JET Power For Your LS1
If you have invested big money in a high-flowing intake manifold, throttle body, and heads but are still drawing air through the stock 75mm LS1 MAF, it's time to pick up JET Performance's Mass Air Sensor Conversion Kit. Even bolt-on cars could benefit from a 90-cfm flow increase, which should add up to 10 hp. The 85mm sensor, adapter harness, and all necessary hardware are included for the conversion.

JET Performance Products
7491 Apex Cir
Dept. GMHTP
Huntington Beach, CA 92647
800/535-1161
www.jetchip.com

Heavy Lifting
Let Comp Cams be your one-stop shopping location for performance valvetrain components with the Hydraulic Roller Installation Kit for 350 Vortec and LT1s (PN 08-1001). Eight lifter guides, one lifter retainer, one cam retainer, two retainer bolts, and three cam bolts will reliably secure your valvetrain in one simple package. The new cam retainer is specially designed with 3.294-inch bolt spacing. The installation kit is designed as the perfect complement to Comp's Pro Magnum hydraulic lifter set for high-rpm durability and performance.

Comp Cams
3406 Democrat Rd
Dept. GMHTP
Memphis, TN 38118
800/999-0853
www.compcams.com

May The Schwartz Be With You
At 505 hp the LS7 is impressive enough, but with Schwartz Extreme Performance's special touch, say hello to 730 horses. This naturally aspirated, pump-gas crate motor uses a retuned GM ECU, custom spec cam, modified heads, and custom 17/8-inch headers to achieve a boatload of added power. The Schwartz LS7 is available with the standard nylon intake or a GM Performance Parts aluminum intake with a modified stock 90mm drive-by-wire throttle body, custom spacer, and 103mm MAF housing for an old-school look with new-school performance. This crate motor boasts a perfect 920-rpm idle and a broad powerband up to 7,800 rpm. Prices start at $22,000.

Schwartz Extreme Performance
6205 Lou Ave
Dept. GMHTP
Crystal Lake, IL 60014
815/455-2230
www.schwartzperformance.com

Set The Pace
Finally, front-wheel-drive V-6s get a little help in the performance department from PaceSetter Headers. The 3.1L and 3.4L '97-'03 Grand Prix, '97-'05 Century, and '00-'05 Monte Carlo and Impalas can benefit from CNC-machined, port-matched 3/8-inch-thick steel flanges, 15/8-inch 16-gauge primaries, 3-inch mid-pipes, and a stainless steel flex joint. EGR hook up is provided, but these headers are for off-road use only. Non-supercharged 3.8L models use a 21/2-inch mid-pipe. However, all applications are available with both a black paint and ARMOR Coat finish for very reasonable prices.

PaceSetter Performance Products
2841 W. Clarendon Ave
Dept. GMHTP
Phoenix, AZ 85017
602/266-1964
www.pacesetterexhaust.com

All Choked Up
Un-choke your C5's LS1/LS6 with Advanced Flow Engineering's Magnum Force Stage 2 Cold Air Intake. A uniquely designed rotomolded intake tube insulates heat and helps achieve a 13 percent increase in airflow for a substantial increase in performance. Two different aFe-designed air filters are available for your convenience, including the large 360-degree washable/reusable Pro-5R (PN 54-10052) and the new Pro Dry-S that negates filter oils (PN 51-10052). Both are claimed to produce as much as 24 hp and 29 lb-ft of torque at around 5,000 rpm.

Advanced Flow Engineering
252 Granite St
Dept. GMHTP
Corona, CA 92879
866/503-9911
www.afepower.com

Seal The Power
The rings are one of the most overlooked areas of an engine build, yet also one of the most crucial. Total Seal has just expanded its line of Advanced Profiling Steel Ring Sets to include LS1, LS2, and LS7 applications, as well as aftermarket pistons from 4.000 to 4.185 inches. The AP steel top ring sets are available in either Total Seal's patented Gapless or conventional style. Conventional ductile moly is also available for LS1 and LS2 motors, as well as overbore sizes. Total Seal rings are designed to hold up to the extreme abuse racing imposes, while being as gentle as possible on the cylinder walls.

Total Seal Piston Rings
22642 North 15th Ave
Dept. GMHTP
Phoenix, AZ 85027
800/874-2753
www.totalseal.com

Being a loyal GM guy in search of a luxury sedan for his wife, Bob Johnson thought the Cadillac CTS was a natural choice. It was this purchase that led him to discover the V-series, which he instantly decided would be the perfect way to dive headfirst back into a hobby left behind many years ago. After the 61-year-old contractor picked up his 2005 CTS-V, it wasn't long until he was upgrading the shifter and exhaust system. Next, he decided the short drive from Coatesville to Columbia City, Indiana, was in order, as the Exotic Performance Plus D-1SC ProCharger kit might make a nice addition to his LS6, along with a set of Kooks 1.75-inch long-tube headers.

