At this point, the Camaro had become the car Ty envisioned from the project's onset, but he craved some more streetability. "The nostalgia of having a Muncie is cool, but it's clunky by modern standards and makes the motor turn too many rpm on the freeway. I knew it wouldn't make me popular with the traditionalists, but I ripped it out and installed a Tremec TKO600 five-speed," he explains. After dropping in an overdrive trans, Ty planned on tweaking the suspension a bit more, upgrading to four-wheel disc brakes, and then putting the wraps on the project.

However, the freshly delivered '10 Camaro SS now sitting in his driveway has changed his plans once again. "I thought about putting a big-block in the second-gen, but after driving my '10 Camaro every day, I've fallen in love with the LS3. Here I am in a stock car that weighs nearly 4,000 pounds that's probably just as fast as my second-gen, and way more streetable. I could put EFI on the 383, but it still wouldn't drive as nicely as my fifth-gen or come close to matching it in gas mileage. I like the sound and power of my 383, but I'll probably be replacing it with a cammed LS3 in the near future."

Although it looks the part of a car that costs twice as much money, Ty says he has $25,000 wrapped into the entire project. That's quite a feat, no doubt, one made possible by a killer deal Ty's old man scored in the most unlikely of places. For all the heat auctions have taken in recent years for driving up the prices of old-school iron, it's nice to know that they give back to the community from time to time. All you have to do is find your own Waldo.

Tech Check
Owner: Ty Rodgers, San Antonio, Texas
Vehicle: 1970 Chevrolet Camaro RS

Engine
Type: Chevrolet small-block
Displacement: 383 ci
Compression Ratio: 9.7:1
Bore: 4.030 inches
Stroke: 3.750 inches
Cylinder Heads: AFR Eliminator 195cc castings with Manley 2.05/1.60-inch valves
Rotating Assembly: Eagle 4340 steel crank and rods; Speed-Pro forged pistons
Valvetrain: Comp Cams lifters, valvesprings, timing set, and 1.6:1 rockers
Camshaft: Comp 240/246-at-0.050 hydraulic roller; 0.540/0.544-inch lift; 110-degree LSA
Intake: Edelbrock RPM Air-Gap dual-plane manifold, Barry Grant 750-cfm carburetor
Ignition: MSD billet distributor, coil, 6AL box, and plug wires
Exhaust: Dynomax 1.75-inch long-tube headers; Flowmaster H-pipe and dual 2.5-inch muffers
Fuel System: Holley mechanical pump and regulator

Drivetrain
Transmission: Tremec TKO 600 five-speed, Lakewood bellhousing, stock flywheel
Rear Axle: Factory GM 12-bolt rearend with 3.73:1 gears

Chassis
Steering: Stock power box
Front Suspension: Rebuilt stock with Eibach springs and Edelbrock shocks
Rear Suspension: Rebuilt stock with Hotchkis springs, Edelbrock shocks, and Competition Engineering subframe connectors
Brakes: Stock front disc and rear drums

Wheels & Tires
Wheels: Coys C5 18x8, front; 18x9.5, rear
Tires: Nitto 555R 225/40-18, front; 285/30-18, rear

Interior
Seats: Procar Rally
Carpet: GM black
Shifter: Hurst

Exterior
Paint: DuPont Orange Cinnamon Mist metallic
Hood: Steel Goodmark cowl-induction