1969 Chevrolet Camero

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    Brent Jackson's 1969 Chevrolet Camaro

    A Complete Rebuild and Restoration Make This One a Jewel to Drool Over

    From the February, 2009 issue of Hot Rod By Steve Campbell

    Brent Jackson has built a number of cars, including a '57 Chevy that he owned for seven years. "I had done just about everything toit," he says, "including fuel injection, intercooled twin turbochargers, a six-speed transmission, big wheels and brakes, flames, a

    stereo, the whole deal. The car worked well, but I wanted something lighter that handled better."

    Brent, who lives with his wife and two sons in Thousand Oaks, California, had been storing a '69 Camaro for a friend, but it hadn't

    moved from his driveway for about six months. So, when he got an offer for the '57 that he couldn't refuse, he sold it, bought the

    Camaro and went to work. "The car was in need of a full restoration," he says. "It used to be a street/strip car, and it was pretty solid

    and straight. I started to disassemble it the first week."

    With the car stripped to the frame, it went into the dip tank. The frame was powder-coated black and was fitted with Global West

    solid frame mounts and Del-a-lum bushings front and rear. The 12-bolt rear end was built by Hoopers and was fitted with a posi and

    4.11:1 gears. It was located with Landrum four-leaf springs (also powder-coated black) in conjunction with KYB gas-adjust shocks.

    The front end received a coil-over-shock conversion and a set of SED spindles and a Hotchkis anti-sway bar.

    The steering is a Durex high-effort, quick-ratio system, and the 13-inch front and 12-inch rear Baer brakes were slotted and drilled.

    The front P245/40ZR18 Michelin Pilot tires are wrapped on Budnik Famosa 18x8 wheels, and the rear 18x9.5 Budniks ca rry

    P275/40ZR18 Michelin rubber. All of the suspension pieces were powder-coated black.

    While the rolling chassis was in progress, the stripped body was epoxy-coated inside and out. It was then reassembled on the frame

    to check for fit, then disassembled once more for paint. It was blocked, sealed, and received its RM Diamont blue candy pearl

    custom mix basecoat and clear coats, then color sanded and buffed. Jason Pecikonis of Newbury Park, California, performed all the

    body and paint work.

    The 488ci engine also received the full treatment to produce 540 lb-ft of torque at 5000 rpm and 580 hp at 6000 rpm. Based on a

    1970 big-block, it was put together by Tom Nelson of Nelson Racing Engines in Chatsworth, California. An Eagle 4130 steel crankshaftcarries a set of 4340 Eagle 6.385-inch connecting rods that actuate SRP pistons clad with JE rings. Capped with Edelbrock Victor

    cylinder heads, the combination produces 9.8:1 compression with a bore of 4.280 and a stroke of 4.250 inches. The fasteners are all

    ARP, and the pulleys are from March.

    A double-roller timing chain turns a custom-ground Nelson mechanical-roller camshaft. A set of R.E.V. valves with Competition Cams

    valve springs work over 1.7 Norris roller rockers and Smith Brothers pushrods. The intake side carries an Edelbrock Victor manifold

    that shoulders an Electromotive Tec II fuel-injection system with K&N air filtration. The Electromotive Tec II also controls the

    ignition, and the exhaust is vented through Hooker headers to a 3-inch exhaust system. The oiling setup uses a Mellings high-volume

    pump with a Milodon pan, and the fuel system uses a Paxton pump that gets its supply from a Triangle Engineering fuel cell.

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    The power from this stout engine combo is routed to a Borg Warner T-56 six-speed transmission from a Dodge Viper. The gearbox

    was prepped by Anaheim gear and was fitted with a B&M Ripper shifter. A Centerforce dual friction clutch engages a Ram Billet

    flywheel to pass the torque to a 3-inch 6061 aluminum driveshaft that was built by Wenco Drive Lines in Van Nuys, California.