Achieving around 600 hp, though, only made Bob crave more. First, he decided it was best to do away with the baby-sized rearend that was just a ticking time bomb, so he took the Caddy out to a shop on the East Coast that claimed it could retrofit an 8.8-inch IRS rear out of a '99-'04 Mustang Cobra. Unfortunately this venture didn't quite pan out, and he shipped the V to Ohio so that another shop could finish the job. Finally it was time to head back to EPP for a forged bottom end and a few other upgrades, but just before the V went under the knife Bob had a change of heart. At the suggestion of a friend, he decided to preserve the pristine LS6 and build a fresh stroker motor with an LS2 block. And he also asked to upgrade from the nearly maxed out D-1SC to an F-1A blower. How could EPP say no?

The easy part was taking a fresh LS2 block hot off the line from C&P Machine and stuffing it with a Callies 4-inch-stroke forged crank, Compstar forged rods, and Diamond forged pistons. For boost, a 9.5:1 compression was chosen, along with Total Seal file-to-fit rings, ARP head studs, GM MLS head gaskets, and a DM Performance girdle. EPP says the extra-thick deck surface on Air Flow Research heads also lends itself well on boosted applications in helping to resist blown head gaskets. With 320 cfm at 0.600-inch lift, they are no slouch in the flow department either. The large bore 72cc chamber option was selected to match the block and desired compression, coming standard with 2.08 intake and 1.60 exhaust valves. These heads were matched to EPP's 232/240-duration blower cam, a familiar combo to the crew. The long-block was topped off with an SLP oil pump and timing chain, as well as an LS2 intake and throttle body for additional flow.

The hard part was figuring out how to stuff the larger F-1A blower into the tight engine bay, in a spot designed for the smaller D-1SC. The solution was to notch the frame and actually run the intake tubing (for the blower) through it. Using tubing that was as thick as the frame eliminated any possible loss of structural integrity. Since the tubing runs through the wheelwell, placing the filter behind the front bumper, it had to be boxed in one section to clear the wheel. Once finished, everything was painted up to prevent rust. The rest of EPP's kit was hooked back up except with a larger front-mount air-to-air intercooler and 4-inch aluminum inlet/outlets to carry the chilled 14 psi up to the throttle body. A ProCharger race bypass valve is welded to the outlet pipe to vent backpressure from the system when the throttle is closed.

A few areas had to be considerably strengthened, given the new powerplant and monster blower, including the fuel system. A MagnaFuel ProTuner 1,500+hp pump, RC Engineering 72-lb/hr high-impedance injectors, and a handful of Earl's -8 and -10AN braided stainless fuel lines replace the insufficient factory setup. Since Bob likes to put quite a few miles on his V, a Ron Davis Racing C5 Corvette aluminum radiator was retrofitted to the front end to prevent overheating. Given the added cubes and boost, the Kooks 13/4-inch headers were traded for 17/8-inch tubes, mating once again to a Kooks H-pipe with high-flow cats and a MagnaFlow catback.

The stock T56 trans was sent out to RPM Transmissions for its Level V treatment, which includes a steel 3-4 shift fork, modified 1-2 fork, micro polished internals, and bronze fork pads. When combined with a SPEC Stage 3+ clutch, pressure plate, and flywheel, little was left to chance in the drivetrain. Just to be safe, EPP fabricated a set of subframe connectors from mild steel to reinforce the chassis, since there were no aftermarket pieces available. Thankfully the stock Brembo four-piston brakes are quite stout-so even with the type of scary acceleration the V is now capable of, they can still keep up. The factory 18x8.5 wheels have been traded for stock-sized HREs up front and rears that have been widened to 9.5 inches in order to stuff a 285/35R18 Nitto drag radial into the wheelwell.

From the exterior, this CTS-V looks quite docile, but a fierce animal waits to be unleashed with every shift of the RPM-built T56 trans. A SPEC Stage 3+ clutch was necessary to hold up to the blown 402. The chassis is reinforced by mild steel subframe connectors (fabricated by EPP), and the suspension enhanced by HAL/QA1 shocks at all four corners.

Unfortunately, even with the meaty Nittos, there is no possibility of traction with a dyno-verified 809 hp and 752 lb-ft of torque on pump gas with Alkycontrol methanol injection. Even at highway speeds, full throttle input in virtually any gear makes this beast feel like it's on ice. But, believe or not, Bob still wants more. Plans are to swap out the ATI Performance balancer for a larger unit from ASP in order to crank up the boost to 18-19 psi. EPP says this will most likely necessitate a set of Delphi 95-lb/hr low-impedance injectors and drivers to work with the stock computer. But first, Bob has scheduled some time with Madman & Co. Racing for a 9-inch rear upgrade to finally alleviate the vibration in his 8.8 that has claimed three driveshafts, a carrier bearing, and more money and patience than he'd care to remember. It's hard to imagine a stouter sedan than this, but apparently Bob has.

