Motor vin stamp vs. transmission vin stamp

[bcmiller]

Probably will never know the reason why the partial VIN derivative stamp on engines moved around in 1969.

Just like we will probably not know the reason why the partial VIN stamp on transmissions on some Chevelles (mainly Kansas City plant in 1968 ) moved around too.

[8ballracing]

"There is essentially zero chance that the VIN would be machined away (accidentally) if it placed down there on the cast surface." (Posted by: 69Z28-RS)

X2  Removal of the vin from the cast surface would be hard to explain to the authorities in the case of a stolen car or to GM for a false warranty claim, just a thought.

[bcmiller]

Unlikely that was the reason (at best).  OTHERWISE it would be there for ALL cars....

[jdv69z]

My guess would be that the change had to do with improving the assembly process, however the move accomplished that.

[x77-69z28]

I had read some where that it was due to the alternator being relocated to the passenger side for 69. The alternator had to be removed to stamp the vin.
Buddy

[1968RSZ28]

I had read some where that it was due to the alternator being relocated to the passenger side for 69. The alternator had to be removed to stamp the vin.
Buddy

The partial VIN was stamped on the engine pad before the alternator was installed.  Read below...

From JohnZ's Camaro Assembly Process Report...

"In the engine schedule area, the operator grabbed the next Broadcast Copy from the printer, verified the sequence number, noted the engine code required for that car, and moved an air-powered overhead hoist on traveling bridge rails over the correct engine rack. The specified engine was hoisted out of the rack and transferred to the next hook on the overhead engine dress line conveyor, where the throwout bearing (on manuals) was greased and installed, along with the clutch fork boot. Another operator on the other side of the line repeated the process with the specified transmission, which was then installed and bolted to the engine; on automatics, an air tool was used to rotate the flexplate, and the converter bolts were driven, followed by the lower cover. The VIN derivative numbers were stamped in the next operation on both the engine pad and the transmission, using a gang-stamp holder and a hammer. From here on, all the detail dress items were added (plug wires, coil, engine harness, battery cables, carburetor, pulleys, alternator, starter, fan and clutch, A/C compressor, power steering pump, transmission cooler lines and fill tube, A.I.R. pump, diverter valve and air manifolds, drive belts, dipstick and tube, oil filter, engine and transmission mounts, PCV plumbing, vacuum fittings, fuel pump and fuel line, radiator hoses, and (if applicable) the transmission-mounted 4-speed manual shifter and linkage was installed and adjusted (3-speed manual floor shifters were mounted on the cross-member and adjusted later on the Chassis line). Engine oil and transmission lube were added, and the completed engine/transmission assembly was conveyed to the Chassis Line for installation in the subframe. The engine line inspector wrote the engine, transmission, and carburetor codes on the Broadcast Copy and put the sheet in a box for pickup by a Scheduling clerk (needed to create the P-O-P at the end of the Final Line)."

Paul

[JohnZ]

I had read some where that it was due to the alternator being relocated to the passenger side for 69. The alternator had to be removed to stamp the vin.
Buddy

That's one of the great misunderstandings that surrounds the VIN derivative location issue; the engine arrived "bare naked" from the engine plant, and the alternator was installed (with all of its mounting bracketry) on the plant's Engine Dress Line, and the process sequence was at the plant's discretion. For some reason (which we'll probably never know), they elected to change the process and relocate the VIN stamping work element to AFTER the alternator installation. That relocation of the VIN from the block pad to the oil filter area required Engineering approval, but I've never seen anything that documents it.

[Kelley W King]

When you bare naked, it did have engine code?

[69Z28-RS]

The application code was stamped where the engine was assembled (Flint or Tonawanda)...

[JohnZ]

<< When you bare naked, it did have engine code? >>

Photo below was shot at Tarrytown in 1959, but engine state of dress from the engine plant didn't change any from then to 1969; the block pad had the engine plant machine stamp, but the only bolt-on part on the engine was the distributor.

[z28z11]

<< When you bare naked, it did have engine code? >>

Photo below was shot at Tarrytown in 1959, but engine state of dress from the engine plant didn't change any from then to 1969; the block pad had the engine plant machine stamp, but the only bolt-on part on the engine was the distributor.

That's a whole bunch of 283 double barrel injuns. I love the painted ram's horns exhaust manifolds - never seen that one before. Slick -

[69Z28-RS]

That paint was probably burned off by the time the new cars made it out of the plant to the holding lot... 

[KurtS]

<< When you bare naked, it did have engine code? >>

Photo below was shot at Tarrytown in 1959, but engine state of dress from the engine plant didn't change any from then to 1969; the block pad had the engine plant machine stamp, but the only bolt-on part on the engine was the distributor.

That's a whole bunch of 283 double barrel injuns. I love the painted ram's horns exhaust manifolds - never seen that one before. Slick -

I added that pic to John's article years ago.
http://www.camaros.org/assemblyprocess.shtml#chev

[jdv69z]

So I was looking at the report and saw that Firebird was added to Norwood in 69. How was this accomplished? Would the Camaro fixtures work on the Firebird as well, or was there different fixtures/equipment depending on the build?

[JohnZ]

So I was looking at the report and saw that Firebird was added to Norwood in 69. How was this accomplished? Would the Camaro fixtures work on the Firebird as well, or was there different fixtures/equipment depending on the build?

Most of the basic (Fisher Body) body tooling was the same except for only minor part differences; on the Chevrolet side of the plant, new tools/fixtures were built for the Pontiac-specific assemblies, holes had to be drilled in the subframe for the clip screws for the Pontiac left-side fuel line, etc. Lots of new parts and tools, lots of operator training. Two car lines with the same 2-door body was a piece of cake - many GMAD plants ran THREE car lines (like Buick, Olds, Pontiac) plus Chevy, with the full range of body styles from 2-doors to 4-doors to convertibles to 9-passenger station wagons, all on the same line.  :-)