Why Chevy Can Never Build Another 1969 Camaro

1969 Chevrolet Camaro

I’ll be the first to admit I am envious of the generations that could have purchased a 1969 Camaro new. That was never a possibility for me, as they stopped selling them … oh, two decades before I was born. Shucks … Just missed ’em.

And, while it’s pretty unlikely that my 1969 Z/28 dream car will ever end up in my garage, since the prices for first-gen Camaros spiral higher and higher every year, I accept the fact that Chevrolet will never make another one.

That may seem like a weird thought since the car has been out of production for almost 50 years, but hear me out. It seems like any time we produce a story on the 2016 Camaro, the Internet fires back with a bevy of comments such as, “It’s no ’69,” or “Why can’t Chevy just make another 1969 Camaro?”

You can trust me when I say, “Super Chevy would be the first on the scene if ever new ’69 Camaros started rolling down the GM assembly lines.” But alas, the answer to the question of why doesn’t Chevy just build another 1969 Camaro is obvious, they can’t.

When you look at the amount of restrictions imposed on automakers in this country, its amazing cars are still produced at all. Worse yet, all of the federally mandated constraints such as emissions, crash safety, fuel economy, etc., combine to form a virtual mold that new cars all have to fit inside of. There’s a reason that newer cars all bare a subtle resemblance. It’s a dreary thought, but if engineers are forced to let a wind tunnel dictate the body lines of new vehicles, in a mad-dash to meet federally-mandated fuel economy, won’t we all end up rolling down the boulevard in spherical-tube-cars?

So, while Chevy will never be able to reproduce another 1969 Camaro even if they wanted to (and we imagine a good share of Bow Tie engineers are chomping at the bit to do just that) let’s drift off into a brief automotive daydream and imagine what a 2016 1969 Camaro would be like if they did …

I envision a car with laser-straight panels, thanks to modern manufacturing techniques, slick-shifting six-speed transmission with silky hydraulic clutches, and the horsepower … can you imagine? I can picture an LT4-powered ’69 Camaro holding center stage in a Chevrolet dealership. The window sticker says 650 horsepower. That’s the world I’d like to live in.

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Source: Super Chevy Magazine
Posted in General Motors

Barn Find! 1969 Dodge Daytona Charger Discovered

1969 Dodge Daytona

The ’70 Superbird was cool, but Charlie knew the Dayton, with only 503 ever built, was the real news. The story was just getting started. Says Charlie, “The Daytona he told me about was a two-owner car, so after I looked at the Chevelle I took a drive over to see the Daytona. After knocking on the door of the man’s house, he agreed to show it to me. It was an unmolested car sitting in a shed with two owners and 20,000 miles on it. Of course, it was a barn find, it’s weathered, with surface rust. At one point in its life, he let his pet sleep in the driver’s seat, so it’s a little tore up, but it’s all complete, all number’s matching, even down to the hose clamps on the radiator hoses.”

003 1969 Dodge Daytona Billboard Emblem2/82

The visit went well, but Charlie could tell the owner was still pretty attached to the car, and he didn’t want to push his luck. “He wouldn’t sell it, and he told me the car has never been for sale,” says Charlie. “We were there an hour or two, and at some point in the conversation he admitted that he’d probably never get around to restoring it. At that time I told him if he was ever interested in selling it at all, I’d be interested in buying it, and left it at that.”

Charlie and his sons thanked the Daytona owner and bid farewell, but not until Charlie made note of the man’s contact information. This would be a lead he’d have to follow up on. If nothing else, he had made a new friend who owned a Daytona—the next best thing to actually owning one. Charlie told us: “As time went by, I continually texted him, keeping my name in the hat, letting him know I was interested in buying it. It was a process of a few months, and I would text him every week or so. Then out of the blue, he texted me one day. He told me if he was going to advertise it for sale he would ask a certain amount of money, and if I wanted it, I could have it for that price. I immediately told him I’d take it. Last Saturday, we went up there and spent the day airing up the tires, freeing up the brakes, and pulling it out of the barn.”