DATA FILE
Car:	2005 Cadillac CTS-V
Owner:	Bob Johnson
Block:	LS2, 402cid
Compression ratio:	9.5:1
Heads:	Air Flow Research 225cc, 2.08 intake, 1.60 exhaust valves
Cam:	Comp Cams hydraulic roller, 232/240 duration at 0.050, 0.595/0.608-inch lift, 115 LSA
Pushrods:	Comp Cams 7.400-inch
Rocker arms:	Stock 1.7 ratio
Pistons:	Diamond forged
Rings:	Total Seal
Crankshaft:	Callies forged
Rods:	Compstar forged
Throttle body:	LS2 90mm
Fuel injectors:	RC Engineering 72-lb/hr
Fuel pump:	MagnaFuel ProTuner
Ignition:	Stock coil on plug
Engine management:	Stock, tuned by Exotic Performance Plus
Power adder:	ATI ProCharger F-1A
Boost:	14.4 psi
Intercooler:	EPP custom air-to-air
Exhaust system:	Kooks 1 7/8-inch long-tube headers, H-pipe, high-flow cats, and MagnaFlow catback
Transmission:	T56, built by RPM Transmissions
Clutch:	SPEC Stage 3+
Driveshaft:	Custom
Front suspension:	HAL/QA1 shocks, stock control arms, springs, sway bar
Rear suspension:	HAL/QA1 shocks, stock control arms, springs, sway bar
Rearend:	Custom Ford 8.8-inch IRS, 3.73 gear
Brakes:	Stock Brembo four-piston, front and rear
Wheels:	HRE 18x8.5 front, 18x9.5 rear
Front tires:	Goodyear Eagle F1 255/40/18
Rear tires:	Nitto NT555R drag radial 285/35/18
Fuel octane:	93+ methanol
Current mileage:	53,986
Miles driven weekly:	300

Hear the powerful rumble of an LS1 stroker engine, churning at highway rpm in sixth gear, as the road ahead winds about in the central Texas hill country. The T-tops removed, wind blowing in your hair. Tunes cranked up on the radio, but not so loud that the radar detector is inaudible. The smell of hot asphalt mixes with the occasional whiff of exhaust fumes. Sunglasses pulled down to better enhance your clarity at higher-than-posted speeds. Quick downshifts and bursts of wide-open throttle to get around the slower people in their daily commuting appliances. Knowing the gas station clerks on a first name basis, yet hopefully not meeting the local officers along your route. Chomping down on fast food and chugging energy drinks. Dodging roadkill. These are some of the best times of our gearhead lives, spent driving our hot rods. Some guys build cars to polish and buff them, but Michael Dietze built his 2001 Camaro SS to blaze the highways.

Michael's story starts out just like many of ours do. He was in high school and daydreamed about someday owning a V-8 Camaro. About a year after he graduated, he bought this Camaro SS brand-new in Austin, Texas. At the time, it only had 12 miles on it. It was originally black, and the only SLP options were chrome SS wheels, floor mats, and the infamous Y2Y "dual-dual" catback. The Camaro ran a 13.2 e.t. at the local dragstrip while it was showroom stock. Later on, with the addition of an off-road Y-pipe and some drag radials, it broke into the high 12s. This was also the point where Michael's addiction to modifying cars really took off.

Since then, the car has had a multitude of components, ranging from various brands of cylinder heads, short-blocks, and a few toasted clutches. Each time the car was modified or repaired, Michael was the one turning the wrenches on it.

A lot of lessons were learned the hard way, which typically involves breaking things. Several lessons and build assistance came from his dad, also a gearhead. Many late nights were spent on this car together, priceless time for a father and son. The two welded up the rollbar and did the vehicle assembly together. They also did all of the paintwork, using PPG Radiance Silver flames laid over PPG two-stage Pearl-and-Black. The flamed, retro-theme paint and classic-style wheels were chosen because it's a look that appeals to both new and old hot rodders. Everywhere they cruise, people of all ages give them the thumbs up. All of the wrenching and racing led Michael to recently start up his own shop, which he calls Sunshine Performance.

Take a look at the odometer in this Camaro, and you may be shocked to see six-figure digits proudly displayed. Most of those miles were racked up during Michael's courting years to his then-girlfriend Janelle, who is now his wife. Michael would work all week, wrench on the car on weeknights, then take the weekend 400-mile round-trip between his hometown of Killeen, Texas, to Janelle's hometown, Houston. She was obviously worth the trip, as she is also into cars and enjoys when the Camaro humiliates any would-be contenders they come across. He even got car parts for wedding gifts. Congrats on the good catch Michael, I'll bet several fellow readers are envious after reading that. The car-crazy couple has also taken a few long-distance road trips in the car, a testament of both their trust and the reliability of the car.

