- Startseite
- Forum
- Auto
- US Cars
- Buyers Guide für Trans Am / Camaro - F-Bodies gutes Video
Buyers Guide für Trans Am / Camaro - F-Bodies gutes Video
Hi,
die Freunde bei FBodyWarehouse haben ein Video gedreht in dem die häufigsten Schwachstellen von Trans Am / Firebird / Camaro also F-Body angesprochen werden.
Für jemanden der eine gute Basis sucht, wird mit den Tipps fündig.
http://www.youtube.com/watch?v=Fx9z4u8AksY
Hoffe es hilft jemanden. Ich weiß jetzt, das meiner an diesen Stellen eigentlich ganz gut aussieht 
Ähnliche Themen
4 Antworten
Hi,
die Freunde bei FBodyWarehouse haben ein Video gedreht in dem die häufigsten Schwachstellen von Trans Am / Firebird / Camaro also F-Body angesprochen werden.
Für jemanden der eine gute Basis sucht, wird mit den Tipps fündig.
http://www.youtube.com/watch?v=Fx9z4u8AksY
Hoffe es hilft jemanden. Ich weiß jetzt, das meiner an diesen Stellen eigentlich ganz gut aussieht
hat zwar nix mit dem Video zu tun. Aber süß is es trotzdem
Zitat:
Hallo falloutboy,
Vor 7 Jahren hast Du Dich bei MOTOR-TALK.de registriert.
Seitdem hast Du 1234 Beiträge auf www.MOTOR-TALK.de geschrieben.
Danke fürs Mitmachen!
Werm kommt diese Postinganzahl auch seltsam vor?
Hat jetzt nichts mit der ersten Video zu tun.
Dachte ich bring das nur mal. Damit jeder es mal gesehen hat.
und nochmal etwas zum Thema Buyers Guide
1970-'81 Camaro
The second-generation Camaro is a fun-to-own collectible companion
Buyer's Guide from Hemmings Motor News
September, 2010 - Mike McNessor - Photography by Jeff Koch
Somewhere on the side of a road near you is a second-generation Camaro with a black-and-orange hardware-store For Sale sign taped in the window waiting for the chance to hit the road, the cruise nights or the drag strip.
Though certain models (we're looking at you 1970-1973 Z28s and 1970-1972 Super Sports) are commanding the attention of more affluent collectors, 1970-'81 Camaros are neither rare nor particularly expensive cars to own or restore. However, Saturday night stock car racing, road salt and careless owners have diminished their numbers, so finding a good one is getting increasingly difficult--especially in the Northeast and adjoining sections of the Midwest.
The parts situation for the second-generation Camaro (mid-1970-1981) is about as good as it gets. Other than a few odd trim pieces, almost everything is available from the aftermarket or through the usual used and NOS parts sources. No one is building a complete body yet, à la 1967-1969 Camaro. But replacement sheetmetal is out there in droves and even body parts that were once difficult to find, like the vinyl bumpers and fascias on '78-'81 cars, are being reproduced.
Perhaps the fact that F-body enthusiasts remember most about the second-generation Camaro is Chevrolet's decision to drop the Z28 after 1974--a boneheaded move surpassed only by GM's decision to drop the Camaro altogether some 30 years later. Fortunately, in both cases, the hiatus lasted only a few years and then the short-deck, long-nosed pony car came roaring back.
Most would agree that the second-generation's heyday ran from 1970-1973. The Ferrari-inspired styling of these cars was the purest of the breed with their delicate chrome bumpers--bumperettes in the case of a Rally Sport--and flat back windows. Of course these cars also boasted the most impressive powertrains headed up in 1970 by the 360hp LT-1 350 in the Z and the rare 375hp, 402-cu.in. L78 in the SS. The vaunted M20, M21 and M22 four-speeds were also available--stirred by Hurst gearshifts until 1972--as were Turbo Hydra-Matic 350 and 400 automatics. The 12-bolt saw active duty only in 1970.
By 1974, the Camaro's formerly well-designed front end sported chunky aluminum bumpers and a new front fascia to satisfy new federal crash standards. In 1975, the Z was history, the more dowdy wrap-around rear window appeared and catalytic converters were here to stay. The freewheeling youthful performance icon of the '60s and early '70s was maturing and not in a good way. The only bright spot was that the Rally Sport package was back for 1975, looking racy, even if the 350 had lost 200 or so horsepower in five years.
