.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CgLNSn3/1/899245f9/L/B61G9339-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CgLNSn3/1/899245f9/X3/B61G9339-X3.jpg)
Without driver or fuel it was 2109 pounds, but still 53% showing on the front wheels. Even with this much rearward drivetrain and driver offset you can see how difficult it is to get weight on the rear axle. We're not done, of course, and have a number of systems that will be added out back to help balance the bias - and adding fuel and driver weight will help tremendously.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Gg37g4d/0/215a0912/S/DSC_2758-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Gg37g4d/0/215a0912/X3/DSC_2758-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-p5jp746/0/fee633fb/S/DSC_2759-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-p5jp746/0/fee633fb/X3/DSC_2759-X3.jpg)
There are still more aluminum panels necessary on the interior, as well as some "false floor" sections that will be added, but I will show that next time.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5KK84vX/0/d0ce1c42/S/DSC_3454-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5KK84vX/0/d0ce1c42/X3/DSC_3454-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5mVhcD8/0/6ae51709/S/B61G0134-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5mVhcD8/0/6ae51709/S/B61G0134-S.jpg)
Next time we will show hood ducting layout work, hood vents and radiator/cooler ducting, and additional tubular front structure being added. The air intake tube, air box, radiator, and steering rack will be reinstalled before we trim, fit and install the VFN composite hood.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kB8NZ48/0/46d57582/L/B61G9362-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kB8NZ48/0/46d57582/X3/B61G9362-X3.jpg)
Until next time,
preston
05-15-2017, 03:31 PM
Looking good.
Still a lot of weight to add to that car, I wouldn't be worrying about the F/R distribution yet. Are you adding door bars to the cage ? I assume you are I think I remember reading that. So what types of doors ? Fiberglass or stripped out steel ?
Looking good.
Still a lot of weight to add to that car, I wouldn't be worrying about the F/R distribution yet. Are you adding door bars to the cage ? I assume you are I think I remember reading that. So what types of doors ? Fiberglass or stripped out steel ?
Yes, the door bars have been built but we are adding them pretty late in the build - they make it harder to work inside.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SdHztVQ/1/17fab3b9/M/DSC_8440-M.jpg
The car will also get gutted fiberglass doors, which are also already on hand,
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-tp74hCt/1/70ccc5b8/M/DSC_8442-M.jpg
The doors were mocked up early on, and fit well, we just didn't have the door hinges back then so they were taped on for fitment checks.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-P94jp3G/1/d9c8d889/M/DSC_8675-M.jpg
We have the hinges here. Ryan is back working on the Camaro tomorrow so I might get him to mount the doors - would be nice seeing those installed and functional.
WSSix
05-18-2017, 10:46 AM
Fantastic update as always, Terry. The car looks fantastic. I appreciate the detail pictures and explanations.
Project Update for October 20th, 2017: Yes, it has been several months since my last installment in this build thread, but Ryan in our shop has been cranking through the work on the 69 Camaro - when he wasn't buried on another project. Again, I have him tasked to about 1 week out of every 4 on this car, so its drawing out the timeline, but its what we agreed with the owner to do a while ago. The image below is a preview of another round of work beyond this update.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NFXkKDs/0/3f798625/L/B61G8354-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NFXkKDs/0/3f798625/X3/B61G8354-X3.jpg)
This time we are showing work on a number of systems: transmission tunnel, interior panels, the front upper tubing structure and fender mounts, engine bay cross brace, radiator hoses were built, hood modification/mounting/hinges, AeroCatch hood latches, upper and lower radiator duct boxes + hood opening, and twin oil cooler ducting was built. Whew! Lots of pictures and details shared along every stop of the way.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7fTgF7q/0/8daa2f3e/S/B61G1303-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7fTgF7q/0/8daa2f3e/X3/B61G1303-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RGnn964/0/cdc7af1b/S/B61G1336-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RGnn964/0/cdc7af1b/X3/B61G1336-X3.jpg)
We did drop coverage of this build on another forum, which had withered and died a while ago - a real shame. We're not giving up on forums, however - and I want to take a minute to shout out to the readers on Lateral-G forums (http://lateral-g.net/forums/showthread.php4?t=51973). This a large, active Pro Touring forum that is one of the last big, car forums out there. It has great traffic with some great builds shown within. We also get great feedback from the members there. Thanks!
MORE TRANSMISSION TUNNEL WORK
Last time we showed most of the transmission tunnel structure built and most of the aluminum panels installed, but there were still some work to go (see below left).
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NcHWQW7/0/65292537/S/DSC_2928-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NcHWQW7/0/65292537/X3/DSC_2928-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fLBwKrH/0/f4d331d9/S/DSC_2936-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fLBwKrH/0/f4d331d9/X3/DSC_2936-X3.jpg)
The missing panel (which will cover the external linkages on the G-Force trans) was mocked-up in cardboard, transferred to aluminum, then taped together before welding. The funky shape of this vertical panel clears the exhaust and external shift linkages and levers while leaving as much room for the driver's legs as possible.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wBVGSRh/0/b8609c64/S/DSC_2944-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wBVGSRh/0/b8609c64/X3/DSC_2944-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SVSg25K/0/85ebec0b/S/DSC_2957-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SVSg25K/0/85ebec0b/X3/DSC_2957-X3.jpg)
The upper panel of the tunnel was trimmed for the shifter opening and the driver's side panel was tack welded together. We will soon add a Joe's Racing Nomex shift boot and lower mounting frame to the tunnel, sealing the opening from the interior with a fire-proof, thermally insulated boot.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8BtP372/0/4466b142/S/DSC_2962-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8BtP372/0/4466b142/X3/DSC_2962-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xxVtvph/0/4e0a2ef2/S/DSC_3450-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xxVtvph/0/4e0a2ef2/X3/DSC_3450-X3.jpg)
The interior was readied and the seat installed for a fitting with the customer when he came into town. The Racetech 4119 seat positioning was marked with respect to the steering column angle, steering wheel placement, shifter layout and pedal locations that fit the driver. As we have said before, the driver's seat is pushed back by over a foot, and the pedals, shifter, and steering column are all adjusted for this rear biased position.
ENGINE BAY CROSS BRACE + FRONT TUBING/FENDER BRACES
Last time we showed the structure ahead of the firewall there were several "missing links". There were a number of tubes and struts needed to help mount the front sheet metal. These are smaller diameter, weaker structures made to "fail first" in a front impact. This is common on GT style tube framed cars - make these front structures smaller than the main cage, to allow for energy absorption and pre-determined failure points in a light front end hit - ahead of the larger, critical structures of the front frame area and cage. Something gets hit, these non-critical areas bend, and can be cut out and replaced without sacrificing the larger frame/cage sections.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vzhdz7v/0/ea0cba13/S/B61G0112-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vzhdz7v/0/ea0cba13/X3/B61G0112-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5mVhcD8/0/6ae51709/S/B61G0134-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5mVhcD8/0/6ae51709/X3/B61G0134-X3.jpg)
Ryan started by adding these larger diameter tubing reinforcements cut on an angle at the ends of the "stronger" sections of the upper tubes. This now strengthens the engine cross brace mounting brackets, which were added earlier.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mQRcGKN/0/5de240eb/S/B61G0131-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mQRcGKN/0/5de240eb/X3/B61G0131-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Q67MKjt/0/7c182ba2/S/B61G0139-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Q67MKjt/0/7c182ba2/X3/B61G0139-X3.jpg)
With these reinforced tube sections cut, shaped, and TIG welded into the front cage structure, the cross brace was then bolted in place atop the engine. Then the fender mounting struts were built...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RV4JxWg/0/dbb28685/S/B61G0113-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RV4JxWg/0/dbb28685/X3/B61G0113-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Prh8xjp/0/9bf7c457/S/B61G0137-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Prh8xjp/0/9bf7c457/X3/B61G0137-X3.jpg)
These two-armed structures are built from aluminum tubing with small threaded rod ends to link up the upper front cage structure and the aluminum XXX branded front aluminum fenders. These give the front fenders enough stability in the middle of their span, and the adjustable ends of these small tubes allow the front sheet metal to be aligned better.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-j7dQjT5/0/4a8f4ea9/L/DSC_3540-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-j7dQjT5/0/4a8f4ea9/X3/DSC_3540-X3.jpg)
With the engine cross brace area beefed up and the fenders tied into the mid engine bay upper structure it was time to tie into the front nose, to support the upper front panel, and give the hood a place to land some hood pins onto. The front end aluminum sheet metal needs some support, so we will add that next.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7NNQS6x/0/69c8b894/S/DSC_3530-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7NNQS6x/0/69c8b894/X3/DSC_3530-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8tnhQwg/0/393710cf/S/DSC_3543-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8tnhQwg/0/393710cf/X3/DSC_3543-X3.jpg)
Above left you can see Ryan using a digital angle finder to show how much of a bend is needed on the front downbar layout. Above right you can see the rod end and bracket he built for this downbar will tie into.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RXhzFZV/0/c3f27c2a/S/DSC_3541-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RXhzFZV/0/c3f27c2a/X3/DSC_3541-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dfz3sZQ/0/26abb39b/S/B61G0153-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dfz3sZQ/0/26abb39b/X3/B61G0153-X3.jpg)
The above two pictures show these small diameter downbars bent, welded to the rod ends, and bolted ion place. There's still one section of tubing needed.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HVcD79h/0/98b75f5c/L/DSC_3569-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HVcD79h/0/98b75f5c/X3/DSC_3569-X3.jpg)
Here you can see the final "front hoop" added in this smaller diameter tubing, which nests under the front horizontal panel that is in front of the hood. This panel is also aluminum and needed some support in case somebody leaned on this panel. But I wouldn't go putting too much force there. Its all "just strong enough" to support these panels during road racing and high speed runs. Below you will see where the hood pins mount into this section for the AeroCatch hood latches.
RADIATOR HOSES BUILT
Much of the tubing above was designed in such a way as to not block airflow to the air cleaner and ducted hood box for the rolled C&R aluminum radiator. We ordered this radiator from their catalog, which had a core the right size for the space we needed and the inlet/outlet mostly where we wanted. It was time to modify the radiator and bit and make the main hoses to transport water to this core and back into the engine.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zdNFFM7/0/6074e255/S/DSC_3572-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zdNFFM7/0/6074e255/X3/DSC_3572-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-c5kszRV/0/98ecaf67/S/DSC_3573-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-c5kszRV/0/98ecaf67/X3/DSC_3573-X3.jpg)
First the neck of the radiator and lower outlet were modified. The lower radiator hose has to route around the radiator duct box so Ryan TIG welded some mandrel bent aluminum tubing to the end to point it in the right direction. Then the radiator neck was cut off and welded closed - we will have a remote coolant reservoir mounted higher in the engine bay and plumbed in-line with the heater hoses. This is how all modern cooling systems are built, and with the radiator mounted so low on this car it would never hold water with the cap off in the original position - because the engine would be higher than the top of the radiator fill. The remote reservoir fixes all of that.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-K8cWqw9/0/be4233cd/S/B61G0197-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-K8cWqw9/0/be4233cd/X3/B61G0197-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sJm7THV/0/86da652f/S/B61G0196-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sJm7THV/0/86da652f/X3/B61G0196-X3.jpg)
Using HPS branded silicone hose bends, some aluminum mandrel bent tubing, and good planning the lower radiator hose was built and plumbed to the water pump. It snakes around the duct box in this area. The upper radiator hose assembly was made with some long runs of tubing and more HPS bends.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8DHdTmJ/0/a7ff160f/S/DSC_3604-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8DHdTmJ/0/a7ff160f/X3/DSC_3604-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-L4cxx98/0/0de0dd95/S/DSC_3603-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-L4cxx98/0/0de0dd95/X3/DSC_3603-X3.jpg)
Jumping ahead a bit in these last two pictures but you can see above how the upper radiator hose routes back and behind the duct box to meet up with the water pump. This C&R core is a twin pass design so both the inlet and outlet are on the same side. A single pass radiator would put the inlet/outlet on opposite sides of the core - which would would have been marginally easier to plumb, but not as efficient as the twin pass core.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-v9RC9sd/0/b59ff7c2/L/DSC_4668-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-v9RC9sd/0/b59ff7c2/X3/DSC_4668-X3.jpg)
With the main radiator hoses built and installed (these will be clamped and secured later in the build) it was finally time for the massive hood ducting structures at the front of this car. So much planning went into this next step... the whole front of the car was designed around this feature.
HOOD DUCTING LAYOUT AND CONSTRUCTION
While the Camaro's owner was at the shop for the seat fitting we took the time to talk about hood ducting shapes. This is a very visually and functionally important part of this build. I grabbed some blue tape and made a few lines that were pre-set limits for the hood opening, confined by placement of engine, radiator and some other aspects. Then Stewart had some freedom to mark the final shapes for the hood opening he wanted within that confined box. This takes some extra effort, giving our customers the freedom to express how they want something to look all the while keeping it within sound engineering practices and the fabrication limits.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7qXmrRD/0/89382804/S/DSC_3445-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7qXmrRD/0/89382804/X3/DSC_3445-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5KK84vX/0/d0ce1c42/S/DSC_3454-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5KK84vX/0/d0ce1c42/X3/DSC_3454-X3.jpg)
After a few tweaks and some changes made during this customer design meeting, the final shape of the opening was mostly set out and cardboard mock-ups began later that same day.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-JQBVpgL/0/4dd749d9/S/DSC_3575-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-JQBVpgL/0/4dd749d9/X3/DSC_3575-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qKHGV3j/0/0f0d6034/S/DSC_3576-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qKHGV3j/0/0f0d6034/X3/DSC_3576-X3.jpg)
With the cold air inlet tube and air filter box in place the final "definitions" of where the duct box could fit were set.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wmPZR9V/0/cccdf50d/S/DSC_3595-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wmPZR9V/0/cccdf50d/X3/DSC_3595-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-pPGQZDT/0/fa502f23/S/DSC_3600-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-pPGQZDT/0/fa502f23/X3/DSC_3600-X3.jpg)
By the next morning the mockup of the lower duct box was completed, along with the mating flanges for the upper duct box - that would be attached to the hood and seal with the hood down.
With the lower duct box mocked up in cardboard its time to move to aluminum. We started with a full sheet of .080" thick 3003 aluminum, which is a common alloy for these formed sheet panels. 3000 series is RADICALLY easier to bend & form than 6000 series tempered aluminum!
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-V2KNmJW/0/6aaafcb4/S/DSC_3606-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-V2KNmJW/0/6aaafcb4/X3/DSC_3606-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-B5hcmCv/0/ae1fd232/S/DSC_3605-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-B5hcmCv/0/ae1fd232/X3/DSC_3605-X3.jpg)
We might have been able to use the next sheet thickness size down (.063" thick), but the .080" sheet is stronger and the final weights for these duct boxes don't add up much (12.2 lbs for all 3 lower duct box pieces).
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XQkdF7j/0/d4b4a240/S/DSCN0052-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XQkdF7j/0/d4b4a240/X3/DSCN0052-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3K9jTv8/0/684ed90a/S/DSCN0053-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3K9jTv8/0/684ed90a/X3/DSCN0053-X3.jpg)
I skipped ahead a few steps to show these weights... back to the initial construction of the main lower duct box structure.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CgH8Dds/0/50af8c8f/S/DSC_4383-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CgH8Dds/0/50af8c8f/X3/DSC_4383-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fndWzzz/0/a49ce9a3/S/B61G0438-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fndWzzz/0/a49ce9a3/X3/B61G0438-X3.jpg)
The initial lower box sections were made in aluminum and as you can see above they slip over the swaybar, and mount near the back face of the radiator core. There is also a cut-out for the lower radiator hose. This means the duct box is not 100% sealed to the core, but it is better than most and still very effective at increasing airflow thru the core and exhausting out of the hood.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MVMVDgQ/0/19bef0d2/S/B61G0439-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MVMVDgQ/0/19bef0d2/X3/B61G0439-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qKbj6kL/0/5ad598a7/S/B61G0441-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qKbj6kL/0/5ad598a7/X3/B61G0441-X3.jpg)
At this point the basic outer structure was in place but the "V" cut for the air tube would need more structure, and of course the upper mounting flanges are not present. But now it was time to move ahead to modifying and mounting the hood, which is where the "upper" duct boxes mount to. These will mount to the bottom of the hood then mate to a sealing surface on the top of the lower box.