Over the years, the Camaro has been continuously modified. It currently sports a 402ci stroker that utilizes an LQ9 truck-based LS engine block. This potent combo puts down a brutal 550 rwhp on the Dynojet. This full-weight street cruiser gets it done at the track as well, with a current best e.t. of 10.70 at 131 mph.

Michael's ultimate goal is to make the car a 9-second street car. He has recently installed a 250hp wet nitrous system, bringing the total horses up to 700. No track times on that combo yet, but that's more than enough power to get into single-digit territory. After that goal is achieved, a new project car will be built with his dad. They have a 1969 Camaro parked next to this one, just waiting for its turn under the wrenches and paint guns.

So there you have it, the classic story of boy wants hot rod, boy gets hot rod, boy meets girl, boy chases and catches girl, and keeps the hot rod, too. The happy couple is expecting a baby boy soon-who will no doubt be the next little grease monkey in this family. I'm betting junior's first ride home from the hospital is in the flamed Camaro. May his first word be "Vroom!"

DATA FILE
Car:	2001 Chevrolet Camaro SS
Owner:	Michael & Janelle Dietze
Engine block:	LQ9, 402ci
Compression ratio:	11.7:1
Cylinder heads:	TEA modified Trick Flow 225cc
Intake:	Fast 90mm composite
Cam and specs:	Hydraulic roller, 248/256 duration at 0.050, 0.602/0.622 lift, 114+2
Pushrods:	Comp Cams 7.450-inch
Rocker arms:	Harland Sharp 1.7 ratio roller
Pistons:	SRP Forged
Rings:	SRP
Crankshaft:	Eagle 4-inch
Rods:	Eagle 6.125-inch
Throttle body:	Nick Williams 90mm
Fuel injectors:	Ford Racing, 42 lb/hr
Fuel pump:	Racetronix 255 lph
Ignition:	Factory coils with NGK TR6 plugs
Engine management:	Factory PCM, owner tuned with HP Tuners
Nitrous system:	Nitrous Dave's custom 250hp shot wet kit
Exhaust system:	Custom Spin Tech 3-inch oval true duals
Transmission:	Six Speeds Inc Stage 2 T56 six-speed manual
Clutch:	Spec solid hub 3+, aluminum flywheel
Driveshaft:	Spohn chrome-moly
Front suspension:	Factory A-arms with QA1 adjustable coilover shocks
Rear suspension:	Madman full suspension kit with AFCO double-adjustable shocks
Rear axle:	Moser 12-bolt, 31-spline, Truetrac, 4.56 gears
Brakes:	Brembo cross-drilled with Hawk pads
Wheels:	American Racing Torque Thrust-M 17x9 front, 17x11 rear
Front tires:	275/45/17 Goodyear Eagle F1
Rear tires:	315/35/17 Goodyear Eagle F1
Fuel octane:	93
Dynojet results:	550 rwhp and 502 lb-ft (without nitrous)
Race weight:	3,780 lbs
Best e.t./mph:	10.70 at 131 (without nitrous)
Best 60-ft time:	1.65 sec
Current mileage:	123,720
Miles driven weekly:	230

The Specs
	Stock	Tuned
E.T.:	13.63	13.16
Mph:	101.41	106.68
60-Ft:	2.08	2.05
Dyno:	263/275	276/286

General Feature
Make no bones about it: GMHTP is hot for the new G8 GT. Gen IV horsepower, pushrod torque, and a good trans? Us GM lovers are used to that. But 361 ponies and a six-speed auto, installed in a solid and capable chassis and wrapped in sexy bodywork-with enough room to hold five adults-is definitely a new variation on Pontiac's "excitement" credo. I like it, I want it, I need to test it.

So when new Super Chevy editor Mike "Focaccia Bread" Ficacci wandered into my office to let me know that he was picking up a brand-new G8 GT, we immediately devised a plan of action: first, baseline drag testing at Raceway Park. Next, dyno testing. And finally, a tune and another track test-this time against a Mustang to make things interesting.

"These guys are racing on a glorified cow path," Aaron Olson, race director of the Sandhills Open Road Challenge, exclaims. We're in central Nebraska, damn near the center of these United States, bombing down the road that connects tiny Arnold with even smaller Dunning. Out here the air is clean, the sky is a piercing blue, and you can literally see for miles. For most of you, the next town over means maybe a mile or so, with a drive time of at most a few minutes. But the Great Plains have a way of changing perspectives: Dunning is 35 miles to the north.

