Laurel Racing enjoyed some success in the early 70s, running a 1968 Camaro in many endurance events. To race the second generation Camaro in the 1970 Trans Am, Chevrolet enlisted Jim Hall and his Chaparral race team. Jim Hall inherited some of the data, data acquisition equipment, and other property owned by Chevrolet. Hall also benefited by the support of the Chevrolet engineers. In particular, Bill Howell had played a significant roll in developing the 1969 Penske Camaro. Howell was assigned to work with Jim Hall/Chaparral developing the second generation Camaro into a road racer. After working with Hall, Howell became available to other Trans Am teams. Vince Piggins, head of Chevrolet Product Performance, assigned Bill Howell to work with Laurel Racing to develop another second generation Camaro for racing. Howell helped Laurel Racing engineer their new Camaro. Bill's influence is evident in the design of the roll cage. The cage is very similar to the cage of the Chaparral Camaro. In addition to engineering support, Chevrolet Product Performance provided parts to construct and race the car. John Pierce, who also worked for Vince Piggins at Chevrolet Product Performance, provided engineering support, and Paul Prior joined the team at the track. After a Nippon episode, with Hiroshi Fushida having a try at Trans Am racing, the car would go IMSA racing. In addition to Chevrolet, Goodyear also had a sponsorship agreement with Laurel Racing. Goodyear provided the tires in exchange for Goodyear decals on all four fenders. Laurel Racing continued to race the Camaro with the SCCA in T/A. In addition, Larry Drover raced the Camaro in the SCCA A/S class. For example, Larry Drover finished third in the 1973 June Sprints. Laurel also competed in endurance races such as the 24 Hours of Daytona. The Camaro made its first, of six, appearances at the 24 Hours of Daytona in 1972. After campaigning the car until 1973 in Trans Am and IMSA racing, Laurel Racing retired the Camaro, and decided to sell the car in 1974. Carmon Solomone, then living nearby in Illinois, purchased the Camaro. Carmon fabricated an integrated front valence / front air dam. Carmon retained the seat and the light gray interior color scheme. However, he repainted the car green with yellow lettering and wheels. Carmon elected to race with the number 80, also in yellow. Carmon entered the 12 Hours of Sebring, held March 21, 1975. Mechanical problems during qualifying prevented Carmon from starting the 12 Hour race. Although, the good news is that a photo of the rear of the Camaro, in its new green livery, was taken at the event. Carmon extended the Trans Am history of the car by racing in the July 26, 1975 event at Road America. The engine failed before the checkered flag, but Carmon earned $100 prize money. At this point in 1975, the appearance of the Camaro was substantially unchanged- other than the paint scheme. Carmon decided to focus his efforts on IMSA racing. First, box flairs were added. Then, fiberglass front fenders designed to produce down force were added in the front. Similar down force style flairs were added to the rear. Even with all these aesthetic changes, the stock tub was not touched. Photos of the car, from that era, clearly show the stock tub intact. A suitable buyer was not found. So, Carmon continued to race the Camaro in IMSA events. Carmon's final race was the 1985 IMSA Camel GT race in Miami. Competing against purpose-built race cars, the Camaro was slightly off-the-pace. However, the aging Camaro finished the race, taking the checkered flag on a fifteen year racing career. The car was retired.

Carmon Salomone at the 12 Hours of Sebring 1975, which he did not start.