Ray Thompson's Nicely Redone 1968 Track-Ready Chevrolet Camaro

Some of you may remember Ray Thompson’s 1968 Camaro as the subject of a feature we did back in 2008. Even though his car was rather complete then, Ray had no trouble making several predictions concerning its eventual outcome. That tired saying about never really being finished with a project seems to hold true and is especially so when the car was the original, the one first celebrated. After a time, it has assumed a personality, exudes history, and has become part of the family.

Ray found his cherub in 1979 and he exchanged $600 for it. It was basically a good car and straight but had a few spots of rust and a little bit of rash. Though originally equipped with a 396 and four-speed, it had been stolen and stripped, so it came to Ray with a three-speed stick and a sleepy 350 underneath. It languished like this for several years. Ray then began to drive his prize. Perhaps more important was that he met his future spouse Lori when he was cruising in it.

Fifteen years ago, Ray aligned with Detroit Speed when it was based in Michigan. The Camaro assumed a six-point rollcage, frame connectors, Hotchkis 1 1/8-inch antisway bar, upper control arms, and Koni adjustable coilovers with a 550-lb/in spring rate. DSE finished the install with mini-tubs, more Koni shocks, and house-brand spring bundles. The team used 13- (front) and 12-inch Baer Track brakes on a 12-bolt axle and included 17-inch diameter rims and 245- and 315-section Michelins. For the power and its transfer, Ray developed a 383 small-block in concert with a single-element Centerforce flywheel/clutch assembly and a wide-gear M20 four-speed. A bunch of years and on-track experience would dictate the inevitable changes.

For its second occurrence, Ray wasn’t shy. He went big time. He mopped the house. He changed out the suspension, rolling stock, brakes, and all the Camaro’s motive gear, as well. See what can happen when you read too many issues of CHP? The main thing here is that Ray was in no hurry to finish the work and that he and Lori did a lot of it together.

Ray then shuttled the Camaro to DSE once more, now way south of the Mason-Dixon Line. Kyle and Stacy’s crew responded with a hydroformed subframe assembly, tubular components, and JRi adjustable coilover dampers that maintain remote fluid reservoirs.

The back half was livened up with a QUADRALink assembly. In light of the current Pro Touring recipe, the frictional coefficient was clearly not up to par. DSE responded with 18-inch Fikse Profil 5 modular hoops in widths of 10 (front) and 12 (rear) inches and shod them with two versions of Falken Azenis tires: 255/45 RT615K in front and 315/35 PT-722 on the drive end. DSE applied a subtle gunmetal gray coat to the Profil surfaces and polished them to finish. The larger wheels accommodate bigger Baer Track brakes all around: 14 inches in front and 13 in back.

As with the original incarnation, Ray was more interested in a reliable, smooth-running plant with a penchant for economy than a balls-to-the-wall berserker with more power than the chassis and tires could ever exploit. DSE replaced the stroker small-block with a GMPP LS3 crate that stayed pretty much stock but they swapped out the stock bumpstick for a GM ASA cam (0.525-inch lift on both valves, 226/236-degrees duration at 0.050). An Aeromotive A1000 pump sluices the juice. Since the engine would experience elevated lateral-g forces, DSE installed a GM Muscle Car oil pan kit and the accompanying baffle. To maintain a temperate demeanor on the tarmac, the LS3 relies on an aluminum C&R radiator incorporating an engine oil cooler.

DSE included a Vintage Air Front Runner accessory drive. They applied off-the-shelf stainless steel headers with 1 7/8-inch primaries, channeled the exhaust flow into a 3-inch diameter system, and finished them off with a crossover pipe and a dollop of Jet-Hot. Power to the planet is estimated at 467 hp at 6,200 rpm and 435 lb-ft of torque at 5,200 rpm. During the reclamation, the Camaro was supplanted with a torque-hungry Legend SS700 five-gear transmission, a Centerforce DYAD twin-disc assembly, a Quick Time bellhousing, and a DSE-built propshaft. The 9-inch axle was equipped with a limited-slip device and a 3.89:1 gear ratio.

Ray has surely kicked the crap out of it, loud-peddling around the Daytona oval and banging the esses at Road America, Mid-Ohio, Pittsburgh, and GingerMan in Michigan. But the Camaro is a bona fide street car so Ray usually drives to the venue and would not abide the absence of critical creature comforts. Aside from Vintage Air refrigeration, he included a Kenwood head accompanied by 3-inch speakers in front and a pair of 6x9 tri-axial Alpines in the back. Ray liked the Auto Meter gauges and he didn’t want to maul the original instrument panel so he crafted a dedicated space. Year One got the door panels and side panels looking like new while Curly Brannon in Tallmadge, Ohio, worked the 1988 T-Bird Turbo Coupe seats with Bright Blue leather and snugged the ACC carpeting neatly in place.