HOOD MODIFIED AND MOUNTED, HINGES BUILT
The hood we ordered from VFN is fiberglass, which was chosen because it was one of the only composite hoods we could get that was completely flat. Everything else had a raised cowl, scoop, etc. On this 69 Camaro hood design, VFN incorporates the rear cowl panel (normally a separate panel bolted to the base of the windshield) into the main hood design. This is how most drag racers use this hood - as a 1-piece, pin-on design. Well we wanted to keep the wipers and a hinged open hood, and since the wiper arms mount under this cowl panel, it had to be cut off.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2Fc7pJq/0/96b98e91/S/DSC_4397-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2Fc7pJq/0/96b98e91/X3/DSC_4397-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-668w4sW/0/a4c81117/S/B61G0436-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-668w4sW/0/a4c81117/X3/B61G0436-X3.jpg)
We knew about this issue long before the hood was ordered and worked with VFN (with drawings and measurements) to incorporate the hinges and OEM rear inner structures in the "stock location". Their mold for the underside was modular and they could accommodate this, but the upper mold is only able to make the "elongated" hood. So with the old OEM flat hood still here from our earlier mock-up phase the "cowl cut" measurement was accurately transferred to the fiberglass hood and cut.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QdcbwpP/0/19d2ef80/S/DSC_4401-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QdcbwpP/0/19d2ef80/X3/DSC_4401-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-J8WVdZ4/0/7eae382c/S/DSC_4403-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-J8WVdZ4/0/7eae382c/X3/DSC_4403-X3.jpg)
As you can see above, the VFN "long" 69 Camaro hood was now cut down to the "stock size". The underside looks very similar to the the OEM inner structure - because they moved it forward for us when they built it to order. Now this stock sized, lightweight, flat hood could be fitted to the car with the AMD (http://www.autometaldirect.com/) stock replacement aluminum cowl panel in place.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-FHnHXgC/0/7d5628e6/S/DSC_4402-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-FHnHXgC/0/7d5628e6/X3/DSC_4402-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-tSDjRbZ/0/8bce7303/S/DSC_4412-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-tSDjRbZ/0/8bce7303/X3/DSC_4412-X3.jpg)
The AMD (http://www.autometaldirect.com/) aluminum front sheet metal (that is all made to the OEM sizes, just stamped in aluminum) was squared up together with the hood. This took a few hours to get everything lined up and it all fits pretty well, but we'll have the body shop set the final gaps.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sPL455D/0/8696fbd2/S/DSC_4413-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sPL455D/0/8696fbd2/X3/DSC_4413-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-f258Lkn/0/0eaa11e5/S/DSC_4411-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-f258Lkn/0/0eaa11e5/X3/DSC_4411-X3.jpg)
The air inlet tube was installed and the hood clearanced at the OEM front latch location - which was not a concern as we wouldn't be latching there. The fiberglass was ground back, little by little, to make this area clear the tube.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Ld5S4zG/0/33a8927f/S/DSC_4467-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Ld5S4zG/0/33a8927f/X3/DSC_4467-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Xm9HQzT/0/03ea1b3d/S/DSC_4470-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Xm9HQzT/0/03ea1b3d/X3/DSC_4470-X3.jpg)
Making hood latches from scratch is tricky, but our crew has been planning this for a good while - remember the billet hinges we tried early on? Those OEM sized hinges were so big they hit the 315mm front tires! These are much lower profile, single pivot, non-assist hinges being built from thin aluminum plate. First the area of the hood area where the hinges could sit was laid out with tape. Then a then slot was cut into the edge of the cowl panel, where the hinge could fit into and sit flush with the top of the hood.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6nnWpf3/0/4ed56bc8/S/DSC_4472-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6nnWpf3/0/4ed56bc8/X3/DSC_4472-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-S6hBcGb/0/69211044/S/DSC_4570-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-S6hBcGb/0/69211044/X3/DSC_4570-X3.jpg)
Next a pair of slim, single pivot hinges were built with a lateral offset forward of the cowl panel. This is how race car hoods are often hinged when the OEM hinges are gigantic, like the 1st gen F-body hinges are. The slim slit in the cowl that the hinge arm passes through will be hard to notice once all of this is painted.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Ps4k9PQ/0/09523b28/S/DSC_4576-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Ps4k9PQ/0/09523b28/X3/DSC_4576-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SfLh2Sd/0/5cf030c4/S/DSC_4588-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SfLh2Sd/0/5cf030c4/X3/DSC_4588-X3.jpg)
Cold riveted threaded inserts were added to the recessed pockets that were designed into the fabricated steel firewall structure. This is where the back of the new hinges will bolt down.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dJMCGz2/0/65c5c2fa/S/DSC_4595-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dJMCGz2/0/65c5c2fa/X3/DSC_4595-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WmdJ77h/0/e4b52617/S/DSC_4596-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WmdJ77h/0/e4b52617/X3/DSC_4596-X3.jpg)
The above left image shows the vertical part of the hinge that will be flush with the hood surface with the hood down. Most of these hinge structures will be completely hidden inside when the hood is closed. The above right image shows the lateral offset of the hinge parts where they line up with the under hood structure.
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AEROCATCH HOOD PINS
With the hood trimmed, mounted, and hinged at the rear it was time to latch the front. We have been a fan of the British built AeroCatch hood latch for some time and have used these to secure hoods and trunks on a number of cars. Watch this video (https://youtu.be/BWmDJQpp18k) to learn how these latches work and you will see why these are THE preferred motorsport hood latch worldwide.
https://photos.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-gTknMhw/1/b4bc8cf9/S/_DSC6861-S.jpg (https://photos.smugmug.com/Projects/Vorshlag-2011-Mustang-GT-build/i-gTknMhw/1/b4bc8cf9/X3/_DSC6861-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-tv5HRn9/0/c7af48bf/S/DSC_4597-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-tv5HRn9/0/c7af48bf/X3/DSC_4597-X3.jpg)
Ryan started the layout of the latches by locating where the pins would mount onto the thin tubular "front down bars", shown several steps above. He then lined up the underside part of the Aerocatch assembly with the hood and marked that.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-t3DwQ6x/0/4d641027/S/DSC_4614-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-t3DwQ6x/0/4d641027/X3/DSC_4614-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-v9RC9sd/0/b59ff7c2/S/DSC_4668-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-v9RC9sd/0/b59ff7c2/X3/DSC_4668-X3.jpg)
The Aerocatch kit comes with a cut-out template (part of the packaging) you use to mark the oval shaped hole for the cut-out needed in the hood. These were carefully measured and marked to line up with pins added to small brackets welded to the "front down tubes" under the nose. These pins are threaded and can be raised or lowered to align with the latching mechanism within the upper latch.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xgb9tzC/0/465e210b/S/DSC_4671-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xgb9tzC/0/465e210b/X3/DSC_4671-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-k6XrRFx/0/93c6debf/S/DSC_4722-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-k6XrRFx/0/93c6debf/X3/DSC_4722-X3.jpg)
Since we had selected to use the AeroCatch units early on, we asked the customer if he wanted flush (under) mount or top-mount upper latches. The top mount style leaves a flange above the hood surface which better spreads the load onto a composite hood - this is what we recommended, and what he chose. For show cars or hyper critical aero applications the flush mount is often used (the red hood on my Mustang, shown at the top of this section, has that style). Then the two hole sizes in the oval were marked and cut using a vacuum to remove composite dust - otherwise you get fiberglass dust everywhere.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mDmwwLw/0/257c02e8/S/B61G0498-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mDmwwLw/0/257c02e8/X3/B61G0498-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Tb8Mwqf/0/05534f55/S/B61G0500-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Tb8Mwqf/0/05534f55/X3/B61G0500-X3.jpg)
With the holes cut the air saw was used (again with a vacuum) to connect them and make the teardrop shaped hole that matches the template for the AeroCatch assembly to drop though.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MM2Jc5w/0/a67fe859/S/DSC_4746-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MM2Jc5w/0/a67fe859/X3/DSC_4746-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CV4BgNp/0/1da9346a/S/DSC_4724-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CV4BgNp/0/1da9346a/X3/DSC_4724-X3.jpg)
Since this was well marked and carefully cut the latch dropped smoothly into the oddly shaped hole. Then the mounting holes for the flange were drilled, which bolt into another load spreading flange underneath. It all lined up perfectly with the pin underneath. Its really not that simple, so the first time you do this plan on spending the better part of a whole day installing two of these. The pin can be used vertically like this for a hood or horizontally for panels that slide off in a different direction. Again - installing these takes careful measurement and planning, but a good fabricator can put in a pair in a few hours. Don't rush this job or it won't line up and/or will look like crap!
GIANT HOOD HOLE CUT
Now that the hood is trimmed, aligned, hinged and latched it was time to cut a BIG ASS HOLE in that thing, to work toward our goal of a ducted hood.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XwZk7sh/0/dd9b80bd/L/DSC_4721-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XwZk7sh/0/dd9b80bd/X3/DSC_4721-X3.jpg)
This was part of the plan from the first day, but getting here - picking the shape of this very visible hole - took many months. We had the customer come in and finalize mockups of the 3D shape of the hole, which was then transferred from the initial mock-ups to the hood. There was only one final detail left to pick: the radius of the leading edge of the openings. We laid out an "A or B" choice, and the customer chose B.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6CxvGXk/0/a4d60dbd/S/DSC_4674-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6CxvGXk/0/a4d60dbd/X3/DSC_4674-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-pCj8kJt/0/72794aba/S/DSC_4719-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-pCj8kJt/0/72794aba/X3/DSC_4719-X3.jpg)
With the hood in place and the final shape chosen the upper details of the "lower duct box" could be completed, and the box itself tack welded together. There was a shaped mounting flange built that would hold a sealing gasket, shown above. It was completed and now it was time to cut the hood...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DXtKdXm/0/e90ab3d5/S/DSC_4739-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DXtKdXm/0/e90ab3d5/X3/DSC_4739-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Mpxfdfk/0/368f9b97/S/DSC_4740-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Mpxfdfk/0/368f9b97/X3/DSC_4740-X3.jpg)
There's no going back now! With the final shape approved and a pilot hole cut for the jig saw, Ryan (helped by Ryan3 on vacuum) began to cut out the shape of the hood opening. This could make or break the look of this build...
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Rkn5xRQ/0/c245f7f6/S/DSC_4750-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Rkn5xRQ/0/c245f7f6/X3/DSC_4750-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ncLjRp8/0/16d590b9/S/DSC_4762-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ncLjRp8/0/16d590b9/X3/DSC_4762-X3.jpg)
The hole is shown above and the tacked together lower duct box was completed, with the sealing gasket flange. Now it was time to make the upper duct box...
UPPER DUCT BOX + MERGE TO HOOD OPENING
As soon as the hood was installed and the opening revealed, the first thing I said was "Bigger!" Ryan mocked up a few more rear cut lines, which the curved rear edge of the upper duct box would blend into the hood. I asked him to cut it back to the farthest line - for the largest opening.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xR5WbvC/0/34bdfb7d/S/DSC_4763-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xR5WbvC/0/34bdfb7d/X3/DSC_4763-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xXvBpMP/0/dd117d90/S/DSC_4767-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xXvBpMP/0/dd117d90/X3/DSC_4767-X3.jpg)
Now some cardboard was added, to show how the aluminum panels that would make the upper duct box "flow" into the hood opening. The point here is to get the air exiting the radiator to gently merge into the horizontal plane of the hood, to prevent too much airflow separation or turbulence. More laminar flow means better cooling and more front downforce. There is also a blue tape line down the middle that will make sense in a minute...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QL86JKt/0/49e57f2c/S/DSC_4777-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QL86JKt/0/49e57f2c/X3/DSC_4777-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cgBg8tb/0/7fbd01cd/S/DSC_4813-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cgBg8tb/0/7fbd01cd/X3/DSC_4813-X3.jpg)
After making several "walls" in tape these were transferred to cardboard for more accurate mock-ups. The reason we opened up the back of the hood hole more was to get the curved upper duct box sections to merge more smoothly and just... "look right". Notice the spine down the middle? This is where the two openings in the lower duct box (that go around the bottom of the air intake tube) merge back together to hide the intake tube from above. This "spine" drops at the front of the hood opening, which was a design element the customer liked from a modern Ferrari race car. Somehow this look on a boxy Camaro still really works.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LMTq532/0/24ef97d0/S/B61G0571-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LMTq532/0/24ef97d0/X3/B61G0571-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DkkXLbF/0/35358658/S/B61G0570-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DkkXLbF/0/35358658/X3/B61G0570-X3.jpg)
The cardboard shapes were reworked until everyone was happy with the form and function. With the fabricator's, engineer's and customer's sign-off it was time to move to metal. Remember - we are not a composites shop, so we would be making the upper box sections in the same 3003 aluminum. Once bodyworked and painted these parts should look fairly seamless and integral to the hood.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2bFhz26/0/eaaab652/S/B61G0585-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2bFhz26/0/eaaab652/X3/B61G0585-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6RqBmPb/0/3a9e88f4/S/B61G0598-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6RqBmPb/0/3a9e88f4/X3/B61G0598-X3.jpg)
The cardboard was transferred to aluminum sheet and these were Cleco'd in place. The spine was mocked up using a piece of aluminum TIG welding rod to show curved vs straight, to visualize options for the spine. Straight looked better than curved.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-9nRmWqd/0/6d0f3845/S/DSC_5371-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-9nRmWqd/0/6d0f3845/X3/DSC_5371-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Bjt9F7t/0/4ef16303/S/DSC_5373-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Bjt9F7t/0/4ef16303/X3/DSC_5373-X3.jpg)
After finalizing the spine panels in cardboard they were transferred, cut, curved, formed, shrunk and stretched into shape. Once those were shaped well and mocked up, everyone was happy with the look - it was time to weld.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qt6vTwt/0/7ec21063/S/DSC_5405-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qt6vTwt/0/7ec21063/X3/DSC_5405-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qTs3snS/0/894a5d5d/S/DSC_5422-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qTs3snS/0/894a5d5d/X3/DSC_5422-X3.jpg)
There was a good bit of welding time here, and we'll need to allocate more time into "filling" and finish work in metal, but I'm happy with how the upper duct box came out.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NDZ4rnr/0/ac31a568/S/B61G1200-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NDZ4rnr/0/ac31a568/X3/B61G1200-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MrTRkTL/0/d8bb4154/S/B61G1196-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MrTRkTL/0/d8bb4154/X3/B61G1196-X3.jpg)
You can see how far down the upper duct box extends under the surface of the hood in the shots above. Again, we're trying to direct the airflow from the radiator "exhaust" to smoothly merge with the hood, to keep flow as high as possible.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5RHTTBs/0/95b26ac1/S/B61G1184-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5RHTTBs/0/95b26ac1/X3/B61G1184-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RB7DMCB/0/8bada873/S/IMG_5430-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RB7DMCB/0/8bada873/X3/IMG_5430-X3.jpg)
The lower duct box was now fully welded, which took some time. Then it was ready to go back into the car. But there were more heat exchangers that needed to be exhausted into the lower duct box - more ducting!
OIL COOLER DUCTING
So remember earlier in the build where we had mounted two oil coolers to the side of the radiator? These were there to cool the power steering (smaller core, left side) and engine oil (larger core, right side). The image below left shows one of these mounted, from earlier.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-P2tk6jJ/0/7935c3c6/S/B61G5002-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-P2tk6jJ/0/7935c3c6/X3/B61G5002-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QCbBbdG/0/f780045e/S/B61G8359-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QCbBbdG/0/f780045e/X3/B61G8359-X3.jpg)
These coolers are fed by air from the front of the car. The inlets come from two dedicated openings (see above right) that feed each cooler - the outer/upper holes in the dual plane splitter. There is aluminum ducting from the inlets to each cooler, but they need ducting for proper exhausting as well.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3qPsJRp/0/5839aaec/S/B61G1223-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3qPsJRp/0/5839aaec/X3/B61G1223-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-S5k68qM/0/428e821d/S/B61G1231-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-S5k68qM/0/428e821d/X3/B61G1231-X3.jpg)
These funky looking pieces of aluminum are the exhaust ducts, which bolt to the back of the cooler mounts and then feed into the main "lower duct box" behind the radiator.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mjwgm6b/0/98b57bde/S/B61G1235-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mjwgm6b/0/98b57bde/X3/B61G1235-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-grmt78C/0/83da7ca1/S/B61G1237-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-grmt78C/0/83da7ca1/X3/B61G1237-X3.jpg)
These "square-ish" ducts curve and snake from the back of these outer cooler locations and land with a quadrilateral (almost triangular) shaped outlet that mounts and feeds into the sides of the lower duct box. You can see the 3D shapes progress from cardboard to sheet aluminum to square ducting.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RGnn964/0/cdc7af1b/S/B61G1336-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RGnn964/0/cdc7af1b/X3/B61G1336-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZvD3T2D/0/69324f84/S/B61G1324_duct-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZvD3T2D/0/69324f84/X3/B61G1324_duct-X3.jpg)
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continued from above - last one!
These are somewhat mirror imaged, but the coolers are different sizes so each side is a little unique at the cooler interface.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Cw7DZ7d/0/69deb3a4/L/B61G1337-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Cw7DZ7d/0/69deb3a4/X3/B61G1337-X3.jpg)
This shot above shows the two massive, rectangular lower duct box openings from the radiator and the two curved ducts from the oil coolers that feed into that. The massive engine setback on this chassis is apparent when you see the amount of space used by the radiator and ducting underhood.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MSb4Swr/0/423f196a/S/B61G1791-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MSb4Swr/0/423f196a/X3/B61G1791-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mhXkLZq/0/54ef4807/S/DSC_6375-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mhXkLZq/0/54ef4807/X3/DSC_6375-X3.jpg)
Once these final ducting pieces were designed, tacked, fully welded and installed Ryan could move back to final welding, filling and smoothing on the upper duct box fabrication. He used the TIG to fill and smooth out the transition from the center spine to the flowing, curved sections below. Welding, grinding, sanding, smoothing - rinse and repeat. All of the visible inside corners on the upper duct box will need a bit more smoothing as well - it will look great once finished.
WHAT'S NEXT?
Well I better stop here - already getting too long. We already will have plenty more completed fab work to show for next time. The rear tubs to clear the giant 345mm Hoosiers under the stock rear fenders were all formed from aluminum and installed. Lots of interior panels were built as well - this time behind the front seats. More exhaust work was plumbed out back, too.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7qgpZSW/0/ffeacc1b/S/B61G4236-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7qgpZSW/0/ffeacc1b/X3/B61G4236-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-bqZgksd/0/5a801c62/S/P5230699-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-bqZgksd/0/5a801c62/X3/P5230699-X3.jpg)
The flat bottom panels were completed and a rear diffuser was also built. The exhaust is routed into the diffuser box for a "blown diffuser", which we will show.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6TXZqN8/0/13ddefe5/L/B61G8351-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6TXZqN8/0/13ddefe5/X3/B61G8351-X3.jpg)
We will also show the swan neck AJ Hartman carbon fiber wing (with a giant 14" chord!) being mounted to the back of this beast.
Thanks for reading!
Build-It-Break-it
10-20-2017, 04:21 PM
This build is inane! Great work buy your shop. I don't see a stereo installed tho? :mock:
rustomatic
10-20-2017, 07:12 PM
My wife wants to go to Versailles (not the one in Kentucky, no offense to Kentuckians). I just want to visit Vorshlag. Keep rockin' this awesomeness, Terry and Co! Your work is creative and inspiring, hopefully to the extent that people don't only look here because of the word Camaro. There's just nothing but awesomeness here--pat your fabricator (and engineering brains) on the back a few extra times next week! :thankyou:
fleetus macmullitz
10-21-2017, 11:30 AM
Amazing just amazing!