What you see here are pictures of that visit to Glenwood, AL, a small outlying town near Montgomery. We’re keeping the transaction price and the seller’s name confidential, but we’ll tell you some of the background information on this particular Daytona, which is pretty interesting. We know that relatively few Daytonas were built with bucket seats, automatic transmission, and a console, and this is one of them. It’s also a four-barrel 440 car with original Charger Red paint. The original owner was the town judge, and bought it for his wife to drive. In 1974, that owner went back to the dealership he bought it at, and had them sell it for him. (We’ve included a picture in the gallery of the storefront that used to be this Dodge dealership.) The second owner—then just 18—bought it for $1,800. His family was in the timber business, but he was destined for medical school to become an anesthesiologist. The memorable thing here was that he wanted this wild-looking Daytona to drive down to Spring Break in Panama City, so he had a local painter lay on those outrageous flames that are still on the nose cone to this day.

008 1969 Dodge Daytona Console3/82

Charlie bought it from this gentleman who has had it ever since 1974, and who says has kept it running until about four years ago. “Based on the conversation that we had,” says Charlie, “that consisted of starting it up and moving it around the yard.” What eventually took the car out of service was a small accident where a car backed into the nose, crunching it in slightly.

Right now, Charlie is just amazed that he even owns the car, which he jokes that he bought for a shoebox full of folding money. “Pinch me, I can’t believe it,” Charlie told us. “This is the first and only Daytona I’ve ever seen out in public and not in a museum. It’s the first time I’ve been able to purchase one.” He hasn’t decided whether he’s going to restore it back to new, or simple get it running and driving in its current condition (we dig the moss growing on the rear wing!), but he is over the moon about his latest find. We’ll be following this closely in the coming days and weeks, so stay tuned!

006 1969 Dodge Daytona 440 Big Block
Source: Moparmuscle.com
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Posted in Interesting Stuff, Mopar | Tagged , , , ,

Through Dedication and Hard Work, This Corner-Carving 1973 Chevrolet Camaro Came to Be

1973 Chevy Chevrolet Camaro Buchanan Pro Touring LT1 T56 Front Quarter

By: Greg Acosta

The second-generation Camaro holds a special place in the hearts of many enthusiasts. Its streamlined look and sleek, sloped lines scream “FAST!” in an especially ’70s way. And, while they are now becoming far more desirable as project cars, back in the late 1990s it took a special kind of enthusiast to restore one. Mike Buchanan of Wichita, Kansas, just happened to be such an enthusiast. “I’ve been a Chevy guy all my life. I had one dark spell where I owned a couple Mazdas, but other than that, everything has had a Bow Tie. Right now I have two Chevy-powered dragsters, the Camaro, a ’61 Impala with an LS motor in it, and then all of our daily drivers are Chevy: my truck, my wife’s SUV, and all of my kids’ vehicles,” Buchanan proudly related.

“I’ve been messing with cars ever since I can remember,” related Buchanan of his early exposure to the automotive arts. “My dad was always working on them, and when I was young he’d buy an old car, get it running, and then sell it. He graduated to rebuilding wrecked cars from there, and I was always hanging out with him, so naturally I picked it up.” Another natural step for the young man born with a wrench in his hand was to attend a Vo-tech (vocational) high school. “I started building hot rods when I was in high school, back when you could have a wrench in school without getting expelled,” laughed Buchanan. “As soon as I graduated, I started working in the automotive industry. That was cool, because then I got onto equal footing with my dad, and we would help each other out, professionally.”

