In 1973, Pat Tobin’s Motion Performance 575-plus horsepower Camaro kicked ass and took names in Newark, DE. Where is it now?
Built in 1973, this Motion Phase III 454 Camaro, above, is a prime example of a purpose-built, maximum performance Supercar that could be driven on the street. Pat Tobin, Jr. Newark, DE, could have ordered a genuine Baldwin-Motion 454 Camaro with as much horsepower as he could afford from Joel Rosen, but that was not to be. He had already ordered a new Type LT small-block Camaro from a local Chevrolet dealer before discovering the Baldwin-Motion program.
He did the next best thing. After taking delivery of his new Camaro, Tobin drove it to Motion Performance in Baldwin, NY, met with Joel Rosen and checked off almost every box on the Baldwin-Motion Phase III order form, including “575-HP Phase III 454 ZL/X Engine.” Before leaving the Camaro, he stipulated that dual-quad Tunnel Ram induction be installed instead of the standard Holley single 850 double-pumper carb. And that his Camaro must be streetable. What he wanted was a Phase III 454 Camaro that looked and ran like a Pro Stocker, yet could be driven daily.
“No problem,” said Joel "Mr. Motion" Rosen. “We can do that!”
The “heart” of Tobin’s Camaro is a 454-inch big-block featuring the best Chevrolet and Motion had to offer in 1973. Using a rare factory LS7 cast-iron block and Motion ZL/X open-chamber cast-iron heads, Rosen came up with a heavyweight, more durable version of the 427 all-alloy ZL1 motor, below. The block was machined and fitted with a Tufftrided four-inch steel crank with radiused oil holes, forged 12.5 pistons, forged full-floating, shot peened and magnafluxed rods with 7/16-inch bolts. An eight-quart pan and racing pickup and pump would insure adequate lubrication at high rpm.
Motion’s branded ZL/X open-chamber heads were machined, cc’d and fitted with 2.19-inch intake and 1.88-inch exhaust valves which had been standard on Gen II L88 and all ZL1 race engines. A Motion Performance Phase III .580/.610-inch lift, 354/360-degree duration solid lifter camshaft and kit were installed.
Strictly functional, the Camaro’s fiberglass Pro Stock hood supplies fresh air (and clearance) for the dual, street-jetted 600-cfm Holleys mounted on an Edelbrock Tunnel Ram manifold. One of Mr. Motion’s popular Phase III CD Super/Spark ignition packages that delivers adequate spark to 7,000 rpm was added.
Power transmission was ably handled by a Hurst-controlled Muncie M22 Rock Crusher four speed, Hays Pro Stock clutch package (covered with a Lakewood scattershield) and a Hone overdrive transmission. The Camaro’s HD Posi rear was fitted with 5.13 gears.
When engaged, the Hone OD reduces (numerically) the final drive ratio by a full 30 percent, making highway cruising possible. By moving the chrome lever mounted on the passenger side of the console, final drive gearing of 5.13 can be reduced to 3.60 for daily driving and highway cruising. Typical Baldwin-Motion Camaro chassis upgrades included Lakewood traction bars, Super-Bite and Hurst shocks and a fat front sway bar.
A few months after dropping off his Type LT Camaro, Pat Tobin pulled out of Motion Performance in a 575-600 horsepower Motion Camaro and drove back to Delaware. Rosen’s signature striping, front and rear spoilers and the tall hood scoop with in-your-face Phase III Camaro script added to this outrageous Camaro’s attitude. Chromed Hooker header-exhausts broadcasted a loud and clear message: Don’t mess with me!
During the summer of 1973, Tobin’s evil looking and sounding Motion Camaro was the car to beat at Newark, DE’s street racing haunts. Photo, below, is of the ZL/X Camaro making test runs on Sunrise Highway prior to delivery to Tobin. Where is it now?
For the complete history of Baldwin-Motion and Motion Performance, check out my award-winning book, http://www.amazon.com/Motion-Performance-Tales-Muscle-Builder/dp/0760335389