In any form it should be at SEMA imho. :)
WSSix
10-21-2017, 07:46 PM
The customer was right. That spine between the ducting out of the radiator looks great. I think maybe it's because it ties into the spine of the hood. Fantastic work as always guys.
I'm guessing the owner of this car has more experience with racing than the owner of Chainsaw?
modernbeat
10-23-2017, 09:03 AM
...I'm guessing the owner of this car has more experience with racing than the owner of Chainsaw?
Yes, the owner of the Camaro has tracked some high powered cars similar to this build, along with some fast Porsche models and a well prepared Miata. He's not a stranger to fast laps on the track. And I suspect an upgraded engine will eventually be on the menu after he gets used to the car.
WSSix
10-24-2017, 03:11 PM
That's good to hear.
Which do you think will prove to be the faster car? Chainsaw or this one?
Thanks Jason.
S.White
10-24-2017, 07:38 PM
That's good to hear.
Which do you think will prove to be the faster car? Chainsaw or this one?
Thanks Jason.
Are you referring to the Chainsaw Mouse or Chainsaw Massacre? (The Chainsaw Mouse is a Miata that Vorshlag built for the same customer previously) I believe the Chainsaw Massacre should prove to be much faster with equal conditions, driver, etc. The Camaro will be down on power by over 200hp, has less tire, no IRS, and I'd bet much more drag. Weight may be similar but I think the Camaro will end up heavier. So, the guys at the shop may chime in with more insight but the lap time difference could be pretty significant at a big track.
modernbeat
10-25-2017, 09:14 AM
...I believe the Chainsaw Massacre should prove to be much faster with equal conditions, driver, etc. The Camaro will be down on power by over 200hp, has less tire, no IRS, and I'd bet much more drag. Weight may be similar but I think the Camaro will end up heavier...
^^^ The owner of the Camaro has a good handle on what it takes to go fast on track. And he's right, that the higher drag and smaller engine in the Camaro will likely result in slower laps than the Chainsaw Massacre. The BMW is also being built with some more tech in it, in addition to the suspension. It's getting some traction control and Motorsports ABS. But, it won't ever be as cool as a '69 Camaro.
:flag2:
WSSix
10-25-2017, 10:36 AM
Are you referring to the Chainsaw Mouse or Chainsaw Massacre? (The Chainsaw Mouse is a Miata that Vorshlag built for the same customer previously) I believe the Chainsaw Massacre should prove to be much faster with equal conditions, driver, etc. The Camaro will be down on power by over 200hp, has less tire, no IRS, and I'd bet much more drag. Weight may be similar but I think the Camaro will end up heavier. So, the guys at the shop may chime in with more insight but the lap time difference could be pretty significant at a big track.
Massacre, the BMW. I had forgotten the Miata was also Chainsaw.
Honestly, I couldn't remember if the Camaro and BMW were even built to compete in the same classes and didn't want to take the time to dig into. I was just virtual bench racing :D
Love both these builds.
Are you referring to the Chainsaw Mouse or Chainsaw Massacre? (The Chainsaw Mouse is a Miata that Vorshlag built for the same customer previously) I believe the Chainsaw Massacre should prove to be much faster with equal conditions, driver, etc. The Camaro will be down on power by over 200hp, has less tire, no IRS, and I'd bet much more drag. Weight may be similar but I think the Camaro will end up heavier. So, the guys at the shop may chime in with more insight but the lap time difference could be pretty significant at a big track.
(S.White is the '69 Camaro's owner, BTW!)
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-msjZJ4K/1/a9b0c6fb/S/DSC_8725-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-msjZJ4K/1/a9b0c6fb/X3/DSC_8725-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mDcNChF/1/78722d5e/S/DSC_8726-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mDcNChF/1/78722d5e/X3/DSC_8726-X3.jpg)
I don't know... it might be really close, other than the "initial motor" (crate LS3) in the Camaro. Don't count out your car just yet!
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jbBtwxb/1/bd504b6a/M/DSC_8727-M.jpg
The Camaro weighed in at 2329 when we added the rear wing, back in the summer (the build thread is still months behind real time). That's with everything in there minus seats, plumbing, wiring, fiberglass doors. I still think we'll be close to my initial 2500 pound estimate.
https://photos.smugmug.com/Projects/Chainsaw-BMW-E46-M3-LSx/i-LQ3F56H/0/d5828d29/L/B61G9867-L.jpg (https://photos.smugmug.com/Projects/Chainsaw-BMW-E46-M3-LSx/i-LQ3F56H/0/d5828d29/X3/B61G9867-X3.jpg)
The BMW M3 "Chainsaw Massacre" is only barely further along than the Camaro (we didn't have to build the chassis from scratch) and I'm worried it will be 100-200 pounds heavier. I might go put it on the scales today to see. This is also anything but svelte! The big flares and such are going to cause some aero drag. Since you both like to drive at COTA so much we might have to have a track shootout! What could be more fun than taking two badass cars onto an F1 track and dueling it out???
https://photos.smugmug.com/Projects/Meekers-03-Miata-Track-Rat/i-rwXL7b4/0/7a5a749a/S/B61G4924-S.jpg (https://photos.smugmug.com/Projects/Meekers-03-Miata-Track-Rat/i-rwXL7b4/0/7a5a749a/X3/B61G4924-X3.jpg) https://photos.smugmug.com/Racing-Events/Drivers-Edge-MSR-C-091915/i-zwC7JwZ/2/2f7cc255/S/B61G2509-S.jpg (https://photos.smugmug.com/Racing-Events/Drivers-Edge-MSR-C-091915/i-zwC7JwZ/2/2f7cc255/X3/B61G2509-X3.jpg)
The "Chainsaw Mouse" that SW is referring to is the '03 Miata above, which we built as a track trainer for the owner of the M3. Notice the chainsaw wielding, hockey mask wearing 'mouse' graphic on the hood? This car was built to help refine his track driving skills without ABS, traction control, or any real horse power. He has driven this many miles with driver coaches, data logging and review, etc. Now his wife and son are getting laps in this little car, too.
https://photos.smugmug.com/Projects/Meekers-03-Miata-Track-Rat/i-HndVMLk/0/3ecd0a3b/S/B61G4916-S.jpg (https://photos.smugmug.com/Projects/Meekers-03-Miata-Track-Rat/i-HndVMLk/0/3ecd0a3b/X3/B61G4916-X3.jpg) https://photos.smugmug.com/Projects/Meekers-03-Miata-Track-Rat/i-L9PNRXM/0/b8c6f996/S/B61G6419-S.jpg (https://photos.smugmug.com/Projects/Meekers-03-Miata-Track-Rat/i-L9PNRXM/0/b8c6f996/X3/B61G6419-X3.jpg)
We sort of ...refused to start the build on the crazy V8 M3 until he bought or built a track trainer like this, and then got a lot of seat time in it. He agreed and let us build a safe, nice handling, dual purpose street/track Miata for him over a year ago. Full cage, race seats, belts, oil/cooling upgrades, MCS 2-way dampers, sticky street tires, bars, bushings - the works. But it has roll up windows, AC and is street legal. Its very much NOT a "spec Miata", which as a spec includes a mess of lower end parts, if you ask me. :stirthepot:
https://photos.smugmug.com/Vorshlag-Test-Pilots/James-Meeker/i-kFvk7gP/0/d19af02a/S/B61G0689-S.jpg (https://photos.smugmug.com/Vorshlag-Test-Pilots/James-Meeker/i-kFvk7gP/0/d19af02a/X3/B61G0689-X3.jpg) https://photos.smugmug.com/Vorshlag-Test-Pilots/James-Meeker/i-gmkpsX3/0/916863c7/S/B61G6107-S.jpg (https://photos.smugmug.com/Vorshlag-Test-Pilots/James-Meeker/i-gmkpsX3/0/916863c7/X3/B61G6107-X3.jpg)
He also had track experience in this 638 whp Roush Mustang, which we upgraded in many ways. This thing is a missile - and he called it "Chainsaw"... so you see where the naming on his cars comes from.
https://photos.smugmug.com/Projects/C6-Z06-Rampage/i-H4Fjpcm/0/b9abe1f1/S/B61G8763-S.jpg (https://photos.smugmug.com/Projects/C6-Z06-Rampage/i-H4Fjpcm/0/b9abe1f1/X3/B61G8763-X3.jpg) https://photos.smugmug.com/Projects/Red-2001-BMW-E46/i-qbNMNDr/1/6216b93b/S/B61G0343-S.jpg (https://photos.smugmug.com/Projects/Red-2001-BMW-E46/i-qbNMNDr/1/6216b93b/X3/B61G0343-X3.jpg)
After seeing so many faster customers' cars being built in my shop, I figured that I need a "big power" car again myself, so I bought the 07 C6 Z06 chassis (above left) earlier this year. We've stripped it down to 1662 pounds but ran out of time and money to go much further for now (I'm building a new building for Vorshlag, which takes all of my money!) The little red BMW 330 (above right) is what I've been racing the last 2 seasons and will continue into next year. We just added a full aero package so I'm moving up 2 classes this weekend racing at NOLA with NASA. Damn it hurts not having power tho...
Gotta run, just thought I'd clear up some of the "chainsaw" confusion!
WSSix
10-26-2017, 11:09 AM
Thanks Terry! Love seeing all that you guys are working on.
I thought Mr White was the owner of the Camaro but didn't want to assume. Again, didn't have time to dig into it. I only have time to read while at work so I can't piddle too much on back tracking.
Have fun!
Centerforce
10-26-2017, 05:12 PM
This thing is looking crazier by the day! That is some pretty serious ducting you have going on up front. It looks like it should do a great job of keeping everything cool.
It's a bummer it won't be ready in time for SEMA this year. We'd love to see it up close and personal.
Not a full update just a teaser... Ryan has been on the 69 Camaro again while I was out of town.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nsNv2tH/0/ad708431/L/B61G0634-L.jpg
I'm just getting back from the 2017 PRI show so I'm way behind (posted 300 pics and videos from the show here (https://vorshlag.smugmug.com/Car-Shows/PRI-Show-2017/)).
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PF8bSVH/0/2b1a983b/L/DSCN0597-L.jpg
Bunch of final welding, final assembly, plumbing and wiring underway...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fJVsqPP/0/1f16ad74/L/B61G0627-L.jpg
All of the panels are installed except the doors. Tire clearancing was done on the front fenders, then the shocks just came off and went to RideTech for some updates.
More soon!
waynieZ
12-13-2017, 07:17 PM
Amazing build
WSSix
12-15-2017, 07:44 PM
Waiting patiently :D
Flash68
12-17-2017, 12:55 AM
Getting closer!
TorqStorm
12-18-2017, 06:26 AM
Very unique build. Cant wait to see it finished
Torqstorm
Stealth_69
12-18-2017, 06:43 PM
Totally hooked on this amazing build - very inspiring
SBDave
12-19-2017, 01:32 PM
Car is looking good! Great coverage of PRI as well, I work for Weddle Industries so always enjoy seeing us included in coverage.
Dave
Rallycamaro
10-11-2018, 04:17 AM
Come on, no more teasing! :secret: Did this get finished?
Flash68
11-11-2018, 11:22 AM
So how much did this sell for Terry? :D
Project Update for March 4th, 2019: Wow, what happened to 2018? It has been over a year since the last update to this project build thread, as well as many others. For me 2018 was pretty jammed up, with much of my time spent dealing with real estate issues (extending our lease, fighting a builder behind schedule on our new building construction, our shop move, our continued construction once moved in) and some staffing changes. Now that we are moved in and caught up on more important business paperwork, I have been making time on the weekends getting into the fun build coverage on some projects, like the big steps shown this time on the 1969 Camaro.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jdgjL95/0/94cf4fd9/L/PC172242-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jdgjL95/0/94cf4fd9/X3/PC172242-X3.jpg)
In this round we show some 2018 work completed like the rear diffuser, flat bottom undertray panels, rear wing installation, some final welding and assembly, and more. Let's get started!
UNDERTRAY WRAPPED UP
The undertray is made up of a lot of pieces that are either bonded and riveted in place or bolted in place, depending on their location and the need to access things above them. I'll zip through a few steps here quickly.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gqdgq7H/0/a4868c72/L/P1270135-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gqdgq7H/0/a4868c72/X3/P1270135-X3.jpg)
Obviously you will want to be able to access the dry sump oil pan quickly (above), so that undertray panel is removable. But these two main floor panels (below) don't have anything hidden above them that needs to be accessed quickly - just the seat and interior, which are accessible from above.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-VNrHmg3/0/933c2b10/L/B61G8951-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-VNrHmg3/0/933c2b10/X3/B61G8951-X3.jpg)
The plan was to bond then rivet these in place, so these need a LOT of hours of measuring, marking, center punching, drilling, and riveting. Since counter-sunk rivet heads would be used, to allow for a flush bottom face, every one of these rivet holes had to be countser-sunk as well.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3F6QQSZ/0/a1a676d1/S/P8200677-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3F6QQSZ/0/a1a676d1/X3/P8200677-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3GShRL2/1/f7d67c65/S/P8100633-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3GShRL2/1/f7d67c65/X3/P8100633-X3.jpg)
Once all of the hundreds of tiny holes were drilled through the panels and into the chassis, the square tubing that these floors mount to was then prepped. These portions would not be visible again once the panels were bonded in place, so they needed to be protected from corrosion. A bit of work with some Scotch-Brite pads, some wax-and-grease remover clean-up, a bit of masking with paper and tape, then these tubes were painted with self-etching primer.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZJmsWkk/1/14608a0f/S/P8100618-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZJmsWkk/1/14608a0f/X3/P8100618-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NTX8ksp/0/9e805540/S/P8200685-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NTX8ksp/0/9e805540/X3/P8200685-X3.jpg)
Now the aluminum panels themselves needed some prep work. Ryan taped off some areas then scuffed up the top surfaces of the sections to be bonded to the square tubing. This is to give those surfaces some "bite" for the epoxy to bond to. Some 2-part structural metal epoxy was applied with a mixing nozzle and the panels were ready to put in place. Ryan used an epoxy that he had used building Prototypes, which also use a bonded floor. The cross hatch pattern was one that he learned from building those cars as well.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3F6QQSZ/0/a1a676d1/S/P8200677-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3F6QQSZ/0/a1a676d1/X3/P8200677-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5tTPpw2/1/5c41f61f/S/P8200683-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5tTPpw2/1/5c41f61f/X3/P8200683-X3.jpg)
There were some extra hands needed to get each panel in place while the epoxy was wet, and a few Clecos to hold it in place, then Ryan spent some time with the air riveter. The "spent" mandrels from hundreds of blind rivets littered the shop floor.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NDKWVx9/0/0ad6f93d/L/P8210690-L.jpg
This picture above shows up close what the bonded and riveted center panels look like when completed. You can see the "doubler" panels that are attached to the floor panels, which secure the removable center panel underneath the driveshaft and exhaust.
REAR SECTION OF EXHAUST FINISHED
In a previous update I showed the progress on the exhaust, from the headers, through the center tunnel, the crossover and X-merge, then two MagnaFlow mufflers mounted behind the driver, just in front of the rear axle. Everything was tacked welded together, and that's where where we were before this round of work.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-TpS8ZGF/0/8a8dbe7c/L/DSC_6379-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-TpS8ZGF/0/8a8dbe7c/X3/DSC_6379-X3.jpg)
At the time we didn't have the rear diffuser section planned to know where the rearmost section needed to terminate. We were nearing time for the rear diffuser so the rest of the dual 3" exhaust had to be built.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hHcCgjx/0/9ed59ca8/S/DSC_6374-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hHcCgjx/0/9ed59ca8/X3/DSC_6374-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BZkWtfJ/0/c544bb4a/S/DSC_6380-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BZkWtfJ/0/c544bb4a/X3/DSC_6380-X3.jpg)
I wanted additional 3" V-bands behind the mufflers, to make final adjustment easier and disassembly less of a chore. There are a lot of bends and turns tucked inside this tunnel. We all met and decided that a twin outlet in the front of the diffuser would be best, with one going to each side. Ryan built the final sections to aim at those spots.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-TsFC4wz/0/e1755a24/L/B61G2144-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-TsFC4wz/0/e1755a24/X3/B61G2144-X3.jpg)
These were left long, as the next step was the rear diffuser construction. Then, the two exhaust ends could be terminated at the plane of the diffuser.
continued below
continued from above
REAR DIFFUSER CONSTRUCTION
The rear diffuser work needed to happen with the car loaded onto the 4-post lift, which was a little tricky since the under-panels were still held on temporarily with dozens of Cleco fasteners.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kTsJQZM/0/4d20b715/L/DSC_6397-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kTsJQZM/0/4d20b715/X3/DSC_6397-X3.jpg)
With the car on the lift the diffuser plane was laid out with string.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gdhD54B/0/61db0695/S/DSC_6396-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gdhD54B/0/61db0695/X3/DSC_6396-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4p6z3VP/0/d981c1e4/S/DSC_6404-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4p6z3VP/0/d981c1e4/X3/DSC_6404-X3.jpg)
Jason gave Ryan the angle of the plane he wanted to see and that was laid out to fit the constraints of the chassis, solid axle, and rear fuel cell. A "test piece" was secured in place to check for length and vertical strake placement was planned.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zC4BK5f/0/ccc6140d/S/DSC_6406-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zC4BK5f/0/ccc6140d/X3/DSC_6406-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-z2kRQNg/0/77ede6f8/S/DSC_6412-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-z2kRQNg/0/77ede6f8/X3/DSC_6412-X3.jpg)
Due to space constraints of the fuel cell mounting, and styling concerns from the owner, we didn't do a ridiculous rear diffuser box like we have done on other cars. What we had planned was subtle, appropriate for the rest of the aero on the car, and still effective. Ryan built these sheet steel angled mounts onto the bottom of the fuel cell mounting cage (above right).
