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105611 Posts in 12333 Topics by 4753 Members
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3121  Model Specific Discussions / Trans-Am Camaros / Re: Original T/A racing photographs, late 60's & early 70's on: March 03, 2011, 04:24:38 PM
Photo taken on the streets of London, April 1967. This is the "sister car" to the Dana Camaro
driven by Dick Guldstrand. It was built at the same time by Bobby Joe McDonald at Dana Chevrolet
and it was driven by car owner and driver Thomas F. Lynch. It ran as car #28 at Sebring and then
left immediately afterward to race in England and Europe over the summer and then returned
Stateside to race in the Las Vegas 350 Trans-Am in the fall of '67. Raced by Tom in Trans-Am thru 1969.

Photo: Mike Haemmig Collection
3122  Model Specific Discussions / Trans-Am Camaros / Re: Original T/A racing photographs, late 60's & early 70's on: March 01, 2011, 11:18:59 PM
Dick Guldstrand in the Dana Chevrolet sponsored Camaro, 1967 Sebring 4-Hour Trans-Am.
Dick co-drove with Bob Bondurant in this event.

Dave Friedman photo
3123  Model Specific Discussions / Trans-Am Camaros / Re: Original T/A racing photographs, late 60's & early 70's on: March 01, 2011, 11:03:37 PM
Craig Fisher's Z-28 at '67 Sebring tech inspection. This car is a true Z-28 which was repainted
with gold accents by Gorries Chevrolet in Toronto, Canada. Gorries called these cars Black Panthers.
Craig earned the first points for Chevrolet in the Trans-Am by virtue of his second place finish
at the Daytona 300 Trans-Am, Feb 3rd, 1967. Craig also earned the first points for Pontiac in
Trans-Am when he switched to a Firebird in the middle of the '68 racing season. Great driver,
very underrated.

photo by Craig Fisher
3124  Model Specific Discussions / Trans-Am Camaros / Intent of the 1st-Gen Trans-Am Camaro Forum on: March 01, 2011, 10:25:00 PM
The intent and purpose of this forum is to educate the 1st-gen Camaro enthusiast about the road racing history of their favorite car and the people involved with racing them back when these cars were new or only a few years old. Many special parts were made specifically for the early Camaro to make it not only competitive with its rival ponycars, but a winner. Here, we have a lot of respect for our competition because they helped make our car better than it may have otherwise been. This forum is meant for discussion of 1st-generation '67-'69 Camaros not only from a historical perspective, but also is open to discussion of their involvement in Historic Trans-Am racing, as seen on the website. We also hope to feature interviews and profiles of the people who originally owned, drove and/or engineered these special pieces of racing history. The intent is to grow this forum and topic of discussion to the extent to which it so richly deserves to be done.
3125  Model Specific Discussions / Trans-Am Camaros / Re: 302 Chevy engine building articles [late '60 - early '70s] on: March 01, 2011, 10:00:00 PM
From the August 1970 issue of Motorcade magazine.

3126  Model Specific Discussions / Trans-Am Camaros / Re: Original T/A racing photographs, late 60's & early 70's on: March 01, 2011, 08:07:22 PM
Bobby Johns driving the #54 Camaro at the Paul Revere 250 night race, 7/4/67. Note Hurst sponsorship. This is the
same car as seen in the previous picture. Car sponsor was Norman Johnson, owner of Miami Speedway Park.

Photo: Daytona Speedway archives
3127  Model Specific Discussions / Trans-Am Camaros / Re: Original T/A racing photographs, late 60's & early 70's on: March 01, 2011, 06:22:36 PM
Charlie Kolb #22 Camaro, 1967 Sebring 4-Hour Trans-Am tech inspection (downtown Sebring).
I believe the car owner was Porsche racer Fred Baker, from Miami, Fla.

Photo by Craig Fisher
3128  Model Specific Discussions / Trans-Am Camaros / Re: Original T/A racing photographs, late 60's & early 70's on: March 01, 2011, 06:18:33 PM

Johnny Moore's Camaro leads the Mustang of Sam Posey during the '68 Daytona 24-Hour race. Moore's Camaro was the first Z-28 sold to the public.

Photo by Bill Warner
3129  Model Specific Discussions / Trans-Am Camaros / Original T/A racing photographs, late 60's & early 70's on: March 01, 2011, 06:12:36 PM
Please post only vintage photos from the original era '66-'72. Modern day photos of Historic Trans-Am photos
can be posted in a separate thread or viewed on the Historic Trans-Am website ( ).