Ultimately, Bob Swarm in Youngstown, Ohio, excised all of the dead stuff and applied the Glasurit LeMans Blue, an original color (GM code 71), followed by services from Akron Anodizing (plating), chrome by Paul’s, and powdercoating by FBR Industries.

Once Ray’s strapped down in that five-point Simpson belt, he applies digits to the Corvette wheel (connected to the DSE 12.8:1-ratio steering box) and the Hurst joystick. The important thing is that Ray really likes the results. “It’s easy to drive,” he quipped. “And I love the blue interior. And the fact that it was my first car.”

He was excited, but he wasn’t in a hurry. His zeal didn’t interfere with the facts. He didn’t just throw the RS/SS together. He did his homework. He enlisted an exclusive builder and got what he was after. And certainly, there was another squad that did its part with just as much aplomb, care, and respect for the project as the highly paid professionals. It was their signature, their ownership, and their investment so they made sure of it.

Now the car is finished, isn’t it? Sure it is … for now. But the question remains: what will round three bring, Ray?

Tech Check
Owner:	Ray & Lori Thompson, Tallmadge, Ohio
Vehicle:	1968 Chevrolet Camaro
Engine
Type:	GM LS3
Displacement:	376 ci
Compression Ratio:	10.7:1
Bore:	4.065 inches
Stroke:	3.622 inches
Cylinder Heads:	GM LS3 rectangle-port aluminum castings
Rotating Assembly:	GM nodular iron crank, powdered metal rods, hypereutectic pistons
Valvetrain:	Factory GM roller lifters, rockers, and timing set
Camshaft:	GM ASA
Induction:	GM LS3 intake manifold, Aeromotive A1000 fuel pump
Ignition:	GM coil packs, plug wires, spark plugs
Exhaust:	Detroit Speed Inc. stainless steel headers, Borla mufflers, 3.0-inch system
Output:	467 hp and 435 lb-ft at wheels
Drivetrain
Transmission:	Legend SS700 five-speed, Centerforce DYAD twin-disc clutch
Rear Axle:	DS 9-inch, 31-spline axles, limited-slip differential, 3.89:1 ratio
Chassis
Steering:	DSE rack, 12.8:1 ratio
Front Suspension:	DSE hydroformed subframe, tubular control arms, JRi coilovers
Rear Suspension:	DSE QUADRALink, JRi coilovers
Brakes:	Baer Track 14-inch rotors, six-piston calipers front; 13-inch rotors, four-piston calipers rear
Wheels & Tires
Wheels:	Fikse Profil 5; 18x10, 18x12
Tires:	Falken 255/40 RT615K front, 315/35 PT-722 rear
Interior
Seats:	1988 T-Bird Turbo Coupe
Audio:	Kenwood
Upholstery:	Leather, Curly Brannon, Tallmadge, Ohio
Gauges:	Auto Meter
Steering Wheel:	Corvette
Carpet:	ACC Bright Blue
Shifter:	Hurst
Exterior
Body Prep and Paint:	Glasurit LeMans Blue, Bob Swarm, Youngstown, Ohio
Hood:	GM ZL2

This 1968 Chevrolet Camaro is Not Just Another Black First-Gen

Here’s one thing we’ll never get enough of: a light car fizzing with a fat Rat and a stick-shift transmission behind it. There’s nothing headier than dropping the clutch on a combo like that. Any way you look, it’s not going to be business as usual. You might bury the tires. Maybe you’d wind up sideways. It’s the essence of the old days and something that opens a geezer’s heart, like the memory of his first serious girlfriend.

Marty Begell went rogue with his 1968 Camaro, eschewed the popular fascination with the LS platform, took a chance, and slipped out of the safety net. For that we applaud him. Although he didn’t turn a wrench on the project, he was very specific about its execution “because I always wanted a classic muscle car.”

When Marty (who lives outside of San Francisco) found his witch about two years ago on the Internet, it was hundreds of miles to the north in Washington, but a friend in the area checked it out. “I was happy with the paint and interior,” said Marty. “But hated how it drove. About a month later, I called Zaccaro Hot Rods in Pleasant Hill, California, and spoke with owner Chris Zaccaro. We struck a pretty good understanding of what I wanted to do.” See, Marty thought he would start off at a crawl and just change the front suspension, but then the spiral began to spool up steadily. You know the deal.

