Can I ask what front spring rate you're running, and also how it fairs for street/road course?

We've been running between 650 and 700 for the last couple of years but will be revisiting that again when we test next month. We are ok on the track (big and small) but can be better.

How do you find that spring rate range for street driving?

It’s been a while since I updated our progress over at Best of Show Dick and the crew have made some great progress and we’re getting close to being back together.

The hood has come out perfectly and definitely exceeds my expectations…

http://www.onelapcamaro.com/1967%20O...203%20qrtr.jpg

http://www.onelapcamaro.com/1967%20O...High%20dec.jpg

http://www.onelapcamaro.com/1967%20O...od%20vents.jpg

It will definitely move some air…

http://www.onelapcamaro.com/1967%20O...20Openings.jpg

The rear wing is almost in its final position now with just a little bit of a tweak left on the upright angle. Pictures don’t really do it justice but I think that when everything comes together it will look perfectly at home.

http://www.onelapcamaro.com/1967%20O...ing%20Back.jpg

http://www.onelapcamaro.com/1967%20O...ing%20high.jpg

http://www.onelapcamaro.com/1967%20O...20overhead.jpg

Well… at least as at home as a six foot wide dynamic rear wing can look on anything…

http://www.onelapcamaro.com/1967%20O...ter%20view.jpg

We wrapped up the final basis of the lower valence in December

http://www.onelapcamaro.com/1967%20O...0Low%20dec.jpg

Lots of room for the front tires

http://www.onelapcamaro.com/1967%20O...ont%20Tire.jpg

With the foundation in place we moved to some air intakes – two for the brakes and two for the airbox

http://www.onelapcamaro.com/1967%20O...ents%20out.jpg

http://www.onelapcamaro.com/1967%20O...nts%20orig.jpg

http://www.onelapcamaro.com/1967%20O...f%20shroud.jpg

In addition to the air intakes we worked on isolating the air intake…

http://www.onelapcamaro.com/1967%20O...20plumbing.jpg

http://www.onelapcamaro.com/1967%20OLCR/Front%20jan.jpg

And with that done we ran some new plumbing from Spectre for the custom air box that we’ve built in the base of the lower valence

http://www.onelapcamaro.com/1967%20O...e%20intake.jpg

And with that done we’ve moved to some final tweaks on the leading edge of the wheel wells

http://www.onelapcamaro.com/1967%20O...0extension.jpg

Next up will be the inner fenders and some additional ventilation to keep the air moving… clocks ticking but the wait should be worth it…

Jesus. Serious bidness here. That spoiler looks right at home.

Its coming together nice. Its amazing the stuff that wing can do. Very nice James.

My first thought when I looked your car over in October was you running One Lap and running into some major rain. I have to wonder if any issues will result from the huge nostrils on your hood. :D Specifically, belt wear and failure. An extra belt or two in reserve isn't a big deal unless it takes you out of an event.

He drives so dam* fast with that trailer the rain never has a chance to touch the car!

We usually carry "a few" spare belts just in case (one in the car and two in the trailer will be the plan for this year). I'm not too worried about rain while we're moving but if its torrential... well... we also have three rolls of racer tape for just such an emergency.

Thanks for reminding me that I need two new wheels/tires for the trailer. Don't want a repeat of that again...

You know James, to do this right you need a matching wing for the trailer! Imagine the travel speeds you could reach then! :idea: in all seriousness, good luck and have a great time this year! :thumbsup:

Thanks Chad but I think that the trailer is stressed enough by speeds were doing now...

The Vintage America class at the One Lap of America is going to be awesome and a real challenge this year. Besides long time favourite Mike Hickman in his second-gen, the class will include Carl "Hollywood" Casanova in his '68, Jimi "Star Power" Day with his '69 AMXess, Bob Steven's is bringing an '87 Mustang GT and there are rumors of a couple of other serious rides. Mary and I will be in great company this year and finishing in the top 3 (in that order - finishing and top 3) is our goal for the year.

But best of all... we get another shot at Daytona!

I'll start a One Lap thread soon with the full schedule...

James,

What size wheel & tire size are you running on the rear?

Scratch that. I found it in your tread.

