1968 Chevy Camaro SS

My Build

From Restomod to LS Swap/Pro-Touring

About

During the end of 2015, I started searching for a 67-68 Camaro, manual & semi-restored, to purchase and work on. I finally landed on a 68 Restomod that I fell in love with. Next day, I took a flight to NY, test drove it, put a deposit, and flew back to MA.

Celine had one previous owner, who restored it with original parts and some aftermarket parts. It was then sold to a dealership in Long Island, NY, which I then purchased it from in January 14, 2016.

Even though Celine was a Restomod, it still wasn’t very reliable. The Carburetor would constantly choke, over-heat and stall. It needed major tuning, and suspension adjustment. That was exactly what I was looking for, an incomplete first gen camaro to work on.

In November 2018, I decided to start my “Project LSx Swap”. The build took longer than expected due to usual surprises in a build that needed many new parts, such as new mounts, bearings, etc..

After the LS swap, it was day & night. More power, and reliability. The only thing left was to improve handling and comfort. A year later, November 2019, I decided to start on “Project Pro-Touring”. It was time to turn this ’68 into a daily driven machine.

Guide: Buying a Classic Muscle

Where to start? What to look for?

Choosing & buying a classic car is not as easy as modern cars. If you search for 1968 Camaro on any site (e.g. Hemmings.com), you’ll find many for sale at widely ranged prices ($4,000 to $200,000). So how to choose your classic muscle, will all depend on what you’re planning to do with the car. Do you want a fully built ready classic for a piece of mind, or Do you want a semi-restored classic to work on yourself?

As you know, I like to build and customize my own cars. So I was looking for a restored good condition running ’67-’68 Camaro, which is considered a Restomod. Restomods refers to classic cars being restored, including some modern upgraded parts. For First-Gen Camaros, I’ve seen the price range vary between $25,000 to $40,000. You would have to familiarize yourself with the work done to the Restomod car, and know what parts have been restored or upgraded.

Next, and most importantly is to TEST DRIVE, and make sure to look all over for rust, especially underneath the car. Don’t let a paint-job fool you. Try to find out what parts have been upgraded by the previous owner, this is important! Not knowing what parts have been upgraded might affect your build goal…Trust me, I found out the hard way when I started upgrading my suspension. (I’ll mention what happened below).

I found my ’68 Camaro SS on Hemmings, being sold by a Classic Car dealership. I test drove the car, and felt comfortable purchasing it. It was in an okay condition, the motor was healthy. I wanted a NOT-Perfect Camaro, so I can do my own full rebuild. The one annoying part is that the dealership did not have any upgrade part details that was done by the previous original owner. I had to do the research myself.

Restomod Build

My experience with the Restomod 1968 Camaro SS: I knew what I was getting myself into choosing to buy this Restomod. What I didn’t get right, was the extensive issues running a carbureted engine in hot & cold weather. The carbs would either constantly choke and stall, when it’s hot, or take ages to crank in winter.

The suspension setup that was on it made it feel like you’re driving Fred Flinstones car!! Exhaust fumes were unbearable, taking hard corners would throw you left to right…everything about this car was way beyond from being perfect.

As always, I start doing my research, reading, joining forums, and speaking with current owners for educational advice. I finally decided to go with an LS swap first, and then focus on the Pro-Touring “handling” side.

Parts on my Restomod

Engine
(Restomod)

Fully-restored 350ci 5.7L engine (2,500 miles)
Carburetor (Holley)
No A/C
X-pipes (Pypes)
StreetPro Mufflers (Pypes)
Closeout Panel (Detroit Speed)

Transmission
(Restomod)

Muncie 4 Speed Transmission for Camaro SS

4-speed Transmission (Muncie)
Shift Lever (Hurst)

Suspension
(Restomod)

OEM Coils & Leafs
Gas-a-Just Shocks (KYB)
2″ Drop Spindles (McGaughys)

Wheels
(Restomod)

AR105 Torq Thrust M (American Racing)
17×8, 4.5 backspace, 0mm offset
Disc Brake 10.5″ Rotors
C10 Chevy Calipers
Sumitomo HTRZII 235/45/17 & 275/40/17

Aesthetics
(Restomod)

Cowl Induction 2″ Hood
OER Injection Front Spoiler
G/stock Gauges (Classic Instrument)
OEM 15″ 3 spoke Steering Wheel
Custom 2-tone Paint-job

LSx / ProTouring Build

From Restomod to Reliability…

I began my LS swap project, after moving back home from the U.S. The one main issue over here, are the resources of classic parts and experienced shops/mechanics who have the knowledge on working on classic cars.

Fortunately, I was able to find a mechanic to help my with finding the engine parts, and help me with the build. I ended up going with an LSx route (which is a mix of LS parts) because parts were easier to find, rather than going for a full LS2 or LS3 swap. My goal here is to have a reliable street-driven Camaro.