    The custom black leather interior was created by Mike Ambrose of Northridge, California. It includes Autometer gauges, Jamex

    seats, a Momo steering wheel, and a custom center console. The sounds come from an Eclipse head unit and speakers with Precision

    Power amps for 800 watts of total power. To see a detailed story about the making of the interior, click here:Custom Interior

    Everything on the car is now new or rebuilt, and it shows. While we were trying to quietly photograph the car at a park, a grou p of

    spectators instantly formed. They didn't give a darn why we were shooting the Camaro. They just wanted to drool all over it. Can youblame 'em?

    http://www.hotrod.com/editorial/article.jsp?viewtype=text&id=7662http://www.hotrod.com/editorial/article.jsp?viewtype=text&id=7662http://www.hotrod.com/editorial/article.jsp?viewtype=text&id=7662http://www.hotrod.com/editorial/article.jsp?viewtype=text&id=7662
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    This is one awesome daily driver 20 miles per gallon and dependable.we started with a very rust free shell and stripped itdown to bare metal.the only rust was in the lower rear quarter and we replaced with new sheetmetal.The car has beenupdated with global west suspension and all new bushings,springs and shocks.We installed a ls1 motor with a 4L60automatic overdrive transmission and a 10 bolt posi trac rearend with 4:11 gears.It has 4 wheel disc brakes

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    The Real Deal

    Bob Owen's '69 Camaro eats so-called "g-Machines" for dinnerFrom the February, 2009 issue of Popular Hot Rodding By Johnny Hunkins

    The reaction is the same whether you see Bob Owen's '69 Camaro for the first time on the internet, the street or on the racetrack: complete awe. Even in the paddock area at Laguna Seca Raceway, the normally insular clique of Porsche and Ferrarracers is dumbfounded. A car which they had earlier written off as a cute oddity now has a growing crowd gathered aroundit. The Zinfandel and Camembert crowd has--on track--been unsuccessful in chasing the Camaro's taillights all day. Now,they take the opportunity to examine it up close, and they are begrudgingly impressed.

    We know how they feel. We've been chasing Bob Owen's Camaro since last September, when we first stumbled upon itonline. An unattributed photo of Bob's Camaro chewing up a high-speed sweeper made us as giddy as a 12-year-old with a

    stack of Playboys. We wanted this car--no, we had to have this car for PHR. Our persistence paid off handsomely, to theextent that the author even managed to cajole a 20-minute ride-along during a recent time-trial session at Laguna SecaRaceway.

    In a nutshell, Owen's Camaro is a NASCAR-spec racer jacked-up on steroids and licensed for the street. Althoughtechnically street-legal, it's about as likely to be found on the street as Cameron Dias waiting in line at Wal-Mart. A steadydiet of high-octane race fuel makes it just as unlikely to fill up at the local Exxon. The up side is the adrenaline rush you getas 697hp rockets this 2,800-lb. car up the straight-away at a buck fifty. Put into perspective, a Nextel Cup car with 750hpand 3,400 lbs. has a weight-to-power ratio of 4.53 lb./hp., Bob's '69 Camaro is around 4 lbs./hp.

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    So how did a successful San Francisco Bay area contractor find himself behind the wheel of a car that would makeEmerson Fittipaldi green with envy? Owen, who has owned many exotic cars including Vipers and Ferraris, attended anopen-wheeled driving school at Sears Point Raceway several years ago and got hooked. "I hit the wall and flipped it," saysOwen, "so I figured it was time to get my own car. That's when I started thinking nostalgia."

    A call to a knowledgeable brother-in-law (isn't that an oxymoron?) uncovered a '69 Camaro in the Allentown, Pennsylvaniaarea. Owen made the deal for the car and contacted Busby Motorsports (Martinez, CA) to orchestrate the transformationfrom ordinary to outrageous. Busby, which specializes in building Winston West and Southwest Tour race cars, also fills its

    down time helping local road racers, making Busby Motorsports the perfect candidate for the job. Busby employee GaryMichelson told PHR: "We're dirt track racers here, so most of our customers don't go for all the quality pieces like Bob. Mostracers are budget minded, but Bob wanted the best. From a builder's standpoint, this is a really special car. It's the one youwould want to build as a builder."

    That kind of spare-no-expense attitude buys a lot of car, and in this case that means full-on Southwest Tour underpinningscomprised of a complete Port City Chassis front end mounted to a custom tube frame race car chassis using .095-inch wall1-3/4-inch tubing.

    Gone is the flimsy GM unibody construction, and as we shall see, most of the other flimsy GM factory parts. Key piecesinclude Afco double-adjustable coil-over shocks, Speedway Engineering swaybars, an Appelton power-assisted rack and

    pinion attached to a custom Ididit column, a custom Watts linkage mounted to a Winters quick-change 9-inch rear with 4.11gears, Wilwood brakes all around (8-piston calipers in front, 6-piston calipers in back) and a 22-gallon Fuel Safe fuel cell.

    Busby Motorsports introduced Owen to the good folks at Ron Gross Race Engines in Lodi, California. Gross builds plenty ofdirt track motors for Busby, but his main claim to fame is his experience with Top Alcohol drag boat engines.

