Most modified Camaros fit into the same general mold: crate motor,
chrome, and wheels. You can easily build a clean, quick F-body that
keeps its traditional look and adds modern conveniences. Or you can
go absolutely crazy and build an all-out big block race car like
this 1968 Camaro.
With that super-tall cowl-induction hood, those giant tires, and an exhaust note that sounds like the Allies carpet-bombing Munich, there's no point to subtle paint. Freshly applied bright red and black is a classic combination and the gold leaf/airbrushed strip that separates them also highlights the Camaro's dramatic curves. We also like that the rear wheel arches haven't been drastically modified to handle the massive meats out back, keeping the familiar Camaro look. A ducktail spoiler reinforces the fact that this car is all about performance but the blacked-out rear panel is a cool custom touch that ties it together with the blacked-out grille quite nicely. With that much engine up front, a chin spoiler is probably a good idea, and they kept most of the original trim and chrome, including the bumpers SS emblems, although if you look closely, the badge on the nose of this F-body says '427.'
If you're looking for a race car, this is what it looks like inside. A single aluminum race bucket with a 5-point harness strap you in like you're aboard a Saturn V rocket, and there's a full cage surrounding you, you know, just in case. The original dash is in there somewhere, now augmented with Auto Meter instruments and a tach with shift light up on the A-pillar. A B&M shifter sits on the tunnel right where it's easy to grab, along with the air shifter that ensures consistency on the track. But it's not all sharp edges and growling horsepower, because there's a pretty burled walnut steering wheel that actually works rather well in there. The back seat is gone, replaced by beautifully fabricated tubs for the rear tires, and what space remains in the trunk is filled with fuel cell and twin batteries that crank that mountain of a motor without effort.
The key to performance is power-to-weight ratio, and the 496 cubic inch big block delivers in a very big way. Freshly built to an estimated 920+ horsepower on racing fuel (without NOS), it's never been raced but was built to run in the 7's which is a seriously quick time at the track. Topped by a giant Holley Dominator built by Gary Williams and a CNC ported Edelbrock intake, Brodix aluminum heads, and a full roller valvetrain by Reher-Morrison, it cackles, barks and idles like a full-race piece. There's a Scat stroker kit with a forged crank, JE pistons, and H-beam rods inside, plus a set of Hedman long-tube headers that feed a thundering set of collectors and, um, nothing else. It sounds nasty! A stout PTC PowerGlide 2-speed automatic transmission is perhaps the ultimate in bracket racing consistency and it spins a narrowed and reinforced 9-inch Ford rear end with billet axles and a Strange center section. The custom Chassis Research rear suspension includes ladder bars and coil-overs, so it hooks hard and Wilwood disc brakes at all four corners are for speed management at the big end. Classic 5-spoke wheels carry a proper set of Mickey Thompson skinnies up front and gigantic Goodyear meats out back.
Scary fast and built right, this is the kind of car that's content to idle through the parking lot just as long as it gets a few moments off the leash now and then. The only question is, are you man enough to handle it? Call today!