February '20

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28 THE SHOP FEBRUARY 2020 Because these are period-correct upgrades, they generally don't require any fabrication other than exhaust, followed by tuning to maximize the performance offered by the mods. And, in most cases, these enthusiasts have likeminded friends who share their passion for performance and muscle cars and are also looking for a competent shop to take their vehicles to for similar mods. BACKSTORY For those who read the first installment of the Day 2 Camaro story back in 2018, this segment picks up right where that one left off. If you missed it, here's the CliffsNotes version: In the spring of 1969, I purchased a low-mile, bone-stock 1967 Camaro SS 350. As soon as I had a little extra money, I started adding aftermarket parts and accessories. These included a set of Cragar S/S mags, Nickey traction bars, Hurst Gabriel Dual Duty Shocks, a '67 Corvette 427 stinger-style hood and a host of Cal Custom dress-up items. To my eternal regret, I sold the Camaro in the summer of '71 before I left for basic training in the U.S. Army. Many decades later, after a long search, I found the nearly identical numbers-matching, unmolested survivor that is the subject of this story. After owning it for nearly 10 years, I got the bug to take a trip down memory lane and follow the same path with this Camaro that I did with my original 50 years ago. This installment covers the installation of the same go-fast goodies I added in the summer of 1969 to my original Camaro, but this time we're installing them today on the Day 2 Camaro. The one limita- tion I had back then was that the Camaro had to remain fully streetable, as it was my everyday driver, and yes, I drove it in the rain, snow (with studded snow tires!), sleet and shine. As before, I decided to follow the same template, because although this Camaro is not a daily driver, I wanted it to be a fun, enjoyable car to drive on the street. A note to purists: as in the first story, each of the mods consist of bolt-on parts that can easily be removed if I ever decide to return the car back to stock. WHAT'S OLD IS NEW AGAIN Now, as then, I started with an Edelbrock C3B aluminum intake manifold and a 780-cfm dual-inlet Holley 3310 carbu- retor. Unlike 1969, you can't just go to the local speed shop and buy a new C3B, since they have been out of production for many years. It took some time, but I was determined to use as many of the same parts as pos- sible, and finally tracked down a very nice original. Same with the Holley. Sure, you can go buy a new 3310 today, but they are not the same as they were in the 1960s. The carb I located on eBay was a barely used original GM service replacement 3310-1 that had been sitting on a shelf for more than 40 years and had the added ben- efit of never having been rebuilt. In almost like-new condition, especially considering its age, the carb even had the original fac- tory rubber-stamped manufacturing num- bers still on it. The Way We Were Tried-and-true vintage performance parts and tuning techniques put much more pep in the 350's step. Holley Model 3310 - 780 CFM Dual Inlet Carburetor Virtues: The Holley 3310 debuted in 1966. It was, and remains, a popular substitute for the Quadrajet and other OEM carburetors. The Holley 3310 was engineered to be easy to tune for a wide range of engine combinations. The fuel lines are 1967-'68 Camaro Z/28 specification stainless steel fuel lines and a brass Y block, both sourced from Classic Industries. We also added an aluminum heat shield between the carburetor and the intake manifold that is a faithful reproduction of the original 1970 Chevrolet 454 heat shield, GM part number 3969835.

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