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sScLfxT/0/e530f4a1/S/B61G2208-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sScLfxT/0/e530f4a1/X3/B61G2208-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-r7R82BC/0/514dd100/S/B61G2224-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-r7R82BC/0/514dd100/X3/B61G2224-X3.jpg)
Ryan built this in a relatively short amount of time, using some flat plate and bent aluminum sheet. It rivets and bolts together, which makes repairs easier if anything ever gets damaged.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cNNsMrx/0/e524babb/L/B61G2213-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cNNsMrx/0/e524babb/X3/B61G2213-X3.jpg)
This is by far the most subtle rear diffuser we have ever built. But it merges with the flat bottom under-panels and leaves very little opening under the car (just for the tires). The full flat bottom undertray forward will make this diffuser much more effective than just sticking a diffuser under a car with a "wide open" underside.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hT3V2QQ/0/dfa1d65a/S/P7130016-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-hT3V2QQ/0/dfa1d65a/X3/P7130016-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vT2zsqS/2/be2b356a/S/P7130013-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vT2zsqS/0/f035e478/X3/P7130013-X3.jpg)
The final portion of the exhaust system was modified after the diffuser was in place, to better locate the exit for the volume of exhaust flow from the engine. The "tips" were flush cut at an angle that matched the diffuser plane - all we have left now is to mark that on the diffuser plane and cut the holes.
CUSTOM TRUNK HINGES
With most of the unibody "skeletonized and skinned", there wasn't any of the original mounting structure left in the rear to mount stock trunk hinges. It was time to come up with a lighter, more elegant solution.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jCLStJW/0/78f95489/S/P3200252-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jCLStJW/0/78f95489/X3/P3200252-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-R6DSMk3/0/68c1940a/S/P3210256-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-R6DSMk3/0/68c1940a/X3/P3210256-X3.jpg)
Ryan built these flanges that mount to a piece of formed aluminum sheet, which will attach to the outer sheet metal skin inside the hidden flanges. The hardware that will attach these hinge assemblies to the outer steel skin will be hidden under the trunk lid and rear window Lexan.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-H78zZXK/0/44e3cda5/S/P3210260-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-H78zZXK/0/44e3cda5/X3/P3210260-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-f3g9G76/0/a3f52be0/S/P3210267-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-f3g9G76/0/a3f52be0/X3/P3210267-X3.jpg)
With the flanges and mount built, a piece of aluminum bar was machined to fit between them, then drilled for a pin. Next up he began welding up the swing arm that will mount to the trunk lid. He used a section of aluminum bar and bent it to shape, then welded it to the piece of bar shown above that fit between the flanges. And he added a mounting flange for the underside of the aluminum trunk lid.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Q3D5KsS/0/9cc02f13/L/P3210259%20%282%29-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Q3D5KsS/0/9cc02f13/X3/P3210259%20%282%29-X3.jpg)
This is the swing arm assembly and mounting flange, which will be mounted to the bottom side of the aluminum replica 69 Camaro trunk lid.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zHvMTXL/1/8d945093/S/DSC_6802-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zHvMTXL/1/8d945093/X3/DSC_6802-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nmstkvX/0/65aa9c1d/S/P3210266%20%282%29-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nmstkvX/0/65aa9c1d/X3/P3210266%20%282%29-X3.jpg)
The final assembly looks simple, but it works with precision and the fit of the trunk is perfect. The simplest solutions sometimes take a considerable bit of planning, time, and talent to pull off - Ryan made this step look easy. Now it was time to mount a rear wing - with a pair of chassis-mount uprights that pass through the trunk.
REAR WING MOUNTING
While the diffuser will generate some downforce, the rear wing we had in mind would be more effective for keeping the rear stuck down while cornering at speed. Since we made a dual splitter element up front the rear wing was going to be a modern departure from a typical 69 Camaro - a swan neck/top mounted, 14" chord, 72" wide carbon fiber Fulcrum wing made by AJ Hartman Aero. We've used this wing many times and it WORKS. It is also the one with biggest chord on the market.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4cvKNpN/1/5b48272b/L/DSC_8769-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4cvKNpN/1/5b48272b/X3/DSC_8769-X3.jpg)
I'm skipping some steps here but mock-ups of the wing element were made in Photoshop, then the element ordered, height and rear setback placements were tested, and the design was approved by customer. That all took months of back and forth, ordering, shipping, etc. Once the wing element was here Ryan made templates then started on the final aluminum uprights.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-bdswH3V/1/736037b0/S/DSC_8579-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-bdswH3V/1/736037b0/X3/DSC_8579-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wW2WF6m/0/a58ef197/S/B61G8344-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wW2WF6m/0/a58ef197/X3/B61G8344-X3.jpg)
Ryan built uprights by hand using 6061-T6 aluminum plate (this was before we moved and got the new CNC plasma table - which is how we make them now (https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-hxzphvG/1/6c6e3676/X3/DSC_4072-X3.jpg)). It takes time and precision to pull this off for a perfect matching pair of hand built uprights that look like they were made by a robot.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-B3vGMJC/1/85dd7adc/S/DSC_8603-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-B3vGMJC/1/85dd7adc/X3/DSC_8603-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-32cqQtD/0/e4c56274/S/B61G8347-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-32cqQtD/0/e4c56274/X3/B61G8347-X3.jpg)
Flanges for the lower mounting of the aluminum uprights were added to the frame, the uprights were bolted in place, and the wing element was mocked up to get various Angle of Attack bolt hole layouts on the uprights. These were marked, drilled, and the wing mounted and test fit.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6TXZqN8/0/13ddefe5/L/B61G8351-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6TXZqN8/0/13ddefe5/X3/B61G8351-X3.jpg)
Not a bad looking setup, and yes, that wing is in the stratosphere. Now let's get some endplates on that wing...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-KdJqBSK/0/1d926b41/S/B61G8500-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-KdJqBSK/0/1d926b41/X3/B61G8500-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-djp3Kv3/0/ca143c53/S/DSC_8807-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-djp3Kv3/0/ca143c53/X3/DSC_8807-X3.jpg)
AJ Hartman makes some really large, reinforced carbon endplates now, but at the time he didn't. So we made these big boys out of aluminum sheet, with a reinforcing bend at the back (which will likely get cut down). We started with cardboard mock-ups first.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-B62tTnM/0/f29af1fd/S/P7200084-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-B62tTnM/0/f29af1fd/X3/P7200084-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5WgKntj/0/3ed23670/S/P7210088-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5WgKntj/0/3ed23670/X3/P7210088-X3.jpg)
Once these were cut and formed, drilled and mounted, it was time for one more little feature. This swing-up panel on the right side was added, with a simple hinge...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-P5nNQDG/0/18df581f/L/P7200087-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-P5nNQDG/0/18df581f/X3/P7200087-X3.jpg)
This allows for the optional Gurney flap that AJ Hartman Aero makes for their wings to be added. The wing was ordered with the slot molded in for the removable flap, which can be quickly removed by flipping up this little access panel on the right side endplate and sliding it out. Pretty slick.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cfzdGkD/0/ea27f0d0/S/DSCN0601-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cfzdGkD/0/ea27f0d0/X3/DSCN0601-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5gkC6Cs/0/24775e6b/S/DSCN0605-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5gkC6Cs/0/24775e6b/X3/DSCN0605-X3.jpg)
The next step is to cut slots into the trunk lid for the frame mounted wing uprights. I will show that in a future installment to this thread. For now, the trunk was removed, then later the wing, so that nobody walked into those massive endplates while walking around the shop.
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FINAL WELDING AND ASSEMBLY STEPS
There comes a point in any build when you need to stop, pull some things apart, tackle some final welding, and bond some panels on, before you get too far ahead and cover things up. We had reached that spot here - it was time to finish a few aspects before the car could be put together for the last time, at least before the dyno tune and track test...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-556cNgx/0/8d9a3329/L/B61G8961-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-556cNgx/0/8d9a3329/X3/B61G8961-X3.jpg)
Many removable panels were removed, the headers and exhaust were dropped down, the drivetrain came out, and access was gained to finish off parts of the firewall.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-pFtxWdd/0/42868c88/S/B61G9011-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-pFtxWdd/0/42868c88/X3/B61G9011-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-rMzk9GC/0/b79c2227/S/B61G9001-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-rMzk9GC/0/b79c2227/X3/B61G9001-X3.jpg)
There were some tubes that needed to be primed and painted before some permanent panels were bonded and riveted in place, like these at the firewall and around the dry sump tank.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4rjs832/0/de87c2d5/L/B61G9000-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4rjs832/0/de87c2d5/X3/B61G9000-X3.jpg)
This upper portion of the firewall could be bonded and final installed now that the tubes were primed and ready.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nQxT7zc/0/ad7ebdd9/S/B61G0262_layer1-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nQxT7zc/0/ad7ebdd9/X3/B61G0262_layer1-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qqGx7DW/0/aa09a907/S/B61G0289-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qqGx7DW/0/aa09a907/X3/B61G0289-X3.jpg)
Lots of tack welds were turned into final TIG welds on the chassis (above left) and on the custom exhaust headers (above right).
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-P2k5qML/0/bbbb9f81/L/B61G0326_1-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-P2k5qML/0/bbbb9f81/X3/B61G0326_1-X3.jpg)
The exhaust was now fully completed front to back, so it could be final welded as well. This was done in stages, to prevent warping or movement.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QSxMqfM/0/cdf3dd02/S/P8240020-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QSxMqfM/0/cdf3dd02/X3/P8240020-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HBQszmf/0/b27bb472/S/DSC_9160-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HBQszmf/0/b27bb472/X3/DSC_9160-X3.jpg)
With the drivetrain out, the trans was removed, as was the bellhousing. We didn't spec any of these parts and with what we had seen elsewhere we wanted to double check everything. The clutch was taken apart, engagement of the hydraulic TOB was verified and shimmed, the starter was checked - everything.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3b4Sm6R/0/ba17280e/S/B61G0272_1-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3b4Sm6R/0/ba17280e/X3/B61G0272_1-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HSTKfk5/0/7f54fc46/S/B61G0280-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HSTKfk5/0/7f54fc46/X3/B61G0280-X3.jpg)
The drivetrain was reinstalled and some final welding at the custom firewall was looked at. If you remember this car came to us with some unusual and unfinished firewall (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-wW8hfbk/2/67f4cc02/X3/DSC_7428-X3.jpg) work that had to all be cut away. This work allowed us to move the drivetrain back relative to the stock firewall, yet still fit headers and other things around it - which the previous builder neglected to look at.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Bq4nKJ9/0/29803132/S/B61G0435-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Bq4nKJ9/0/29803132/X3/B61G0435-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Z32mMkb/0/af504f5f/S/B61G0440-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Z32mMkb/0/af504f5f/X3/B61G0440-X3.jpg)
With the short pieces of formed sheet metal firewall Ryan had added between the tubular structure and the stock cowl piece, it was time to weld them together then blend the seam. Lots of welding and grinding here.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PRCBbTh/0/2c68338d/L/PA300914-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PRCBbTh/0/2c68338d/X3/PA300914-X3.jpg)
The tack welded portions from before were all now final welded and primed. Some time was spent making this visible section smooth and ready for paint. The pockets here were added for the hood hinges, shown in this build thread previously. These were seam welded and smoothed also.
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THROTTLE PEDAL ADDED
For a while we had been discussing EFI options with the customer. We weren't sure if he would go with a Motec/Emtron/similar aftermarket "Motorsports" grade EFI, which can have unique capabilities like launch control, traction control, power-by-gear, etc. The other option was a less costly and less complex GM based LS3 computer, harness, and sensor package. He made a choice - keep it simple - so we started rounding up the OEM LS3 based bits plus a custom engine harness. It makes sense, since this is just a 480 hp crate motor LS3. That decision allowed us to pick which throttle pedal to use for the drive-by-wire LS3 throttle...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HKdkw8P/0/1008a452/L/DSCN0261-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HKdkw8P/0/1008a452/X3/DSCN0261-X3.jpg)
We had added bottom mount Tilton pedals for the clutch and brake already, so we "borrowed" one of the pedal covers and picked up an LS3 DBY throttle pedal sensor.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NDcw29j/0/2b8b6ecc/S/PA300919-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-NDcw29j/0/2b8b6ecc/X3/PA300919-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PJPDQmH/0/c4f13a69/S/PA300916-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PJPDQmH/0/c4f13a69/X3/PA300916-X3.jpg)
Ryan made an aluminum bracket to mount the sensor and a pedal arm assembly, to get the height of the gas pedal to match the Tilton brake and clutch pedals. Then we ordered another matching pedal cover from Tilton to use on this 3rd pedal location.
MOTORSPORTS HEATER/DEFROSTER ADDED
Even here in Texas, we have some race dates that can be cold and nasty. Our NASA season opener is usually the last weekend in January, plus our March NASA dates can be cold and foggy, at least in the mornings. I've been fogged in at more than a few events.
https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-jkBKmLT/1/773f4adc/L/B61G8466-L.jpg (https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-jkBKmLT/1/773f4adc/X3/B61G8466-X3.jpg)
Jamie Beck's S197 Mustang ST3 classed race car, which we built in 2013
One invaluable tool to combat the fogging of your windshield is a lightweight defroster box like this. We have been adding these to every race car we build for the past 6 years, and they really work. The Mustang above we built for Jamie Beck back in 2013 got one of these and it has saved him from "driving blind" on track, on more than few occasions.
https://photos.smugmug.com/Projects/Chainsaw-BMW-E46-M3-LSx/i-d746x8x/0/81e9da63/S/DSC_6155-S.jpg (https://photos.smugmug.com/Projects/Chainsaw-BMW-E46-M3-LSx/i-d746x8x/0/81e9da63/X3/DSC_6155-X3.jpg) https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-JKKhcVd/1/17e61546/S/HVAC%20weight-S.jpg (https://photos.smugmug.com/Projects/Jamie-Becks-S197-Mustang/i-JKKhcVd/1/17e61546/L/HVAC%20weight-L.jpg)
We use this Summit Racing heater (https://www.summitracing.com/parts/sum-991102-1) assembly that weighs a whopping 7 pounds. It has a heater core, 3 fans speeds, can flow up to 260 CFM, and will put out as much as 28,000 BTUs of heat. This compares nicely to the nearly 21 pound heater box in a late model Mustang, shown above. The Summit unit is a lot more compact and easier to mount, too.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cdFxghR/0/a4d9d67e/L/DSCN0263-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cdFxghR/0/a4d9d67e/X3/DSCN0263-X3.jpg)
I've shown a little bit of the install of this defroster on the 69 Camaro before, but I'm sharing the link to the part, weights, and final install this time. This was fairly straightforward. Ryan built a little sheet metal box to mount the heater box assembly right onto the tunnel, under the dash, which I showed before.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WTwvs83/1/fd2cb231/S/P5250683-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WTwvs83/1/fd2cb231/X3/P5250683-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-h5JmHnq/0/cba9bb41/S/P5250682-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-h5JmHnq/0/cba9bb41/X3/P5250682-X3.jpg)
The twin 3" diameter outlets for warm air mate up perfectly to 3" high temp brake duct hose, which we can then direct to vents at the base of the windshield. Ryan made two aluminum defroster vent "boxes" that have a 3" round hose end for the feed and mate up to the under long oval openings on the factory metal dash (see below left). These will mount with two small button head bolts from above, but are held in place by Clecos here.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-p52LNrB/0/2922e264/S/P5250691-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-p52LNrB/0/2922e264/X3/P5250691-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-z7RgSz8/0/1734e949/S/P5250693-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-z7RgSz8/0/1734e949/X3/P5250693-X3.jpg)
Above left is the view from above, down into the factory defrost vent openings. The above right picture is the view from the driver's compartment with the fiberglass dash face removed.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kHxxDKg/0/f28ae9a9/L/DSCN0954-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kHxxDKg/0/f28ae9a9/X3/DSCN0954-X3.jpg)
Two heater hoses were later added with bulkhead connectors to feed the inlet and outlet of this heater core from the water pump, as seen here. I will cover a lot of plumbing work in the next update
continued below
continued from above
FUEL FILL AT TRUNK FACE
The fuel filler location was something we discussed with our client at length, with a balance trying to be struck between period correct, safety, and utility. We looked at ideas of a flush mount motorcycle style cap, modern pro racing quick disconnect fill openings, and throw-back AC Cobra flip up caps.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2gwhLkp/1/c1a23193/S/DSC_8616-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2gwhLkp/1/c1a23193/X3/DSC_8616-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LsWTLks/1/228b7d6c/S/DSC_8629-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LsWTLks/1/228b7d6c/X3/DSC_8629-X3.jpg)
After we selected a filler cap and flange that matched the opening on the fuel cell, Ryan built this welded and bent aluminum mounting bracket. This was to be mounted inside the trunk and just below the surface of the trunk - which itself already needed two big slots cut into it for the wing uprights to pass through.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gTnrJjj/1/fd51a595/S/DSC_8619-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gTnrJjj/1/fd51a595/X3/DSC_8619-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SBLrMGJ/2/7d54833d/S/DSC_8730-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SBLrMGJ/2/7d54833d/X3/DSC_8730-X3.jpg)
With the mounting bracket attached to the trunk at the flange and below, the filler tube could be made from stainless exhaust tubing mandrel bends. The tubing was opened up at the "neck" and the S-shaped tubing was then final welded. There is a flexible section of hose right at the fuel cell, to allow for any misalignment.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CMPnN3W/1/ba8a6039/S/DSC_8738-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CMPnN3W/1/ba8a6039/X3/DSC_8738-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kfDGm4v/1/b47bb6c2/S/DSC_8771-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kfDGm4v/1/b47bb6c2/X3/DSC_8771-X3.jpg)
This is what we ended up with, which will have a mating opening in the trunk with a small "well" there to catch any spilled fuel. This way the car can be fueled with the trunk closed and wing in place - just reach back, unscrew the filler cap, and pour in from a fuel jug and hose or at the track-side pumps. I think the balance we struck fits this build the best.
WHAT'S NEXT?