    Gross based the 358 cubic-inch small-block Chevy on an aluminum Dart block, loaded it full of Sonny Bryant billet crank,Manley H-beam rods, J&E forged pistons, a custom Crower solid roller cam with a Cloyes double roller timing chain andtopped the nugget with ported Brodix 18-degree heads and a high-rise spread-port intake. "Huffaker out in Sonoma built the[1 3/4 to 1 7/8-inch step] headers," says Gary Michelson, "Nothing fits in it, so we had them built. A lot of the stuff on that caris like that. It's just a one-of-a-kind car."

    Other engine goodies include 2.05/2.02-inch stainless valves actuated by a Crower rollerized valvetrain, a NASCAR-specHolley 830-cfm carb, a custom four-gallon dry-sump oil system, MSD distributor, ignition and coil, Taylor 8mm wires, aGriffin radiator with oil cooler, 145-amp Power Master alternator, and Peterson water pump and pulleys.

    Conflicting reports put compression at either 9:1 or 13.5:1. At 9:1--even on high octane--we feel the 697hp reported is a tadoptimistic, but at 13.5:1 the mill is giving up around 40 hp with good swill in the tank. At any rate, that difference incompression on a motor like this would normally be a 70- to 80-hp swing. We'll let you decide, but trust us when we saythere's enough snot under the hood--even on a bad day--to run away and hide from Ferraris.

    This ocean of power twists its way through a Tilton flywheel and three-disc clutch (in a Tilton magnesium bellhousing) to a

    Jerico four-speed trans with straight-cut gears. Dog tooth engagement means Owen can upshift and downshift without theclutch, just as the Trans Am boys do. A custom driveshaft (Driveline Service, Concord, California) passes the grunt to theWinters quick-change nine-inch.

    The final and perhaps most striking part of Bob Owen's Camaro is the exterior, which was crafted by Automotive Enterpriseof San Carlos, California. The steel Camaro body was treated to custom wheel flares which started out as FIA flares for a'69 Corvette. Automotive Enterprise mocked-up the front spoiler and front wheel flares to merge using a clay form, then builtcustom molds for the fiberglass parts which were laid in-house. The rear wing actually started out as "ricer" fare; the sidepanels were fabbed in-house and then the wing was raised, "to get the wing into clean air," say Owen, adding, "From theopen wheel cars I drove, I knew I needed some downforce in back."

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    After prep work, the body was then sprayed with Ferrari metallic gray; the long patch front-to-back is a pigment called"Grigio Quartz," but we're more inclined to call it silver.

    The rolling stock is NASCAR-inspired, but where Nextel Cup cars use 15 x 10-inch steel rims, Owen's Camaro rolls on 16 x10s up front and 16 x 12s in the rear. The steelie Circle Race Wheels are wrapped by Goodyear racing slicks all around.The look is intimidating, but the braking and turning power of this combination is the real knock-out punch felt by most Z06sand Vipers. Don't look for creature comforts inside the office of this Camaro. The only concession to entertainment is thepassenger-side seat, which exists for the sole purpose of plastering a smile on some lucky schmoe's face. In the event said

    schmoe elects to blow chunks of lunch instead, the all-metal interior can simply be hosed out. On those occasions whenOwen has time to peek, Autometer gauges tell the tale. A Hurst H-pattern shifter changes the gears while a set of Wilwoodpedals control Wilwood master cylinders for brake and clutch. Kirkey road race seats and Pyrotech 5-point harnesses roundout the interior.

    The only open item on the to-do list is to get the 2-1/2-inch Spin Tech side-exiting exhaust to comply with noise regulationsat some tracks. On the day we met Owen at Laguna Seca, the Camaro was black flagged several times for noise. Owenexplains: "The decibel meter is between corners five and six, so I have to lift a little there. They stopped me because it was92 dBs! I'm still working on that." A quieter exhaust would likely cost power, and that makes Owen somewhat reluctant tochange it, especially when Sears Point--another favorite of his--has no such restriction.

    Other than pesky decibel meters run by little old ladies, the whole thing works marvelously on track, as your author canattest to. The combination provides for dizzying levels of acceleration, lateral g-force, and deceleration. Despite the expenseof constructing such a car, it fits into no specific class and was strictly meant for lapping days and driving schools. It is adream car in the purest sense, with no concessions to any rulebook or sanctioning body, and we applaud Bob Owen forhaving the guts to build it

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