60-year-old Ken Hodges of Julesburg, Colorado, getting his 2007 Z06 ready for a 136-mph pass in the half-mile competition that, along with the one-mile event, is held on the Cozad-Callaway oil road. Hodges was a good 20 mph off the pace of the fastest Vette, but made up for it by placing third in the 95-mph road race class the following day.---->

The sun is blinding, but from my perch in Olson's pickup, I get a firsthand look at the 29-mile northbound leg of this 55-mile, open-road racecourse. And immediately, I see what he means: this narrow, patchy, and occasionally broken asphalt is nothing like the smooth and wide I-80 just a few miles south of here. It's a county road, used mostly for farm implements and work trucks. And as such, the kind of low speeds needed for such vehicles must have been taken into consideration when building it. With sharp and barely visible turns, intense elevation changes, and transitions from decent to iffy pavement, the Autobahn it ain't. As I peered over a sharply curved section's guardrail into a deep ditch, I wondered if I'd be willing to hit 100 behind the wheel. But this weekend, a stock car would average 139 mph on this course, a 2001 Corvette convertible would average 120-and two exotic racecars would blast through another section of one-mile straightaway at over 215 miles an hour!

This is Bentonville, Arkansas-resident Dave Domingues, putting his AFR headed, Comp-cammed LS1 to work at the one-mile shootout. In addition to more exhaust bolt-ons, Dave uses LG, Hotchkis, and BMR suspension parts, Wilwood brakes, and a Wolfe cage to stick this '02 SOM to the pavement. Domingues blasted to 155 mph soon after this shot was taken, and finished up fourth in the 115-mph bracket of the road race.---->

The SORC, a non-profit organization, started this race in 2001, and added a one-mile shootout in 2003. All proceeds go toward much-needed civic projects in and around Arnold, including assistance for the local fire departments, public schools, and scholarship funds. And an Arnold Community Center was recently built with assistance from the SORC!

Cletus Kraft's Z06 gets a thorough pre-run inspection from the SORC tech officials to ensure that it's safe enough to make its 168-mph one-mile hit. The tech team puts in three days of physical work to ensure that each vehicle and driver is safe for their racing class. Cletus and his wife Brenda have driven down from Devils Lake, North Dakota, for the past five years for a vacation at this event, and she does the navigating. Hey Cletus: with your wife screaming orders at you as you try to navigate the 105-mph class under stress ... how exactly is that a vacation?---->

You might think that with little population density and lots of space, putting a race on would be easy. But that is not the case. This event happens around private land, and the SORC had to secure permission from the landowners to not only use the space, but to effectively close a nearly 30-mile stretch of road for a couple of days! Thankfully, those folks saw what the SORC was trying to accomplish and jumped on board. And it takes over 200 volunteers from the community to pull this event off each year!

So on August 9-11, 2007, Arnold welcomed over 100 vehicles to its seventh annual Sandhills Open Road Challenge. A large majority of the entrants are Corvettes: C4s, C5s, and C6s are everywhere, especially the ultra-potent ZR-1s and Z06s. However, there were third- and fourth-gen F-bodies, a GTO, a G-body, and even a newer Grand Prix in attendance as well. This three-day event happens in a setting that is mostly inhabited by tractors and work trucks. The population hovers around 600; there's a long main street and not much else; there is one hotel. But if you bring your high-speed GM up Highway 83 in early August, you'll be met by a town full of friendly and helpful folk-the kind that open up their homes to you for a good night's sleep. You'll enjoy a nice loud parade, a smoky burnout contest, and a car show consisting of the race entrants. And when it's all said and done, gear up for an awards BBQ, live music, and a few cold ones. But stay focused: serious racing is what you're really there for, and there's a half- and one-mile top-speed shootout to tame, and an open-road race that many call the most challenging in America.

My time on the south-to-north leg with Aaron, and going north-south after the event, gave me a good feel of this course-and it's a good one. In the first five miles of the north-south section, a driver has to accelerate over several very large hills, negotiate hard and slight right-hand curves, nail the brakes for a 90-degree left-hander, and man up for a quick right/left switch. And if you like straightaways, this course has them-several 2-miles, a 3-mile, and a 5-mile! There is no runoff, and in place of a tire barrier, prepare for a ditch and a barbed-wire fence. This is as intense as open-road racing gets.

But the SORC isn't resting on its laurels; the August 7-9, 2008 event will feature all of the events listed here-and will be adding track days on August 5-6 at Motorsport Park Hastings, a 2.15-mile road course. This is a really cool event to behold, and I'll bet even cooler to race in, so go to www.sorcrace.com to check out the class and rule structure, and start making plans.

On Monday, July 21, during simultaneous events, General Motors released production information on the 2009 Chevrolet Camaro. Production begins on February 16, 2009!

Built on the new GM global rear-drive platform, the Camaro is offered in V6-powered LS and LT models, as well as the V8-powered SS. All models and powertrain combinations include efficient six-speed transmissions.

