To combat a severe axle hop problem occurring under hard braking with the use of stickier tires, Sam made the switch to an adjustable UMI Performance torque arm. Though some improvement was made in straight-line traction, the lack of axle wind-up-and its subsequent short-circuiting of the ABS system-made it worth its weight in gold. A QA1 rod-ended Panhard bar from UMI was needed to locate the rear axle without concern for binding or flex. Given the E-Street Prepared's virtually unlimited tire restrictions, the DOT legal Hoosier A6 autocross slicks were chosen in gargantuan 315/35R17 dimensions at all four corners. The meaty rubber required a 17x11 Forgeline RS-Competition wheel to keep weight down, and meanwhile, a set of 17x9 SS wheels was needed to mount Hoosier Radial Wet 275/40R17s to combat hydroplaning on wet courses. Class rules have the Camaro's brakes pigeonholed with stock calipers, but a set of Brembo rotors, stainless steel lines, ATE fluid, and Hawk HPS pads prove sufficient. Though some autocrossers may prefer a grabbier pad, Sam believes a broken-in set of HPSs is more linear and helps prevent overbraking (especially on faster turns).
For straight-line acceleration on the tight confines of the autocross course and highway cruising, Strano's Z28 has the benefit of an SLP airlid and Loudmouth cat-back exhaust. Stainless Works long-tube headers with stainless steel 1.75-inch primaries, 2.5-inch collectors, and Y-pipe with high-flow cats increase the stock LS1's efficiency. A Fluidampr harmonic balancer (with 10 percent underdrive), NGK Iridium plugs, MSD plug wires, Redline fluids, and a custom tune from friend Phil Knowles were the only other components needed to produce 321 hp and 319 lb-ft of torque on a Mustang chassis dyno. These numbers are achieved through a Spec Stage 2+ clutch, stock aluminum driveshaft, and stock 10-bolt rear-though it does also make use of a Torsen T2R limited slip differential.
Surprisingly, despite his success, Sam's Camaro is incredibly streetable, pulls down 28 mpg on the highway, and still retains the factory air conditioning, radio, rear seat, and other amenities. Besides the Sparco Evo racing seat and harnesses, very little has been changed from the stock interior, keeping things quite comfortable. I guess it just proves that you don't need a race car to win races-just a good driver and a good setup, both of which are products of time and patience.
A UMI Panhard bar with solid rod ends centers the rear, while a UMI torque arm is used to combat a vicious axle hop problem during hard braking. Strano's hollow 22mm sway bar and 150 lb/in lowering springs add significant improvement over stock, while still keeping the rear soft for optimal balance with a stiff front end. | 
Though many serious and ProSolo racers go with a completely gutted interior, Sam's goal was to make his Camaro perform equally or better than his opponents, while still keeping the interior completely intact-including the A/C, radio, and rear seat-to make street driving not only possible, but enjoyable. Only a Sparco Evo seat, harnesses, and a Grant steering wheel for greater comfort and stability differ from stock. | 
Strano's trick offset Delrin upper control arm bushings allow increased negative camber. Meanwhile, 1LE lower control arm bushings and urethane sway bar mounts and endlinks increase steering responsiveness. A hollow 35mm sway bar and custom Koni coilovers with 600 lb/in springs are the final elements included on this extremely stable and confidence-inspiring combination. |
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Forgeline RS- Competition wheels keep rotating mass to a minimum, even in the 17x11 variety used with dry traction A6 tires. Additionally, a set of 17x9 Camaro SS wheels are used with the deep-treaded Radial Wet skins. Stock calipers, Hawk HPS pads, and Brembo rotors handle braking happily. |  |