This post is getting a bit long, but we covered a lot of the 2018 work. I didn't get to the rear wheel tubs and the final interior panels - we will cover that next time.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BmQh5gd/0/603166fa/S/DSCN0861-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BmQh5gd/0/603166fa/X3/DSCN0861-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sm4V7FF/0/34ade1a5/S/IMG_0305-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sm4V7FF/0/34ade1a5/X3/IMG_0305-X3.jpg)
There is also all of plumbing work and chassis wiring to cover, most of which was completed by Ryan before our shop move in June 2018.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vvTKTzK/1/d68ade0f/S/P2183131-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vvTKTzK/1/d68ade0f/X3/P2183131-X3.jpg) https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PXG9MmV/1/c6fd7a38/S/P2203160-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PXG9MmV/1/c6fd7a38/X3/P2203160-X3.jpg)
The engine harness we ordered in 2018 arrived late that year, and earlier in 2019 our new technician Evan started wiring that up and mounted the E38 GM ECU. He also tackled the final rust repair fab work on the original chassis (two spots the size of a playing card at the base of the A-pillar), filled, smoothed and finished the fab work on the various radiator and hood duct boxes, built the the remaining door bars from the roll cage, and more. It is almost ready to fire up the engine for the first time as I write this.
Thanks for reading!
gofastwclass
03-05-2019, 05:23 AM
Wow Terry, now THAT's a massive update! Glad to hear things are still trucking along for you guys.
rustomatic
03-05-2019, 05:47 PM
Thanks for updating this! We don't get to see many builds like this on forums anymore, so it's a nice catch when something new comes along, especially that which relates to nearing build completion, as opposed to another drifting off into the ether.
It's not something discussed much, but one might guess that the main fabricator on this project, especially with others going on, gets creatively exhausted. Having a cohesive shop team must definitely help . . .
ScotI
03-06-2019, 07:16 AM
Thanks for updating this! We don't get to see many builds like this on forums anymore, so it's a nice catch when something new comes along, especially that which relates to nearing build completion, as opposed to another drifting off into the ether.
It's not something discussed much, but one might guess that the main fabricator on this project, especially with others going on, gets creatively exhausted. Having a cohesive shop team must definitely help . . .
x2. it's great to see a build through until the final product. A lot of good info to be absorbed & considered.
WSSix
03-06-2019, 07:44 PM
Thanks for updating us, Terry! Glad you guys were still working on this one.
How is chainsaw massacre coming?
SBDave
03-08-2019, 06:25 PM
Thanks for posting an update, it looks amazing!
waynieZ
03-11-2019, 08:32 PM
Wow is all I can say!
payne
08-08-2019, 10:54 AM
Would you sell a pair of the 3" hose to defroster slot boxes?
They'd be perfect for my track camaro with a flat aluminum dash.
Thanks,
Jason
Thanks for updating us, Terry! Glad you guys were still working on this one.
How is chainsaw massacre coming?
https://photos.smugmug.com/Racing-Events/Track-Test-MSRC-062619/i-FCPHscf/0/b80d0400/L/_D4A6316_sat-L.jpg
The "Chainsaw Massacre" widebody BMW M3 with the Horsepower Research 468" LS7 has been tuned, run on track, dyno tested again, and about to go out for more track time.
https://photos.smugmug.com/Projects/Chainsaw-BMW-E46-M3-LSx/i-xNrNtmq/1/badc8737/L/P8280861-L.jpg
Way behind on that build thread but catching up - I just posted an update on that build thread here on Lateral-G, showing work from 2018. The HPR 468" dyno'd at 636 whp (SAE) on 93 octane, but we still have some tweaking to the Motec tune in store to unleash a bit more. It scoots around the track pretty well with that. :thumbsup:
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-J24T2ZJ/2/4f4f895d/L/IMG_2737-L.jpg
I'm working on a 69 Camaro forum build thread update next...
WSSix
08-13-2019, 08:02 PM
Thanks Terry!
I have a big fat update on this build, but the Lateral-G forum seems to be glitching and counting my images "twice", and with a very limited "15 images per post" limit (which is very small), it means I'd have to break up my "2 part" update into 50+ parts.
Can a moderator ask the admin to open up the limits for pics to 50 per post?
Thanks!
camcojb
05-17-2020, 10:48 AM
I have a big fat update on this build, but the Lateral-G forum seems to be glitching and counting my images "twice", and with a very limited "15 images per post" limit (which is very small), it means I'd have to break up my "2 part" update into 50+ parts.
Can a moderator ask the admin to open up the limits for pics to 50 per post?
Thanks!
Done.
Project Update for May 7th 2020: We have been working during quarantine, and with no racing going on, my weekends opened up - so I have been writing Forum Build Thread (https://www.vorshlag.com/forums/forum/vorshlag-motorsports-discussions/vorshlag-project-cars) updates. We even have two new builds since the last update here (a '67 Mustang (https://www.vorshlag.com/forums/forum/vorshlag-motorsports-discussions/vorshlag-project-cars/58853-vorshlag-build-thread-67-mustang-pro-touring-track-car) and a '04 CTS-V (https://www.vorshlag.com/forums/forum/vorshlag-motorsports-discussions/vorshlag-project-cars/58920-2004-cadillac-cts-v-endurnace-race-car-at-vorshlag), both dedicated road race cars). These new builds are coming in as we wrap up some long term projects - like this '69 Camaro. Then I took a little time build a new PC, which is why I posted this 10 days later on Lateral-G. Thanks to camcojb for updating the max pics per post limit!
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jrJdh3q/0/ca147bd8/L/IMG_6327-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jrJdh3q/0/ca147bd8/X3/IMG_6327-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
This tube framed '69 Camaro is one of the most labor intensive projects we have ever undertaken, and it's in the final stretch. I have been taking a more hands on role in this build, and I go out into the shop 20+ times a day to look over all of our customer and shop builds. I now take virtually all of the pictures you see here, write all of the service invoices, send regular, detailed "build update" emails to the customers (that look a lot like these build threads), and help steer every aspect of each project - more than ever before. This prevents any surprises - if they occur, it's on me.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jGPgfwS/0/ba045bf5/S/IMG_2988-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jGPgfwS/0/ba045bf5/X3/IMG_2988-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Fbc6SsZ/1/4027e216/S/IMG_0532-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Fbc6SsZ/1/4027e216/X3/IMG_0532-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
This update will cover work we did to this Camaro in 2019, including a few hurdles that took some time. We have made serious progress and the build is nearing completion. As I write this, the engine runs great, the transmission shifts well, it can move under its own power, and we only lack a few parts purchases and last minute tweaks to get this Camaro onto a road course. The global pandemic shut down some of our suppliers, which has delayed some recent work.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nhWmmsL/0/b4a5f0b1/L/IMG_7201-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nhWmmsL/0/b4a5f0b1/X3/IMG_7201-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
In this round we show work completed such as the wiring, plumbing, lighting, ECM install, and initial tuning. We will also cover the final interior panels and some other fab work.
WIRING
Wiring is boring, tedious work to watch on any build, but I show our clients every step of every work invoice. There are likely 200 pictures of wiring work done on this car. I'm not going to bore you with most of that, but I will talk about some of the options on a build like this - for the chassis harness, connectors, EFI system/engine harness, and more.
CHASSIS WIRING
We decided to keep it simple on this build and chose a 26 circuit Painless wiring harness we have used on previous builds where we had to do a complete re-wire. I'm using the exact same chassis harness on our Team Vorshlag E46 endurance road race (https://www.vorshlag.com/forums/forum/vorshlag-motorsports-discussions/vorshlag-project-cars/7225-vorshlag-track-bmw-e46-development-thread?p=58827#post58827) build as well as my personal 2015 Mustang LS swap (https://www.vorshlag.com/forums/forum/vorshlag-motorsports-discussions/vorshlag-project-cars/58899-vorshlag-2015-mustang-gt-road-race-build-trigger) race car. We have used this harness for several completed race car builds and it works.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-KBCQrWL/0/432a1420/S/DSCN0855-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-KBCQrWL/0/432a1420/X3/DSCN0855-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RWXCt7x/0/4a956414/S/IMG_9964-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RWXCt7x/0/4a956414/X3/IMG_9964-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Now I'm not advocating for ditching the entire chassis wiring harness on a modern car (less than 20 years old), but if you have nothing to start with or are starting with a car more than 20 years old (where there are likely old / brittle / broken connectors and bad grounds) this isn't a bad idea. Some of you might turn your nose up at Painless Wiring harness being used on this chassis, but know this: we have had FAR fewer problems with these harness kits than some of the $25K+ Wiring jobs I've seen done on high end builds - with Power Distribution Modules to wire and program, Raychem harnesses that can never be serviced, etc.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Jb98bB8/0/c3eb5255/S/DSCN1312-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Jb98bB8/0/c3eb5255/X3/DSCN1312-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-GTJQt3R/0/05835ebd/S/DSCN1483-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-GTJQt3R/0/05835ebd/X3/DSCN1483-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
There is nothing wrong with spending that kind of money on Professional Motorsport level wiring if you have the budget and it suits the purpose - I just think it is unnecessary to go to that extreme expense for the cars we build and that our customers use. We aren't running 24 hour LeMans races with the cars we build here, and we don't have customers with unlimited budgets. These Painless harnesses are color coded using GM schemes, well built, cost effective (sub $250), easy to finish out, and use modern fuses, relays, and connectors. Everything is brand new - no junk yard damage or old age rot.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vvTKTzK/1/d68ade0f/S/P2183131-S.jpghttps://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sm4V7FF/0/34ade1a5/S/IMG_0305-S.jpghttps://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Finishing out the connections, routing, mounting and such can take dozens of hours, so plan for that. We have mounted the fuse box under the dash and have almost every single system wired and routed now.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-87hS9Fw/2/614e2c39/S/IMG_1467-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-87hS9Fw/2/614e2c39/X3/IMG_1467-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3vdztpX/1/0b489c21/S/IMG_3089-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3vdztpX/1/0b489c21/X3/IMG_3089-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
We built this car using Deutsch DT series connectors, which are costly but worthwhile. We keep a variety of DT connectors and pins on hand from 2 to 26 pins, which keeps us going on builds like these. These are not inexpensive connectors so we keep track of what was used on any given build in the My Shop Assist (https://www.myshopassist.com/) hour tracking system. Keeps us from guessing or under/over charging any customer.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Szcvzx6/2/f8b38b2c/S/IMG_1476-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Szcvzx6/2/f8b38b2c/X3/IMG_1476-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Xzsk9PJ/0/c791609a/S/IMG_3409-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Xzsk9PJ/0/c791609a/X3/IMG_3409-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
There is a bit of planning and paperwork involved with a proper wiring job as well, and we have to keep records of how we terminated various systems to manage all of the circuits (a copy of which goes with the owner). Soldering, heat shrink, harness covering... it is all tedious but necessary. Evan and Brad do all of the wiring work on projects in our shop and they both do excellent work.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gQPCvHG/1/212b8fa9/S/IMG_7270-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gQPCvHG/1/212b8fa9/L/IMG_7270-L.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-9MSkwWw/0/e99d0802/S/IMG_7202-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-9MSkwWw/0/e99d0802/X3/IMG_7202-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
This is still a work in progress, and as systems are completed and tested we go back and make sure the harnesses are wrapped and secured properly. I will show the final wiring on this chassis when everything is wrapped and tucked, which should happen after the first track test and after paint.
BATTERY UPGRADE + KILL SWITCH
For many years my obsession for weight loss on cars drove me to use ultra lightweight motorcycle batteries, like the Odyssey PC680, which weighs 14.7 pounds. But after years of fighting with their lack of battery reserve - and pushing cars that should be driven - I've conceded that a little more mass in a battery is very worthwhile.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sWfxMvZ/1/4cfbc620/S/P2203167-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sWfxMvZ/1/4cfbc620/X3/P2203167-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8p2NQTr/0/b59affe7/S/IMG_0307-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8p2NQTr/0/b59affe7/X3/IMG_0307-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
This build started off with a PC680 but during some testing we kept killing the battery, then recharging, and it finally died. So I got to "buy" that one back while we upgraded to this PC925, which is a 21 pound battery. It has more reserve, and more girth - which required a new battery tray and enlarged base mount.
https://photos.smugmug.com/Product-Pictures/Cartek-Motorsport-Electronics/i-H6mqv4g/1/fd25d14a/S/B61G0933-S.jpg (https://photos.smugmug.com/Product-Pictures/Cartek-Motorsport-Electronics/i-H6mqv4g/1/fd25d14a/X3/B61G0933-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Product-Pictures/Cartek-Motorsport-Electronics/i-Sbcj4JF/0/17ed7a2c/S/wpd94e9292-S.gifhttps://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
With that larger battery in place it was time to mount the CarTek Electronics battery isolator or "kill switch". We chose the CarTek GT unit (https://vorshlag-store.com/collections/driver-safety/products/cartek-solid-state-battery-isolator-gt) for this build, which works with OEM style ECMs. This is an FIA rated, non-sparking, solid state kill switch. It comes with two buttons, and works by dropping the entire ground circuit for the chassis as shown in the animated gif above.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Fbc6SsZ/1/4027e216/S/IMG_0532-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Fbc6SsZ/1/4027e216/X3/IMG_0532-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Dbn338F/2/00f47b6a/S/IMG_0569-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Dbn338F/2/00f47b6a/X3/IMG_0569-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
To mount that I wanted to make a new bracket behind the passenger seat, in a tubing junction between a diagonal and the main hoop. I sketched out what I wanted and Myles turned it into a CNC cut piece that Evan then cleaned up and TIG welded to the roll cage.
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continued from above
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-R8CGG6G/1/54e41689/S/IMG_0577-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-R8CGG6G/1/54e41689/X3/IMG_0577-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-d42SxrW/2/5dcf2aff/S/IMG_1180-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-d42SxrW/2/5dcf2aff/X3/IMG_1180-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Then it was a matter of wiring up the main grounding and positive cables + ECU power through this CarTek unit and then the remote button wires. It makes for a clean, reliable kill switch setup.
ECU CHOICE + MOUNTING
Another big decision people doing builds like this often struggle with is: what EFI system should I run? There are so many choices, from Holley, ECU Master, EmTron, Motec, AEM and many others. But don't count out the value leader, built with billions of dollars of engineering behind it - a GM factory ECU coupled with a stand-alone engine harness from a quality supplier (not a junkyard).
https://photos.smugmug.com/Product-Pictures/Vorshlag-BRZFR-S-LS1-Swap-Kit/i-74HgH72/0/d6e111f9/L/B61G4989_pixalated-L.jpg (https://photos.smugmug.com/Product-Pictures/Vorshlag-BRZFR-S-LS1-Swap-Kit/i-74HgH72/0/d6e111f9/X3/B61G4989_pixalated-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
All EFI systems in any swap like this need to be tuned to your needs by a professional tuner. Not everyone has the experience or software to tune every specific aftermarket option, but virtually every tuner in the land has HP Tuners or EFI Live - which can be used to tune these factory GM "LS" ECUs. These include the 0411 (1999-02 Camaro Gen III LS 24X), E40 (LS2 24X), and E38 (LS3/LS7/later Gen IV LS) computers. There are a few others but they are odd and not as well supported. There are several ignition coil types (see below right) and several types of throttle bodies, so if you are starting with "parts" you need to know what computer can support it. The later GM computers can support both types of throttle bodies and virtually any coil type, with the right custom engine harness. The stock DBC throttle bodies are very small (75mm) but the smallest stock DBW is fairly large (90mm). I want to use a 90 to 102mm DBW TB on virtually anything, even bone stock engines.
https://photos.smugmug.com/TechArticles/Various-LS-Engine-Tech/i-wCpVnMr/0/c5f5e016/S/IMG_6953-S.jpg (https://photos.smugmug.com/TechArticles/Various-LS-Engine-Tech/i-wCpVnMr/0/c5f5e016/X3/IMG_6953-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/TechArticles/Various-LS-Engine-Tech/i-sS24pJs/0/3fb9075c/S/IMG_7848-S.jpg (https://photos.smugmug.com/TechArticles/Various-LS-Engine-Tech/i-sS24pJs/0/3fb9075c/X3/IMG_7848-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
You also need to have the right number of teeth on the crank reluctor (24X and 58X) to pick the right ECU. You can change reluctor wheels, but you have to pull the crank out of the block to do this right, so don't think this is trivial. The later 58X crank reluctor is better in every way (unless you have a 24X engine) and there are more choices for the DBW throttle bodies, but they do cost more. When you are doing an LS swap, however, you get to make these types of choices. This '69 Camaro started with an LS3 crate engine / LS3 sensors / LS3 DBW 90mm TB, so it was an easy choice.
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The latest E38 ECU is the most powerful, cost effective, abundant, and best supported of those. And unlike all of the aftermarket EFI systems, with the right components the factory GM ECUs can be the only emissions legal options for cars that need to be "smogged". This was our first E38 build, and we tested Wiring Specialties' first E38 / 58x stand-alone harness. And we learned one thing about the E38 ECU the hard way, which I will explain later in this post.
https://photos.smugmug.com/Projects/BMW-E36-LS1-Alpha-car/i-f43PW2r/0/30c36483/S/DSC_2879-S.jpg (https://photos.smugmug.com/Projects/BMW-E36-LS1-Alpha-car/i-f43PW2r/0/30c36483/L/DSC_2879-L.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6rBH29H/1/dfb12705/S/IMG_3085-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6rBH29H/1/dfb12705/X3/IMG_3085-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The CAN network data channels from these later E40 and E38 ECUs can send loads of engine data to a digital dash and/or data logger and you have lots of tuning control - Alpha-N tuning is even possible for racier engines that are difficult to tune for driveability. We have built most of our LS swaps over the years with GM ECUs and have had no issues, and the costs for these + a harness are 1/5th to 1/10th of some of the higher end EFI systems. Only the latest Holley Terminator EFI systems can match the performance and come close to the costs of a GM E38 + harness solution.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-R8ksWVw/2/7505182b/S/P1212858-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-R8ksWVw/2/7505182b/X3/P1212858-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mpvwsRr/0/130dc5da/S/DSCN0260-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mpvwsRr/0/130dc5da/X3/DSCN0260-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
After discussions with the customer we ordered a brand new E38 ECU (we often start with a used unit, but the costs have come way down on new). We already had HP Tuners VCM suite for basic tuning - but we always have an outside tuner shop do the final dyno tune + driveability programming. We can at least turn off the "VATS" security issues and get a basic tune loaded for start-up testing. We don't want to take a car to be tuned that has leaks or issues, so a start-up tune let's us do a number of tests, check cooling systems for leaks, etc.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZDvmPr5/2/d9943f3c/S/P2073057-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZDvmPr5/2/d9943f3c/X3/P2073057-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ztbP7mH/2/07eed87f/S/P2073056-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ztbP7mH/2/07eed87f/X3/P2073056-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Once we had the new E38, we mounted that to the tunnel, per the customer's request. This was more of a throw-back to vintage Trans Am cars that had ignition boxes and such mounted for easy access. We used these "Lord" mounts to mount to the panel, shown above right. These are rubber isolators with a threaded stud on one end and a threaded hole on the other. We mount electronics like this, such as ABS computers and surge tank/pump setups.