"Camaro delivers all of the things that make Chevrolet such a revered, global brand," said Peper. "It is a car that competes with the best sports cars in its class, but does so with surprising efficiency. That is no small feat, and it took a worldwide commitment to achieve it."

Performance
422HP LS3, 400HP L99, 300HP V-6 SLATED

A 3.6L DI VVT V6 engine with a projected 300 hp and manual six-speed transmission is standard on LS and LT models. Choose the available six-speed automatic with TAPshift to achieve an estimated 26 mpg highway

A 6.2L V8 christened the L99 should make 400 hp. A six-speed automatic transmission with TAPshift includes Active Fuel Management technology to achieve 23 mpg highway

For the top-of-the-line, the 6.2L LS3 V8 with manual six-speed transmission produces a projected 422 hp

Four-wheel independent suspension system, including a 4.5 link rear suspension

Variable-rate power steering with the rack mounted forward of the front axle for better weight balance and greater driver feel

Four-wheel disc brake systems with ABS standard on all models, including four-piston Brembo calipers on SS models

StabiliTrak Electronic Stability Control System with traction control standard on all models

Competitive/Sport modes for the Stabilitrak system offered on SS models, including launch control on SS models equipped with the six-speed manual transmission

Robust body structure and exceptional build quality

Design
Sleek, heritage-inspired styling with contemporary cues and 10 available exterior colors: silver, bright and dark red, black, yellow, light and dark blue, bright orange, gray, and white.

Detailed interior with heritage-inspired design, excellent attention to detail and available ambient LED lighting technology

RS Appearance Package available on LT and SS, with HID headlamps with integrated halo ring feature, spoiler, specific taillamps and 20-inch wheels

Family of 18-, 19- and 20-inch wheels

Extensive list of options and accessories for almost unlimited personalization choices

Technology
Bluetooth wireless technology for compatible phones

Premium Boston Acoustics 9-speaker, 245 watt audio system with subwoofer available on select models

USB connectivity available on select models

Ultrasonic Rear Parking Assist available on select models (planned for December, 2009)

Remote vehicle starting system available on select models

Six standard airbags: Dual-stage frontal air bags, Head-curtain side-impact air bags, Front-seat-mounted, side-impact thorax air bags for driver and front passenger.

OnStar with one-year Safe & Sound Plan standard, also available is Turn-By-Turn Navigation with Directions & Connections plan

On Monday, July 21, during simultaneous events, General Motors released production information on the 2009 Chevrolet Camaro. Production begins on February 16, 2009!

Built on the new GM global rear-drive platform, the Camaro is offered in V6-powered LS and LT models, as well as the V8-powered SS. All models and powertrain combinations include efficient six-speed transmissions.

"Camaro delivers all of the things that make Chevrolet such a revered, global brand," said Peper. "It is a car that competes with the best sports cars in its class, but does so with surprising efficiency. That is no small feat, and it took a worldwide commitment to achieve it."

Performance
422HP LS3, 400HP L99, 300HP V-6 SLATED

A 3.6L DI VVT V6 engine with a projected 300 hp and manual six-speed transmission is standard on LS and LT models. Choose the available six-speed automatic with TAPshift to achieve an estimated 26 mpg highway

A 6.2L V8 christened the L99 should make 400 hp. A six-speed automatic transmission with TAPshift includes Active Fuel Management technology to achieve 23 mpg highway

For the top-of-the-line, the 6.2L LS3 V8 with manual six-speed transmission produces a projected 422 hp

Four-wheel independent suspension system, including a 4.5 link rear suspension

Variable-rate power steering with the rack mounted forward of the front axle for better weight balance and greater driver feel

Four-wheel disc brake systems with ABS standard on all models, including four-piston Brembo calipers on SS models

StabiliTrak Electronic Stability Control System with traction control standard on all models

Competitive/Sport modes for the Stabilitrak system offered on SS models, including launch control on SS models equipped with the six-speed manual transmission

Robust body structure and exceptional build quality

Design
Sleek, heritage-inspired styling with contemporary cues and 10 available exterior colors: silver, bright and dark red, black, yellow, light and dark blue, bright orange, gray, and white.

Detailed interior with heritage-inspired design, excellent attention to detail and available ambient LED lighting technology

RS Appearance Package available on LT and SS, with HID headlamps with integrated halo ring feature, spoiler, specific taillamps and 20-inch wheels

Family of 18-, 19- and 20-inch wheels

Extensive list of options and accessories for almost unlimited personalization choices

Technology
Bluetooth wireless technology for compatible phones

Premium Boston Acoustics 9-speaker, 245 watt audio system with subwoofer available on select models

USB connectivity available on select models

Ultrasonic Rear Parking Assist available on select models (planned for December, 2009)

Remote vehicle starting system available on select models

Six standard airbags: Dual-stage frontal air bags, Head-curtain side-impact air bags, Front-seat-mounted, side-impact thorax air bags for driver and front passenger.

