For the 2009 SEMA show the theme car this year was the 2010 Chevy Camaro which brings up the question of how many ways can you customize the 2010. Let me tell you there were plenty of ways to do it this year. You had everything this year from new supercharger and turbocharger kits, nos kits, 26" wheels, body kits, clutch kits and wild custom paint jobs. But two of the most amazing Camaros this year were not Camaro's at all...say what. Trans Am Depot had their second 2010 Trans Am car out there and it was spot on what a Gen V Trans Am would have looked like if Pontiac hadn't shut their doors. The other Gen V Pontiac Trans Am that was out on the floor was the Lingenfelter Trans Am Camaro Concept and man was it hot. Check back soon for highlights on all the new products that made there day at this year's SEMA show.

Fastlane - 10.87
Currently the quickest and fastest in the country, the Fastlane 2010 Camaro proves that a well thought out single turbo combination is always hard to beat. Starting with the ZL1 Turbo kit, which includes a top-mounted Borg Warner 72mm turbocharger, Fastlane has concentrated on making a ton of power using the stock LS3, a plan that seems to be paying off. In an unusual twist, Fastlane has decided to use a manual LS3, which makes it not only the fastest overall 2010, but also the fastest 6-speed on the list.

You have, probably (hopefully), heard someone say: "don't judge a book by its cover." Although originally rooted in a 16th century story by Francois Rebelais, we feel that there is no better example than Mitch Gaines and his beautiful 2000 Pontiac WS6. When we first met Mitch, he didn't exactly strike us as a typical grudge racer. In fact, he seemed more like a reserved, laid back person who wouldn't care much for any sort of dangerous activity. Of course, when we found out he drove a 416 cubic-inch, sprayed TA on slicks, worked as a specialty firearms salesman, and grudge raced on the weekends, our perceptions were shattered. Interested? We were.inline_mediumwraptextright25655990/features/1001gmhtp_2000_pontiac_trans_am_ws61001gmhtp_01_z+2000_pontiac_trans_am_ws6+smoked_rear_tires.jpgTrue

It's hard to believe the GS Nationals are about to eclipse the 30-year mark, and even harder to believe that there are no signs of slowing down by the Buick fanatics. Turnout for the 2009 event May 5-9 was as high as it's ever been-as some of the older members of the club seem to be fading out, new blood has managed to step in and inject new life into the GS Club of America (GSCA). This year all the talk was about who would be the first to run 7s in Turbo Street Outlaw (TSO), the hopefuls being Tony Gomes and Dave Fiscus. The two are best of friends, run a similar setup utilizing Cal Hartline's tuning expertise, and both spend the rest of the year in a local stock suspension, drag radial class. Many were also speculating that Don Cruz had a shot, in the Turbo Street Modified (TSM) class, of going 8s-almost unthinkable with a stock block. Of course, Red Armstrong was the center of controversy with his gold '87 T in the new Turbo Street Appearing (TSA) class as over $3,200 was up for grabs to the fastest Buick with no visible mods. You can never count the crafty former engineer out of anything.inline_mediumwraptextright26743900/events/1001gmhtp_2009_buick_grand_sport_nationals1001gmhtp_02_z+2009_buick_grand_sport_nationals+buick_drag_racing_car.jpgTrue

News?
Please send all news and corrections to: scott.parker@sorc.com, or mail to: GM High-Tech Performance, 9036 Brittany Way, Tampa, FL 33619.inline_mediumwraptextright31009164/hotnews/1001gmhtp_c6r_corvette_redesign_2011_chevy_camaro_convertible1001gmhtp_02_z+c6r_corvette_redesign_2011_chevy_camaro_convertible+computerware_sponcered.jpgTrue

