Call it "keeping up with the Joneses," or even chalk it up with not being able to leave well enough alone. No matter how you look at it, the necessary task of refining and dialing in a car is a long (although fun), process. It's also a very important one if you want your Camaro to be a true performer.
We see it all the time; a newly-built car hits the streets, and even though it's filled with the best parts available, it fails to impress at the track. But it's not the fault of the parts, or the builder. The cold, hard truth is that it's in need of some sorting out. Spring rates need to be dialed in, shock or air settings adjusted, and a host of unforeseen gremlins taken care of. Things that looked great on paper, proved to be problematic in the 3D world, and systems that work great on the street, falter or flat out fail when subjected to the rigors of track use.
There's a reason why GM spent millions of dollars and countless hours getting the new '10 Camaro ready for street duty. Every part on a car needs to work harmoniously together to reliably produce a ride capable of taking all the abuse we tend to heap on them. When you're talking about a custom-built car, like one of our classic Camaros, the task is twice as hard. Often we're trying to integrate aftermarket parts from a variety of companies. This is why any car typically evolves from being done enough to cruise around the block, to done enough to tear up a racetrack or drive across the country. It's a process as basic to hot rodding as the actual building of the car.
Our '68 project, Bad Penny, is no exception. It seemed like the more we beat on the car, the more kinks we found in its armor. But rather than bemoan the problems, we set about addressing them. The result is a better overall car, both in terms of performance, and reliability. After all, cars, much like Rome, aren't built in a day.