OnStar with one-year Safe & Sound Plan standard, also available is Turn-By-Turn Navigation with Directions & Connections plan

The 19th Annual Advanced Engineering Technology Conference will be held in Orlando on December 8-10, 2008, a few days before PRI. This gathering brings together industry leaders, engineers, hardcore enthusiasts, and media members looking to learn and share the latest engine technology.

This year's theme is Advanced LSX Performance, and we're pleased to announce that GM High-Tech Performance, along with Engine Masters and Scoggin-Dickey Parts Center, will be sponsoring this event!

Among the topics to be discussed by featured experts at the AETC seminars are "High Performance LSX Engine Building," "Insider New Engine Technology," and "Optimizing Engine Airflow," along with an in-depth review of forced induction as it relates to the LSX engine, building big-inch LS engines, new product reviews, specialized engine control systems, LeMans, NASCAR, and NHRA racing applications, and the future of the LSX platform. While the topic of focus is "LS Engines," the presented information represents successful engine building techniques, which apply to all engines.

Included with admission is an AETC welcome reception, AETC seminars and booklets, food, the LSX Expert Panel Roundtable discussions, valuable AETC- exclusive manufacturer coupons, extensive LS product giveaways and door prizes, new LS product manufacturer showcase, Q&A sessions and the insider networking cocktail party.

If that isn't enough incentive for you to go, consider that the $500 admission ($550 after August 1) also gets you into the PRI show-even if you aren't an "industry insider"! The goody bag will be a fullsized duffel bag to cram all of the swag into. Those attendee coupons will save thousands of dollars on the LS parts you want. All of the sponsors have donated product for giveaways-roughly $30,000 worth of LS parts and services will go to lucky AETC attendees this year! And with space limited to 350 people, there's a pretty good chance at walking away with some goodies.

Call 866/893-2382 or log on to the AETC Web site, www.aetconline.com, for current speaker, sponsor and giveaway updates.

The days had quickly passed Pete Cimino when his supercharged 1991 Z28 was keeping up with the Mustangs common to his hometown of Springfield, Pennsylvania, or nearby Philadelphia. But the puny 5.0s and 4.6s were no match for mighty LS1s such as the 2002 Sunset Orange Metallic Trans Am for sale at the local dealership Pete passed every day on the way to work. The rare color was a hard sell for most customers, which gave him time to put together the cash. Soon, he was driving the TA to work every day-instead of driving by it.

A union carpenter by trade, Pete wasn't afraid to get his hands dirty-starting the modifications light with an SLP airlid, 85mm MAF, and Loudmouth exhaust. However, a chance highway encounter with a juiced LS1 Firehawk from Harris Speed Works convinced him it was time to drop off his TA at the Warminster, Pennsylvania-shop. HSW first set him up with a killer heads and cam package, using a Comp Cams 230/232-duration hydraulic roller and Yella Terra 1.7 ratio roller rockers. The stock bottom end was topped off with Dart Pro 1 205cc heads, 2.02 and 1.60 valves, and Comp Cams 921 valvesprings. Kooks Custom 13/4- to 17/8-inch stepped long-tube headers with 3-inch collectors and a Y-pipe were then added to scavenge exhaust from the chambers. A ported stock throttle body, ported LS6 oil pump, and an SLP underdrive crank pulley were the only other pieces used to make 444 rwhp.

After some research, Pete decided Strano Performance lowering springs would provide the stance and the ride quality he was looking for, not to mention excellent handling. He also sourced the PA supplier for its hollow sway bars and re-valved Bilstein shocks. Another PA suspension maker, UMI Performance, was chosen for the rear lower control arms, subframe connectors, adjustable Panhard bar, and torque arm-mostly for straight-line traction, something now in short supply even with meaty 285/35R18 Nitto drag radials. The short-sidewall rubber and slick HP Design 18x9.5 wheels aren't the most drag friendly. However, Pete did manage to run an 11.7 at 120 mph in the quarter with this setup.

Strano Performance lowering springs give the TA its aggressive stance, while still providing excellent ride quality in combination with re-valved Bilstein shocks and hollow sway bars. The rest of the suspension is from UMI Performance, as Pete keeps to his Pennsylvania roots.------>

Though he is more into street ... ahem ... driving, this experience only whet his appetite for even more power. Soon the WS6 headed back to HSW for its Brute Force dual nozzle wet nitrous system for a serious kick in the pants. Coupled with the HSW progressive nitrous controller, stand-alone fuel system loaded with VP108, and the Full Throttle Speed LS1 Timing Tuner, the nitrous system safely delivers 250 horses at the flip of a custom-mounted switch. While the motor has its own timing and fuel supply just for nitrous, it otherwise relies on the HSW custom-tune, 93-octane pump gas, Bosch 42-lb/hr injectors, and a Racetronix 255-lph fuel pump.

