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Since high school IIIrd gen T-top Camaro was the Car i wanted to have some day. In 2013 sept. i finally had oportunity to by the car. Now i try to restore it. it is slow build but i would like to have it in driving condition repainted for the next summer. Started this thread to have same help and advise from you guys.
Some pictures when i brougt it home.
plans for this summer is to get ride off rust sandblast and repaint whole car.
new coilovers front and rear.
New weatherstrip, whole car and LSD rear with disc barkes.
I need to order weatherstrip kit, can you guys suggest some good kit?
What rate coilovers from Qa1 should i look for. The car wont see any track days just weekend car, but still it should be well handled?
Have someone used or know is it good choice or not to use 94 firebid as a dor car for 91 Camaro? It has 5,7 lt1 and manualt T56. Does the engine mounts are the same as Camaro or not and how much of drivetrain, brakes and other stuff i can use.
Welcome to the forum and good luck with the rebuild! Looks like you got yourself a very interesting and exciting project. We have lots of restorations parts for your Camaro, check out our online catalog here: http://www.carid.com/1991-chevy-camaro-parts/
Little upgrade, not much progress but still. Drivers side floor pan repaired and new metal welded in. there were lot more rust i expected. Haven't had time to do all the work myself and hired person who knows how to do thing right in first time.
Also bought the Pontiac as a donor car. Runs well, bur rear differential needs adjustment because it is very noisy while driving. Also the moving from in firs gear was rough and i decided to unbolt the trans. Found badly grinded flywheel and clutch that must be replaced soon. started to look for new clutch kit and found this M-PACT 04134ST2. Has anyone experience with this kit or should by the cheapest one LUK or SACSH?
Now the car is almost ready for soda blast. Pleas give me advise what tipe of clutck kit to buy, should it be the stock or something upgraded? Personally don't have any experience with sport clutch. I think it is time to buy lots of new thing. Can't finde any information what spring rate coilovers to use in front and rear. If someone have used any and can give me any advise I would be wery appreciated. Some pics of progress.
Haven't wrote anything for a while, but some progress has still been. Post some pictures before and after. Rear axle has been rebuild and painted. Front k-member cleaned and painted. Front strut towers welded to hold up force from coilovers. Underhood painted.
Tank cleand and covered with Dinitrol ML to protect from rust. Fuel pump swaped from 94 pontiac tank. Had to modify little but managed to insert in tank with original sender unit. also had to change connector. Hope it will work. Tank and fuel line back in place. This weekend planning to get back on wheels and pull out engine from donor car.
Hi guys,
Not much of progress, but lt1 is in. Now i have to make a new support frame for t56. Before putting lt1 in i changed both crancshaft seal, oilpan seal, spark plugs. Will post pictures when i will be back from vacation. Im triping in Florida and hoping to visit at least one car gathering or show in orlando. Do you guys know or can suggest me any event from 13-17 januar in orlando or nearby?
New engine mounts.
EGR deleted.
Cut hole to fit T56, hope to find time this weekend to fabrikate crossmember for gearbox.
Fuel lines and powersteering connected.
On 3rd december brought home this one.
Found it in local forum and had to wait for 2 weeks before seller agreed to sell it to me, because he was promised it someone else. For my luck the buyer did't showed up for couple of times and finally I had opportunity to bring it home.
Its a 92 anniversary car with 350TPI, T5, posi with drum brakes. Body is in solid condition no rust outside or underneath the car. Interior is dirty and seems to be in bad condition.
The most biger problem at the moment is engine that doesn't run properly misfire/ backfie and struggling. Haven't had chance to deal with that, dont have any free space anymore . Waiting for the spring and better weather condition.
Now when engine is in I need new headers, but I can't find suitable that fits 3rd gen.
Can anyone recommend me some decent headers, prefere longtubes for best performance? Need to order ones ASAP to go ahed with project. Iam also ordering QA1 single adjustable coilovers, but also don't know what spring rate to chose. Should they be 300/150 or something else? Any suggestions?