I first met Carlos Saberbein in, of all places, a hotel elevator. We had both just arrived in Kansas City for the LTx Shootout and engaged in the usual elevator small talk. When we split ways, I thought to myself, "Self, that guy was pretty cool, he seemed really excited about being at the race. I wonder which car he drives? Which reminds me, I have got to find a super clean feature car for this next issue, the LT1 fans are starting to foam at the mouth again, we owe them something special." The next morning, as everyone was unloading their cars at Kansas City International Raceway for the LTx Shootout, I calmly perused the pits looking for a car that had all of those feature qualities we look for: good clean lines, a solid drivetrain combination, and a little special something to put it over the top. As I pulled into the Speed Inc. pit area, I immediately knew I had found the car I needed, and, wouldn't you know it, I had already met the owner.inline_mediumwraptextright30985482/features/1001gmhtp_1995_pontiac_trans_am1001gmhtp_01_z+1995_pontiac_trans_am+drag_race_launch.jpgTrue

Best Letter Ever!
First of all, let me congratulate you on an outstanding magazine. The balance of technical articles and feature cars is second to none, That said, the reason I am writing is that in the August '09 issue you give the cylinder length of various LS engines-what about the LS2 and LS3/L92? Are they the same as the LS1? Also, could you tell me the main difference between the 4L60E and the 4L80E? Are the gear ratios the same? Does the 4L80E share the same fragile input drum as the 4L60E? How much torque can it handle? When I am released I plan on installing a stroked LS3 (416 cid) into my '78 Corvette. I would like to use an automatic, but would like one with a gear ratio spread closer to a 200-4R. What about a 6L80E? I like the gear ratio spread, but will it fit in my trans tunnel without major modifications? I want to thank you for your time in advance, because of my current situation I am unable to research this information myself.inline_mediumwraptextright26776303/hotnews/1001gmhtp_january_2010_gm_high_tech_performance_letters1001gmhtp_01_z+january_2010_gm_high_tech_performance_letters+readers_faq.jpgTrue

We're not exactly sure what's in the Houston water supply, but we're relatively positive they should bottle it up and sell it as an energy drink. It seems like every month we feature another sick LSx car from this area, almost always in the 9s and almost always one of the fastest in the country. It should come as no surprise then that this is yet another monster, though unlike the other H-town animals-this one has the size to go with its demeanor. Owner Holloway Houston and builder Nick Field of Fastlane Turbo chose a two-wheel-drive Trailblazer SS as the platform to build a single-turbo LSX that runs 9.89 at 142 mph. Did we mention it can pull the front tires, weighs in at over 5,000 pounds, and is the second-fastest Trailblazer SS in the country?inline_mediumwraptextright25628420/features/1001gmhtp_2007_chevy_trailblazer_ss1001gmhtp_01_z+2007_chevy_trailblazer_ss+sick_burnout.jpgTrue

My apologies to those of you who think Pontiac died in 1981; you might as well stop reading now. The GTO may well have been one of the most important and iconic muscle cars of all time, but neither the mighty 400-cube L-67 nor the 455-inch LS-5 could hold a candle to a "corporate GM" Gen III/IV motor. Obviously, the LS1, LS2, and LS3 engines offered more horsepower from the factory as even the strongest running Ram Air IV or Trans Am made only 335 to 345 horsepower by the previous (overrated) net or gross standard. Matter of fact, starting in 2005 the Gen IVs were subject to the most stringent testing protocol to date-and as the result were deemed "SAE-certified." As impressive as a big-block Pontiac's torque can be, the LS1 is far superior in efficiency and power per cubic inch. Case in point, what happens when you throw a 4-inch stroke into a 6.0L Gen III/IV? Even with just a good set of ported factory casting heads 500 hp is child's play (try 600 with a lumpy cam and good intake).inline_mediumwraptextright31008369/hotnews/1001gmhtp_pontiacs_important_place1001gmhtp_01_z+pontiacs_important_place+1994_pontiac_formula_classic.jpgTrue