ENGINE WIRING HARNESS
When we chose the E38 ECU, we called Wiring Specialties to have them build the custom engine harness. This was done 2+ years ago and we got one of their first 58X reluctor LS3 style stand-along engine harnesses. We custom configured it for the coils, injectors, ECM placement and other aspects of this car.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dcDwMm2/2/eb2458aa/S/P1212853-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dcDwMm2/2/eb2458aa/X3/P1212853-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MSjDVTT/2/6f98baec/S/P1212857-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-MSjDVTT/2/6f98baec/X3/P1212857-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
I like their engine harness design as it has everything labeled, includes wired CAN flying leads, a Bussman sub-panel fusebox, is professionally wrapped, and uses new GM style connectors that plug right into this LS3 crate engine. Their tech support has also been great and we have used their LS harnesses several times.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-97ChNft/0/03593f11/L/IMG_0386-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-97ChNft/0/03593f11/X3/IMG_0386-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
We mounted the Bussman auxiliary panel next to the ECM and mounted the OBD-II port (which is used for programming) behind the switch panel on the center console, as shown above.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DZHGfpF/2/f39ba116/S/P1232884-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-DZHGfpF/2/f39ba116/X3/P1232884-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qHpMtdb/2/a31e6148/S/P1212856-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qHpMtdb/2/a31e6148/X3/P1212856-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The engine harness worked perfectly, other than a few small changes we needed to make due to differing parts - like the alternator, which was not an OEM unit. We removed some unnecessary items as well. The harness laid into the engine bay perfectly and all of the plugs worked as designed.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-s5BTjLS/1/3de1b29e/S/P2073067-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-s5BTjLS/1/3de1b29e/X3/P2073067-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PXG9MmV/1/c6fd7a38/S/P2203160-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PXG9MmV/1/c6fd7a38/X3/P2203160-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Evan added this MAF sensor bung to the bottom of the intake tube, using a billet bung. That allows the LS3/LS7 MAF to drop in place. We don't always use a MAF sensor, especially when the engine has a BIG cam, as you can be fooled with bad sensor data from intake reversion.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-H2pmfKG/2/496856c7/L/P1232886-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-H2pmfKG/2/496856c7/X3/P1232886-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Last but not least was the dual electric fan wiring, which was wired into the Wiring Specialties harness and controlled by the coolant temps on the engine via the E38 ECU.
FINISH WELDING
It was during some of the plumbing and wiring work that we had to pause, remove a few items, and finish weld them. Many of the later built brackets were still tack welded together, in case something needed to be removed, move, etc.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2gx7KxP/1/02c364f9/S/IMG_2714-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2gx7KxP/1/02c364f9/X3/IMG_2714-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QZkS9FB/1/ef8b3a31/S/IMG_2713-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-QZkS9FB/1/ef8b3a31/X3/IMG_2713-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Evan spent some hours on the welding bench and bent over the chassis final TIG welding many structures before we fire up the engine for the first time.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Tp68svw/1/64d2bafd/L/IMG_2718-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Tp68svw/1/64d2bafd/X3/IMG_2718-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
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PLUMBING
Lots of plumbing on this car had to be completed as the wiring was wrapping up. This is the fuel lines, which run between the lower undertray panels and the false floor in the cabin. To give the most ground clearance they were run through several frame members.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-c7trxQJ/0/68da1e2b/S/DSCN0596-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-c7trxQJ/0/68da1e2b/X3/DSCN0596-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-J7qfvqT/0/c873318b/S/P1023498-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-J7qfvqT/0/c873318b/X3/P1023498-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
A flat bottom car makes for some of these difficulties, but it also gives us a cleaner install. These bulkhead connectors were installed through the frame to get from the engine bay to the fuel cell in the trunk. We ran these in aluminum hard lines, which are more robust than flex lines and cannot flop around and run into something.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-VDvmgwd/0/a222593d/S/P1053545-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-VDvmgwd/0/a222593d/X3/P1053545-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gBSxfWG/0/fa4974f3/S/DSCN0943-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gBSxfWG/0/fa4974f3/X3/DSCN0943-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
After traversing the chassis under the passenger seat these lines go through a rear crossmember and snake up along the passenger side frame rail. They terminate into a twin bulkhead panel then flex lines run from there to the fuel cell, as shown below. This is a full return style fuel system, with a regulator in the engine bay and a full circuit to and from the fuel cell.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nwtHgvp/1/8d552297/L/P6070303-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nwtHgvp/1/8d552297/X3/P6070303-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
We have shown the fuel filler before, but this remote filler cap will now be hidden under the trunk, giving the car a cleaner look.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Cpmr8f8/0/06c76129/S/P1023497-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Cpmr8f8/0/06c76129/X3/P1023497-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xSwBfRt/0/9f16d125/S/DSCN0673-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xSwBfRt/0/9f16d125/X3/DSCN0673-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
In the engine bay there is a fuel filter, regulator, and oiling system bits. The customer supplied the Aviad dry sump system including the 3 stage external pump, a remote oil filter, oil pan, and dry sump tank.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dNbHXvC/0/ba778c42/S/DSCN0900-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dNbHXvC/0/ba778c42/X3/DSCN0900-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-n2ZP6F2/0/e2bc0356/S/DSCN0949-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-n2ZP6F2/0/e2bc0356/X3/DSCN0949-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
All of the AN fittings and hoses used are anodized black Fragola and their braided black hose. The oiling system was fairly complex, going from the pan to the external 3 stage dry sump pump, through an oil cooler, into the settling tank, and back to the engine plus a Peterson external vented catch can. The power steering also has its own dedicated cooler (above right) as well.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-FbNb2Jg/0/96ec622e/S/IMG_9961-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-FbNb2Jg/0/96ec622e/X3/IMG_9961-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RxcGJsS/0/86b6df49/S/DSCN0863-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RxcGJsS/0/86b6df49/X3/DSCN0863-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
These TFS steam port fittings were added in place of the stock LS3 steam crossover tube assembly. This allows us to plumb the steam ports with AN fittings and proper hoses instead of a hose clamps and basic hoses.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4r4H5d8/2/76b769a4/S/P1232887-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4r4H5d8/2/76b769a4/X3/P1232887-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BmQh5gd/0/603166fa/S/DSCN0861-S.jpghttps://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
You can see the coolant crossover of "steam lines" installed above, running under the throttle body to each cylinder head. The hose then goes up to the remote coolant reservoir mounted at the passenger rear of the engine bay, higher than anything else in the system. The custom built tank has an AN fitting under the cap for this circuit.
CENTER SWITCH PANEL
Please note: this center stack is temporary. We keep adding items and will redesign this after the Camaro does its first track day. We always need some dash panel to house all of the switches, within reach of the driver. Since the driver's seat is moved back considerably in this Camaro, we decided to add the switch panel to the transmission tunnel to be closer to the driver.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3MzrcWK/0/b39a001a/S/P2263855-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3MzrcWK/0/b39a001a/X3/P2263855-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-V8JxQG7/0/281ddf14/S/P2263856-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-V8JxQG7/0/281ddf14/X3/P2263856-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
This one is fairly basic and is aimed at the driver, just past the shifter. It will house vital things like the remote kill switch and fire pull, starter button and main ignition kill. It also gets less vital switches like wipers, lights, horn, a CEL, AiM dash screen switch button, and the defroster controls. Some of these items were in flux for a while so we started with some blue tape and temporary markings.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HTSBbGs/1/639b4433/S/P6070300-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HTSBbGs/1/639b4433/X3/P6070300-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vvTKTzK/2/86ab55db/S/P2183131-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vvTKTzK/2/86ab55db/X3/P2183131-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
I will say that I am not in love with the switch gear used here, but it isn't parts store random junk, but proper aircraft sources switches. We can and probably will update the final panel with more modern switches if the customer likes, but these work for initial track testing. The nice thing about these switches is that they mount with a simple round hole, and we can add more easily.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vv7qSqx/1/366da7aa/S/P2193151-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-vv7qSqx/1/366da7aa/X3/P2193151-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-54f5jGZ/0/ea8b5da5/S/IMG_0306-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-54f5jGZ/0/ea8b5da5/X3/IMG_0306-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
I showed this before but the open back of this panel has the OBD-II port. We keep adding things as we move through the build and this panel is getting crowded, and in the end I'd really like to have laser etched / back lit rocker switches instead.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fBJZTZj/0/1c6bdf1a/S/IMG_7762-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fBJZTZj/0/1c6bdf1a/X3/IMG_7762-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kCCqwbq/0/03723ed8/S/IMG_6659-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kCCqwbq/0/03723ed8/X3/IMG_6659-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
We have been adding circuits and buttons as the build wraps up, even have a brake bias dial we need to mount here. Again, once we have track tested the Camaro and before paint we plan to CNC cut a new switch panel and reorganize the switches and engrave the labels.
COOLER DUCT BOX FINISH WORK
A previous entry showed the design and majority of the fabrication work involved with all of the ducting, but we still had some hours of metal work to do before this section was "finished". This is the finished assembly - which is a massive amount of fabrication, much of it hidden by the hood.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3hmx9MV/0/28352764/L/PC172231-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3hmx9MV/0/28352764/X3/PC172231-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The upper ducting box will be mounted to the hood and a foam weatherstrip seal between the upper and lower boxes will be added to tie them together once the hood is closed. And while it might look like the ducting on another car you have seen, this is 100% unique setup: with a unique hood opening shape, the two coolers on the side feeding in via secondary ducting, and where the "split" happens between the upper and lower ducts.
continued below
continued from above
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PT6WrJ3/1/16beaedb/S/PC122118-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PT6WrJ3/1/16beaedb/X3/PC122118-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zvj7Zcq/1/ca57b3d0/S/PC122117-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zvj7Zcq/1/ca57b3d0/X3/PC122117-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Once we had this car in the new shop, in December 2018 Evan removed the upper duct box section, which is attached to the hood (with Clecos for now). You can see the massive hood opening needed for this big, swept back duct box. The engine's rear offset is apparent in the right picture, showing the throttle body way back behind the hood's centerline.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RkGMr2T/1/54840752/S/PC122116-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RkGMr2T/1/54840752/X3/PC122116-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WsgFHnr/1/0d97a7e2/S/PC122119-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WsgFHnr/1/0d97a7e2/X3/PC122119-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Even spent a few days welding, sanding, grinding, and hammer / dolly working this structure. I have never had anyone here that did "weld porn", and that type of pretty work isn't practical in most fabrication environments. We want structurally sound, heat consistent functional welds. This aluminum was particularly difficult to weld, for whatever reason. But Even managed to clean up all of the visible surfaces.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mCWxmzZ/1/bbd64a32/S/PC122123-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mCWxmzZ/1/bbd64a32/X3/PC122123-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-S7bSqks/2/2ac2ae9b/S/PC172223-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-S7bSqks/2/2ac2ae9b/X3/PC172223-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
By adding weld material, then grinding / sanding it, with a bit of hammer work he made all of the upper sections look smooth and continuous. There won't need to be any bondo added to these duct boxes - which will be painted or powder coated a contrasting color against the main body's white.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RWC75hB/0/9ef63c21/L/PC172241-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RWC75hB/0/9ef63c21/X3/PC172241-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
This was a good view of the upper duct box after it was fitted back to the car. We bolted this in place for the track test (which I will show next time), then when it goes to paint it will be bonded to the underside of the hood. And yes, those little gaps at the back corners have been fixed - again, next time.
ECM TUNING, FIRST FIRE, AND A MYSTERY
In April of 2019 we were wired and plumbed, the E38 ECM was installed and the engine harness was plugged in and ready. It was time to fill the engine oil tank with some start up oil... it took a couple of gallons of 15W50 Mobil1, which we will use as a start-up / dyno oil before switching to a Motul oil for the track test.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-c8P7Ww7/2/390ae14c/S/IMG_1197-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-c8P7Ww7/2/390ae14c/X3/IMG_1197-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-k77PtkB/2/b4b08b2d/S/IMG_1205-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-k77PtkB/2/b4b08b2d/X3/IMG_1205-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
After filling the oil tank to the level prescribed by Aviad, we removed the dry sump cog belt and spun it with a drill to prime the oiling system for the first time. We had added an external oil pressure gauge to see this vital variable during startup.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-s6ZVnqj/0/630f9be5/L/69-camaro-starter-bump-L.jpg (https://vorshlag.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-s6ZVnqj/A)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
On April 18, 2019 we had the engine wired enough to crank it using the starter, but as the video above shows we were awaiting some DT plugs and connectors to wire in the rest of the ECM and fuel system.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zKQxv7G/2/8465ea07/S/IMG_1146-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-zKQxv7G/2/8465ea07/X3/IMG_1146-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CcmbRK8/2/54f26b59/S/IMG_1209-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-CcmbRK8/2/54f26b59/X3/IMG_1209-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
In the next number of weeks Evan finished wiring in the fuel system, both oil and fuel pressure gauges now - which were still temporary. We hadn't purchased the digital dash yet, as we were still talking about that with the customer. He has a V-box data logging system he wants to incorporate from his GT3.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4mQnF6s/1/c90f2720/S/IMG_3329-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4mQnF6s/1/c90f2720/X3/IMG_3329-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6rSRnt5/1/03d677c0/S/IMG_3349-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6rSRnt5/1/03d677c0/X3/IMG_3349-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Evan loaded a basic tune into the blank E38 using our HP Tuners package. Nothing special, just a generic LS3 Camaro tune he had on hand.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-B3cFFDQ/1/b813d095/S/IMG_3340-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-B3cFFDQ/1/b813d095/X3/IMG_3340-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SJkw45X/0/26904d52/S/IMG_3342-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SJkw45X/0/26904d52/X3/IMG_3342-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
We added 5 gallons of 93 octane fuel and bumped the starter to prime the oil system, had good oil and fuel pressure. Now it was started...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-g72Jxn9/0/5d75a624/L/splash-firstfire-69-camaro-082119-L.jpg (https://youtu.be/kybQTVCAQIU)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
It's still open headers with no O2 sensors so it sounds pretty raspy, but we will get to that soon enough. We immediately found that while it would start and run, it would not stay running for more than a few seconds. After a a bit of testing Evan managed to get it running by adding a jumper to the fuel relay. But the ECM was not sending a steady signal to run the fuel pump. Weird? More on this below...
FRONT BRAKE UPGRADE
The brakes are super important on any track car, especially the caliper and rotors. The 69 Camaro came in with a brand of brake parts we try to avoid at all costs, so when a customer with a C6 Z06 Corvette went to go sell his car, and removed this Powerbrake 6 piston 350mm front brake system, I made sure to put him in touch with the '69 Camaro's owner. We have a lot of cars with these brakes, including several of my own cars. The brake feel, the wear, and the quality of this brand always impresses me.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-JsHp4x6/1/eb4773af/L/IMG_2997-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-JsHp4x6/1/eb4773af/X3/IMG_2997-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
We managed to get a deal going between the seller and this car's owner for these take-off Powerbrake 350x34mm rotors and 6 piston calipers / pads. We quickly installed them and they fit great - since this car uses C6 front suspension and hubs.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BSNdFhc/0/cd1d0f26/S/B61G6352-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BSNdFhc/0/cd1d0f26/X3/B61G6352-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BqwxrHG/1/8cdff5b4/S/IMG_2993-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BqwxrHG/1/8cdff5b4/X3/IMG_2993-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
These were in great shape and had relatively new rotor rings and pads. The only worry was fit to the wheel spokes, but luckily they had plenty of room - I could stick a finger between the spoke and the caliper on the 18x11" front wheels.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Q26HkGN/1/b86271fb/S/IMG_2994-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Q26HkGN/1/b86271fb/X3/IMG_2994-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LJvsqZC/0/4890f4f1/S/IMG_3007-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LJvsqZC/0/4890f4f1/X3/IMG_3007-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The backing plate we made for front brake cooling was made to fit the previous caliper and rotor, but the rotor offset was the same. All it took was a little trimming to the backing plate near the caliper mounting bracket to made it fit, so we will keep the same brake cooling setup. You have no idea how much relief it gave me to get this Powerbrake system onto this car over the previous brand. Whew!
LIGHTING
Between some of the ECM work above we received a big order of Deutch connectors and Evan got to work on more of the chassis wiring - like the external lighting system.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HCqzZ6n/1/204d6eae/S/IMG_1216-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HCqzZ6n/1/204d6eae/X3/IMG_1216-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-87hS9Fw/2/614e2c39/S/IMG_1467-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-87hS9Fw/2/614e2c39/X3/IMG_1467-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
This included the LED tail light kit previously installed into new replacement housings. These look period correct in every way except they are a lot brighter.
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https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-44H2znN/2/e9c2ed01/S/IMG_1463-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-44H2znN/2/e9c2ed01/X3/IMG_1463-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2cmVRSQ/2/dac07c79/S/IMG_1475-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-2cmVRSQ/2/dac07c79/X3/IMG_1475-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
And LED head lights: Low beam and high beam (shown above left). Cannot wait to see these lit up with the bodywork back on.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-R7CLkjX/2/43166e3d/S/IMG_4983-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-R7CLkjX/2/43166e3d/X3/IMG_4983-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dCXMJNm/2/ab378485/S/IMG_4982-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dCXMJNm/2/ab378485/X3/IMG_4982-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The chassis wiring moved forward considerably at this point with Evan wiring and bundling groups of wires to different sections of the chassis.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-TmhfkSV/1/7e649b5e/S/IMG_4964-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-TmhfkSV/1/7e649b5e/X3/IMG_4964-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZmCFRbG/2/4c523543/S/IMG_4967-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZmCFRbG/2/4c523543/X3/IMG_4967-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
We have almost all of the lighting wrapped up and have been working on other finishing touches in recent weeks.