1973 Chevy Chevrolet Camaro Buchanan Pro Touring LT1 T56 11

With such a solid mechanical background, it was only a matter of time before Buchanan started building project vehicles. Oddly enough, it was his ’68 Camaro project that led him to his current ’73. “In the late ’90s I had a 1968 Pro Street Camaro with a blown big-block in it. I went on the Power Tour with it and someone there had a second-gen Camaro. It was lowered, with mini-tubs, and it really just looked awesome and hit me in ‘that way,’” recalled Buchanan of the formative stages of this current project. “I thought, ‘I’d like to build something like that’ and so I quietly put the word out that my Camaro was for sale. A friend of mine jumped on it, quick, and the hunt was on for a second-gen.”

“Hunt” really does describe Buchanan’s quest to find a second-generation Camaro, as it wasn’t as easy as he’d thought it would be to locate one. When he did finally find his jewel, it was practically in his backyard, but in rough shape. “I actually ended up finding the car locally. It was in pretty sad shape when I found it, but it was the only one I could find. It was a driver, and it was a 50-footer, with paint and some Rallye stripes on it, and some mag wheels. Up close though, it was rusted really, really bad,” Buchanan said.

Not to be deterred, he dove right in. “When I got it all apart, it looked like someone had replaced the front end at one point, but all the other sheetmetal was eaten up. I replaced the rockers and quarters and floors; trunk panel, taillight panel, decklid. All I was able to save was the cowl and the roof,” said Buchanan with a mix of nostalgia and frustration in his voice. “Back in the late ’90s there wasn’t a whole lot of aftermarket sheetmetal available for second-gens. You couldn’t buy full quarters, just skins, and there were places that would just have one side of something, because it was all leftover GM inventory. We managed to muddle through and get it all repaired, though.”

1973 Chevy Chevrolet Camaro Buchanan Pro Touring LT1 T56 Front
1973 Chevy Chevrolet Camaro Buchanan Pro Touring LT1 T56 Side
1973 Chevy Chevrolet Camaro Buchanan Pro Touring LT1 T56 09

It was about that time, while doing all the metalwork, that inspiration hit Buchanan in the form of a crafty engineer friend. “There weren’t a whole lot of off-the-shelf solutions for a Pro Street-style second-gen back then. Luckily, I have a friend here in Wichita, Steve Fagan, who is an engineer and a gearhead like me. We were talking about getting the car to handle better, and at the time, frontend aftermarket options were nonexistent,” reminisced Buchanan. “[Fagan] mentioned that a few years prior, he had put a C4 Corvette frontend under a ’65 Impala. We talked about it and he actually showed me the Impala. I thought it was a cool idea, so we did it.”

While grafting a C4 Corvette front suspension onto a ’73 Camaro chassis sounds like an extremely intensive project, Buchanan downplayed its difficulty, saying, “It really wasn’t that bad getting the suspension in, but it moved the engine back so far that the firewall really had to be recessed. That’s where all the hard work was.”

1973 Chevy Chevrolet Camaro Buchanan Pro Touring LT1 T56 Wheel

Unfortunately, right as the end of the project was in sight, tragedy struck the Buchanan family. “I worked on the Camaro steadily from 1998 to 2001, and had it almost ready for paint when my wife was diagnosed with cancer. That put the whole project on hold. When she passed in 2004, I still had one child living at home, so I spent all my time being a single dad,” recalled Buchanan. “I didn’t have the time or the desire to work on it, so it sat untouched for several years. I remarried, and we bought a new house, and I built a nice shop, but I didn’t think I’d finish the car.

Then, my daughter bought my old house, where the Camaro was parked. She asked me when I was going to come get my car. So I brought it home where I was forced to see it every day, and it got me thinking. I had so much time and money into the car, I figured I should finish it.” Trying to motivate himself, Buchanan painted the car with PPG two-stage 1976 Corvette Yellow with the help of Roger Bybee and Brian Jacobs. “Sure enough, with the paint on the car, I was eager to get everything buttoned up,” Buchanan said.

