Back in 1968, the folks at Chevy were trying to get the Camaro to earn the Championship of Marques in the prestigious SCCA Trans Am racing circuit. To that end, they hired the likes of Roger Penske and Mark Donohue to push the little F-body into the limelight. Outfitted with the legendary 302ci engine, the pair was able to make that Chevy dream come true for the Bow Tie Brigade. At the center of that effort was Chevy Chief Engineer Vince Piggins who pulled out all the stops to turn a few formerly race-only components into consumer-available status, making them acceptable for competition. Parts like four-wheel disc brakes and dual four-barrel carbs ended up on enough street cars that year to meet the SCCA Trans Am rules. But convincing the Chevy bosses that this was a good idea initially was a bit of a challenge.
At the time Chevy Division President Pete Estes was a strong believer in the program, but was concerned about the budget being spent on these "special programs." Piggins felt that he could sell Estes if he could get him to drive the product himself. But there was a problem-Estes only drove convertibles as long-term corporate cars and the Z/28 Camaro was offered strictly as a coupe for structural integrity and performance reasons. Piggins compromised, built Estes a convertible Z/28, and the rest is Trans Am championship history.
This one and only '68 Z/28 Camaro convertible recently rolled across the Mecum auction block. The reserve was not met, but Maynard did decline what must be the highest price ever offered for a Camaro of $1,050,000. The fact is Al Maynard has become quite attached to this amazing machine and was somewhat relieved when the Camaro did not sell. So if a million dollars for a Camaro didn't change his mind, what would? Immortality?
Book ReviewHow to Build and Modify GM
Pro-Touring Street Machines
By Tony E. Huntimer
144 pgs., $18.95
Published by CarTech Auto Books & Manuals
It's about time someone did a book outlining the Pro Touring movement. Tony Huntimer has chosen to limit his attention to GM Pro Touring cars, but the book does a great job of looking at more than just the image. The eight chapters detail the front suspension and steering, rear suspension, frames, engines, drivetrain, body and electrical, and where to find parts. Of particular interest is the chapter on front suspensions and steering, giving the entry-level reader a broad overview of what's required to build a decently prepared Pro Touring car. The book is well written and the photography crisp and well executed. It's a title that has already earned a place in our library.
Car Craft contributor Tim Moore is quietly assembling a Roaring Forties version of the original Ford GT-40 Le Mans-winning race car in his shop. As a result, we've been introduced to the world of kit cars. Actually, that term has acquired a not-always-deserving bad rap, but in the case of the Roaring Forties cars, these Australian-based cars are exceptional. You can purchase a rolling chassis with a body for $21,500 plus shipping (around $3,000) arriving at the U.S. distributor in Phoenix, Arizona. The square-tube chassis will easily accept a small-block Ford of either 302 or 351W configuration attached to typically an Audi five-speed transaxle.
This particular car is factory-built with everything but the engine and transaxle installed, which was accomplished by Hershal Byrd, the U.S. distributor. It's certainly one of the most exceptional built to date. So far, there have been over 100 of these cars ordered. The beauty is that with a mere 400 hp, you have a rocket of a car for decent cash outlay, and this is one machine you won't see on the street very often. A car like this would clean up on our Real Street Eliminator challenge! If you're interested, hit the Web site at www.roaringforties.com.au.
Chrysler Takes Flite