1. This project was started with the cleanest 1968 Camaro that could be found. It pays to start with a sound car, even knowing from the start that extensive modifications will be made.

BY Ron CovellImages Courtesy of Roadster Shop

n this article, we’re looking at a 1968 Camaro being built at Roadster Shop. As is typical for a high-end build like this, they started with the best-quality donor vehicle that could be found. After fitting the Camaro body onto one of their Fast Track chassis, they did a complete scan of the body, and Mike O’Brien, the lead engineer at Roadster Shop, carefully designed a new floor to fit over the chassis, which kicks up in the rear to clear the independent rear suspension system.

Doing this work in CAD has many advantages. It was a straightforward process to determine the dimensions and shapes for all the panels, and to pinpoint the location of each reinforcing rib in the floor panels. All Roadster Shop chassis are CAD-designed, so that data was called into play to help design the floor, so it fits neatly to both the body and chassis in every critical area.

This digital information was also used to laser-cut guideplates to use on the Pullmax machine to precisely locate and form each rib. Some of the body mounts are located on the new floor, and these areas were heavily reinforced to provide the necessary strength.

An arched crossmember was placed in the chassis just ahead of the independent rear suspension, so an extension was attached to the new floor panel to clear it.

The rear wheelwells were enlarged to accept the wheels and tires selected for this car. Since aftermarket quarter-panels will be installed on this car, the original quarters were removed to provide access for working in this area.

Extra clearance was needed for the shifter on the transmission, so a new sheetmetal construction was added to the top of the original transmission hump. This was CAD designed, laser cut, precision formed, and carefully TIG welded into place.

A new, smooth firewall was fabricated from heavy-gauge sheetmetal and was fitted to the cowl. This will give the car a much cleaner look when the hood is open.

Lots more work is planned for this project, and next time we’ll look at how the wheelwell flares were designed and fitted to match the new wheels and tires. You may be surprised to see all the steps involved in this job, where lots of effort was expended to achieve a particular look.

3. After the body was removed from the frame, it was completely media blasted inside and out.

4. The rear portion of the floor was cut out with a Sawzall.

6. The new floor panels were designed in CAD, and tweaked until they fit both the body and the chassis perfectly. All of the stiffening ribs were designed and positioned at this stage, as well as all the flanges needed for mounting and for strength.

8. It’s a two-person job to guide large, heavy panels like this through the machine.

10. Properly done, this process makes a very clean embossed rib, which adds considerable strength to the panel.

12. Reinforcements are added to the center of the panel to provide extra strength.

14. Guides for the Pullmax are attached to the panel, which fits over the third member.

16. A brake with a radius die was used to form the rounded curve near the front of this panel.

17. An extension is added to the front of this panel to go over the driveline and chassis crossmember.

18. The floor panel is test-fitted inside the car.

20. A flat piece of metal is held to the edge of the new floorpan with Clecos. This will be the inner face of the new wheelwell.

22. On the workbench, the components of the wheelwell are welded together.

24. The outer portion of the wheelwell is made as a separate piece.

26. A new cover was made for transmission, shifter, and bellhousing. It provides extra clearance where needed.

28. A new, flat firewall was fabricated from heavy-gauge sheetmetal.