Perhaps Dave Underwood didn't know what he was getting himself into when he dropped off his 26,000-mile Sebring Silver Camaro SS at Wheel to Wheel Powertrain, but he certainly opened Pandora's box when he commissioned the crew to build him a sick Gen III-powered 10.5 tire car. It began with a race-prepped iron block and a healthy sized turbo, then before he knew it the stock suspension was being traded for a four-link, the comfy interior stripped to make way for lightweight aluminum and fiberglass, and finished with extensive bodywork and a custom Stinger Yellow paint job. The 36-year-old Ohio native wound up shelling out over six figures, but in the end he got what he wanted-one of the meanest Gen III-powered cars to ever grace the 1320. Now the only trick is learning how to drive it.
Using the same knowledge base that helped Wheel to Wheel lay claim to the first 6-second Gen III, a 404ci iron block was assembled and prepped for over 1,500 hp. Billet main caps were used to secure a lightweight Callies 4340 forged crank along with a custom-made girdle. A Dailey Engineering 5-stage dry sump oiling system was used in combination with an ARE oil pan and custom windage tray to reduce drag on the crank as it spins to over 7,000 rpm. Oliver billet connecting rods and Mahle forged 2618 alloy low compression pistons are thrust into the 4.010-inch bore at this alarming rate reliably thanks to a solid roller setup. Wheel to Wheel is mum over the specs of the Cam Motion turbo roller cam, but it is designed to keep making power over 7,500 rpm. SCE Titan copper head gaskets and O-rings help seal boost to the stout bottom end, and contribute to an 8.2 to 1 compression ratio. The long-block is topped off with a set of All Pro LS1 castings that have been CNC ported to Wheel to Wheel's proprietary specs, then treated to Del West titanium 2.125 intake and 1.60 Inconel exhaust valves. Jesel's high-end catalog of Gen III components is also used, including a 1.7 ratio shaft mount rocker system, solid rollers, and a belt drive.
While nothing was held back on the design and assembly of the motor, the turbo sizing was scaled back a touch while Dave acclimates himself to the new powerplant. A still prominent 94mm unit from Precision Turbo is the sole motivator for the 404-cube mill. In current trim, the turbo won't exceed 25 psi or the 1,565 hp and 1,447 lb-ft of torque it made on W2W's engine dyno. However, bolting up a 101mm should take the back-half Camaro from a best of 7.87 at 179 mph to near seven flat at around 200. Now that's cooking! Kurt Urban at Wheel to Wheel (W2W) did the honors on the Camaro's maiden voyage, spooling up to only 11 to 12.5 psi. Now that the keys have been turned over to Dave, he plans to sharpen his spurs at the current boost level before cranking up to 25 psi or switching to a larger turbo. A loose 6000-stall, 10-inch converter from PTC is used with the Rossler Turbo 400 to make spooling up the large turbo a bit easier on Dave. With increased experience and a larger turbo, the converter may need to be tightened up in the future according to Kurt. Meanwhile an ample dual core water-to-air intercooler from PTE, HKS Race wastegate and Tial blow off valve will continue their usefulness as the combination changes. A serious set of titanium coated 321 stainless steel turbo headers were fabricated by W2W with gargantuan 2-inch primaries to feed the mondo hairdryer, and a 5-inch down pipe vents the fumes through a Dynomax race muffler.
On the top end, W2W chose a GM Performance Parts single plane intake manifold to accept the massive cfm and boost from the turbo. This single plane manifold works well with high horsepower and high rpm in combination with a Wilson Manifolds 100-degree elbow and 105mm throttle body. A set of custom high-flow fuel rails connect to Bosch 160 lbs/hr injectors plumbed into the intake. An Aeromotive belt drive fuel pump is designed to carry Dave's Camaro well into the 6s (exceeding 2,500 hp) if he chooses. The ignition, though, is near stock. W2W upgraded from the stock coils to the higher amperage 6.0L truck coils, and added a set of MSD wires and a cold set of Autolite race plugs. Big Stuff 3 stakes claim over managing all of the affairs of the EFI motor, manipulated of course by the skillful hands at Wheel to Wheel.