Admittedly, Miami might not be the first place you think of when someone mentions an LSx obsessed town. In fact, until recently we thought that it was mandatory to drive a Lambo but, as it turns out, the Miami GM scene is huge. We had our first encounter with this particular group of enthusiasts when we met Alcides Martinez ("Miami Vice," Sept. '09) and featured his killer drop-top, turbocharged 2002 Trans Am. Intrigued, we had to dig deeper and find out more about Miami and the local GM scene. Special thanks goes out to Jonathan Camere for snapping some great shots of just some of the Miami GM cars. You can check his other work out at www.camerephotography.com.inline_mediumwraptextright31007343/hotnews/1001gmhtp_miami_florida_gm_scene1001gmhtp_02_z+miami_florida_gm_scene+racing_cars.jpgTrue

Sinister TA
Modern dictionaries define the word "sinister" in many different ways, but we believe it could be summed up in this single photograph. Alan Rudisaile is the keeper of the beast, a 370-cubic-inch, single-turbo Trans Am. A bored 6.0-liter iron block stuffed with Diamond pistons and Scat rods breathes off of the Turbonetics T76 turbo, which is usually set to produce around 12 pounds of boost. Behind the motor sits a built T56 and SPEC Stage 4 clutch, which sends power to a fabricated and narrowed 9-inch rearend, and out to a pair of Weld ProStars wrapped in Mickey Thompson drag radials. Of course, almost none of this matters, since if you happen to run up on Alan's Trans Am, you probably won't be able to keep up.inline_mediumwraptextright31308309/features/1001gmhtp_pontiac_trans_am1001gmhtp_01_z+pontiac_trans_am+aftermarket_turbocharger.jpgTrue

And, yes, your friends in the parking lot won't notice your new books or technical abilities, but this is much more important than those things. This is about actually understanding what goes on in your computer as you drive down the road. Ever wonder why your big-cammed LS1 stalls when you get to a stoplight, even though your tuner says it's normal? Ever wonder what your car might do with a little more timing or a little less fuel? We did, so we sought out some of the best tuners in the southeast and begged them to let us join in one of their upcoming classes. Little did we know just how much we would learn and how much better off we would be for knowing it.inline_mediumwraptextrightBefore you spend another dollar adding parts to your car, you should seriously consider taking a class (this class: The Tuning School) on EFI tuning. Sure, using your brain for an entire weekend is not nearly as fun as bolting on a blower or installing a new cat-back.25910753/tech/engines/1001gmhtp_the_tuning_schools_efi_tuning_class1001gmhtp_01_z+the_tuning_schools_efi_tuning_class+paper_work.jpgTrue

When CT joined the project car fleet, it was a bone-stock 1999 Camaro SS. After receiving an improved clutch and shifter (May 2009), CARB-legal intake and exhaust components (July 2009), and a full street/road race suspension (November 2009), this SS is no longer your average F-body-but now it's time to really start upping the ante. We're not straying from our promised path to performance, either.inline_mediumwraptextright26773096/tech/lsx_engine/1001gmhtp_1999_chevy_camaro_street_legal_cylinder_head_camshaft_intake_manifold_upgrades1001gmhtp_37_z+1999_chevy_camaro_street_legal_cylinder_head_camshaft_instake_manifold_upgrades+intake_manifold.jpgTrue

Ride quality was neither too firm nor too soft, the Zeta chassis handles expansion joints, railroad tracks, and the occasional pothole with ease-never getting out of shape or rattling. The 80 percent advanced-strength steel frame unibody is extremely stiff, and makes for a very sturdy and solid feel. Mounting the steering rack ahead of the front axle, the engine low and rearward in the front cradle, and the battery in the trunk, GM says, helps contribute to a near 50/50 weight distribution. From the driver's seat this translates to a balanced feel with communicative steering. With more than adequate braking thanks to Brembo four-piston, 14-inch fronts and 12.76-inch rears, about the only complaint you can make about the handling is that, like every other stock car, without right foot input it is guilty of understeer. Our test car had the optional 245/40R19 Goodyear all-season tires, which proved troublesome at the track and during spirited street driving. We would have much preferred the standard summer tires. Combine the variable-ratio steering with the (GXP-specific) FE3 multi-link MacPherson strut front and four-link independent rear suspension, and you have a 196-inch long sedan that feels like a much smaller car.