RUST REPAIR + BODY WELDING
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PnLrk9n/0/515887c8/S/PC132150-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-PnLrk9n/0/515887c8/X3/PC132150-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SgVtgJ4/0/d9f583a4/S/PC132155-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-SgVtgJ4/0/d9f583a4/X3/PC132155-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
When these cars were designed 50+ years ago they were still figuring out things like rust prevention and water drainage. The base of both A-pillars had a little rot and we stopped to fix this last bit of the chassis here.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gMFP6N4/0/41a3ef31/S/PC132153-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gMFP6N4/0/41a3ef31/X3/PC132153-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cdb476h/0/15dac333/S/PC132158-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cdb476h/0/15dac333/X3/PC132158-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Both rotten bits were cut out and replacement panels were made from new steel.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3n8bvxp/2/8f2bd1df/S/PC132164-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3n8bvxp/2/8f2bd1df/X3/PC132164-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WN4rKrx/3/9ca0ba95/S/PC132186-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-WN4rKrx/3/9ca0ba95/L/PC132186-L.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
These were TIG welded in place then smoothed before being primed with self-etching primer. The custom cowl structure and hood hinge pockets are just ahead of these areas so now the cowl can be considered finished.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3gTpL8B/1/a2682675/L/P2073069-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-3gTpL8B/1/a2682675/X3/P2073069-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Out back the upper rear body panel just ahead of the trunk lid was just tack welded in a couple of spots, from repair work left incomplete by a previous shop. With much of the rear structure of the car cut out this panel was in danger of coming loose - so unlike a full unibody Camaro, this needed to be stitch welded.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-f9cgmGZ/0/84635b22/S/IMG_4935-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-f9cgmGZ/0/84635b22/X3/IMG_4935-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HT97VKR/0/e8b2be8f/S/IMG_4940-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HT97VKR/0/e8b2be8f/X3/IMG_4940-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Evan cleaned the primer off that Heritage had sprayed before then TIG welded the panel using a silicone bronze rod. This was done with careful application of heat to prevent warpage.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qR2w4dS/0/6f1adcf1/S/IMG_4946-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qR2w4dS/0/6f1adcf1/X3/IMG_4946-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cCRj4Lm/0/224e5c95/S/IMG_4945-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cCRj4Lm/0/224e5c95/X3/IMG_4945-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
This was done on both sides and sanded smooth for seamless panel junction. This added some much needed rigidity to the rear of the car, which also was tied into the chassis with aluminum interior panels (see below).
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INTERIOR PANELS
I've shown the initial batch of interior panels in previous installments. Ryan had built the tunnel panels, flat bottom bits, and the firewall
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fKBmfSb/1/9e27d71c/S/IMG_3437-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fKBmfSb/1/9e27d71c/X3/IMG_3437-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6m8dnVz/2/92a71a94/S/IMG_5014-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6m8dnVz/2/92a71a94/X3/IMG_5014-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
When Evan took over fabrication work on this car he built the remaining panels in the same style, mounting type, and finish quality. Evan has built all of the rear panels in the interior as well as the false floor panels.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZBVkrFf/2/646571af/S/IMG_4850-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ZBVkrFf/2/646571af/X3/IMG_4850-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4tqLTTN/2/e52db135/S/IMG_5016-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4tqLTTN/2/e52db135/X3/IMG_5016-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
This trunk firewall was tied into the rear bodywork - which significantly stiffened up the body structure. We have cut so much away from this unibody that it needs to be tied into these panels to have proper structure.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-r4zckFt/0/90f1d52b/S/IMG_6228-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-r4zckFt/0/90f1d52b/X3/IMG_6228-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HF6czm5/0/092101b8/S/IMG_6553-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-HF6czm5/0/092101b8/X3/IMG_6553-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The interior panels are wrapping up and we only have a few small details to finish in this area. I will talk about the rear wheel tubs in another post.
FALSE FLOOR PANELS
The underside of this Camaro is covered in a flat panel of aluminum, but it sits below the square tubing that makes up the tube frame. We need some panels for the driver and passenger to rest their feet on while driving, as well as to step on while climbing in over the cage.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-B7GV2fn/0/3e2374fd/S/IMG_6555-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-B7GV2fn/0/3e2374fd/X3/IMG_6555-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nhhcvD2/0/ffdadbfe/S/IMG_6556-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-nhhcvD2/0/ffdadbfe/X3/IMG_6556-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
There was already a short panel that was part of the Tilton pedal box on the driver's side, but we needed more there. Evan made a template from craft paper then transferred that to aluminum sheet.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BfS3pbN/0/54cd795d/S/IMG_6559-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-BfS3pbN/0/54cd795d/X3/IMG_6559-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-n65vB7Z/0/7c3944ce/S/IMG_6560-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-n65vB7Z/0/7c3944ce/X3/IMG_6560-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
This was being made to bolt to the tubing shown above, but there was a portion on the side that would but up against the frame rail - so he and Myles made a pair of CNC cut brackets that were bent, welded, and added to the frame. This made for a 360° frame for this floor panel.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fbH6rnz/0/f99fd813/S/IMG_6580-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fbH6rnz/0/f99fd813/X3/IMG_6580-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xdHjVCb/3/7218178c/S/IMG_7863-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-xdHjVCb/3/7218178c/X3/IMG_7863-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The panel was then cold worked in the bead roller to give it more strength, then bolted to the frame with button head stainless hardware into rivnuts added to the perimeter mounting. Makes for a very rigid floor panel to step on when getting in.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fzcxTjF/0/ef2b025f/S/IMG_5635-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fzcxTjF/0/ef2b025f/X3/IMG_5635-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sjjhPfL/0/3102f9ed/S/IMG_6231-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sjjhPfL/0/3102f9ed/X3/IMG_6231-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The passenger side had the same basic frame shape but several fuel lines and the rear brake lines underneath. This panel was larger in shape to cover more of the brake line, so it attaches to the frame and firewall with more button head stainless hardware. We will add the bead roller lines next.
WHAT'S NEXT?
We have a lot more work to share, and I had another whole section written, but this post was getting too long so we will share more next time.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-tHx9P8g/0/ddfd8275/S/IMG_7719-S.jpghttps://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LHPLpgt/1/0ae2177b/S/IMG_8033-S.jpghttps://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
This car runs and drives now and we are wrapping up the final tasks before we do a track test, then paint. I will cover more work completed next time.
Thanks for reading!
WSSix
05-17-2020, 06:59 PM
Thanks for the update, Terry! I'm glad to see this one is almost complete. It's so badass.
Goosesdad
05-19-2020, 11:08 AM
Soooo well done. Thanks for the behind the scenes thought process', appreciate the help, very much.
214Chevy
05-19-2020, 01:11 PM
Love all of the detailed pics...
Project Update for December 1st, 2022: If you are reading this you might be thinking - was there a two year gap in updates? - and the answer is yes. We have been working on this Camaro this whole time, other than a few month or two gaps where we didn't. This was due to some staffing changes and additional customer car build projects I took on during the pandemic, which slowed down other builds.
https://www.lateral-g.net/forums/cache.php?img=https%3A%2F%2Fphotos.smugmug.com%2FP rojects%2FStewart-Whites-69-Pro-Touring%2Fi-dJ8jxmk%2F0%2F4041650a%2FL%2FIMG_5981-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-dJ8jxmk/0/4041650a/X3/IMG_5981-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
We spent significant time in 2019 and 2020 working on this Camaro, but really hit it hard in late 2021 and 2022. Recently, after wrapping up three other customer race car builds, we were able to tackle the final punch list items on the '69 Camaro tube framed car. Now we have it running, driving, stopping and many other details completed, and it is ready for alignment and dyno, then going to the track for testing shortly after. So excited to see this one get to the finish line!
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There's still a ton of work to cover on this Forum Build Thread on how we got there, and the images above aren't even covered in the scope of work this time. As you might imagine these write-ups consume an enormous amount of time, and I wrote this over a 4 day holiday weekend (Thanksgiving). I will skip the boring bits and get us caught up to mid 2020 in this post, but it might still take a few more updates to get us caught up to present. There are still some cool images and tech tips within, so it will be worth the read. Let's get to it!
RIDE HEIGHT CHANGES
This car came to us a rolling chassis (hot mess) with lots of parts that we ended up removing, and some big ticket items we were stuck with. Often these parts were supplied by companies that were no longer in business (the entire rear axle, the brakes, the wheels, and much more) or from companies that had radically redesigned or upgraded the parts (RideTech dampers & G-Force trans). These parts were often built in such a way that drove aspects of this build that were out of our control.
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The ride height the customer wanted initially was very low and I was concerned that this was going to lead to an end result that was not well suited for track use, much less the "occasional street drives" he insisted on. With the triple disc clutch I think that any street use will never happen, but again - we didn't supply that. In late 2019 we finally had to have a talk about realistic ride heights and tire clearances.
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The ride height we compromised on at this point was still pretty low, but we could make it work. The problem left was - to get any steering angle with the wheels & tires plus the control arms and spindles provided, it made for some unacceptable fender interference on the front tires. Just pushing the car around the shop with steering angle had caused some tire rub and small tweaks to the front fender lips. This just wasn't going to work.
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We had to have another call with the customer - we either raise ride height further and/or we trim the front fenders.
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The ride height stayed so the unobtanium aluminum front fenders were marked and trimmed at the blue line shown above. That gained us enough clearance to turn the wheel, but we would later have to re-work the front flare extensions to make that fit (also shop time I ate).
WATTS LINK CHANGES + AXLES INSTALLED
The Watts Link was another series of parts that came with this car and changing them significantly was going to involve a lot of push back. At the more realistic ride height the car was at now in late 2019, it was time to look at the geometry of the lateral arms on the Watts... the arms were too angled off of level at ride height, the "towers" these arms mounted to were too short, and not well supported.
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A few updates to the Watts Link system were needed, which was only ever partially completed and tack welded together. The Watts Link lateral arm vertical "towers" were lengthened, with engineer Myles designing and CNC cutting these on the plasma table. Then fabricator Evan bent and welded these up, along with several gussets.
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The towers were now longer and needed some real lateral triangulation and bracing. We came up with a 1.5" diameter main lateral brace that was curved up to clear the exhaust, that was then welded between the frame rails.
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Jason and I worked with Myles and Evan and we came up with some triangular bracing from 1" tubing that was again curved around the dual 3" exhaust. These tied the vertical Watts Link towers to the lateral 1.75" tube between the frame rails.
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Once this was tack welded, mocked up and signed off on from engineering, Evan stitch welded all of the braces and towers with the TIG. Lots of overhead welding fun. A couple of fuel lines had to be moved to make all of this fit and a bulkhead brace was added to hold those and brace up the curved ends of the lateral tube (see above right).
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Finally my eyeball didn't twitch when I looked at all of the arms and visualized all of the load paths. This looked like it would be road and track worthy now, so it was time to wrap up some final details on the axle and rear swaybar.
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This Ford 9" housing was supplied by a long dead company, but we needed to pull it apart to measure for axle shafts. The aluminum Moser center section and WaveTrac diff were supplied by us earlier, now it was time to finish off the floating axles. Jason drew up what we needed and we got those from Moser a few weeks later - in late October 2019.
continued below
continued from above
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Evan assembled the rear end with the new axles and then the completed rear assembly went back into the car, along with the rear swaybar also supplied by some unknown company years before.
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The last thing in this rear section that needed to be completed was the swaybar endlinks - we had none, so some ends were ordered, tubing acquired, and some mounting tabs CNC cut. Those were then used to anchor the upper mount at the frame and the endlinks were welded together and rod ends assembled and that was another thing checked off the punch list.
ALUMINUM REAR INNER WHEEL TUBS
This chassis was scratch built so there were no inner tubs - these were started by a previous fabricator but never finished. It was time to wrap those up.
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This pile of inner wheel tub parts was all we had, but the outer mating sections needed to be built and attached to the outer fenders. These would separate the cabin from the outside and keep the passengers away from flying pebbles, tire debris and rain spray.
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These floating nut plates were added to the seams where the pieces would bolt together, to allow for a slight misalignment and shift, with small button head bolts holding it all together.
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Cut-outs were made for some things like the rear upper endlink mount, mounting bolts to the chassis, and clearance for the axle itself. Another fabricator would tackle the mounting edge at the outer sheet metal skin of the rear fenders, as well as some other final at a later time. This had the rear tubs about 90% complete.
BRAKE LINE PLUMBING
This is one of my least favorite jobs on a "scratch built" car - making all new hydraulic brake lines for all 4 corners. There wasn't a single piece of the factory lines we could use, so this was a decent chunk of work to plumb up. This work began in late December of 2019.
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We use a copper/nickel alloy hard tubing, which flares nicely. We use a tubing straightener we built to take the coils of hard tubing and make it straight, then use a number of tubing benders to get the line where we want to go. We often use TIG welding tire to mock up complicated sections, then transfer to the hard lines.
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There is some science and some art that goes into the layout. On a normal chassis you have the frame and/or unlevel floors to route the hard lines from front to back under the car - but protected. On a "flat bottom" car like this, we like to run the lines from front to back inside the car - so an off track incident doesn't scrape the brake lines right off.
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Luckily we have some routing between the "flat bottom" panels and the "false floor" feet panels above - just had to make a somewhat long bulkhead fitting at this lateral cross floor tube, shown above. Drilled the hole, routed the fitting through that, and made lines terminate before and after that - and again at another lateral crossmember tube behind the passenger seat.
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I recommended a proper 4 channel ABS system on this car, but the customer wants this car to be very analog - no Anti Lock Brakes - so a 3 channel hydraulic system is all we ran. Hence the single line from front to back.
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Once the hard line ended at the rear axle area, three flex lines were made to connect from the chassis to the middle of the axle. Then hard lines ran from a "T" out to the two rear calipers.
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Small bulkhead brackets were CNC cut and welded to the axle housing, to make a good spot to connect the two rear flex lines. We had these flexlines made with BrakeQuip components to our specs, based on some scrap hose we marked up with what fittings / angles were needed on each end. Solid axle brake lines rarely end in flex lines, but we included them to make it easier to service the rear brakes.
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You can see the tubing straightener above left, along with some of our tubing bender tooling. The same "bulkhead" brackets we needed out back were made for the front brake flex lines also,
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We already had the C6 style flex lines from the PowerBrake 6 piston front brakes we talked the customer into buying from another customer who was selling his C6 Z06, so we didn't have to make new custom front flex lines. This wrapped up our hydraulic work on the brakes.
FIRE SYSTEM PLUMBING
In February of 2020 we had all of interior panels completed, and it was time to mount the fire suppression system and tackle some of the final inside work.
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We had recently seen the horrific fire damage from the original Pro Touring car - the '69 Camaro tube framed big block car called Big Red. This fire cooked a lot of items in that car, but it was rebuilt. We're hoping to prevent anything like that happening on this Camaro.
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We started with this 4.0 liter Lifeline aqueous foam fire suppression system, which was about $400 when it was purchased and comes with all of the tubing, nozzles, a mounting bracket for the bottle, and one manual "pull" to trigger the system in a fire situation. This system weighs 19.4 pounds in the box, but it is 19 pounds of insurance - for your skin and your ride. I talk more about this in an upcoming article about fire systems, which will eventually be in the "safety gear" section of our forum (https://www.vorshlag.com/forums/forum/product-details-read-only/seats-safety-gear).
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Like on every fire system, Jason and I in engineering will lay out where we want the bottle, nozzles, and pulls, then let our technician mount and plumb it the best way they see fit. Evan mounted the bottle first, onto a rear interior panel that was extensively braced by the tube chassis underneath.
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We generally add two nozzles in the engine bay, on either side and pointing at the fuel rails - as we did on this Camaro, blue nozzles on the cross brace shown above.
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Then we tend to add two nozzles to the interior, pointing at the waist of the driver and passenger, with small brackets added to hold the nozzles securely. The included aluminum lines are easy to plumb with the included push-lock fittings and "T"s.
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On this car the final nozzle was placed right above the fuel cell, mounting right into the interior panel. Generally you can mount the nozzles, bottle, and plumb an entire fire system like this in 5-8 hours.
BATTERY KILL + FIRE PULL PANEL
To mount the two fire "pulls" we first sketched out a "gusset panel" for the roll cage. We often add something like this to the cage near driver's front A-pillar and FIA vertical bar, as shown above.
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This was then transferred to some 18 ga steel, cut out, drilled, dimple died, and stitch welded to the gap between these two cage tubes.
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That is the panel that was used for the first pull - the outside accessible one, so a corner work can trigger a fire system (and remote kill the electrical power) if the driver is unable or already out of a burning car. The second pull was added to the very "temporary" looking center panel, shown above.
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And I do hope the car owner allows us to upgrade that center panel with better switch gear and a cleaner layout, after the Camaro is track tested and at paint. We have gotten better with our CNC plasma cutter making these custom panels for builds, like my 2015 Mustang shown above.
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ECM TUNING ISSUE: SOLVED
One of the challenges of building a car from scratch is we have no OEM parts to start with. One mistake I made on this car early on was how I purchased the E38 "LS3" style GM engine computer module or ECM. After learning this and hope to pass along this painful lesson here.
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In the last post I talked about us firing up the engine for the first time in late August 2019. Well it would start and run, but it would not stay running for more than a few seconds. Evan managed to get it running by adding a jumper to the fuel relay, but the E38 ECM was not sending a steady signal to run the fuel pump. Why?