Rear wheels are 19 x 12. Right now we have 325/30-19s on the back but we're debating running 305/30-19s on all four corners. I ran the 305 on the back at OUSCI a couple of years ago and there wasn't a huge difference vs the 325s. Then again, I have a spare set of 325s sitting from last year.

Just curious James, why not the typical pro-touring setup of 335s or 345s on the rear? I understand going with all four the same size, cause that's what I did the 1st year when I drove the the Mustang to all the events. easier carrying one spare. Is it balance front to rear vs traction getting back on the gas coming out of the corner?

Karl... Give me a minute to zip up my flame suit... It's a bit baggy in places but I might need it...

First off - this is not meant as a slight against the hard work, skills, engineering ability or anything about anyone specifically or in general - this is simply my opinion...

Second - I don't mean to rock the boat or suggest that I know better than anyone else or presume that my opinion is any better than anyone else's...

OK... that said... I think that, in general, "our" cars have way more tire than they need, way more brake than they need, and, for reasons that I have never appreciated, we seem to think that our cars have to have the biggest of everything to work. "We" may in fact need those things but, IMHO, it is because "our" cars are, generally speaking, not that good at doing what we are asking them to do. Big tires, big brakes, big wings - what have you - are, more than anything, crutches that make up for generally marginal ability and/or potential. I may not like that truth but I accept it. Do I need a huge wing? Probably not... but if it helps me overcome some of my shortcomings I the skills department then I'll take it. Do I need 6 pots front and back? Probably not... But if it helps get me closer to an ABS optioned car or gives me some extra confidence then I'll take it. Do I need tires this size all around? Do any of our cars need 335s or 345s? Probably not but if they will help make up for some of the limitations that our cars have in general then I'll take it. We tell ourselves that we need them because our cars are too heavy or we have so much power or whatever. If you've been following any of the racing at Daytona over the last couple of days (yesterday in particular) then you've seen a whole buch of cars that weight as much as we do running as much if not less HP than we demand on narrower tires and 4 piston brakes. And I would hazard to guess (or know from experience) that they would beat me without working hard at most venues. They are better cars with, in most cases, better drivers. If I need crutches to keep up then so be it.

Zipping up the suit...

The short and easy answer would have been that last year I ran the Z06 tire combo and the size difference between the 305 and the 325 is pretty minor.

Cheers

I support every statement in that post. Kudos.

X2 you go James! :thumbsup:

Reality based logic like that would earn you my vote for President :thumbsup:

Absolutely, I will say that there are some inherit disadvantages of a 40 year old body and the lack of R&D that real manufacturers enjoy.

It's all a cover up of engineering, lack of driving talent, and chasing every last .1 that really doesn't matter.

Lets just add spray nozzles in the wheel wells to spray the tires with VHT! :idea:

I hope that hood design works out well for you. The front of our cars trap alot of air under the hood so I definitely think it will help keep the front planted and reduce drag. Also really like the front airdam/splitter. If I were to do one it would be similar in design.
Not feeling the rear wing though.......I mean I hope it helps but I think it will create alot of drag and I just dont think you need to go that extreme.
Either way good luck out there.

HOLY SMILIES!!

Thanks

The real benefit with this design of rear wing is exactly that - at constant speed and in a straight line the wing planes itself out and actually generates less drag than the blade spoiler. Turn, accelerate, or brake and you've got all the the downforce you can ask for. In my case I'm "only" looking for 1-2 seconds per lap - which sounds huge - but that is on a new track from a standing start. We also have some fast/challenging tracks this year - Daytona and VIR both stand out - where every little bit will help. Some of the smaller tracks - Talladega and NOLA should also reward some additional downforce.

At the end of the day I don't know it it's going to work but I would rather try it and find that it does than not and wonder if it might have.

Cheers

well said! :thumbsup:

Cool, two events in Alabama this go around. I saw you and Mary finish up your last lap or two at Barbers a couple of years back and then followed you listening to the great sound of the OneLapCamaro until you jumped on the interstate heading out. I live less than an hour from both of these tracks for this coming year. I will have to make sure I am off work that day.

Werd. Step 1: Finish. Step 2: Everything else is gravy for Team Honor Flight.