This is especially true when you purchase a modified car like the 2001 Firehawk Melvin Benzaquen recently acquired. There was really no telling what treasures we would find until we put it up on the rack and started pulling it apart. The one thing we did know for sure was that the clutch was most likely nearing the end of its natural life. Between its difficulties engaging and slipping out of gear, replacing the worn disc was a foregone conclusion. Testdriving the Firehawk also revealed that it still had the stock Hurst shifter that was also quite worn and difficult to get in gear (preventing swift gear changes). I couldn't in good conscience watch this exquisite hot rod sit on the sidelines when it could be getting the track abuse it was meant for.inline_mediumwraptextright31303455/tech/transmission/1001gmhtp_2001_pontiac_firehawk_acts_street_clutch_kit_install1001gmhtp_01_z+2001_pontiac_firehawk_acts_street_clutch_kit_install+stock_clutch_replacement.jpgTrue

In the world of high performance, building an all-out race car is relatively simple. You buy the best go-fast parts you can afford, tear out all of the "unnecessary" items like A/C, power anything, and the other seats, bolt on some rear tires and head to the track. It is then, arguably, much more difficult to build a perfect daily driver. These cars need to do everything right, including the power. A constant balance of style, function, horsepower, and reliability, the daily driver poses many challenges that only certain people and certain builders can overcome. Of course, if you also happen to require an almost completely stock presence and you want to make over 700-rear-wheel horsepower, well, let's just say you've got your work cut out for you.inline_mediumwraptextright27135844/features/1001gmhtp_2006_pontiac_gto1001gmhtp_01_z+2006+pontiac_gto.jpgTrue

We first sampled a 2010 Camaro SS six-speed car in the September 2009 issue as Howard Tanner of Redline Motorsports (Schenectady, NY) brought his car to Englishtown Raceway Park for some quarter-mile fun.inline_mediumwraptextright25907762/tech/lsx_engine/1001gmhtp_2010_chevy_camaro_induction_exhaust_upgrades1002gmhtp_01_z+2010_chevy_camaro_induction_exhaust_upgrades+burnout.jpgTrue

Super Hawk
As a mechanical engineering student at Purdue University, Kyle Humbert probably doesn't have too much free time on his hands. When not hitting the books, he is cruising in his beautiful '99 Trans Am, which has a great blend of good looks and brute force. Immediately obvious are the 18-inch HP Evo wheels and SuperHawk Ram Air hood, which perfectly complement the lines of this TA. Underneath the exterior is a lightly modified LS1, which has a Thunder Racing 230/232 camshaft, LS6 intake, FLP long-tube headers, and a Corsa cat-back to help it breathe. A stock T56 turns a set of 4.10 rear gears, which help Kyle get from class to class in plenty of time.inline_mediumwraptextright25911665/features/1001gmhtp_1999_pontiac_trans_am1001gmhtp_01_z+1999_pontiac_trans_am+custom_body_kit.jpgTrue

Street Stalker
This homebuilt street stalker belongs to Scott Engledowl of Texarkana, Arkansas, and has already gone as fast as 10.58 at 125.88 mph on motor. A 370-cubic-inch 6.0-liter iron block is filled with the good stuff, including forged rods and Mahle pistons. Texas Speed 2.5 LS6 heads bring the compression to 11:1, while a 236/242 camshaft brings in the noise. A built 4L60E and Moser 9-inch take all of the abuse, twisting a set of 275/60/15 Mickey Thompson ET Street radials. Scott tells us that some new parts and a nitrous system have found their way onto his car and he is expecting to make some 9-second passes in the fall. Not bad for a daily driver.inline_mediumwraptextright27121042/features/1001gmhtp_chevy_camaro_z281001gmhtp_01_z+chevy_camaro_z28+performance_chevy_370_engine.jpgTrue

Rock And Roll
Looking to upgrade your valvetrain without adding a ton of weight and cost? Comp Cams has you covered with its new rocker arm trunion upgrade, which replaces the weak factory needle bearings and powdered metal trunion while keeping the lightweight and strong OEM arm. Not only does this make the unit stronger, but it also saves you from finding needle bearings in your oil pan, which is always a bad day. Comp has tested these for two years in the NASCAR GM LS spec engine series; proof of a well built and tested modification that won't leave you stranded.