1973 Chevy Chevrolet Camaro Buchanan Pro Touring LT1 T56 Engine

“We were having issues getting it to run right, but it was kind of running, and then I bought my dragster and the Camaro got put on hold again.” However, the wait was a short one, and the ignition component that was giving him fits was located and replaced, allowing him to stretch the car’s legs. Completed and running, the ’73 Camaro sports a 1993 LT1 measuring 355 cubes, with an LT4 Hot Cam, 11:1 compression, all putting out 315 horsepower and 318 lb-ft of torque at the rear wheels. A T-56 six-speed manual transmission gives the combination a modern, sporty feel, while a 10-bolt with 4.10s and a limited-slip out back keep the tires planted. Up front, the OEM C4 running gear has been upgraded with Delrin bushings and RideTech air-ride suspension.

In the back, Air Ride components were again utilized, along with C4 Corvette brakes at all four corners. Staggered Z06 wheels, 18×9.5 up front and 19×12 in the rear, wrapped in meaty Nitto Invo rubber keep the Camaro planted, regardless of which direction the g-forces are coming from. Corbeau seats and a Simpson five-point harness, along with a 10-point rollcage keep Buchanan safe and add some rigidity to the chassis. A Billet Specialties steering wheel, Hurst shifter, and Auto Meter gauges accent the interior, as do the door panels Buchanan crafted himself. He also grafted turn signals into the outside mirrors for a modern touch on this classic.

1973 Chevy Chevrolet Camaro Buchanan Pro Touring LT1 T56 Interior

Even though he’s a drag racer and his dragsters run in the mid-7-second zone in the quarter-mile, Buchanan has never taken his prized Camaro down the track. “It’s ridiculous!,” laughed Buchanan. “It’s not a power monster, but with the 4.10 gear and the six-speed, it’s fun. If I did it all over again, though, I’d have gone with LS power. Back in ’98, the LS was still kind of an unknown platform and no one really knew their potential. I thought about switching midway through the project, but I figured that if I started over with the engine, the car would never get done.

After a nearly two-decade journey, Mike Buchanan’s second-generation Camaro is complete and on the road. He drives it around town and to a weekly breakfast with his fellow car nuts. There is still something left that he’d like to do with the car though. “I would like to get it onto an autocross track. I went to an event and just sat and watched the autocross all day long; it looks like so much fun. My wife teases me about the drag racing and working for a month for 7.5 seconds of fun, so autocross looks like a much higher fun-to-preparation ratio,” Buchanan laughed. It may have been a long and arduous journey, but the final product puts a smile on Buchanan’s face every time he drives it, and that alone makes it all worthwhile.

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Posted in General Motors, Interesting Stuff

Dick Guldstrand Races at Sebring in 1966

Dick Guldstrand 1966

By: Drew Hardin

The passing of Corvette racer and builder Dick Guldstrand in September 2015 has caused many automotive writers to revisit the man and his remarkable accomplishments. His death has affected so many so deeply, not just because of his success behind the wheel or the legacy he leaves with the high-performance Vettes that bear his initials. Guldstrand was a warm and welcoming man, a legend who wore his successes lightly. When you talked to him you knew you were speaking to an icon, but he didn’t. He always exuded more enthusiasm and excitement about the cars, or the races, than any trace of ego about his place in the Corvette world.

A deep dive into the Petersen archives turned up this film of Guldstrand and the Grand Sport roadster, shot by Jerry Titus for Sports Car Graphic magazine at Sebring in 1966. Following a string of championship seasons in West Coast SCCA racing from 1963-’65, Guldstrand was hired by Roger Penske to drive an L88 Corvette in the 1966 Daytona 24-hour race. That’s the event where Guldstrand famously finished First in class and 12th overall after crashing hard enough to destroy the Vette’s nose, but continuing to race with flashlights taped to the tops of the car’s fenders.

Penske asked Guldstrand to return to Florida the following month for the Sebring 12-hour race, sharing driving duties in the number 001 Grand Sport with Dick Thompson. This time, unfortunately, things didn’t go as well, though Thompson, not Guldstrand, was at the wheel when things went south.