I IS TO BAD THAT I HAD NOT NOTICED YOUR POST SOONER, AS I HAVE JUST RECENTLY AQUIRED A NON RUNNINGG LT1 .AS I PROCEDED TO DISMANTALE IT I FOUND ,STREET&PERFORMANCE -RODSTER STYLE ACC. BRACKETS,BILLET VALVE COVERS,BILLET BREATHERS,POLISHED ALTERNATER,NEW SANDED ACC. COMPRESSER,BILLET SERP. PULLEY, TYPE II P/S PUMP,S&P COATED SHORT STYLE HEADERS, MAHLE 10.5 FORGED PISTONSAND HERE IS THE BEST
TRICK FLOW 195CC HEADS W/SELF ALIGNING ROLLER TIP ROCKERS!!!!!!!!!!!!THERE IS MORE THAT I DONT REMEBER RIGHT KNOW BUT IT IS SLL FOR SALE AS I WONT EVER USE ANY OF IT IT IS A SHAME AS THE MOTOR WAS A COMPLETE REBUILD WHEN HTEY HYDRALIC #7 AND BROKE THE ROD-DID NOT COME IN CONTACT WITH THE HEADS---GOOD LUCK . BE SAFE
BART(LUVBOWTIE)
unfortunately don't have any picture of smoothing towers. but it was easy, I welded them to make them stiffer because Im planning to use coilovers and then body filler- sanding-filling and so on. Im a bit afraid that paint or body filler will crack out under load or while driving.
Its been few years I haven't done anything on this progress, but now iam back and will try to finish build this year. LT1 is in and running. Now i need to fabricate custom exhaust put the car back together to send it for painting.
Does anyone know where does this part on the photo belongs? Can't fit it anywhere
Will post later some pictures of the progress.
Some pictures of progress, not much, but will try to get it done. Too much time has past, don't remember disassembling and it's taking time now to assemble it all right. Today i tried to install dash, but failed. It's real pain. Engine harness is unfinished and is real mess at the moment. Haven't find good place for ECM. Thats why harness is unfinished.
Little update: redid door hinges, even those that are not included in repair kit. Relocated ECM and had to repin and extend approximately 70 wires. It took a little time . Installed dashboard, that was real pain, i would like to say I will never do that again, but i know that it will be done real soon. Post some pictures, unfortunately forgot to take from todays progress. Also have one question about one plug that is under te dash near VATS. So pleas let me know if anyone knows where does it goes.
Need help again! After engine swap and wire harness modification Missing one plug that powers the blower motor ( 3 wire plug ) can anyone tell where does the wires goes and what does the light blue wire do?
Little upgrade. Stainless steel exhaust with Hooker 2460 headers and 2 Hooker Aero Chambers. New Sparco R100 Sky seats. Had to fabricate brackets to install them.
enough for pics for today .
I am in progress of upgrade front brakes and need some advise.
Can´t figure out which way to go CTS-v1 full kit from bigbrakeupgrade.com or VI gen Camaro SS kit. CTS kit is 100€ cheaper bur still has bigger rotors than Camaro kitt 14 vs 13,6inch.
Does anyone know what is the deferences between these two ones and which one is way to go?
Hey that looks great!!! I’m currently upgrading my 89 IROC with an LT1 and 4l60e. I’m not going as in-depth with with restoring I got very lucky with mine. A few questions if you don’t mind. Are you using stock gauges and if so how well did they marry with the LT1? And how did you do the wiring under the hood? I have the full under hood wiring harness from the donor car and still have it wired with the stock TPI. Was it easier then it’s looking? Here’s a picture of mine.
Last edited by bassmanjim86; 01-07-2022 at 10:01 AM.
Reason: Poor wording
I don't know the fine details about the differences in the brakes you mentioned. I was considering those kits for my build as well. Decided to go Bear brakes instead.
Can you provide details on the sound insulation you are using, also any info on the carpet?
Finally, looks like custom brackets for the driver side, what about passenger side?
That build looks super sick!! Really clean job on the assembly, you have more patience than me good buddy. As to brakes, it really depends on how hard you'll be driving the car... If you drive the car hard and the brakes heat up real quick, then bigger brakes are the way to go and in your case it would be best to go for the larger CTS-V rotors. Larger discs will reduce heat build-up a bit more. Choosing proper pads is also super important so they work in the correct operating temp. Regardless of brake size, if you race the car, heat will build up in the brakes and you'll need pads to handle it. Or if you're street driving, a quieter pad with less dust will work fine, but they'll operate at a lower temp and fade when they get super hot. Overall, the big brake kit you choose is up to you, either kit will work fine in any scenario as the disc size margin is minimal. It's your car and you'll ultimately make the decision, but if it were me personally I would choose the CTS-V kit due to the bigger rotors, and the CTS-V was generally a heavier car than the Camaro and needed beefier brakes.