Mark Donohue's Penske prepared Camaro, Sebring 4-Hour Trans-Am, March 1967

Photo by Craig Fisher
3130  Model Specific Discussions / Trans-Am Camaros / Re: 1966-1972 Trans-Am race memorabilia [dash plaques, patches, passes, etc] on: March 01, 2011, 03:07:36 PM
Poster for the 1968 Riverside Trans-Am race

3131  Model Specific Discussions / Trans-Am Camaros / 302 Chevy engine building articles [late '60 - early '70s] on: February 28, 2011, 10:58:19 PM

Here's a build-up by Traco Engineering from the Spring 1973 issue of Super Chevy.

3132  Model Specific Discussions / Trans-Am Camaros / Re: 1966-1972 Trans-Am race memorabilia [dash plaques, patches, passes, etc] on: February 28, 2011, 10:52:39 PM
Mid-Ohio dash plaques. Fort Wayne Region of the SCCA.

3133  Model Specific Discussions / Trans-Am Camaros / 1966-1972 Trans-Am race memorabilia [dash plaques, patches, passes, etc] on: February 28, 2011, 10:50:48 PM
One year only event. Modesto Trans-Am.

3134  Model Specific Discussions / Trans-Am Camaros / SCCA Region map on: February 28, 2011, 05:43:44 PM
SCCA Region map. Color version dated 1966. Scroll down for more

Not sure of source but this may be 1970's version. A few numbers have changed.
3135  Model Specific Discussions / Trans-Am Camaros / Re: Interview with Gary Morgan, Trans-Am racer on: February 28, 2011, 05:17:29 PM

    It was very difficult to walk away from racing. It was 10 or 12 years before I was able to go to a race again. I still miss it to this day, but early on I made two rules for myself, (1) Never drive an open wheel car and (2) Once I quit I will never race again. The thoughts behind this were, in my opinion open wheel cars were just too dangerous. There had been way too many of my hero circle track drivers that got wiped out because of tangles with wheels of other cars. I also had seen too many guys quit and then go back for one more race, only to have the same thing to happen to them. I also felt a great responsibility to not only my wife and kids, but also to my father who had sacrificed countless time and money for my racing.

    I remember we had something like twelve or fourteen American Racing genuine magnesium wheels mounted with various size tires. These were mainly for the rear, as well as rain tires. I think we always ran 8" on the rear and 7" on the front, but I just finished looking thru the piles of info and could not find the specific sizes. I recall trying Firestones and ending up with Goodyears primarily because you could always count on the Goodyear people being at the track and not the Firestone guys. The guy that handled the Goodyears was named Bill Baldwin. He always took real good care of us. I remember one time we took the car over to his truck for tires and as usual we waited until the last minute to do it. He must have had six or seven cars ahead of us. It looked like we would probably miss a lot of practice time as I think he only had two tire machines. Well you see, all during high school I had worked in a gas station and there were no such things as tire machines in a small town gas station. We changed them all by hand. When the first day of snow came, I would work all day mounting snow tires with tire irons and a big hard rubber hammer, with my boss on my tail every minute. So I asked Bill if he had any tire irons and a big rubber hammer and sure enough he did. I borrowed the tools and Bill got out the new tires and you can believe it or not but I changed four tires faster than Bills' guys using the machines, and made it to practice with minutes to spare. Bill used to kid me about this and would offer me a job every time I saw him, but I had better things to do!

    After the first two races we had to do a rebuild so we switched to the 140 cam and it seemed to work just fine, even after we went to the cross-ram manifold in ‘68. We never were aware of any suspension bind, but maybe we were just not smart enough to notice it. Also, I forgot to mention that we staggered the rear shocks and yes, the suspension stayed that way until we gave it back to Heinrich at the end of ‘69. I do remember that it was later recommended not to use the factory traction arms, but we were not unhappy with the handling so we left them both on.

    I recall we had received new calipers and I remember the originals hanging around for quite some time and then my father gave them away. All someone had to do was come in the garage and see something they would like to have and my father would give it to them. Would you believe one time he gave a complete set of our solid body and suspension bushings to a competitor who later sabotaged our car during the night before a race at Pocono? I think on our car we drilled the rear backing plates and made small air scoops that attached to the backing plate. If there were automatic adjusters on it I am sure we removed them. We never had any brake problems other than replacing pads and shoes frequently. I believe it cost about $100.00 per race for brakes.