Dick Guldstrand Racing 1966

As the magazine described it in the June 1966 issue, “The Stingray Roadster Proto, driven by Dick Thompson and Dick Guldstrand, had been going along strongly, but tangled with the Morgan—yes, Morgan—ran off the road in the esses, where the engine came adrift from the mounts, dumped its oil and gave up the battle.”

The rest of 1966 didn’t go so well for Guldstrand, either. His record shows some back-of-pack finishes and DNFs, and a stillborn attempt to drive at the Indy 500.

Guldstrand went to work for Peyton Cramer at Dana Chevrolet in 1967, and his fortunes began to turn. Dana sponsored a Traco-powered Camaro in that year’s Trans-Am series, and Guldstrand drove it to a win in St. Jovite, Canada.

And yet it was off the racetrack that he added to his legend that year, when he and Bob Bondurant famously drove their Le Mans entry — a red, white, and blue L88 Vette coupe — through France on public roads to get to the Circuit de la Sarthe. It seems the team, in its haste to pack for the trip, forgot a trailer. Engine failure put them out of the race after 15 hours, but still. What a sight it must have been to see that snarling brute running through the French countryside.

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Posted in Interesting Stuff

Restomod Air to Release Revolutionary Atmosphere App at SEMA 2015

SEMA 2015 Restomod Air Atmosphere App

Hotter than July in Texas, here’s a news flash from Restomod Air of Dallas / Fort Worth. “Restomod Air has just created the world’s first and only vehicle climate control app, Atmosphere. Wirelessly control your A/C system from any mobile device. You can mount it in the dash or not, it’s totally up to you. No cables, no mess, no problem.”

Restomod’s Mike Rejkowski says, “the Restomod Air Atmosphere app is a game changer we’re going to unveil this revolutionary new product to the world in Las Vegas at SEMA 2015 in booth number 23381.

Restomod Wireless Air Conditioning System Control App Iphone

Restomod Air’s exclusive patent pending one of a kind Vehicle Climate Control application allows the user to use their iPad, iPad Mini, iPod Touch or iPhone to control a Restomod Air system. No longer does the customer have to hard wire their controls. Rob Bingham of Restomod Air says the Atmosphere app is “ the future of aftermarket A/C.” The Atmosphere app works seamlessly with Apple’s new iPhone 6s and iPad pro.”

Restomod Air says any customer that uses the Atmosphere app with their Restomod Air system can change the color of all the Icons, adjust fan intensity, and temperature with the system. Restomod Air’s Atmosphere app combined with the new iPad pro gives the user touch screen access and the modern feel of a Tesla in their classic.

Posted in Industry News

The 2015 Holley LS Fest Was All That for Any Muscle Car Enthusiast

001 Holley Ls Fest Carvette  

By: Nick Licata

Coming into the 6th Holley LS Fest, it’s no secret of it’s massive appeal for those running LS engines under the hood of their early- or late-model Chevys (in past events we’ve seen an LS-powered sand buggy, a Suzuki Samurai, and a couple of Mustangs). The huge three-day event takes over Beech Bend Raceway in Bowling Green, Kentucky, in early September. The first LS Fest was in 2010 when the motivated gearheads at Holley recognized the LS powerplant rapidly gaining popularity with muscle car builders, so they took a crapshoot at putting the whole thing together with no guarantee that anyone would show up to an event targeted to such a niche but quickly growing market. Needless to say, the inaugural LS Fest was a huge success, and it continues to grow in popularity as record numbers of spectators and participants make their way to the legendary racing facility every year to enjoy the festivities surrounding the greatest LS show on earth.