Junkyard sourced vs New ECM: When you buy a used ECM that came out of a running OEM setup, it will already have some "base" programming loaded, including some body module aspects that you cannot load with tuning software like HP Tuners. With a new ECM (like the two I bought for this project) it is MISSING those other aspects, and you need a specialized GM technicians computer OR a fully functional car like a 2010-15 Camaro to plug the ECM into, THEN it will "talk" to these other modules and THEN you can put it in the actual car you are building for and reprogram it to your custom tuning.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jrJMqR9/0/e87c5e78/S/IMG_6170-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jrJMqR9/0/e87c5e78/L/IMG_6170-L.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cmqW8mp/2/a184b252/S/IMG_4483-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-cmqW8mp/2/a184b252/L/IMG_4483-L.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
When the first one had an issue, I bought another new one. When both new ECMs had the same issue, we had someone come by who said he could fix it - he didn't. We flashed both new ECMs with HP Tuners software to add a start-up tune and bypass the VATS key security system, but without some of the GM base tune aspects, the fuel pump trigger would go away after a few seconds. A silly mistake that cost me thousands of dollars in wasted man hours and months of wasted time. Luckily a tuner friend found someone with the right hardware to add the GM base tune, we sent one off to be flashed, then loaded the start-up tune, then it ran and drove without any jumper wires or other tricks.
HOOD VENT FINISHED
We had fabricated this crazy hood vent system out of aluminum and it tied into the main radiator, then the engine oil cooler and power steering coolers on the sides. Lots of swooping curves that flowed up to the surface of the hood. It has only been held in with Clecos - it was time to mount that with real nut and bolt hardware ... and finish one glaring pair of errors.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RWC75hB/0/9ef63c21/L/PC172241-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-RWC75hB/0/9ef63c21/X3/PC172241-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The rear corners of this duct were strangely missing some material on the mounting flanges - and nobody knew why it was left that way. I didn't catch it when the last round of work was done to this, but I couldn't let it go this way. Once Evan had a day to work on this I had him remove the vent and fix this - on my dime - and get the bolts and floating nut plates installed to mount the duct.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sBt2HQW/0/3e3854e5/S/IMG_7728-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sBt2HQW/0/3e3854e5/X3/IMG_7728-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-GFqr4Hs/0/a33cf5fb/S/IMG_7727-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-GFqr4Hs/0/a33cf5fb/X3/IMG_7727-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Once the assembly was off the car the missing corner of the upper mounting flange is painfully visible. The missing puzzle piece was made from cardboard then transferred and cut from aluminum sheet, with two mirror image parts cut.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5KpKVfT/0/1627924f/S/IMG_7730-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-5KpKVfT/0/1627924f/X3/IMG_7730-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-JBrncF9/0/53976a37/S/IMG_7732-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-JBrncF9/0/53976a37/X3/IMG_7732-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Evan TIG welded these corner flanges in place, then smoothed the welds with a sanding roll and orbital sander, and when completed you would never know they weren't in the original flange.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qnZWLMb/0/0ba0fad4/S/IMG_7725-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-qnZWLMb/0/0ba0fad4/X3/IMG_7725-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-92v4Ln5/0/13bac17e/S/IMG_7736-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-92v4Ln5/0/13bac17e/X3/IMG_7736-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
With that detail completed he could add the floating nut plates to the bottom side of the flange, then some stainless button head 10-32 bolts were put in place, holding the upper duct assembly to the hood.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gFzZgt8/0/3abfafe1/L/IMG_7735-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-gFzZgt8/0/3abfafe1/X3/IMG_7735-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
We will likely use 3M panel bod to attach this during paint work, but for now the ducting is complete enough for track testing. The customer might choose to keep visible hardware here, to make it easier to work on down the road if the hood were ever damaged. We will see, but now at least I don't see ANY more damn Clecos on this car, or the two gaps in the corner of this hood duct.
TRANSMISSION ISSUES + FIX
While bleeding the clutch system, Evan found some things that were not completed in the past, which meant we had to remove the transmission (at my expense) to get access to some fittings that were only trial fitted.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LpCwsHC/0/f8887f57/S/IMG_7204-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-LpCwsHC/0/f8887f57/X3/IMG_7204-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XD6d2QR/1/48068642/S/IMG_7297-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-XD6d2QR/1/48068642/X3/IMG_7297-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
I will cover all of that next time, plus some other "fun" things that happened as he was unbolting the shift arms on the side...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-w9wngjQ/0/7b920894/S/IMG_7308-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-w9wngjQ/0/7b920894/X3/IMG_7308-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-b2nBxR4/0/a6eb3924/S/IMG_7310-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-b2nBxR4/0/a6eb3924/X3/IMG_7310-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Evan was loosening the shift rods at the three shift forks (1-2 / 3-4 / 5-R) on this 5 speed G-Force GF-5R 5 speed manual. And one of the shift cams just... broke. He was shocked as he was using hand tools and was just removing a Nylock nut, but the shaft on the 3-4 shift form cam just sheared clean off. FFFFFFFFFF! A call to G-Force was made, then to the customer.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-phw9rTG/0/53ac6880/S/IMG_7266-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-phw9rTG/0/53ac6880/X3/IMG_7266-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4HKwzT9/1/dea1829a/S/IMG_7306-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4HKwzT9/1/dea1829a/X3/IMG_7306-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
While we were trying to figure WTF happened to that, the transmission was pulled and some detail work that was missed earlier could finally be completed.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7n6SgZS/0/b73cc9ff/S/IMG_7743-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-7n6SgZS/0/b73cc9ff/L/IMG_7743-L.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-v2wzgMF/0/335391a3/S/IMG_8060-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-v2wzgMF/0/335391a3/X3/IMG_8060-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
These tunnel details were completed and the shift rods were finish TIG welded (they were only tack welded), so those would be ready to go back in when the replacement parts arrived to fix this G-Force.
continued below
continued from above
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The folks at G-Force admitted that this early GF-5R model trans had some wonky shift cam issues, and while they never admitted fault, they did have an upgrade kit of about $535 in parts ready to fix this issue. That was ordered in late April 2020 and arrived within days, and we didn't mark it up one penny. The upgrade parts they strongly suggested included the 1-2 and 3-4 shift cams (one of which is what broke), the 5th-Reverse shift cam, and an updated 5th-Reverse shift fork.
https://www.lateral-g.net/forums/cache.php?img=https%3A%2F%2Fphotos.smugmug.com%2FP rojects%2FStewart-Whites-69-Pro-Touring%2Fi-mxJFGXv%2F0%2Fd9d7d55e%2FS%2FIMG_8025-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-mxJFGXv/0/d9d7d55e/X3/IMG_8025-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://www.lateral-g.net/forums/cache.php?img=https%3A%2F%2Fphotos.smugmug.com%2FP rojects%2FStewart-Whites-69-Pro-Touring%2Fi-Q9QdMLz%2F0%2Fac6a0131%2FS%2FIMG_8030-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-Q9QdMLz/0/ac6a0131/X3/IMG_8030-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
That meant that in May of 2020 we had to crack open a new transmission we didn't supply and completely tear it down to fix it. Luckily these straight cut gear race boxes are made to be serviced quickly and easily.
https://www.lateral-g.net/forums/cache.php?img=https%3A%2F%2Fphotos.smugmug.com%2FP rojects%2FStewart-Whites-69-Pro-Touring%2Fi-KkxSC68%2F1%2F49a15ee9%2FS%2FIMG_8035-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-KkxSC68/1/49a15ee9/X3/IMG_8035-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://www.lateral-g.net/forums/cache.php?img=https%3A%2F%2Fphotos.smugmug.com%2FP rojects%2FStewart-Whites-69-Pro-Touring%2Fi-53m9Fcf%2F1%2Faf62381f%2FS%2FIMG_8038-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-53m9Fcf/1/af62381f/X3/IMG_8038-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
It kind of sucked to have to tear into a new transmission that had zero miles on it, but I get their point - at what time frame does an old part no longer have any "warranty period". In the case of most race parts, it is on day zero. While the revised shift cam is much thicker and should provide years of hard use, it should not have sheared off.
https://www.lateral-g.net/forums/cache.php?img=https%3A%2F%2Fphotos.smugmug.com%2FP rojects%2FStewart-Whites-69-Pro-Touring%2Fi-jk8RqPs%2F1%2F2e5d0426%2FS%2FIMG_8034-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-jk8RqPs/1/2e5d0426/X3/IMG_8034-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://www.lateral-g.net/forums/cache.php?img=https%3A%2F%2Fphotos.smugmug.com%2FP rojects%2FStewart-Whites-69-Pro-Touring%2Fi-tZ8p3sw%2F0%2Fcba62a1a%2FS%2FIMG_8049-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-tZ8p3sw/0/cba62a1a/X3/IMG_8049-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The upgraded 5-reverse shift fork was also visibly thicker, and stronger. After getting all of these shift cams and forks in place it was time to put the main and intermediate shaft and gear stacks back in.
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Myles helped Evan get everything lined up and the stacks were reinstalled. Once everything checked out the split case was reassembled with the correct gasket sealant between them, then bolted up.
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It took a little file fitting to make the shift arms fit the new, thicker shift cams' shafts, but that was worked out and the arms were clocked and bolted down.
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Once the transmission was back in, fresh Motul 75W140 went back into this box and we were almost ready for test drives. Frustrating to have to fix something new that shouldn't have broken, but the revised parts have proven effective on the test drives I have made since.
WEIGHT CHECK MAY 2020
A quick weight check - and yes, these are almost meaningless. This was with a running car and all fluids, but no doors or door bars, no seats and much of the front aero removed. It kept gaining weight, but this was a "feel good" picture opportunity.
https://www.lateral-g.net/forums/cache.php?img=https%3A%2F%2Fphotos.smugmug.com%2FP rojects%2FStewart-Whites-69-Pro-Touring%2Fi-kRmS6ZM%2F0%2F13e42cdc%2FL%2FIMG_8069-L.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-kRmS6ZM/0/13e42cdc/X3/IMG_8069-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
MCS SHOCKS DESIGNED AND ORDERED
It was apparent that the RideTech dampers ordered years before this car came to our shop, where we made major changes to the ride heights and mounting, that the dampers needed to be replaced with something of a special length and travel.
https://www.lateral-g.net/forums/cache.php?img=https%3A%2F%2Fphotos.smugmug.com%2FP rojects%2FStewart-Whites-69-Pro-Touring%2Fi-6GDB5T6%2F0%2Faccf161d%2FS%2FIMG_7740-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-6GDB5T6/0/accf161d/X3/IMG_7740-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://www.lateral-g.net/forums/cache.php?img=https%3A%2F%2Fphotos.smugmug.com%2FP rojects%2FStewart-Whites-69-Pro-Touring%2Fi-4TL2w9f%2F0%2Fd7116421%2FS%2FIMG_7741-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4TL2w9f/0/d7116421/X3/IMG_7741-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
We convinced the customer to let us - a shock design shop - order a custom set of MCS remote triples made for this exact custom car. Jason took a bunch of measurements in April of 2020 and made two drawings for MCS to go by for body length and stroke as well as the end types already on the car. The rear is an "eye to eye" shock and the front is an "eye to T-bar", since the front suspension is all C6 Corvette.
TRUNK INSTALLATION AND "SLOTS"
This is one of my least favorite details of this entire build - the rear wing uprights. They are mounted at the rear frame rail, which makes them very sturdy, but there was an argument I lost on getting them through the trunk.
https://www.lateral-g.net/forums/cache.php?img=https%3A%2F%2Fphotos.smugmug.com%2FP rojects%2FStewart-Whites-69-Pro-Touring%2Fi-8t5VMrc%2F0%2Fcb97b325%2FS%2FIMG_7615-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-8t5VMrc/0/cb97b325/X3/IMG_7615-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://www.lateral-g.net/forums/cache.php?img=https%3A%2F%2Fphotos.smugmug.com%2FP rojects%2FStewart-Whites-69-Pro-Touring%2Fi-fntXwGT%2F0%2F2a6db1c3%2FS%2FIMG_7631-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-fntXwGT/0/2a6db1c3/X3/IMG_7631-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The customer provided a rare aluminum OEM style rear trunk lid, but it had not been installed since the rear wing uprights were installed. And it couldn't be, because those items occupied the same space.
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Now I was in favor of a trunk mounted wing upright with separate bracing underneath to the frame, which would allow the trunk to swing up with the wing attached, like we have done many times - see these two cars below:
https://photos.smugmug.com/Projects/Cadillac-CTS-V-Race-Car/i-zPLKDhX/0/f21b7ad7/S/IMG_7720-S.jpg (https://photos.smugmug.com/Projects/Cadillac-CTS-V-Race-Car/i-zPLKDhX/0/f21b7ad7/X3/IMG_7720-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/JoeD-2010-AIMustang/i-KkWT4Ph/0/e49ffcf1/S/IMG_8405-S.jpg (https://photos.smugmug.com/Projects/JoeD-2010-AIMustang/i-KkWT4Ph/0/e49ffcf1/X3/IMG_8405-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The customer didn't want to pursue that design, so now we had to make the trunk and frame-mounted uprights fit together. Many suggestions were discussed but nothing elegant came up. It was time to hack two giant slots in the trunk, and the customer was on board.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ngTkCBL/0/26e3b17d/S/IMG_7632-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-ngTkCBL/0/26e3b17d/L/IMG_7632-L.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sgRNPVG/0/b7f8e87a/S/IMG_7619-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-sgRNPVG/0/b7f8e87a/X3/IMG_7619-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
There was no rear trunk latch anymore and that part of the trunk had been cut out. The uprights were installed and so was the trunk, and it was time to mark where the slots would be...
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-C7wVLRc/0/05b1c530/S/IMG_7710-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-C7wVLRc/0/05b1c530/X3/IMG_7710-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-KWmTgNZ/0/3fcb94e1/S/IMG_7714-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-KWmTgNZ/0/3fcb94e1/X3/IMG_7714-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
As you can see this was an iterative process, with the trunk swung down, the slots extended, and on and on. Care was taken to keep the slots as tight as possible, to prevent a giant gash from appearing once the trunk was able to be closed fully.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-bHdD2wG/0/e1d964c7/S/IMG_7715-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-bHdD2wG/0/e1d964c7/X3/IMG_7715-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-tHx9P8g/0/ddfd8275/S/IMG_7719-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-tHx9P8g/0/ddfd8275/X3/IMG_7719-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Evan did an admirable job here, sneaking up on the cut until the trunk closed. But this isn't a laser perfect set of uprights - they are very square to the centerline of the chassis but not so precise that they don't require a little margin for error. So the slots grew in width more than I had hoped, and we had some work cut out for ourselves to cover up this pair of slots - on the now weakened trunk lid, which had no latch. We solved it in 2022...
INSTALL CUSTOM BUILT MCS RR3 TRIPLES
The dampers that Jason designed arrived in mid June 2020 and they looked really good. He had ordered up some Hyperco springs for this car in 700 lb-in front and 450 lb-in rear spring rates. These were photographed then Evan got down to the install .
https://photos.smugmug.com/Product-Pictures/MCS-RR3-Shocks/i-sDSWMS5/0/01a14d2e/L/IMG_8657-L.jpg (https://photos.smugmug.com/Product-Pictures/MCS-RR3-Shocks/i-sDSWMS5/0/01a14d2e/X3/IMG_8657-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The remote reservoirs give additional travel and a more substantial compression curve, with both low and high speed compression adjustment.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4Td9Hxs/0/a4a2f93c/S/IMG_8827-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4Td9Hxs/0/a4a2f93c/X3/IMG_8827-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Product-Pictures/MCS-RR3-Shocks/i-JZNn8zz/0/59f4f481/S/IMG_8653-S.jpg (https://photos.smugmug.com/Product-Pictures/MCS-RR3-Shocks/i-JZNn8zz/0/59f4f481/X3/IMG_8653-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The front shocks mount at the bottom like any C6 Corvette damper, with the "T-bar" lower mount that attaches to the lower arm. The "eye" upper installed to a mount on the frame we had added before and built towards. The reservoirs are mounted under the hood - I will show more of that in a later write up.
https://photos.smugmug.com/Product-Pictures/MCS-RR3-Shocks/i-Q8MbRkH/0/f56f30c7/S/IMG_8661-S.jpg (https://photos.smugmug.com/Product-Pictures/MCS-RR3-Shocks/i-Q8MbRkH/0/f56f30c7/X3/IMG_8661-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-T4D5stH/0/3bb089e5/S/IMG_8828-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-T4D5stH/0/3bb089e5/X3/IMG_8828-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
The "eye to eye" rears mount to brackets at the rear axle (bottom) and chassis (top) with bushings and bolts on the spherical ends. The reservoirs were very temporarily mounted to the Watts Link lateral arms, but the car was never driven like this. I will show those reservoir mounts in a later post as well.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-KtB4XXr/0/fe4aff64/S/IMG_8829-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-KtB4XXr/0/fe4aff64/X3/IMG_8829-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-M2CP5dv/0/dbebe5fe/S/IMG_8834-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-M2CP5dv/0/dbebe5fe/X3/IMG_8834-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Even got the wheels back on and set ride heights, with input from engineer Jason. This was the last task he tackled on this '69 Camaro before he left to start his own business in September of 2020. We still work with Evan on projects even today and wish him the best!
WHAT'S NEXT?
I wrote for the better part of a day and only got us through June 2020, dang! We still have a lot of work to cover to catch us up to "it runs and drives and is ready for dyno!" Next time I will cover several big tasks that took both heavy fab and some engineering wizardry to complete.
https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4s6rRzG/0/64d4a4f1/S/IMG_5730-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-4s6rRzG/0/64d4a4f1/X3/IMG_5730-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-TVDQTVJ/0/498a6b7e/S/IMG_8856-S.jpg (https://photos.smugmug.com/Projects/Stewart-Whites-69-Pro-Touring/i-TVDQTVJ/0/498a6b7e/X3/IMG_8856-X3.jpg)https://lateral-g.net/forums/data:image/gif;base64,R0lGODlhAQABAPABAP///wAAACH5BAEKAAAALAAAAAABAAEAAAICRAEAOw==
Also, the first of two Racetech front seats was also mounted - you can see that I'm sitting where the back seat would normally be! That's the driver setback that we designed in from the beginning, which allowed for so much engine setback.
Tune in next time for more on this build!
camcojb
01-04-2023, 02:12 PM
Thanks for the update Terry!! VERY nice work. :thumbsup:
syborg tt
04-19-2023, 08:11 PM
This is such and incredible build and I can't wait to see more updates
CHJNCSU
04-20-2023, 04:59 AM
Amazing build and car!
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