Comp Cams, Dept. GMHTP, 3406 Democrat Rd, Memphis, TN 38118; 800/999-0853; www.compcams.cominline_mediumwraptextright27120544/tech/new_products/1001gmhtp_january_2009_gm_performance_parts1001gmhtp_02_z+january_2009_gm_performance_parts+performance_header_bolts.jpgTrue

Flamin' Bird
Michelle Halliwell of Bristow, Virginia, is the proud owner of this gorgeous Pontiac, and for good reason. Starting with a bone stock 2000 Formula, Michelle has carefully modified and tweaked almost everything to make sure her car stands apart from the crowd. The most striking modification is the wild custom flame job, which is laid over a Trans Am WS6 hood and front bumper. American Racing Torque Thrust M wheels complete the killer stance, while hinting at the performance that lies beneath. Using a stock LS1 short-block, stuffed with a Speed Inc. 231/237 camshaft and topped with an LS6 intake, Michelle reports making 405 rwhp and 388 lb-ft of torque, more than enough to embarrass the local Mustang boys.inline_mediumwraptextright27120700/features/1001gmhtp_2000_pontiac_formula1001gmhtp_01_z+2000_pontiac_formula+custom_flames_paint_job.jpgTrue

As you scour the internet and local trader magazines, you begin to feel like you already own your dream ride. Stories of "how cool would it be" become statements of "you just wait 'till" and your once-sought-after parts start to seem like they may not be enough after all. You start thinking about upgrading the motor a little more, maybe adding a new rear gear, and stepping up to some sticky tires. Oh, but that means an upgraded transmission, which isn't so bad because you saw some real good deals online last night. Maybe you could get your buddy to paint it, some really cool color like a new Z06, that would be awesome. And then, like a shining star, you find the right car. You can't sleep the night before, as you can already picture getting started on the build.inline_mediumwraptextrightThere is nothing quite like embarking on a new project. You feel the excitement of starting something new, the rush of building your own dream car, with fresh paint and killer parts, the thrill of stepping on the throttle for the first time.31306929/tech/paint_body/1001gmhtp_2001_chevy_camaro_project_car_paint_job1001gmhtp_01_z+2001_chevy_camaro_project_car_paint_job+new_project_car.jpgTrue

Introduction
With so many LS3 and L92 engines on the road and new Camaros already starting to be modified, it was high time GMHTP took a crack at testing a gaggle of streetable cams perfect for the new Gen IV mill. But of course, then began the debate over what exactly defines "streetability"- one man's idea of wild being another's idea of "almost enough." So the idea of driveability and street manners are wildly subjective. Even power and torque, being quantifiable numbers, can be subjective as to how much is enough (if there is such a thing) or where in the operating range you need it. So the question becomes: how do you quantify (objectively) how streetable a cam is? Well, we think we have the answer. Follow along as we test out some of the best LS3 street cams on the market for not just horsepower and torque, but also how well the cam matches up to your subjective scale of driveability.

The LSX community, although quite large, remains a very intimate and close-knit group of enthusiasts. From time to time there are "rogue cars" that pop up, seemingly out of nowhere, run fast and then disappear again. However, for the most part, if you look close enough, you can watch a car coming up through the ranks as we have for a couple of years. Such is the case with Tommy Herrschaft and his '99 Camaro SS (although he probably didn't know it). Starting with a stock car and developing into a beautiful 9-second street ride wasn't done overnight, but according to Tommy the fun was in the journey, not the end result.inline_mediumwraptextright25647992/features/0911gmhtp_1999_chevy_camaro_ss0911gmhtp_01_z+1999_chevy_camaro_ss+burnout.jpgTrue