Oh, and if you feel the need to "swap-down" on some parts, I'm your Huckleberry.

I wouldn't consider the supercharger to be a trade down but if your hankering to try my LS7 intake for the week I'm sure I could figure something out.

http://www.onelapcamaro.com/1967%20OLCR/shop%20265.jpg

getting close - be this time next week... well... we'll see

LOL! Lots of duct tape will be needed.

Drag race day should be interesting at Alabama. The SS^2 at RTTC last year is the closest I've done to drag racing in decades.

James, you'll have to excuse my ignorance here, but I haven't been following the build for very long. What sort of chassis stiffening is being employed on the car? It doesn't look like there's much anything going on in the front end and the interior only has a roll bar (maybe I'm wrong? Hard to see in the photos).

Have you guys measured the hub-to-hub stiffness of the chassis?

How are the wing loads transmitted to the chassis?

Amen James, other then the big tires thing I totally agree, if you are required to run 200 tread wear tires the bigger the better. I really think C6 brakes with good pads would do us fine. You put Danny, or Mark in anyone of the better cars, and it would be a winner.

For me, going back to my drag racing days I'm going to make up for my short comings with raw horsepower. Lord knows I need more road course experience, I still look at it as 17 drag races, its been fun though.

Karl,
We've got a few things going on with respect to chassis stiffening. From the main hoop back it's pretty conventional although we've tied in to the 3-link at every chassis point. Going forwards are a pair of boxed SFCs welded in to the floor and subframe. From the rockers/subframe are a pair of uprights welded into the body and going forwards is a dash bar (also welded into the body) and going forward from there are a pair of downtubes from the dash bar tied in to the subframe. It's nowhere near a full cage like the '69 but it's enough for what we're doing with this car for now.

For the wing we've reinforced a steel trunk lid in two planes and the load is spread to the rearmost points on the frame rails. We have to option of adding additional support but at this point I don't think that it's necessary and I'm trying to avoid eating up trunk space unless we have to. We'll monitor with video when we're track testing.

Horsepower... I hear you. I'm at lest a hundred short by todays standards. I hate bringing knives to gun fights but at least it's a relatively sharp knife.

Lots of progress at Best of Show over the last week...

The new splitter was water-jetted out...

http://www.onelapcamaro.com/1967%20O...tter%20raw.jpg

along with a Gurney Flap for the rear decklid...

http://www.onelapcamaro.com/1967%20O...ney%20Flap.jpg

http://www.onelapcamaro.com/1967%20O...ey%20Close.jpg

We'll have new base mounts for the rear wing in a couple of days to get the uprights to the same 11 degrees that the GT-R uses (vs. the higher angle we have now). The curve of the Camaro decklid is a lot more substantial than we anticipated.

Best of all the valance, splitter, and fender extensions are just about wrapped up...

http://www.onelapcamaro.com/1967%20O...%20Drivers.jpg

We've captured all of the elements we were looking for...

http://www.onelapcamaro.com/1967%20O...0Passenger.jpg

and (I think) that it came out better than I had expected...

http://www.onelapcamaro.com/1967%20O...0Head%20On.jpg

everything (more or less) flows and I think it looks like it "could have been" if GT3 was a class back in '67

http://www.onelapcamaro.com/1967%20O...e%20Ground.jpg

A couple more things to button up and we should be close...

http://www.onelapcamaro.com/1967%20O...e%20Ground.jpg

Looks great James.

I have just registered to this site as I'm starting a 1960 Pontiac PT car

I'm doing OLOA myself this year in my Camaro so I will see you there with my dad. Slightly different generation though.

:-)

looks awesome and funtional.

Does the wing mount to the trunk? if so is the trunk stong enough for the expected downforce?

Who did your water jet cutting? I could use another supplier for work.

Looks great:thumbsup:
To be honest it came together better than I originally as well.
even think the wing looks at home too.

Saw you were entered - look forward to meeting you in May!

Trunk lid has been reinforced and we have the option of adding some addional support if it looks like there is an issue in testing. I don't expect it to be a problem but we're prepared either way.

Thanks - cant wait to figure out colours for this year...