When a geezer like me reads about a young guy like Scott Albright, he gets a little wistful and a lot introspective. Here's Scott, 30 years old, top of his physical game, no wife, no kids, a livelihood that never fails to excite, good bucks, full medical, retirement plan ... and a car that runs low 9s at better than a buck-fifty. Perhaps more important than all these perquisites is his social circle, which is part close family, part close friends: irreplaceable and invaluable. Yes, Scott Albright is a lucky young man, indeed.
So when it came time to muster an inspired operational force, Clark Holroyd, Fred Hayhurst, Roger Westra, Jay Ligtenberg, Dave Flores, and "crew chief" Jeremy Everist joined immediate family: brother Marc, mom, grandmom, and the very understanding girlfriend, Taylor. They applied their time, talent, and encouragement over a 4-year stretch.
Although he's owned a couple of Grand Nationals, this '70 Camaro was the first car Scott ever had. "I drove it to school every day. Bracket raced it until I turned it into a [Pacific Street Car Association] Limited Street car. Clark races a car in NHRA's A/SA and his shop is where the Camaro got built. Fred Hayhurst helped me build the rollcage. He and Clark are retired Chino Valley, Arizona, firefighters and Clark is one of the people who steered me into legal drag racing and into my eventual career choice as a firefighter," said Scott.
Though Scott was tutored by NHRA Stock and Super Stock racers, he says that organization no longer holds any attraction for him. Limited Street racing appeals because modifications are restricted to err on the side of "street" and because everybody's happy to see you when you arrive. Look at the Camaro: clean, uncluttered, very much looks like something you might see on the boulevard Saturday night.
"My crew consists of Jeremy Everist, who works for Brad Anderson Enterprises and who spends a lot of time on the weekends with nitrous man Jeff Prock to give me the super-safe and conservative tune-up," said Scott. "My brother Marc (an Ontario, California, firefighter) does the grunt work and is also the PR guy for the team. Car painter Jay Ligtenberg helps round-to-round."
Only small-blocks measuring 415 ci or less are allowed in Limited Street. Motor plates are prohibited. No electronic controls, either. Cowl hoods only. A forward-facing scoop is not allowed on the bonnet of any L/S race car. You can lose the rear seat but the rest of the interior must retain a stock appearance and abide full carpeting.
Though a stock-type front and rear suspension is mandatory, the rules get a little more liberal here. Lightweight, superior aftermarket K-members are encouraged and rack-and-pinion steering is legal (though the latter incurs a 50-pound weight penalty). Lightweight tubular control arms are definitely in. The transmission must have at least three forward gears. Since Scott digs running a juice motor, his car has to weigh at least 3,200 pounds and the drive tires can be no larger than 28x11.50 ET Streets, which only measures out to 8.7 inches wide!
At the very least, Scott Albright must realize a certain measure of relief when he pedals his Camaro beyond 150 in a flicker more than 9 seconds. No fire, no ... just him in complete control and catching a real nice breeze. The geezer be proud, Scott.
Motor And Drivetrain
The Dart Little M cylinder block provides plenty of room and the utmost in strength for a 370ci combination. It was passed to Outlaw Machine in Upland, California, for the machine work and balancing act. Then Scott went to work on the pieces, wrapping CP Pistons sporting a 12:1 compression ratio with Hellfire rings and swinging them on GRP aluminum connecting rods. The valvetrain is a collaboration of many: A Bullet solid roller (20/280-degrees duration at 0.050/0.730-inch lift), K-Motion valvesprings, Smith Brothers pushrods, and Crane 1.6:1 rocker arms along with Crane pushrod guide plates, retainers, and locks. Scott connected the cam to the crank with an RCD belt drive and then attached a two-piece oil pan of his own design and manufacture. Meanwhile, Outlaw prepped (pocket work, short-turn, and so on) the AFR 210 cylinder heads and fit them with 2.08/1.60 SI valves. Jeff "Juiceman" Prock stepped into the picture here, integrating a Clark Holroyd-massaged 800-cfm double-pumper (the largest allowed in Limited Street) with an Edelbrock Vic Jr. (2975) manifold and a 250-shot of his Applied Nitrous Technology. As such, timing from the MSD digital ignition grows no greater than 22 degrees. Scott built his headers from 17/8-inch primary pipes and ran a 3.5-inch system beyond the 3.5-inch stainless steel Borla muffs. Grunt is passed to a Turbo 350 transmission built by Dave Flores at Lowell Automotive in Fontana, California. Flores included an 8-inch Munsinger converter with a 4,200-stall speed. Inland Empire Driveline provided a prop shaft worthy of the cause, and Scott linked it to a complete Mark Williams 9-inch housing fitted with a spool and 3.73:1 gears.
Friend Jay Ligtenberg, who builds customs and street rods at Fred's Custom Wiring in Ontario, California, squared away the wrecked, rotted body, the bad bondo, and the top that had pinholed from the original tar paper overlay; he also fitted the modest 3-inch cowl hood and misted on the Hugger Orange with a vengeance. If you can't see this raider comin', you better have another beer.
As a unibody car, the Camaro tends to twist when you get angry with it. To beef it up, torsional and bending stiffness have been augmented with a 12-point rollcage, a stronger crossmember, and subframe connectors. Dave Ward at Precision Welding in Rialto, California, supported the drive wheels with Calvert Split Mono-Leaf springs and Caltracs bars and relocated the Strange Engineering shocks (but retained their original angle). The original upper and lower control arms sandwich QA1 adjustable shock absorbers and Moroso drag springs. Steering and spindles are stock. Scott prefers not to use a rear antiroll bar.
Since race cars need nothing save for the most basic controls, Scott concentrated on replacing all the spaghetti in the Camaro with an American Autowire harness (by Donnie Christianson), stocking the Auto Meter gauges he prefers, twirling a Grant steering wheel, and planting his butt firmly in the Kirkey racing seat. Upholsterer Bart Yoder (also an Ontario Firefighter) laid both buckets up in gray tones at his pit in Rancho Cucamonga, California. The 'cage is certified to 8.50.
Wheels And Brakes
Simple, elegant Bogart Welded R/Ts epitomize the drag race rim: classic design, flyweight, and a rugged, unforgettable war face. On the leading edge, Scott put 15x3.5 rims with M/T ET Fronts and fitted 15x10s on the drive axle with M/T 28x11.5-15 ET Street slicks. The brakes need only be powerful enough for the dragstrip, so Scott posted 12-inch Wilwoods at front and 11-inch Mark Williams plates at the back end. As per NHRA rules, the Camaro packs a (Stroud) parachute as well.
To date, Scott's pristine F-body has jumped a 9.29 at 151. "This year, we've been experimenting with camshafts. I just put a solid roller in the motor and we're messin' with it," said Scott. "It takes an 8.90 to be in the game here and with the help I've got I'm confident we'll be running that or better before long."