Besides it’s unique feature of allowing only vehicles armed with LS-based (and now Chevy’s latest LT-1 engines), the fact that competitors can try their hand at quarter-mile drag racing, autocross, and the 3S Challenge all at the same venue sets it apart from any other performance-related auto event in the country. And new for 2015, is the addition of the Track-X competition, which takes place at the brand new road course at the NCM Motorsports Park. The organizers utilized a series of gates and chicanes to highlight driver skill and car balance without pushing the cars to the track’s limits. This is a welcome addition for those competing for the Grand Champion Award, as it offers drivers another element of competition and some legroom to show off of that LS power. There’s also a Countryside Cruise and huge Show-N-Shine.

002 Holley Ls Fest Sanoma  
005 Holley Ls Fest Kyle Tucker  

What makes this event so special is the fact that those competing for the Grand Champion award must use a 200 treadwear or higher rated tires in each event. Attempting to wrangle 600 hp down a drag strip on street tires is much easier said than done, but it sure is fun to watch.

The three-day event also features a Dyno Challenge, Engine Swap Challenge, and the always-exciting Drift Challenge where some of the best drifters in the country get sideways in a door handle-to-door handle tire-shredding smokefest of high-speed action.

014 Holley Ls Fest 1967 Camaro  
020 Holley Ls Fest 1967 Camaro  

Finally on Sunday, the autocross course gets torn down in order to make way for the 3S Challenge (speed, stop, steering). The 3S Challenge is a combination of autocross and speed stop in one event that tests the limits of the car’s suspension and brakes as well as driver talent.

Once all the points are tallied up, the Grand Champion will be crowned and receive a huge trophy as well as an invitation to the Optima Ultimate Street Car Invitational in Las Vegas following the SEMA show.

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Posted in Events, Industry News, Interesting Stuff

Cool Paint Techniques – 1968 Camaro

1968 Chevy Camaro View Full Gallery

Graphics are the easiest way set your car apart from the rest and give it a vibe all its own. Of course, it’s also the easiest way to ruin an otherwise great paintjob. We’re not talking tacky designs, but instead incorrect technique that results in wavy lines, bad edges, and asymmetrical designs that weren’t planned to be that way. Trust us, if Side A doesn’t mirror Side B, everyone will notice and all your hard work will be for naught.

1968 Chevy Camaro Paint 2/22

We wanted our 1968 Chevy Camaro project, Track Rat, to have a unique personality, but let’s be honest, given how many Camaros have been churned out, that’s no easy task. To help us out, we contacted artist Ben Hermance and rolled our ideas through his cranium. The result led to a kick-ass rendering that has been our template for the entire project. To turn his flat rendering into 3D reality, we hit up Best of Show Coach Works in Escondido, California, to lay down the paint. Aside from stripes, we also wanted to tackle a few other graphic tricks. We used lettering to emblazon our Anvil Auto rear spoiler with carbon-fiber lettering. A stencil let us add some fighter plane inspired art to the door and the car’s logo, or tattoo, was added to the lower front fenders then buried in clear. It’s these little details that can turn another nicely painted Camaro into a real head turner that will never get lost in a crowd.

01. The main panels were shot off the car, but to lay down the graphics, Best of Show’s Jon Lindstrom had to assemble the car and get all the gaps right. This way, when the car is finally put together, all the stripes will line up. Here, he adjusts the hood catch on the Anvil Auto carbon-fiber hood.

1968 Chevy Camaro Hood 3/22

02. Using 3M waterborne-compatible ¼-inch vinyl tape (PN 06404), Jon started laying out the stripes designed by artist Ben Hermance. It’s not hard, but it does require a steady hand and a good eye. The proportions of the Camaro in our rendering are more artistic, and as such, it made it tricky to bring them into the real world.

1968 Chevy Camaro Pinstripes 4/22

03. Even a well-trained eye needs a little help from a measuring stick. Jon used a special pencil that doesn’t leave residue (available at paint supply stores), to make guide marks before laying down the tape.