Plans are to take the Pro 5.0 shifted six-speed back to the track with a set of slicks and give the Textralia Twin Disc clutch a workout. Thankfully, he also invested in a Moser 9-inch rear with 33-spline axles, Truetrac differential, and a 3.70 gear that's well suited to handling the 675 hp his TA now dishes out. Driveline Solutions put together the street-friendly rear with a nodular iron centersection and paired it with a custom-length, 3-inch diameter steel driveshaft. If the stock T56 holds together, a 10-second pass should definitely be in the cards for the PA TA-and Pete can ride off into the sunset with a true pony-killer.

DATA FILE
Car:	2002 Trans Am WS6
Owner:	Pete Cimino
Block:	LS1, 346-cid
Compression ratio:	10.8:1
Heads:	Dart Pro 1 205cc, 2.02 intake, 1.60 exhaust valves
Cam:	Comp Cams hydraulic roller, 230/232 duration at 0.050, 0.595/0.585-inch lift, 112 LSA
Pushrods:	Comp Cams 7.400-inch
Rocker arms:	Yella Terra 1.7 ratio
Pistons:	Stock hypereutectic
Rings:	Stock
Crankshaft:	Stock nodular iron
Rods:	Stock powdered metal
Throttle body:	Ported stock
Fuel injectors:	Bosch 42-lb/hr
Fuel pump:	Racetronix 255-lph
Ignition:	Stock coil on plug, NGK BKR7E plugs
Engine management:	Stock, tuned by Harris Speed Works
Nitrous:	Harris Speed Works 250hp
Exhaust system:	Kooks 1.75- to 1.875-inch stepped long-tube headers, Y-pipe, SLP Loudmouth catback
Transmission:	T56
Clutch:	Textralia Twin Disc
Driveshaft:	3-inch steel
Front suspension:	Strano Performance lowering springs, sway bar, Strano/Bilstein shocks, stock A-arms
Rear suspension:	Strano Performance lowering springs, sway bar, Strano/Bilstein shocks, UMI lower control arms, Panhard bar, torque arm
Rearend:	Moser 9-inch, 3.70 gear, 33-spline axles, Truetrac posi
Brakes:	Stock
Wheels:	HP Design 18x9.5
Front tires:	Sumitomo HTRZ II 285/35/18
Rear tires:	Nitto NT555R drag radials 285/35/18
Fuel octane:	93/108
Current mileage:	70,000

2009 G8 GXP GETS LS3 POWER!

Four hundred and two horsepower and 402 lb-ft of torque will be in store for G8 buyers who step up to the GXP model, thanks to a detuned version of the Corvette's 6.2L V-8. And they'll be revving to the 6,600-rpm redline with help from either the standard 6L80 six-speed auto, or an optional Tremec TR6060 six-speed manual transmission!

A performance-tuned suspension was developed and validated on racetracks and highways around the world, including the Nurburgring. Brembo brakes (14-inch vented, four-piston front, 12.76-inch rear) are standard on the GXP, as are 19x8 polished aluminum wheels with 245/40/19 performance tires.

Along with some interior touches, the exterior styling was upgraded-including a new front fascia with lower splitter and a rear fascia diffuser.

Balancing fun and safety looks easy with the GXP: ABS, traction control, and electronic stability control come standard, as do seat-mounted thorax airbags, roof rail side-impact airbags for both seating rows, and dual-stage frontal airbags for front passengers, with an automatic passenger sensing system. Pricing had not been set as of our press date, but expect to pay at least a few thousand more than the$29,995 G8 GT's base price.

SPORT TRUCK COMING TO AMERICA

Mere days after our May '08 issue, whichincluded rumors of a U.S.-bound HoldenUte, hit the stands, Bob Lutz announcedat the New York Auto Show that thetemporarily named G8 Sport Truck wouldbe hitting U.S. shores as a 2010 model! The 6.0L V-8 is a go, producing 361 horses and 385 lb-ft of torque, redlining at 6,000 rpm,and retaining Active Fuel Management. Asix-speed 6L80 auto trans will help it getto 60 mph in around 5.4 seconds.

The UteCaminTruck is based on theG8's rear-drive architecture, but this ride has a 118.5-inch wheelbase (4 inches longer), with an overall length of 6 inches longer-and to let the cat out of the bag: it has a bed! Body reinforcements were made to handle the roughly 3,500-pound tow/1,100-pound haul numbers that we reported last time, and the IRS was beefed accordingly to handle the haul, but Pontiac says it won't affect handling.

Stopping this beast are ABS-assisted,12.64-inch dual piston front/12.76-inch rear brakes-and 18x8 rims are standard, with 19x8s optional. GM hopes to get this bad boy into dealerships by late 2009; prices are yet to be released.