eight-stack Hilborn EFI. The Stainless Works headers have
two-inch primaries that feed into a twin three-inch system
from MagnaFlow that Greg tweaked to get it just right: “It’s
just easier for me than buying mandrels and doing it that way;
then I just get it ceramic-coated when it’s all done,” he says.
All up it’s good for 820 dyno-proven horses, which means
Greg needed a beefy drivetrain to send the power to. A
Tremec TKO600 five-speed got the nod, while the old 12-bolt
was turfed in favour of a Moser nine-inch with aluminium
centre and Truetrac LSD. That should do the job nicely.
The interior has been updated with a set of seats from a
VY Monaro, including the rears, making the car a four-seater
now. “I got rid of the electrics on the front seats, but with the
back seats I needed to cut all the frames to shorten them, then
reshape the foam,” Greg explains. “The filler panels I made
from aluminium and had them covered in leather to match.”
The instrument cluster was also updated, with a DSE insert
filled with Auto Meter gauges and controls for the Vintage
Air a/c.
The paint combination is a bit of a theme with Greg and
his Camaros: “Both my other Camaros are black with silver
stripes. I’ve never been a silver person, but when you see a
’69 in silver it just shows the lines up absolutely perfect,” he
says. “I couldn’t just have it plain; I like the rallye stripes on
them. I don’t know why they do it, but the boot stripes are
further out than the front ones, so I made them the same right
through.” The paint was applied by Aaron ‘Bunga’ Matthews,
who first sprayed the inside and underneath the car in Raptor
liner before applying the satin black in the engine bay and
underneath. The PPG Switchblade Silver then went on before
the stripes were masked and painted and the whole lot buried
under three coats of clear.
The car turned out nice enough to score an invite to Meguiar’s
Superstars at MotorEx 2018, and does everything asked of
it: “Over 800hp, 700lb-ft of torque, runs on 91-octane and it
stops and handles,” says Greg. Sounds like the perfect pro
touring recipe. sGREG & SHIRLEY FREEMAN
1969 CHEVROLET CAMARO
Paint: PPG Switchblade SilverDONK
Type: Big-block Chev
Inlet: Hilborn
Injection: Hilborn EFI
ECU: Holley HP
Heads: Brodix BB-3 XTRA
Valves: 2.30in (in), 1.89in (ex)
Cam: Comp Cams solid-roller
Pistons: JE
Crank: Callies Magnum
Conrods: Oliver
Radiator: Griffin radiator with Derale
fan
Exhaust: Stainless Works headers, twin
3in stainless with MagnaFlow mufflers
Ignition: Holley dual-sync distributor,
MSD 6AL-2SHIFT
’Box: Tremec TKO600Clutch: Centerforce dual-friction
Diff: Moser 9in, Truetrac, 31-splineBENEATH
Front end: Heidts Pro-G subframe
Rear end: DSE leaf spring
Shocks: Heidts billet coil-overs (f),
DSE (r)
Steering: Power rack-and-pinion
Brakes: Wilwood 15in discs and six-spot
calipers (f), Wilwood 14in discs and
four-spot calipers (r)ROLLING STOCK
Rims: Fikse; 18x10 (f), 18x12 (r)
Rubber: BFGoodrich g-Force T/A;
275/35ZR18 (f), 335/30ZR18 (r)THANKS
I couldn’t have built the car without
the help of my good friends Rob Kite
(panel beater), Aaron ‘Bunga’ Matthews
(painter), Peter May (mechanicals), and
my wife ShirleyGREG’S GOAL WAS ALWAYS TO BUILD A PRO TOURER; AFTER ALL, HE’S
THE KIND OF GUY THAT LIKES TO GO AROUND CORNERS AT PACE
The interior is pretty
straightforward, with a mix
of old, new and aftermarket.
There’s a DSE dash insert,
Vintage Air air con and
modified VY Monaro seats
A DSE mini-tub kit and a lot front and rear
of tweaks to the wheelarches
and inner fenders mean the
335 and 275 rubber have no
clearance issues