1968 Chevy Camaro Hood Guide 5/22

04. He then used the marks to lay down the lower edge of the red accent stripe.

1968 Chevy Camaro Hood 6/22

05. Here you get an idea of how the red accent stripe is accomplished. Once the horizontal and vertical lines are laid out perpendicular to each other, Jon then connected them with the curved corner pieces. The excess was trimmed away with a small razor knife.

1968 Chevy Camaro Hood 7/22

06. The fender hash stripes were laid out in the same manner. Lines were ran and then the unneeded sections cut away with a knife.

1968 Chevy Camaro Fender Hash 8/22

07. Here you can see how the red hash stripe will blend to the red accent stripe that borders the exposed carbon-fiber stripe. Before painting, Jon will run a piece of tape down the middle of where the two pieces of tape abut (red arrow). This will ensure that no red will end up in that area.

1968 Chevy Camaro 9/22

08. Jon then started masking and papering off all the areas that didn’t need red paint. The first step was using 3M Highland ¾-inch masking tape (PN 2727).

1968 Chevy Camaro Masking 10/22

09. Eventually, this was the final result.

1968 Chevy Camaro Masking 11/22

10. Just like our blue basecoat, the red accent stripe is Axalta (formerly DuPont) Cromax Pro waterborne paint. The color was picked from the Atlas color chart and is shade CAS1031.

Dupont Cromax Pro Atlas Red 12/22

11. Jon then started laying down the red paint. The Axalta paint uses a wet-on-wet process, so there was no need to let it set between coats. Unlike the blue, the red required quite a few coats—four to be precise, to get full coverage.

1968 Chevy Camaro Hood 13/22

12. We let the red completely dry overnight before pulling off the tape. This was imperative since the red needed to be masked over so we could shoot the blue. It also ensured a very clean edge when the 3M vinyl tape was pulled off.

1968 Chevy Camaro Removing 14/22

13. And here it is masked off so we can shoot the blue Axalta waterborne paint. The key is to take your time and triple-check to ensure everything is covered that you don’t want painted. Make a mistake and you could end up redoing a large chunk of the project!

1968 Chevy Camaro 15/22

14. Jon then laid down the Axalta waterborne paint. Because we didn’t use the value shaded sealer (since we wanted to use as little paint as possible to keep the edge low) it took almost three full coats to get complete coverage.

Axalta Cromax Pro Blue 16/22

15. To show off some carbon fiber on the back of the car, we used vinyl lettering from Scott Miller at Swifty Sign in Rancho Cucamonga, California, to mask off part of the Anvil Auto rear spoiler.

Vinyl Lettering 17/22

16. This should help people know who they’re chasing.

Vinyl Lettering Camaro 18/22

17. Scott also made us this cool nose art based on Ben Hermance’s artwork. Our other option would have been to have the art painted on the car, but that would have been quite “spendy” and a challenge to work into the schedule. Scott used a very high-quality vinyl, and as a bonus, it wasn’t any thicker than paint would have been, which made it easy to bury in the clear. Best of Show’s Dick Kvamme worked his sticker magic to get it on the car free of bubbles.

Track Rat 19/22

18. To add a little fun to the project, we came up with a little graphic for the driver-side door. Not many people will get the five cones (with one dumped over) reference, but the ones that do should get a chuckle out of it. For the paint, we just added a little black Axalta paint (left over from Black Betty’s hood) to the blue we were already shooting. If you want to buy these stencils or stickers for your already-painted ride, contact Scott and he can print you off some.

1968 Chevy Camaro 20/22

19. Before shooting the clear, all the panels were wiped down with wax/grease remover and then gone over with a tack rag.

1968 Chevy Camaro 21/22

20. The first of four coats of Axalta clear (PN LE8700S and LE1007S) was then laid down on the Camaro. Let’s just say we’re pretty damn happy and anxious to get this car on the road!

1968 Chevy Camaro Clear 22/22
Source: SuperChevy.com
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Posted in General Motors, Restoration Tips