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1967 Chevy Camaro - Pro Touring Vs. Pro Street - Cover Story

The Battle For Street Supremacy

Photography by ,

Crew: Thanks to Mom and Dad Conley, wife Andrea, Mike Moran, George Cesa, Tim Sieger of Ultimate Design, RacePak Data Systems, Moroso's Bruce Blair, and John Meaney of Big Stuff 3

The 3-G Machine
The definition of Pro Touring encompasses a car that can perform well on multiple levels. We thought it would be cool to actually define what could be considered a high-end Pro Touring car-one that could really perform on a world class level.

Lateral g's are usually measured on a flat, 200-foot skidpad, and the numbers reflect the lap time converted into lateral acceleration. It's rare to see a production car generate much more than 1 lateral g, but it is possible. With high-quality road tires like the BFGoodrich g-Force KD tire or the Yokohama AVS Sport, it is possible to generate a 1g average number.

Another excellent test of a car's handling is the 600-foot slalom test. Seven cones are set up exactly 100 feet apart, and the better the car handles, the quicker its average speed through the course. Our pals at Motor Trend have tested several C5 Corvettes including the ZO6, and they all seem to run through this course at just a tick over 70 mph. That's fast. We heard that the new Lotus Elise can smoke through at over 73 mph while a Ferrari Challenge Stradale does it just slightly slower-as long as you've got $200,000 in your pocket.

As for braking performance, virtually all late-model production cars are equipped with ABS, making short stopping distances easier to attain. The standard test is 60 to 0, and the best numbers we found in MT's data bank were 97 feet from a Viper SRT-10 and 95 feet from an '03 Ferrari Enzo, so a braking distance of 100 feet or shorter should be considered hero territory, especially for a non-ABS musclecar.

We really don't need any help when it comes to setting the mark for quarter-mile times, so an e.t. slip that reads 11.0 or quicker is certainly world class. If you think it should be quicker, you'd better be able to back it up.

Given these standards, any resurrected musclecar that could come anywhere near this should be instantly knighted and worshiped for months. Consider then what chassis tuner and suspension guru Dean Dodge calls the 3-G car. This would be a street machine that could pull at least an average of 1g on the skidpad, a peak of at least 1g negative under braking, and also a minimum of a 1g peak on acceleration. Imagine a '69 Camaro, early Mustang, or a 'Cuda/Challenger that could hold its own against some of the best production cars on the road today.

To pull this off, let's stack the musclecar deck and allow the use of DOT-legal gummy dragstrip and road course tires. This makes both the lateral and braking g numbers easier to attain. The dragstrip might pose the biggest challenge since the suspension will be designed for handling, but that's what makes this game so much fun. We'd also test the car on the slalom, shooting for 66 or higher mph average speeds. If you've got a street machine that will pull these kinds of numbers, send us photos and a tech sheet.

Pro Touring Camaro
Car: '67 Pro Touring Camaro
Owner: Roger Conley

Engine: 350ci small-block Chevy, ZZ3 short-block

Heads: Holley aluminum 2.02/1.60-inch valves

Induction: Offenhauser cross-ram intake with twin Holley Pro-Jection throttle injectors, Commander 950 EFI control

Camshaft: Comp Cams 270 Magnum 224/224 degrees duration at 0.050, 0.470-/0.470-inch lift, with 110-degree lobe sep.

Transmission: Tremec T56 six-speed, McLeod 10.5-inch clutch, hydraulic release bearing

Rearend: Ford 9-inch housing, 3.55:1 gears, limited slip

Front suspension: Hotchkis front springs and larger sway bar with QA-1 adjustable shocks, Baer 12-inch front discs

Rear suspension: Hotchkis rear leafsprings, QA-1 adjustable shocks, Cal-Tracs bars, Baer rear disc brakes, mini-tubbed rear wheelwells and leafsprings moved inboard

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