LIV­ING THE DREAM

Street Machine - - Contents -

Ge­orge Anas­ta­siou has Glen­lyon Mo­tors build him the ’67 RS Ca­maro he’d dreamt of since he was 12

WE RE­BUILT THE FAC­TORY BLOCK SO IT’S STILL MATCHINGNUMBERS, EVEN THOUGH NOTH­ING INSIDE IS ORIG­I­NAL

GE­ORGE ANAS­TA­SIOU has been a Ca­maro fan for a long time. “I’ve wanted one since I was only 12 years old, after a guy in our neigh­bour­hood bought a red ’68 with a crazy big-block and four-speed,” he re­mem­bers. “It was the tough­est thing I’d ever seen. So I de­cided that one day I’d own one – though I had to wait 30 years.” Ge­orge lo­cated his ’67 RS in the States as a re­stored, match­ing-num­bers, two-owner car. “It was a clean body with no rust, the in­te­rior was a great colour and in top con­di­tion, plus the pre­vi­ous owner pho­tographed the com­plete resto, which was the key to my pur­chase.”

The car landed in Oz in 2011, and headed straight to Mike Mc­crud­den at Glen­lyon Mo­tors in Brunswick East, Vic­to­ria. “Ge­orge ar­rived with a rea­son­ably orig­i­nal, un­mo­lested Ca­maro. He had a wish­list, but it then grew,” Mike laughs. “I said to Ge­orge, if you leave it LHD ev­ery­one will think that you bought it like that. Make it RHD and peo­ple are go­ing to know that you built it.”

The in­evitable snow­ball en­sued. “I just got deeper and deeper, so I went pretty much the whole hog,” Ge­orge says.

Over the next five years, Mike be­came the cus­to­dian of the RS, adding his ex­per­tise and call­ing in other pro­fes­sion­als where needed. “Over­all we agreed that the ob­jec­tives were: neat, hid­den and tough,” Ge­orge says. “Mike made lots of cus­tom en­gi­neered parts. He has a great at­ten­tion to de­tail and we were pretty much on the same page.”

Mike and the lads at Glen­lyon Mo­tors stripped the Ca­maro of ev­ery last nut and bolt be­fore em­bark­ing on the re­build, which in­cluded the RHD con­ver­sion, a flat fire­wall and a heap of per­for­mance up­grades, start­ing with the clapped-out SBC.

“We re­built the fac­tory block so it’s still match­ing-num­bers, even though noth­ing inside is orig­i­nal,” Mike says. First it copped a balance and blue­print thanks to Don­nie at Wellco En­gine Re­con­di­tion­ing. Mike then added the go-fast bits. Up top is a Hol­ley 650 DP feed­ing an Edel­brock Per­former Air-gap man­i­fold through to Trick Flow heads packed with Trick Flow lifters, pushrods, valves and springs. Be­low is a same-brand 284/290 cam. Mahle forged pis­tons pinned to six-inch Scat I-beams swing off a forged crank. “We be­lieve it’s good for 420-440fwhp – a bit of punch, but noth­ing stupid. It gets to 6500rpm pretty quick,” Ge­orge smiles.

Be­hind that, Ge­orge opted to bin the ’Gilde that it ar­rived with, opt­ing for a re­built, fac­tory-style M21 crunch box. The Glen­lyon fel­las re­con­di­tioned the ’box with new gears, keep­ing the fac­tory ra­tios. Fur­ther back, they beefed up the 8.5-inch GM 10-bolt with 3.7 Rich­mond gears, True­trac cen­tre and 31-spline axles.

Un­der­neath, Mike added Hotchkis sub-frame con­nec­tors and sway-bars for rigid­ity. QA1 ad­justable coil-over fronts and a Hotchkis leaf-spring rear take care of the ride com­fort, while brak­ing is now thanks to Wil­wood four-spot calipers and discs up front with the orig­i­nal GM drums at the back. Ge­orge opted to roll on 17-inch Amer­i­can Rac­ing rims. “The only bling on the out­side of car is the wheels,” he says.

Out­side, the hue is close to stan­dard, with a mod­ern twist. “The orig­i­nal GM colour is Deep­wa­ter Blue, a rare op­tion at the time,” Ge­orge says. “I wanted to keep the same combo as the VIN num­ber, though I went with Lo­tus Night­fall Blue, as it has more flake. Rob and Sha­ree Rowe from Su­pe­rior Panel Ser­vices not only prepped and coated the Ca­maro,

they also went to town on the fin­ish­ing touches to make sure all lines were tight.”

Next the RS headed back to Mike for the fi­nal fit-up. “The new stain­less-steel win­dow trims wouldn’t go on,” Mike says. “So I called Miles John­ston from Thun­der Road as he’s prob­a­bly the only bloke I know that can do it. It left us for a six-week trim fit and stayed for six months. Miles is more pedan­tic than me! He did around 20-30 tiny things that weren’t 10/10 that came back here per­fect.” Amongst the raft of mods are the ra­di­a­tor cover panel and front mesh in­serts. Did you even no­tice it was sans bumper? “Most peo­ple don’t re­alise it is miss­ing. The in­serts blend in with the nice sub­tle fin­ish,” Ge­orge says.

Inside, the mods are spar­tan and well-thought-out. The eye-pop­ping orig­i­nal trim re­mains un­touched, ac­cen­tu­ated with a Bud­nik tiller at­tached to the Ididit col­umn, with a Hurst shifter tak­ing cen­tre-stage.

I’d ask Ge­orge how comfy those seats are, but the pho­to­shoot was his first real drive of the car. “The de­tail Mike has done to get it driv­ing and re­li­able is amaz­ing. It starts, stops, doesn’t leak and will spin up pretty eas­ily if the foot slips off the clutch. Apart from the paint that’s a bit over-the-top, it’s a fully func­tion­ing car,” Ge­orge en­thuses.

“Now I just want to put some kays on it! My boys Max and Alexi were five and six years old re­spec­tively when the car ar­rived from the US. Now they’re 10 and 11, so have spent most of their lives talk­ing about the day we get to cruise the Ca­maro. I’ve al­ready been of­fered good money to sell it, yet I can’t en­vis­age do­ing it as it’s my child­hood dream that’s be­come a re­al­ity.”

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