    After I went to bed last night I realized that I never did completely answer your question about the numbers. Let me pick up where I left off. I was telling about the progression starting with #53. We first used #53 on the Austin-Healey and #54 on the Crosley special once they started letting us request numbers. I believe that was about 1958. There were still events that would assign numbers of their choice. I don't know the reasons, but they did. We then attempted to carry the #53 over to the Daimler SP250 and the #54 to the Morgan-Abarth and when we got the Vette we tried to use #55 as we still had the other two cars. When we got the Camaro we attempted to use the #55 as a carry over from the Vette, but initially we had such bad luck we changed to #56 and things went better. We have pictures of the cars with several other assigned numbers, but it looks like on the Camaro all I could find was 55, 56, 57, and 59.

    Yes, we used the stock Z28 carb. I don't know if the three-barrel would have been legal as I don't believe it was homologated in the FIA papers or as an option for SCCA. We installed a 22 gal. fuel cell right off the bat, however I do remember talking to the GM engineers and they did tell me to install two stock GM tanks just as you described. We did not have trunk pins that I can remember and we also used the key for the ignition. We also had the headliner in as I think the rules may not have allowed removal of it and, yes the cars were much closer to stock initially. The two most noticeable mods I remember were the Bud Moore Cougars with the fender lips completely trimmed away and the Penske car with the transmission hump in the floor cut for access to the transmission (the sheetmetal was removable).

    Watkins Glen was by far my favorite track. I also liked Lime Rock as far as the shorter tracks went. I would have liked to have gone to VIR with the car as I took the Vette there once and did quite well with it.

    Yes, we did run electric fuel pump or pumps. I don't remember but we may have had one in the rear and one in the front. As far as the fuel pressure, if I told you a number it would only be a guess. The oil cooler we ran looked similar to the one you have in your picture [the factory Harrison style-JM] but I think we used an army surplus one that came from a tank. We had it mounted directly behind the lower grill opening on the right hand side and had it shielded by a fancy screen. We had installed a remote oil filter set up by using an adapter where the original filter was.

On LeMans-style starts…… The very first race I was in at Harewood Acres in Canada was a Lemans start. I mean to tell you, it was not bad enough to be in a race with D type Jags and all other kinds of modified cars with a little Crosley special but to have to run across the track and jump in, start the car, fasten the seat belt and drive away all while shaking like a leaf in a wind storm, it was an experience! The next startling moment was after a few laps running all by myself at the rear. I looked in my mirror and saw a car quite a long way behind me on his way to lap me. HOLY SMOKES, I was so startled I actually jumped as this car all of a sudden passed me just a few feet away with an ear splitting exhaust off his side by side dual pipes blasting right at my face. That was 50 years ago and I can still feel it. By the way, it was a D Jag driven by a guy from Buffalo, N.Y.

On Towing…… I guess the strangest thing that happened was one time when we stopped for gas and I was towing one car, my father was towing the other and we had pulled into a gas station with our entourage (two station wagons with trailers and two other cars without). My father always was the lead car and we had CB radios in all the cars. He also directed all communication. Somehow we all filled up and pulled away about the same time (it definitely was confusing) and about two blocks down the road we got a message over the CB radio, "Has anyone seen Bertha?" (my mother). He then said "I noticed no-one was telling me how to drive so I looked over and Bertha wasn't there." In all of the confusion, she had gone to the ladies room and he had left her there. We were on our way home from Canada and he later said that was the quietest ride home he ever had.

On Hotels/Motels…… We always stayed in hotels/motels and we had favorites for each race track. We would usually leave for the races after work on Friday and drive for six or seven hours, stay over night and finish the drive on Saturday morning. Saturday was inspection and practice and sometimes a preliminary race. We would leave the track at five or six PM and go to a nearby favorite motel, clean up and go out to a nice diner and get to bed about ten or so.  We did not do much partying. Up early on Sunday and off to the races. We would leave for home as soon as we could as we now had to make the drive all the way home Sunday night. We had jobs to go to on Monday morning. Sometimes we would end up with two to three hours sleep. One time I must have fallen asleep driving as I went passed the first thruway exit for Rochester and had to get off on the second and drive about twenty miles out of my way. I remember many Mondays going into the men’s room at work and trying to sleep on the can with my head on the toilet paper roll. I'd do it all again if I could.

Gary and an old friend, 2005.                                                                                                                  Photo: Gary Morgan Collection
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