“After much discussion, Chris convinced me to remove the engine, the subframe, and all the sheetmetal,” he said. “We were going to smooth the firewall, the engine block, cylinder heads, inner fenderwells and install the mini-tubs and powdercoat the subframe.” Zaccaro built the suspension around ATS forged spindles and Specialty Performance Company (Longmont, Colorado) adjustable control arms. Wheel damping is the province of SPC springs surrounding Koni adjustable shock absorbers and body lean is checked by a Hellwig tubular antisway bar (all of it came as a kit from Mark Savitski Classic and Custom in Hellertown, Pennsylvania). A Lee 670 steering box (along with pump and reservoir) keep the Camaro on a steady track. On the action end, Zaccaro used a narrowed Currie 9-inch (limited-slip, 3.70:1 gears) with Detroit Speed 3-inch drop multi-leaf springs and RideTech single-adjustable shocks. Burning off the energy produced by the fat Rat is left to Kore 3 C5 Corvette 13- and 12-inch discs monitored by a Wilwood master cylinder and a Hydratech booster. That same energy is applied to traction by Nutek 755 forgings (19x8, 19x11) encased in Nitto Invo 245/35 and 325/30 balonies.

For the intimidation factor, Marty wanted the plum … and the stem, as well. Chris Zaccaro retained the 502’s forged rotating assembly and the 9.5:1 compression ratio. Then he stuck it with a COMP Cams XM296HR stick phased for a 0.566-inch lift and 242 degrees of duration. He swapped in Edelbrock oval-port Performer RPM cylinder heads and on top of them he situated an Imagine Injection (Glendale, Arizona) intake manifold and its gnarly eight-stack EFI feeders. Unleaded 91 is sourced from a Rick’s 17-gallon stainless steel cell via a submerged Walbro pump and into Aeroquip Teflon lines. Directions come from a collaboration of FAST XFI controller and MSD equipment. Chris attached Moroso ignition wires, ceramic-coated Hooker Super Comp headers with 2-inch primaries and he plumbed the 3-inch stainless steel exhaust system with MagnaFlow muffs. He continued with March billet accessory brackets (A/C, alternator, and power steering) and installed a Griffin aluminum core and dual 11-inch SPAL fans to soothe the Rat’s hot head. At this writing, the engine hadn’t been proofed, but Chris modestly figures a return of at least 600/600 (the crate is rated at 502/567).

Torque management is the job of the 10.5-inch McLeod dual-disc clutch assembly and iron GM flywheel—a combination worthy of at least 800 hp. The Tremec TKO 600 five-speed provides the guff as well as the calming effect of the 0.82:1 top gear ratio. Oscillations shuttle rearward on a 3.5-inch diameter prop shaft from Hurst Driveline (West Sacramento, California).

The Camaro’s body was neither maimed nor cured; it received minor changes that simply facilitate operation. Chris put the Optima battery in the trunk and he finagled the billet gas filler in there as well. He massaged the steel GM ZL2 hood to enhance passage of incoming air to the eight-stack injection. He completed the body changes by installing the sideview mirrors from a second-gen Camaro. From there, Pat’s Auto Body got the sheetmetal in shape for the DuPont Tuxedo Black base and clear coats, and then signed off with the Metallic Black Z/28 stripe.

Ostensibly a Pro Touring minion, the Camaro is that in spades, but it also carries a fully developed interior and the creature comforts that accompany any modern car. The carbon-fiber dashboard panels (instrument, center, and glovebox), Auto Meter gauges, ducts for the Vintage Air HVAC, and American Autowire harness were all in place prior to the Camaro’s arrival at Mark’s Custom Auto Upholstery. There, the cut pile carpet, the door and side panels, and the console coverings were added. Then a touch of exotica: stock seats are a pairing of leather and ostrich hide. Marty wraps digits around the high-zoot Momo steering wheel and pushes that Hurst shifter into another dimension. All the while, his ears tuned to the Kenwood 7-inch LED head, Rockford Fosgate 600-watt amps, front and rear speakers, and 10-inch subwoofer … or maybe he just listens to the engine sing.

So Marty Begell got his champ, his classic muscle car, and a different way to see the landscape.