In 1977, the Z was back with some surprisingly stout underpinnings given the fact that the best the reissued Z's 350 could make was about 185hp, putting it at a disadvantage against the 200hp Trans Am. Nevertheless, in 1977-'78, buyers would get back the Z's familiar 15x7 wheels, the option of a Borg-Warner Super T-10 four-speed, an 11-inch clutch, a stout drive shaft, and a 3.73:1 gear, if the four-speed was selected, or 3.42:1 with an automatic.
For 1978, the Z gained some faux fender vents and matching hood scoop as well as soft front and rear bumpers in order to give the car a smooth, bumperless look.
In 1979, the new square dashboard appeared and the luxury-oriented Berlinetta took the place of the Type LT (which first debuted in 1973; LT stood for "Luxury Touring"). The Z got a front air dam and some bolder side graphics, but the 350's power rating was inexplicably down to 175hp everywhere but California where it was dropped to 170hp.
In 1980, the 165hp 305 became mandatory for California-bound Zs and the 350 available everywhere else was rated at 190hp. The bad news was that the 3.73:1 gear was gone, and four-speed cars were shipping with tall 3.08:1 cogs. Automatic-equipped cars received a 3.42:1 gear. The old inline six was suddenly no longer available in a Camaro for 1980, replaced by a 229-cu.in. V-6 everywhere but California which received the 231-cu.in. V-6.
In 1981, with an all-new Camaro waiting to debut the following year, the second-generation car languished. The Rally Sport was gone and the standard engine in the Z was the 305. The 350 was available but only with an automatic transmission.
ENGINES and DRIVETRAIN
Camaros were offered with 250-cu.in. inline-sixes from 1970-1979; V-6s in 1980 and 1981; and a variety of V-8s, including the feeble 267 V-8 in 1980 and 1981; the 305 from 1976-'81; the often unfairly derided 307 from 1970-'73; the 350 throughout the entire second-generation production run, and the 396 from 1970 until 1972.
None of these engines are necessarily bad, but in terms of collectibility, the six-cylinders and the 267 V-8 are at the bottom of the heap. Cars with 307s and 305s make great drivers, but if performance is important, there's little point in trying to modify these engines for power. Obviously, original 350 and 396 cars have the most potential in terms of performance and collectibility. The 350s in the 1977-'81 Z28s have little in common with the high-performance 1970-'71 LT1s. The later engines used more pedestrian two-bolt main blocks, cast cranks, hydraulic cams and 1.94 intake valves in heads with 76cc combustion chambers. They can still be made to perform with simple modifications, just don't expect miracles from an engine with 8.2-8.5:1 compression.
The beauty of any Chevrolet V-8 is the ease with which it can be swapped, rebuilt, modified, repaired or any combination of the above.
From 1970-1973, depending on the buyer's choice of engine, Camaros could be equipped with a Saginaw or Muncie three-speed manual, a Saginaw or high-performance Muncie four speed, a two-speed Powerglide or one of two Turbo Hydra-Matics. The Powerglide was no longer available after 1973.
Two transmissions were available in the 1977 and up Z28s, a Borg-Warner Super T-10 four-speed and a Turbo Hydra-Matic 350 automatic. Oddly, despite the reduced power of the engines, the Super T-10 is said to be stronger than Muncie four-speeds installed in earlier, more powerful Camaros. The Super T-10 has larger bearings and more internal splines, plus it tends to be quieter than Muncie transmissions.
In 1981, the automatic transmission used in the Z28 featured a computer-controlled lock-up torque converter, as did all other Camaro models that year, but in the Z28 it worked in second and third gears--third gear only for other models. For 1981, there were no four-speed manuals available with the 350-cu.in. V-8 in any of the 50 states.
The rear axle you'll find under most Camaros is a 10-bolt with an 8.5-inch ring gear. Ratios vary widely, depending on the engine and transmission. In 1970 and 1971, the 10-bolt rear used an 8.2-inch ring gear. The 12-bolt was used only in 1970.
BODY
The second-generation Camaro's body is all steel and changed only slightly throughout production. The front end sheetmetal and doors interchange from 1970-'77 and '78-'81. The upper portion of the quarter panel changed in 1975 due to the addition of the wrap-around rear window. The floor pan was altered in 1975 as well, to make room for newly required catalytic converters.
Sagging door hinges are a common second-generation Camaro affliction, as are body panel cracks in cars with T-tops. Leaking T-tops are also a major contributor to floor rot in these cars.
Look for rust in the usual places: behind the rear wheels, around the wheel well openings, in the corners of the doors and along the bottoms of the doors where the skin is folded over the frame; in the lower portions of the front fenders and in the floor pans.
These cars weren't known for their ability to resist rust, but there is almost nothing that isn't available either used, NOS or from the aftermarket.
