4 generation Camaro/Firebird working access
 

Racers,

since a clean 4 gen is relatively easy to find and reasonably priced they are attractive as a base for a GT super stocker. In addition, a "core" body in overall good condition is a big advantage from the point of body and paint prep. Plus, with each year that passes the older cars become harder to find and in a more "weathered" condition.

My question, the "issue" I see with the 4 gen is engine compartment access. Let me hear from some of you racing a 4 generation Camaro/Firebird. Other than the initial installing of the engine how is the access?

Re: 4 generation Camaro/Firebird working access
 

You may want to consider a 3rd Gen Camaro or Firebird. They are easy to work on !

Re: 4 generation Camaro/Firebird working access
 

With half the engine under the windshield, I don't find mine easy to work on. But, I'm an arthritic 70 year old.

Re: 4 generation Camaro/Firebird working access
 

Ed, I am just like you, only three years younger. Plus I have FOS [fat, old, stiff] I better build another 3rd gen. The engine is wide open with those.

Re: 4 generation Camaro/Firebird working access
 

actually if you are looking for an easy car to work on the gen 1 cars are the best as long as you aren't stuck on GT. My car is much simpler to work on than my buddies gen 3 car

Re: 4 generation Camaro/Firebird working access
 

Mike, I agree but to find one at any reasonable price is just about un-heard of. Same with Nova or Chevelle.

Ease of work is not so much the issue as finding the older cars.

Also, I am not a thrash at the track racer. If I have any major problem I go home and put it on the lift.

I have raced a 3rd gen and work access was OK especially on a lift at the shop. The 4th gen looks like bad access to rear half of engine.

Re: 4 generation Camaro/Firebird working access
 

I have a 1991 Formula, that I raced with a small block, and later a big block Chevy. There is a lot of room in the engine compartment, and a nice feature is you don't have to remove the hood to swap engines. Of all the cars I have raced and worked on it is by far the easiest.

Re: 4 generation Camaro/Firebird working access
 

I've replied to Larry on another forum but for those interested, I copied and pasted my replies...

R&R my BBC is easier in this legal GT Super Stocker than was my Chevelle.

http://i381.photobucket.com/albums/o...ps9cbd4fc9.jpg

Modifying the K member for oil pan and header clearance and modifying the cowl for carb access/clearance will be your only issues along with building custom headers. Otherwise there are no access issues.

The K member modifications include the typical super stock treatment for oil pan as well is scalped out for the custom headers which are individual tubes. Steering is again, typical super stock car with a Wilwood rack.

http://i381.photobucket.com/albums/o...ps25d267f1.jpg

Re: 4 generation Camaro/Firebird working access
 

That modification, even though it is nice and makes room, is not legal for super stock.

Re: 4 generation Camaro/Firebird working access
 

??? Why ?

Re: 4 generation Camaro/Firebird working access
 

what modification is not legal? FYI, my MPR built car competed in Super Stock, running GT/AA - GT/HA for 5 years.

Re: 4 generation Camaro/Firebird working access
 

Well looks like MPR has pushed the bar up a little. When my car was built in early 2,000 the R&P and the way the front K member is cut out was not allowed. The other car I have is a Quay car and is built different from your MPR. Quay picture attached
I guess things are changing rapidly in the rules dept.

Re: 4 generation Camaro/Firebird working access
 

I used to have a FJ Smith built '94 Mustang for GT and the K member and steering setup looked very similar to 1320racer's modifications. The K member was cut even more than FJ's work when I put an FE engine in it. That work was done by B&B.

Re: 4 generation Camaro/Firebird working access
 

Then it means that either tech is overlooking the rule book and allowing creativity from some builders or they have favorites.

When I proposed a similar solution for a 1994 Mustang Cobra, it was turned down twice by the main office in Glendora. They said the legal modification to the factory crossmember is the way Ed Quay has been doing it as shown in Adger's picture.

I even sent pictures of many SS cars that have the mods to the crossmembers with the rack & pinion as shown in Ed's pictures and they just ignored them.

Again, there are different rules books and it depends on who builds the car.