IN FLAME (RED) VEW MORE

1970 Chevrolet Camaro - Status Whoa

Forget Status Quo. The Ringbrothers’ Latest Camaro Creation Goes Far Beyond the Norm

No one aspires to be average, but bell curves are an ugly fact of life. Whether the subjects at hand are doctors, taco trucks, or toilet bowl cleaners, the final tally yields a little bit of sucky, a little bit of great, and a whole lot of average. The same principle applies to hot rod builders, as most churn out good but not particularly memorable products. Even so, simple statistics means that some shops will defy the odds and end up on the far right side of the bell curve. By continually giving the status quo the middle finger and leveraging their artistic and fabrication abilities these elite hot rod shops build machines with a unique visual signature that no one else can emulate. Take Bob Venne’s ’70 Camaro, for instance. Anyone that knows anything about Pro Touring muscle cars will immediately recognize it as a Ringbrothers creation. The look, feel, and overall execution of every Ringbrothers build is that distinctive, and this 650-horsepower second-gen Camaro represents yet another round of design brilliance and creativity gone wild.


Car owner Bob Venne has always had a thing for second-gens, and he putted around town in a ’79 Z28 as a teenager. However, the ’70- 73 models were his true passion and he vowed to build one someday. Bob soon developed an interest in dirt track racing, but the responsibilities of life required walking away from the hobby, and he survived many years without a project car. That all changed one day when he caught a glimpse of Dale Earnhardt Jr.’s famed ’72 Camaro. “That car renewed my interest in early second-gens and inspired me to look for a project car. I really liked the idea of building a muscle car with an aggressive stance, big brakes, a lot of motor, and modern amenities,” he explains. “I found a good candidate for a build not too far away from me in Minnesota. It had no motor and the front end was completely disassembled. Since it wasn’t something rare, like an RS or a Z28, I didn’t have a problem with cutting it up.”

If Bob’s car bears a striking resemblance to what a modern concept car based on a second-gen Camaro should look like, it’s not a coincidence. That’s the design philosophy behind many of Ringbrothers’ creations, and they walk the fine line between aggressive and garish better than anyone around. “The entire front fascia is a custom one-off design. On a stock Camaro, the front body lines go off in different directions, so we wanted to add some continuity,” Jim Ring explains. “Compared to stock, the custom sheetmetal front bumpers and chin spoiler are toned down and flow into the body lines much better. We also added custom brake vents under the front bumpers. To add some dimension, we built a custom carbon-fiber piece on the hood that covers the cowl.”

As onlookers progress rearward, the custom touches keep stacking up. Trans Am-style quarter-panel vents cool the rear brakes, and there’s a racy quick-fill fuel door grafted into the driver side B-pillar. Furthermore, the custom rear bumper tucks tightly into the sheetmetal, machined billet rings frame the taillights, and the exhaust exits through a custom rear roll pan. There’s even an adjustable rear spoiler for dialing in rear downforce. Despite the dizzying number of custom body mods, what’s most impressive is how the Ringbrothers manage to push the envelope of tastefulness without crossing over into the land of gaudiness.

Obviously, any car that packs this much visual punch better have some beans to back it up. It does. Power comes from a Mast Motorsports 427ci LS7 small-block that registers 650 ponies on the engine dyno. As no surprise, the motor is cocooned in a fully customized engine bay. The firewall, radiator core support, and airbox are all custom pieces. Even the inner fenders got a mini-tub job to house the massive front meats. Custom shrouding covers up the ugly factory coil packs, and also feature a lime green scallop pattern that ties into the hood stripes.

To make sure all that power doesn’t go up in smoke, the Camaro relies on a Detroit Speed Inc. QUADRALink rear suspension in lieu of the antiquated stock leaf springs. Up front is a hydroformed DSE front clip and tubular suspension. The custom Forgeline/Ringbrothers wheels feature a trick pin-drive mount that has just a single center lug nut, which partially conceal massive 15-inch Baer brake rotors clamped by six-piston calipers. The driver summons all this performance goodness from the comfort of a 100-percent custom interior.

As much as we hate to admit it, attempting to describe all the custom touches in a Ringbrothers creation is a nearly impossible proposition. Engaging prose and stellar photography can only do so much. Even so, Bob’s Camaro represents just one in a long line phenomenal Pro Touring machines that the Ringbrothers have launched well past the right side of the bell curve. These guys aren’t about maintaining status quo. They’re on a mission to set a new benchmark for status whoa.

“I love the LS7 in my Corvette Z06, so I knew I had to put one in my Camaro.” –Bob Venne