MON­STERS NC.

SCOTT STONEMAN’S ’68 CA­MARO IS A MAS­TER­CLASS IN STREET PRES­ENCE

Street Machine - - Monster Inc - STORY AN­DREW BROADLEY PHO­TOS MITCH HEM­MING

IF YOU like the look of Scott ‘Stoney’ Stoneman’s ’68 Ca­maro with its slammed stance, 22-inch Sim­mons wheels and tur­bocharged LS pow­er­plant, then you should see his other Ca­maro.

Af­ter all, this one was largely cob­bled to­gether in just three weeks with left­over hard­ware from his ’69 build, so you can bet the new car will be kind of a big deal when it even­tu­ally hits the road. But for now, let’s fo­cus on the ’68, be­cause it’s a pretty im­pres­sive bit of kit in its own right.

“The other Ca­maro has a pro tour­ing chas­sis from Amer­ica and is body-dropped with a 14/71-blown LSX and airbags; it lays its sills on the ground on a 22-inch rim,” Stoney says. “But it’s turn­ing out to be a long-term project, so I bought the ’68 with the in­ten­tion of tak­ing my mind off the ’69 build for a while.”

He heard about the Ca­maro through a mate, and af­ter in­spect­ing the car he ne­go­ti­ated a deal and bought it, in spite of the fact that it was “filthy, had the ugli­est rims in the world and hadn’t been started for years”. Within the hour he had some fresh rolling stock bolted up, and af­ter turf­ing the dud wheels in the skip bin be­hind Cus­tom Wheels & Tyres in Pen­rith, dragged his new ac­qui­si­tion home to the Gold Coast.

It was a fac­tory big-block car with an RS grille, and had al­ready been sub­jected to a butchered set of mini-tubs and some iffy rear end work. With the most mod­est of in­ten­tions, Stoney planned to get it sit­ting nice and low then cruise it ev­ery­where, but the leaf springs had been re­set so much that they had be­come in­verted, and it rode hor­ri­bly.

When he spot­ted a Street Rod Garage chas­sis for sale, he flew down to Mel­bourne and bought it to slide un­der his ’69 project. All of a sud­den he had a bunch of hand-me-down chas­sis, sus­pen­sion and driv­e­line com­po­nents, all of which made their way into the ’68. It sud­denly in­her­ited a bunch of LS en­gine con­ver­sion parts, a De­den­bear-cased Pow­er­glide, airbags, AP Rac­ing brakes and epic 22x8.5 and 22x12 Sim­mons wheels, and the scope of the build es­ca­lated sig­nif­i­cantly.

“I had a set of turbo head­ers to suit LS, so I fig­ured it was eas­ier to go turbo than to make a new set of head­ers to suit as­pi­rated,” Stoney says. “The first fab­ri­ca­tor got stuck in, ripped the car apart and mounted the en­gine. I went out there one day with a new Gar­rett GTX42 and tried to de­cide where to put it. One of the boys there jok­ingly sug­gested we put it right next to the head­light, and it looked cool so we went with that. I had to change the RS front for the bil­let grille as the head­light flaps couldn’t open due to the turbo and in­ter­cooler be­ing in the way. Hav­ing the turbo there meant that it was just a V-band clamp straight to the in­ter­cooler.”

The fab­ri­ca­tor’s per­sonal life meant progress halted for a while, and when Stoney even­tu­ally picked the car up, he for­feited a bunch of pre-paid funds in the process. The car then

THIS CA­MARO WAS LARGELY COB­BLED TO­GETHER IN JUST THREE WEEKS WITH LEFT­OVER HARD­WARE FROM SCOTT’S ’69 BUILD

went to his good mate Nathan Allen at Elite Fab­ri­ca­tions, but sadly just days later, Nathan took his own life.

“At Nathan’s funeral, mid-de­cem­ber 2015, Nathan’s brother Matt Allen and I de­cided that we would take the car to Summernats in Jan­uary. It didn’t need to be 100 per cent fin­ished, as it would just go on the Mon­str Cloth­ing stand – it just had to look pretty. He had three weeks, and while it seemed pos­si­ble, it turned out there was a lot more work than what I’d ex­plained to Matt. Sorry mate!”

Matt, his dad John and a heap of other guys spent three weeks solid work­ing on the car at his shop Ex­treme Metal Craft in Cowra, fin­ish­ing the en­gine con­ver­sion, wiring, fab­ri­cat­ing the ex­haust, fit­ting the airbags and brakes, do­ing the whole rear-half chas­sis and floor, and build­ing the four-link and boot floor.

There were teething prob­lems, as one would ex­pect, but the car made it to Summernats, and when Stoney first saw it dumped into the weeds and tuck­ing six inches of rim, he was stoked to say the very least.

Af­ter the ’Nats, he worked through the bugs and the Ca­maro went on to be­come a fully-fledged street car. Matt from MKA rewired it from front to back, while Cas­tle Hill Per­for­mance in­stalled the Hal­tech Elite 2500 and man­aged to fetch an im­pres­sive 590rwhp out of the cammed L98 6.0-litre on just 10psi of boost. With a loose con­verter and mod­estly pro­por­tioned turbo, Stoney tells us it’s a hoot to drive on the street.

“One of my best mates has a 1000hp turbo LSX Walky,” he says, “and it is so laggy com­pared to this that even though it makes twice the power, the Walky would need a long street to catch it.”

It’ll need an even longer street now, be­cause since these pho­tos were taken, Stoney’s fit­ted up a forged stro­ker en­gine in search of even more grunt. He’s also look­ing to of­fload the car, be­cause the time to move for­ward with the ’69 build is at hand. If you can see your­self prowl­ing the streets in this tubbed, ’bagged and tur­boed mon­ster, we’ll be happy to put you in touch with him.

“Matt and John Allen were key to get­ting this car done,” Stoney says. “They have gone above and be­yond help­ing me with ev­ery­thing. At the end of the day, the main part of the car was built in three weeks with a bunch of left­overs from my other car, be­cause as Nathan al­ways said: ‘There’s no such word as can’t.’”

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