CHASSIS
It doesn't get much simpler: typical GM fare in the front, A-arms, ball joints and coil springs and leaf springs in the rear. That said, there are several different coil spring rates and leaf spring configurations to choose from. If you're looking for high-performance handling, the aftermarket has you covered. More performance-oriented Pontiac Trans Am springs and anti-roll bars are also a direct interchange.
Z28s from 1977 up were clearly tuned for a forgiving ride, but a 14:1 ratio steering box makes them feel responsive turning into a corner. One nice side benefit of the softer Z28 tuning, these cars tend to be less rattly and squeaky today than Trans Ams and Corvettes. Anti-roll bars front and rear are standard issue on Z28s: 1.125-inch front and 0.594-inch rear.
The Camaro uses unit-body architecture. The front suspension and the engine cradle are incorporated in a beefy front frame stub that bolts to the floor of the body and is removable. The rear ''frame rails'' are welded into the body. Badly rusted cars can suffer from rot in the rear frame members and at the points where the front rails bolt to the floor pans.
INTERIOR
Second-generation Camaro interiors are actually quite livable when in nice condition. Seats tend to be soft and not very supportive, but comfortable. The seating position is low and the rear pillars are wide, so even in cars with the wrap-around rear window, visibility isn't great. Most vinyl patterns are reproduced, but some of the cloth seat upholstery designs in the later cars seem tougher to come by. Most door panels are also available both with and without trim, as are the pesky dog-leg shaped armrests that often tore away from the door after a few years of use.
Most of the manual-shift cars you see have a console between the buckets, but that was an option, and a handy one at that, considering the complete lack of interior stowage space in these cars.
Still on the fence? Second-generation Camaros make great companions. They're super reliable, inexpensive and a lot of fun in modified or stock form. The value of the 1977-'81 Zs is currently on the rise, and look for that to continue, but a clean Berlinetta, LT or Rally Sport with some tasteful mods can be just as effective on the drag strip or at an autocross.
SPECIALISTS
Auto City Classic, Inc (Camaro Glass)
800-828-2212
Camaro Central
800-990-1969
Camaro Connection
631-957-2525
C.A.R.S. Inc.
800-CARSINC
Eckler Industries
800-359-7717
Harmons
800-851-2433
www.harmons.com
National Parts Depot
352-387-0021
The Parts Place Inc.
630-365-1800
www.thepartsplaceinc.com
Rare Parts
800-621-2005
Steve's Camaro
800-544-4451
www.stevescamaroparts.com
Scott's Antique & Classic Cars & Parts
800-426-2207
www.scottschevyparts.com
Year One
800-932-7663
www.yearone.com
Ground Up
866-358-2277
Legendary Auto Interiors
800-363-8804
www.legendaryautointeriors.com
Classic Tube
716-759-1800
Vintage Chevrolet Club
708-455-8222
PRODUCTION
1970
Camaro V-8:
112,323
Camaro Z28:
8,733
1971
Camaro V-8:
103,452
Camaro Z28:
4,862
1972
Camaro V-8:
63,832
Camaro Z28:
2,575
1973
Camaro V-8:
60,810
Camaro Z28:
11,574
1974
Camaro V-8:
79,835
Camaro Z28:
13,802
1975
Camaro V-8:
79,835
Camaro Z28:
N/A
1976
Camaro V-8:
92,491
Camaro Z28:
N/A
1977
Camaro V-8:
72,787
Camaro Z28:
14,349
1978
Camaro Coupe:
134,491
Camaro Z28:
54,907
1979
Camaro Coupe:
111,357
Camaro Z28:
84,877
1980
Camaro Coupe:
68,174
Camaro Z28:
45,137
1981
Camaro Coupe:
62,614
Camaro Z28:
43,272
WHAT TO PAY Low Average High
1970 Camaro Z28 $15,700 $28,900 $35,800
1971 Camaro Z28 $11,800 $22,000 $30,000
1972 Camaro Z28 $11,750 $21,600 $29,000
1973 Camaro Z28 $10,400 $16,700 $25,700
1974 Camaro Z28 $8,900 $13,350 $19,100
1977 Camaro Z28 $5,600 $8,100 $9,750
1978 Camaro Z28 $4,275 $6,850 $8,700
1979 Camaro Z28 $4,150 $8,100 $14,250
1980 Camaro Z28 $4,250 $7,225 $13,600
1981 Camaro Z28 $4,275 $7,400 $13,800
This article originally appeared in the September, 2010 issue of Hemmings Motor News.