Engine (LSx)

Engine Block: LQ4 6.0L / 364 cid
Heads: 317 (LS)
Intake Manifold: LS Truck Style
Throttle Body: LS drive-by-cable (GM)
Power Steering (LS)
Fuel System: LS Truck return-style fuel rails
Spark plugs
Fuel injectors
Fuel pump
Fuel Filter (Bosch 0450915003)
Alternator (AcDelco 145amps)
Air Intake (K&N 57 series)
Aluminum Large Intercooler – Custom
A/C compressor (LS)
Oil Pan (GM)
X-pipes and Mufflers: (Pypes StreetPro)
Rear extended Exhaust Pipes – Custom
Closeout Panel (Detroit Speed)
Painted 6.0 Engine Cover (Holden Com.SS)

Transmission

T-56 6-speed (Tremec)
Shift Lever (Hurst)
Driveshaft (LS)
Clutches (Corvette C6)

Suspension
(ProTouring)

Ridetech StreetGrip Kit, which includes:
Shocks HQ Series Adjustable Mono (Fox)
Coil springs 2” drop
Sway Bar 1.125″ (Front) w/ Billet ends
Delrin Control Arm Bushings
Composite Leaf Springs with Billet ends
Leaf Spring Bushings & Shackles
Tall Ball Joints
Lower Ball Joints

Additional parts installed:

1″ Lowering Block (Ridetech)
3/8″ Coil Spacers (Global West)
Steering Link Kit (Ridetech/Proforged)
Steering Arms (The Right Stuff)

The suspension setup part of the build was the most frustrating part of it all.
As mentioned above, it will help you to find out every part detail that is replaced on the car before buying it.
I found out the hard way.
Wrote up a different story on this section below.
(Tech Guides: Handling)

Ridetech StreetGrip

Brakes
(ProTouring)

11″ Slotted Rotors (AFXWK32Z)
Dual Piston Calipers (AFXWK32Z)
Stock Spindles (DBSP01)
Master Cylinder DBMC05 (DBMC05)
11′ Brake Booster RPB1001 (RPB1001 )

LQ4 Specifications

LQ4 Performance Specifications
Compression Ratio	9.4:1
Horsepower Rating	300-330 hp
Torque Rating	360-370 ft./lbs.
LQ4 Engine Blocks
Castings	12551364, 12573581, 12577184
Material	Iron
Displacement	6.0L / 364 c.i.d.
Bore Dia.	4.000 in.
Stroke	3.622 in.
Deck Height	9.230 – 9.240 in.
Bore Spacing	4.400 in.
Thrust Bearing Location	#3 Main
Main Cap Style	6-Bolt
Main Housing Bore Dia.	2.751 in.
Cam Housing Bore Dia. (1999-2003)	Bore 1/5 = 2.326, Bore 2/4 = 2.317, Bore 3 = 2.307
Cam Housing Bore Dia. (2003-07)	Bore 1/5 = 2.346, Bore 2/4 = 2.326, Bore 3 = 2.307
Cam-to-Crank Centerline	4.914 in.
LQ4 Rotating Assembly
Piston Material	Hypereutectic Cast Aluminum Alloy
Piston Style	Dished
Piston Volume	+ 6.7cc
Wrist Pin Dia. (1999-07)	0.9447 in., 0.9448 in. (Press Fit)
Wrist Pin Dia. (2005-07)	0.9429 in., 0.9431 in. (Full Floating)
Connecting Rod Material	Powdered Metal
Connecting Rod Style	I-Beam
Connecting Rod Length	6.098 in.
Connecting Rod Bolts	M9 x 1 x 43
Crankshaft Material	Cast Iron
Crankshaft Main Journal	2.559 in.
Crankshaft Rod Journal	2.100 in.
Reluctor Wheel	24X

LQ4 Cylinder Heads
Years	1999-2000	2001-07
Casting Numbers	373, 873	317, 035
Material	Iron	Aluminum
Combustion Chamber Volume	71cc	71cc
Intake Port Shape	Cathedral	Cathedral
Intake Runner Volume	200cc	210cc
Exhaust Port Shape	Oval	D-Port
Exhaust Runner Volume	70cc	75cc
Intake Valve Diameter	2.000 in.	2.000 in.
Exhaust Valve Diameter	1.550 in.	1.550 in.
Cylinder Head Bolt Style	Torque to Yield (TTY)	Torque to Yield (TTY)
Cylinder Head Bolt Size 1999-2003	(8) M11 x 2 x 155, (2) M11 x 2 x 100, (5) M8 x 1.25 x 45
Cylinder Head Bolt Size 2004-07	(10) M11 x 2 x 100, (5) M8 x 1.25 x 45

LQ4 Cam Specs
Duration @ .050 in. (int./exh.)	191/190	196/207
Valve Lift (int./exh.)	0.457 in./0.466 in.	0.467 in./0.479 in.
Lobe Separation Angle	114°	116°
Cam Gear Attachment	3-Bolt	3-Bolt

LQ4 Valvetrain Specs
Lifter Style	Hydraulic Roller
Lifter Link Style	Plastic Lifter Tray
Lifter Body Diameter	0.842 in.
Pushrod Length	7.385 in.
Rocker Arm Mounting Style	Pedestal
Rocker Arm Style	Die-Cast, Roller Fulcrum
Rocker Ratio	1.7
Rocker Offset	None
Valve Spring Style	Beehive
Valve Spring Color	Natural
Valve Angle	15 Degrees
Intake Valve Material	Steel – Solid Stem
Intake Valve Dia.	2.000 in.
Exhaust Valve Material	Steel – Solid Stem
Exhaust Valve Dia.	1.550 in.
Other Key LQ4 Specs
Intake Manifold	Truck Style
Throttle Body	80mm, 3-Bolt
Throttle Control (1999-02)	Cable-Operated
Throttle Control (2003-04)	Electronic, Drive-by-Wire (for most models)
Fuel Injector Flow	24.8 lbs./hr.
Fuel Injector Length (between O-Rings)	1.9 in.
Fuel Injector Connector	EV6
PCM	Warren
Crankshaft Reluctor Ring	24x
Camshaft Sensor	Rear Mount, 1x on Cam
Oil Pan	Deep Rear Sump
Oil Pump	Standard Volume