Ultimately, the wrenching concluded in 46 hours, but Bret is quick to point out that pulling it all off required a painstaking planning process. “There was a solid 10 months and 1,000 hours of planning leading up to the start of the build. After the LS Fest, Greg Schneider and I—along with Scott Payton and Mike Julian of Route 2 Media, and Chad Reynolds of BangShift.com—got together once or twice a week to organize the logistics and filming of the build,” Bret says. “We planned out the sequence of exactly how the car was going to come together, and plotted out how long each step would take on a spreadsheet. Once the build started on May 16, there were six people from the RideTech shop on the primary build team: two people for the engine compartment, two people beneath the car, and two people for the interior. To prevent any conflict and delays, each team had a designated leader that would make important decisions when necessary. Additionally, Baer, Lingenfelter, Vintage Air, and Forgeline each sent representatives to oversee the installation of their parts.”
In order to keep the build on schedule and stick with the bolt-on agenda, Bret purchased a nicely restored ’67 Camaro. By starting with a solid car that didn’t need any bodywork, he was able to immediately focus on bolting on parts. “I first spotted this car at a show, where it had just won a trophy. There are two or three Camaros like this at any local car show, so it’s very much representative of the kind of cars that are out there,” he says. Knowing well before the build that the 383 stroker small-block and TH350 trans would be replaced, Bret hooked up with Lingenfelter Performance Engineering to come up with a suitable engine combo. The result is a warmed-over LS3 with ported factory cylinder heads and a 215/231-at-.050 hydraulic roller cam that produces 560 hp and 570 lb-ft of torque. That power gets sent to a built Muncie M20 four-speed stick mated to a Gear Vendors overdrive unit, which is a truly unique departure from that of your typical g-Machine. “A Muncie was a natural selection for this project because we didn’t have any time for the trans tunnel mods that a T56 would have required,” Bret says. “The Muncie fit perfectly, and didn’t even need an aftermarket crossmember. It’s very easy to powershift a Muncie, and the Gear Vendors unit is almost an unfair advantage on the autocross. I can run the whole length of a typical autocross course in Third gear by toggling between the under and overdrive on the Gear Vendors unit.”
When you’re in a rush, the interior is an easy place to overlook. Not so with the 48 Hour
Of course, as a company that manufactures premium suspension components, RideTech fitted the 48 Hour Camaro with the best stuff its catalog has to offer. Up front are RideTech’s tubular control arms, sway bar, and spindles. In the rear, the factory leaf springs have been booted in favor of a RideTech four-link setup, which locates a Moser 12-bolt rearend. BFGoodrich rubber provides the stick and wraps around 18-inch Forgeline GA3R wheels. With the serious acceleration and cornering speeds made possible by the impressive chassis hardware, Bret didn’t skimp on the brakes. Scrubbing off speed are a set of 14-inch Baer discs with six-piston calipers at each corner, a setup that Bret says out-stops his ’07 Z06. Providing a firm foundation for all the lateral and longitudinal loads is a RideTech Tiger Cage that, you guessed it, bolted right in.