The procedure is repeated on the right side. We noticed that a small gap between the inserted slugs and the washers caused the washers to cup a bit when tightened down. We asked Ed Bednar about this and he said it was designed into the system and causes the grade 8 flat washers to lock into place. | 
At least we didn't make the same mistake twice. We completely assembled the right-side knuckle before installing it on the control arms. | 
Next, we installed the rack supplied by 21st Century. The AGR-sourced rack has been modified by 21st Century to have correct steering geometry and steering linkage. Since the subframe was designed around this 15:1 rack, the engine mount is already notched to accommodate installation. Two rather large bolts secured it in place and we were ready to move on. |
We caught Dean Westmorland of Best of Show Coach Works installing the mounts for the splined sway bar. This sway bar is often seen in dedicated race cars and is easily swapped to dial-in the suspension. | 
Now it's time to install the brakes. First, we bolted the hats to the 14-inch Wilwood rotors, and we used red Loctite on every bolt. The bolts are drilled for safety wire, but we forgot it back at the shop. Later, we will pull the rotors off and safety-wire them. It's a little bit of insurance that's well worth doing. | 
Since the Wilwood brake package is designed for use on a C5 suspension, the installation couldn't be easier. The Wilwood-supplied caliper bracket bolts right up to the steering knuckle. |
Then we slid the rotor assembly on, and bolted the caliper into place. We then inserted the brake pads and installed the bridge bolt to hold them in place. Not one single modification was needed to install these brakes. They should bring the Camaro down from speed in a quick fashion. | 
Finishing up the steering system was as easy as attaching the tie-rod to the spindle arm and locking down the castle nut with the supplied cotter pin. Before doing this, we eyeballed the wheels to get in the ballpark as far as alignment before securing everything. | 
Best of Show owner Dick Kvammer works with Dean Westmorland to double-check all the bolts on the completed subframe. Total assembly time to this point was about two hours. |
The firewall on our '68 Camaro looked like Swiss cheese after so many years as a race car, so the guys at Best of Show grafted a new one over most of the existing firewall and painted it to match. Penny won't be running heat, A/C, or wipers. Hey, this is Southern California, we don't have weather here. | 
With the subframe ready to install, we test-fit the Detroit Speed and Engineering subframe aluminum bushings. These are the same height as stock, but won't deform over time. As a bonus, they add a bit more stiffness to the chassis. | 
The roller cart was removed from under Bad Penny and the front was supported by jackstands. We then lined up the new subframe in preparation for rolling it into place. Oh, and before the letters start pouring in, we already know the wheels are on backward. |
The whole assembly is pretty heavy, but with the wheels installed, it's still fairly easy to move into place. A floor jack at the center-point made it even easier for Dick to maneuver it into place. The other way to do this is to install the subframe and then install the components. We thought this way was easier. | 
The four bolts lined right up and we loosely secured the subframe to the body of the Camaro with the hardware supplied by DSE. Best of Show Coach Works then used an alignment gauge (seen sitting across the front of the subframe) to make sure everything was square before torquing down the bolts. | 
This was our reward for five hours of work (not including the tunnel modifications). With the subframe installed, we were able to install the Wilwood tandem master cylinder, proportioning valve and custom bent stainless brake lines from Classic Tube. We also installed the clutch master from American Touring Specialties that uses a very slick mounting bracket which attaches behind the master cylinder. This is a better method than bolting to the relatively flimsy firewall. A custom splined steering shaft and stainless U-joints complete the steering system. Overall, the installation of the subframe was straightforward and easy enough to do in a garage or driveway. Once we get the LS2 (see "Power Play," Nov. 2006) installed and the car reassembled, it will be time to hit the track and see how our '68 stacks up against a new Vette. |