Perfect condition,1968 Chevrolet Camaro frame Off Restoration, 502 big bloc

1968 Chevrolet Camaro Description

1968 Chevy Camaro Frame Off Restoration.

Body placed on Rotisserie, Bead Blasted, Front Clip Bead Blasted & Powder Coated.

GM Bowtie Performance Division 502 Big Block Mark IV Bored & Stroked to 512 Cubic Inches with Roller Cam-Roller Rockers.

Comp Camshaft with Special Grind. GM Aluminum Heads (Cast at the Winters Foundry Snowflake) Ported, Polished, Blue Printed. GM Turbo 400 Transmission 3 Speed with Shift Kit & 2400 StallTorque Converter.

Ford 9 Inch Rear End with Currie Differential, Eaton Positive Track, 3:73 Gears, Currie 31 Spline Axles. California Performance Parts 13 Inch Front Disk Brakes, QA1 Coil Over Front Springs-Shocks, Wilwood 12 Inch Back Disc Brakes. Heidt's 4 Link with Coil Over Rear Springs-Shocks and Sub Frame Connectors. California Performance Parts 2 ½ Inch Drop Spindles and all new Linkage, Bushings.

California Performance Parts Upper & Lower Tubular Control Arms. Inland Empire Aluminum Drive Shaft.

Flow Master Thunder Series 3 Inch Exhaust, Hooker Competition Headers.

17 Inch Foose Legend Wheels, Nitto Front & Rear Tires.

Northern Aluminum Radiator, Special Electric Fans, March Mid Mount Serpentine Setup with Billett Alternator.

Edelbrock RPM Air gap Intake, Demon 850 Carburetor. MSD Ignition,

Covan's Classic Gauge Panel, Auto Meter Phantom Gauges, Shift Light, Ididit Polished Stainless Steel Tilt Steering Wheel, Procar Racing Seats. All new Interior by Classic Industries.

New Hood and Doors, Ring Brothers Billett Hood Hinges, Ring Brothers Billett Fender Supports, custom Polished Stainless Steel Radiator Closeout.

Summit Electric Cut Outs.

Detroit Speed Smooth Firewall Plates. Full Trunk Panel replaced, Full Passenger Quarter Panel replaced, Partial Driver QuarterPanel replaced, Front Driver Floor Pan replaced, Passenger Front and Rear Floor Pan

replaced, Dash Panel Replaced, all Rust cut out and replaced with new Metal.

CompleteInterior covered with POR15 Coating, New Powder Coated Fender Wells, Front Clip PowderCoated, Rear End Powder Coated.

Motor was built by Robert Ellebrach in Bakersfield, I know it has Roller Rocker Arms, and aRoller Camshaft made by Comp Cams.

I believe the compression ratio is 10-1 but I do notknow the degree on the Camshaft, it was formulated by Robert and Comp Cams (SpecialGrind).

Heads built by Hugh Reynolds at Reynolds Machine Shop in Bakersfield, California

Modifications done after car was bought by me

New Shocks

New air-condition

New vintage look sound system

The car has a 4-link rear suspension system which appears well installed. We replaced the original Heidts shocks and springs with QA1 Ultra Ride coilovers.

This gave us more suspension travel, a better spring rate with damping and height adjustability, for about 1" of rake, front to back. The front already had QA1 coil over conversion shocks, which we simply adjusted for better ride.

The rear axle is a Ford 9" rear axle, to which we installed a new Trac-lok third member. The new ratio is 3.0:1, which was chosen to lessen the "aggressive" nature of the car while cruising and also eliminate the "one wheel peel" under acceleration.

While replacing the third member, we found the driveshaft was too long, causing binding when the axle moved to extremes, so we had a new, steel, (proper length) unit made. The rear output bushing of the transmission was later replaced by a transmission specialist, since the overly-long drive shaft had been causing excessive wear on this part previously. The transmission itself is a TH400 and has a very mild stall converter with some kind of shift kit. I don't remember what the shift points are, but they are a good compromise between streetability and outright performance IMO. Shifting is very firm and solid.

We replaced the weak power steering pump with a brand-new Tuff Stuff Saginaw pump. The power steering box was replaced with an OEM re manufactured box with the stock ratio. The power steering lines are all new as well. The steering isolator "rag" joint was replaced with new. We clocked the steering column/wheel adapter and wheel to the correct position. We aligned the caster/camber and toe at our shop, giving about 1 degree negative camber and increased caster angle. We use minimal toe-in for straight line stability without excessive tire wear. The car has CPPP tubular A-arms and drop spindles.

The car also has four wheel disk brakes.

The carhadelectronic "cut-outs" in the exhaust which we removed by cutting the merged tubing off and capping with sections of appropriately shaped and sized tubing to give a smooth, seamless repair. The exhaust tubing size is 3" and has flowmaster mufflers.

The car has Vintage Air AC, which was not installed when we got it. We were able to meticulously re-install the unit at which time we improved the quality of the install. We installed a new dryer unit at this time. We made or bought a few missing parts to mount the compressor pump as well. We made some new lines and rewired as needed to clean up the install as best possible. We programmed the unit for service, but we did not charge the unit, as we are not equipped at our shop for this.

The radiator and fans have proven adequate, we did however change hoses and install a new thermostat. The fan wiring was cleaned up for appearance and the coolant (50/50 antifreeze mix) was replaced.

The engine compartment wiring was improved to eliminate a redundant firewall mounted Ford solenoid and we re-wired the system to use the standard Chevy style starting solenoid mounted on the starter. New cable routing, grounding, and various other means were utilized to ensure everything worked properly. We noted an improvement in starter performance after doing this work.

The MSD distributor was removed and rebuilt with all new advance mechanism and vacuum advance canister. We used the second to fastest advance curve and set total timing to 36 degrees. A new cap and rotor was installed at this time. Spark plugs were gapped to .040" and some ignition wires were replaced (as some had broken ends and were not repairable). We hooked the (new) vacuum advance to the non-ported "manifold" port on the carb in an attempt to obtain better idle quality. We noted about 11" of vacuum at idle with all four corners adjusted for highest idle speed/vacuum.

We replaced the Deamon 850 race carb with a Holley "Street Avenger" 770cfm vacuum secondary carb with 4-port idle and electric choke. We fixed the throttle cable mount and kick-down cable system to work properly. We also clearanced the manifold slightly to allow full throttle without fouling the mechanism. We installed a new air filter and associated bits and pieces. A proper dual return spring was installed. We also improved the security of the Lokar throttle pedal inside the car. We installed a new fuel line(s) and replaced the fuel filter with a new unit. We relocated the fuel lines and system away from the battery for safety concerns and to simplify the system from previous.

Minor bits and pieces were improved or replaced, like the billet radiator cap, new hood bumpers, mirror mounts, etc. etc. Mostly for cosmetic reasons.

The engine is a 502 big block with ported aluminum heads and unknown comp cam. The engine appears strong with perfect compression