A classy version of the bare essentials has managed to keep the chassis fairly light at only 2,900 lbs. Lightweight materials such as carbon fiber were used to tub the rear to accommodate a tall set of slicks as well as for the front and rear fascias. Joe Van Oberbeek furnished these body pieces as well as a carbon-fiber spoiler, fiberglass hood, and stretched quarter-panels. Wheel to Wheel finished the body work by filling in the T-tops, installing Percy's Speedglass, and spraying the body with Sherman Williams Stinger Yellow. The carpet has been stripped and a good portion of the floorpan has been replaced with aluminum sheet metal. The dash assembly has been supplemented by fiberglass devoid of unnecessary items like heat, A/C, or a radio. Only a Racepak LCD cluster adorns the lightweight custom dash. A Strange removable steering wheel sits in front of the Kirkey captain's chair, to ease maneuvering around the NHRA-certified 25.2 rollcage.
Like most every back-half car, Underwood's Camaro also sports a W2W-fabricated adjustable four-link rear suspension and wheelie bars. The four-link was constructed using AFCO coil-overs, chrome moly tubing, and brackets from Tim McAmis Race Cars. Among a spider web of tubing lay a 9-inch rear fabricated from a Strange Engineering aluminum center section. The rear was packed with Strange gun-drilled 40-spline axles, 4.10 gear and a spool. This gear combination was originally intended for use with a 29.5x10.5-inch tire, but Dave has since decided to switch to a 32.5x16.5-inch tire. A set of 4.56s may later need to be swapped in if he intends to use all of the motor by the end of the track. Unlike the rear, the front suspension keeps the stock geometry with Santhuff coilovers and a custom tubular K-member and A-arms to cut down front end weight. Rotating mass and unsprung weight is kept in check by Strange drag brakes and 15-inch Weld AlumaStar wheels. Very few stones were left unturned in this dedicated race car, which should help to prove the dominance of the Gen III engine for years to come.
Fiberglass and carbon-fiber body pieces from Joe Van Oberbeek along with the custom Sherman Williams Stinger Yellow paint job make this one of the hottest Gen III-powered vehicles, not just one of the fastest. |
Devoid of unnecessary equipment, this dry sump, solid roller 404ci looks like a work of art. Massive stainless steel 2-inch primaries connect the CNC-ported All Pro heads to a 94mm hairdryer from Precision Turbo. Wheel to Wheel Powertrain built and tuned Dave Underwood's Camaro SS to perfection, pumping out a whopping 1,565 hp at 6,300 rpm and 1,447 ft-lbs of torque at 5,500 rpm with 25 psi of boost. |
The interior is a far cry from its humble roots. An NHRA-certified 25.2 rollcage, which effectively covers the car with chrome moly tubing, was a necessary addition given Dave's 7.87 time slip--it's only a turbo swap away from going nearly 200 mph. To accommodate the TH400, save weight and clean up the bare bones interior, Wheel to Wheel also replaced a good portion of the floorpan with aluminum sheet metal. Notice the Big Stuff 3 engine management system mounted neatly on the panel next to the passenger door and the super clean welds on the cage. |
Like any serious racecar, this 7-second beast has spindle mounted front brakes and wheels. The Weld AlumaStar wheels and Strange drag brakes keep unsprung weight and rotating mass to a minimum. Despite a hefty iron block and 9-inch, Dave's Camaro weighs a slender 2,900 lbs. |
A Racepak LCD display replaces the factory cluster in the custom fiberglass dash for a more streamlined look and significant weight savings. |
For 1,000-plus-hp builds such as this, Wheel to Wheel uses a GMPP carb-style single plane intake manifold and a Wilson 100-degree elbow as it is "one of the only intakes usable at this power level." FAST high flow fuel rails, Bosch 160 lbs/hr injectors, and an Aeromotive belt-driven fuel pump are also required by the Big Stuff 3 controlled setup. |
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