Hey that looks great!!! I’m currently upgrading my 89 IROC with an LT1 and 4l60e. I’m not going as in-depth with with restoring I got very lucky with mine. A few questions if you don’t mind. Are you using stock gauges and if so how well did they marry with the LT1? And how did you do the wiring under the hood? I have the full under hood wiring harness from the donor car and still have it wired with the stock TPI. Was it easier then it’s looking? Here’s a picture of mine.
Yes, stock gauges, but at the moment i can´t tell you that all of them works perfectly because the car has not been driven jet. hope to get it road worthy for this spring. I used stock wiring and modified it, frend of mine helped me out with this and i just extended the wiring later to be able fit ECU under the dash where its belong.
I don't know the fine details about the differences in the brakes you mentioned. I was considering those kits for my build as well. Decided to go Bear brakes instead.
Can you provide details on the sound insulation you are using, also any info on the carpet?
Finally, looks like custom brackets for the driver side, what about passenger side?
I have been writing with Scott from bigbrakeupbgrade and got it sorted out.
There are lot of different ways to use insulation and also lots of brands to use. I used STP products and after i run them out bought from local sound shop similar products from.
Try this site but you need to translate it: https://stp-russia.ru/calculation/
Carpet is from rockAuto with massbacking.
driver side has custom brackets because the bottom was restored years ago.
Iam using these seat rails on both seats https://stance.ee/toode/sparco-istmesiinid/
and customised these brackets for drivers side https://stance.ee/toode/sportistme-k...d-madalad-fia/
On passenger side i use brackets from the factory seat.
That build looks super sick!! Really clean job on the assembly, you have more patience than me good buddy. As to brakes, it really depends on how hard you'll be driving the car... If you drive the car hard and the brakes heat up real quick, then bigger brakes are the way to go and in your case it would be best to go for the larger CTS-V rotors. Larger discs will reduce heat build-up a bit more. Choosing proper pads is also super important so they work in the correct operating temp. Regardless of brake size, if you race the car, heat will build up in the brakes and you'll need pads to handle it. Or if you're street driving, a quieter pad with less dust will work fine, but they'll operate at a lower temp and fade when they get super hot. Overall, the big brake kit you choose is up to you, either kit will work fine in any scenario as the disc size margin is minimal. It's your car and you'll ultimately make the decision, but if it were me personally I would choose the CTS-V kit due to the bigger rotors, and the CTS-V was generally a heavier car than the Camaro and needed beefier brakes.
I like the look of bigger brakes but its not beeg differnce between these two ones.
Thats what Scott from bigbrakeupgrade wrote me:
So each has a modification beyond the spindle to consider, the V1 kit is a 14 inch rotor but the rotor (2010-15 Camaro ss front rotor) has a smaller pilot hole (67.5mm), this needs to be opened on a lathe to fit an earlier register (2.78 or 70.6mm) so with every rotor change that has to be done.
the 6TH gen uses a 13.6 but the same pad as the V1, it has a modification beyond the spindle as well, the back of the caliper has to be milled to fit the 3rd gen bracket and spindle, this is however a one time mod, because the C7 corvette used the same diameter rotor and kept the legacy register size you are able to use off the shelf rotors (2014-19 Z51 C7 Corvette)
Cars are ever evolving and the evolution comes from improvements, The later 6th gen caliper is stiffer and exhibits less flex and better pad wear while showing a 5% increase in stopping distance and a total of 18% weight saving over the 5th gen brakes (same as CTS V-1)
Both of these brakes are worlds apart from the stock brakes on the 3rd gen, more leverage smaller pistons for faster activation all make either of them a solid choice. One other one you may not have seen on the site (because we just offer the brackets normally) is the hybrid bracket, this one uses the 13.6 C7 rotor and the base JL9 C7 4 piston caliper, no rotor mods, no caliper mods. Because the JL9 runs on a 12.6 rotor usually the entrance and exit points of the rotor/caliper do get very tight but this is the only area where the two are close, all other aspects work perfectly.
I do believe the 6th gen brakes would be the way to go, I have them same on the 97 and they are fast acting and durable not to mention well balanced, I run them with no proportioning straight pressure to front and rear and the 97 just squats on a full tromp, no tail spin, minimal nose dive--almost as well as a abs car with more potential brake than traction.
The 6th gen or C7 Z51 set up is only a one time deal and the 3rd gen you have has the correct register, its the way to go imo...if you want to completely fill up a 18 the Vs will do that but if you would rather have a most efficient brake regardless of the small difference in rotor diameter those are the way to go.
Hope some others will find this information also helpful.
04-08-2015, 08:50 AM
. Waiting for the spring and better weather condition. 
