Project BubbaZ: Introduction
Posted at 9:53 AM / August 7, 2009
Part 1: Introduction
I've always loved the late second generation Camaro. Many people regard it as their least favorite of the Camaro body styles. To many people, it represents the epitome of the "cinder block trailer park" Camaro. Bubba: pure mullet with a rebel yell. But not me, I've always found the curves and smooth bumperless body very appealing. I think they're a great looking car, and that some day they'll be somewhat respected for the classics that they are.
From 1997-1999, I worked at North Georgia Classic Camaro. We acquired, disassembled, and parted out dozens of second generation Camaros. This was great fun, and a great experience. However, there was one problem... I never got my own second gen.
In late 2000 I gave in to temptation, and found a clean and mostly unmolested 1979 Z28. It had a rebuilt 350, a 4-speed, and ran well. From the factory, these cars were rated at 190 hp stock. I ran it at a track at high altitude once or twice (Amarillo Dragway) - I don't remember exactly, but I think it ran 16's or 17's (ha!). I bought the car for $2200 plus a trade for a Tuned Port Injection setup. The car was originally from Pennsylvania where it sat around a lot - it had 53,000 miles (which I believe were original). I bought it from the second owner (in Fort Worth). I spotted minimal rust upon initial inspection, but the quarters, frame rails, trunk, etc were solid. The build sheet was even behind the back seat (a scanned image is attached to this article). From the factory, this car had 3.73 rear gears, so its 1:1 4th gear meant we were at about 3200 RPM at 65 mph - not a very "highway friendly" ride - but in Amarillo, I rarely got on the highway. Here is a picture of the car not long after I got it... my son is 2-1/2 in the picture below (he's now 10-1/2). My how things change...
First mods to the car were poly subframe bushings (within days of purchasing the car). Next was a brake system rebuild, and poly suspension bushings. I noticed a little more rust here and there, but didn't think much of it... doors had some spots, and the rear window channel had a hole that caused a drip in to the interior. I ignored the doors, and sealed the window with a blob of silicone sealant.
I daily drove the car until 2002, when we moved from Amarillo to Waco. The car developed a problem with the fuel pump & carb, and didn't like to start sometimes. So I decided that the best thing would be an electric fuel pump. And if I'm putting in an electric fuel pump, why not a Throttle Body Injection system? And if I'm going that far, why not port the heads while the engine is nearly apart?
So parts start to come off the car. I get the heads off and the engine out. The "rebuilt engine" turns out to be .060" over, and has at least 0.05" of crank endplay. I could rattle the crank back and forth. The engine was basically junk in a coat of blue paint. So I decided that I needed a new engine.
I ordered a stock 350 crate motor. Have a nice cam on the shelf, so I get valve springs as well. Got a TBI system with a Holley TBI unit, new wiring harness, ECM, MSD billet distributor, new Hooker headers and a Flowmaster exhaust, electric fuel pump and new lines, etc. Lots of new parts. However, the rust around the front and rear windows was really starting to bother me (along with the water dribble lines on the inside of the glass). And along the way, I smoked the clutch putting the car on the trailer. About this time I also started down the "Race Car" path with my 98 Z28. So, the 79Z took a back seat. It was parked, with all of these new parts on it.
Years slip by. The car is parked under a cover. Wasps make nests, spiders make webs.
In 2008, Tony W. (Nine Ball) puts his 540 RWHP APS twin-turbo 2006 Monaro converted GTO up for sale. Beautiful car - probably my favorite car he's had. Kris, another LS1Tech moderator, bought the car and I was totally jealous. As luck would have it though, Kris needed a place to store it while he was in Iraq. I had an extra spot in my shop since I sold my 98 Z28. So, I offer him a spot - and he takes me up on it. So I was able to take it out for a spin every once in a while. This car is just about perfect. Rides nicely, very quiet, gets well over 20 mpg on the highway, yet when you push the "go" pedal - it responds with a near violent GO!
In April 2009, Kris and the GTO are involved in an unfortunate accident. A rain-slicked freeway brings the back end around and spins it in to a wall. The result is harsh to look at:
We didn't know if it would be totaled or not - my assumption was that it would be repaired. Meanwhile, I'd begun to think about getting in to an LSX based project. I started bouncing around ideas on this forum, and determined that since I already have a 79Z, it would make a good candidate.
I began shopping around for a donor vehicle or drivetrain. I heard that the GTO was going to be totaled by the insurance company, and could be bought back. I immediately contacted Kris, begging and pleading that I could buy most of the car. He agreed, and we made a deal. I was buying the motor, transmission, interior, turbo system, and wiring. He would keep his recent mods (Wilwood brakes, wheels, subwoofer / amps / speakers, carbon fiber driveshaft), and he would keep the money from the sale of parts I would not use (like the rear end, passenger door and fender, trunk and spoiler, etc). I'd part it out for him.
Project Goals:
-Retrofit the LS2, 6-speed, and APS twin-turbo drivetrain in to the 1979 Camaro.
-Retrofit the GTO dash with gauge cluster and A/C system in to the Camaro
-Retrofit the GTO front and rear seats and door panels
-Retrofit the GTO front brakes using spindle adapters, brake brackets, and Corvette rotors
-Upgrade the rear brakes to disc (kit as yet undetermined)
-New wheels (as yet undetermined)
-Fresh paint and body repair
-Bring sophistication to the classic Mullet-Mobile
The engine retrofit will require some substantial front subframe modifications, and the firewall will require significant work as well. Based on some quick measurements though, it appears that the system will fit in the Camaro. A couple of the attached pictures show the spatial relations of the Camaro - using the APS protector plate from the underside of the GTO. I crawled under the GTO with a Sharpie and drew lines where the turbo and exhaust components were located. The "red" marks indicate where the outer exhaust pipes are located (see the APS GTO underside picture for the GTO shot of these pipes). The 2 pipes will fit between the Camaro subframe rails with about 1/2" to spare on either side. The "green" marks in one photo indicate where I'll probably have to notch the subframe back for turbo housing clearance.
Honestly, I don't feel bad about "cutting up" the Z28, because 1979 was the best-selling year ever for the Camaro (with over 282,000 Camaros sold). My consulting firm of Hypertherm and Miller tell me that whatever doesn't bolt in can be made to fit. We will see very soon!
Project BubbaZ!
Keep reading about BubbaZ in Part 2!
