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.

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 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

Attend any enthusiast
car gathering and you will find that red is usually the most popular color in attendance. Phrases like "sea of red" and Corvette mottos such as "All Corvettes are red" get tossed around quite a bit, but for good reason. Red is associated with things like passion, intensity, power, courage, and heat. All of these subjects could easily be used to describe our hotrods. So, with such a vast number of red Corvettes out there, how do you make yours stand out? Daniel Moralez of Pearland, TX, would like to share his answer to that question with you.

Daniel previously owned two other Corvettes, which included a 1994 C4 and later a 1999 C5 hardtop. When GM released the newly designed C6 in 2005, he jumped into this red 6-speed Z51 coupe with some serious intentions. At first he considered going the nitrous route for its simplicity and bang for the buck, but after riding in another supercharged C6 coupe he was convinced to join the forced-induction club.Moralez picked up the phone and gave Motorsport Technologies (Houston, TX) a buzz to get his game plan in motion. The 6.0L LS2 is a good baseline engine to begin with, so only a 232/236, 117 camshaft, lifters, pushrods, and new valvesprings were added. Next came the fully polished ProCharger D1SC supercharger kit, upgraded 4.25-inch blower pulley, and a huge front-mount intercooler system to feed the engine with boosted air. Moralez did some of his own tweaks to the positioning and piping of the intercooler, which resulted in even better power figures. Exhaust is spent through a set of Kooks 1 7⁄8-inch long-tube headers with cats, and the sound is controlled by an X-pipe and some B&B bullet mufflers. The fuel system utilizes the factory fuel pump, enhanced by a KB Boost-A-Pump to step up the voltage. Fuel injectors were upgraded to Mototron 60-lb/hr units, fitted into a pair of Aeromotive fuel rails. To help keep the inlet air temps cooler under high boost, a Snow Performance methanol kit was installed on the intake piping. MTI handled the tuning chores on the factory PCM. This combo puts down an impressive 744 rwhp and 638 lb-ft SAE corrected on the Dynojet, using 93-octane pump gas. Using the typical 12 percent drivetrain loss for a 6-speed, this comes out to approximately 845 crank horsepower!

Now that the Corvette could cook, it was time to enhance the look. The rear quarter-panels and spoiler were replaced with big-brother Z06 items, and a set of CCW SP500 billet wheels (18 fronts and 19 rears) were installed to fill the wider body panels. The rear wheels are a Texas-sized 13 inches wide, and roll inside some meaty 345mm Michelin Pilot tires. The two-tone center stripe across the entire body was added to really set this car apart from the rest of the red Corvettes. Inside the interior, you will see a few pillar-mounted gauges to help monitor the added engine upgrades, as well as a shift light. It's all about business in there, none of the gimmicky catalog add-ons that most Corvette owners like to slather their rides with. The car doesn't have a huge booming show car stereo system either, because adding that kind of stuff would increase the weight and slow the Vette down.

Since completing the car, Moralez has enjoyed cruising around the streets of Houston in it, sometimes terrorizing exotic cars or even the occasional 1000cc sportbike. While drag racing isn't his purpose for the car, he plans on participating in some of the Texas standing-mile events soon. The Corvette has raked up its fair share of winning trophies at various car shows, and it is an instant crowd favorite. Most casual observers don't realize that this polished C6 is actually an 845hp monster, which makes it even more impressive. As for the nickname of the car, and the corresponding vanity plate that reads "BOLLAS," it translates from Spanish into something that you will need a large pair of if you want to challenge this Corvette. C

DATA FILE
Owner:	Daniel Moralez
Vehicle:	2005 Corvette Z51
Engine Block:	OEM LS2 cast aluminum
Displacement:	6.0L / 364 ci
Heads:	OEM LS2 aluminum with Manley valvesprings
Valves:	OEM steel
Camshaft:	MTI "R1" 232/236 at .050, .575/.578, 117 LSA
Rocker Arms:	OEM roller body
Pushrods:	Comp Cams 7.4-inch chrome-moly
Lifters:	Comp Cams R hydraulic roller
Pistons:	OEM hypereutectic cast aluminum
Rods:	OEM cast steel
Crankshaft:	OEM cast steel
Intake Manifold:	OEM composite
Throttle Body:	OEM, home ported and polished
Fuel Pump:	OEM with Kenne Bell Boost-A-Pump
Fuel Injectors:	Mototron, 60 lb/hr
Fuel Rails:	Aeromotive billet
Ignition:	OEM coil packs with NGK TR6 plugs and MSD 8.5 wires
Computer:	OEM computer tuned by Motorsport Technologies
Supercharger:	ProCharger D1SC
Intercooler:	ProCharger front-mounted, air to air
Max Boost:	11 psi with 4.25-inch blower pulley
Methanol Injection:	Snow Performance twin nozzle system
Exhaust System:	Kooks 1 7⁄8-inch stainless long-tube headers, 3-inch high flow cats with X-pipe,and B&B bullet mufflers
Transmission:	OEM T56 6-speed manual with B&M Ripper shifter
Clutch:	OEM Z51 Corvette single-disc
Front Suspension:	Z06 sway bar, Bilstein HD shocks, lowered on stock bolts
Rear Suspension:	Z06 sway bar, Bilstein HD shocks, lowered on stock bolts
Rearend:	OEM 3.42 gears with DTE alloy output shaft
Brake system:	C6 Z06 big brake kit with GM cross-drilled rotors
Wheels:	CCW SP500 billet, 18x9.5 front, 19x13 rear
Tires:	Michelin Pilot Sport, 255/40/18 front, 345/30/19 rear
Exterior:	Factory Z06 rear quarter-panels and spoiler
Interior:	Factory stock with gauges added
Dynojet results:	744 rwhp and 638 lb-ft SAE
Current mileage:	4,950

Unless you've been living in something akin to tropical-island isolation for the past few months, you've already committed certain information about the recently announced ZR1 to memory. You know the skinny on its 620-odd-horsepower engine, probably because you read about it here ("LS9 Lives!," April 2008). You've likely also heard other anecdotal tidbits from outside sources, like the origins of the "Blue Devil" nickname, how the car was almost called "SS," and how the name "ZR-1" (as originally used on the LT5-powered cars of 1990-1995) will now do without its hyphen.

While whispers like who approved what in hush-hush board meetings may be interesting yarns of some historical significance, they have little to do with what die-hard GM muscle enthusiasts are really concerned with: the hardcore details on the 2009 Corvette ZR1's features. Below you'll find none of the former and all of the latter, so get ready for the most up-to-date info we've been able to uncover on GM's supercar.

Body / Chassis
The wonders start with the structure of the car. Not surprisingly, the ZR1 ditches the base Corvette steel frame for the Z06's Dana-built aluminum one--the reason of course being for weight savings. Even so, an optioned-out ZR1 will tip in somewhere close to 200 pounds heftier than a Z06's 3,162-pound curb weight. Why? Primarily, it's the powerplant. GMHTP readers are surely aware that all aluminum-block LS engines weigh almost exactly the same. The problem comes in with the LS9's supercharger system and its related plumbing. Plus, horsepower makes heat, so some of the additional mass comes from thermal insulation having been added to the car to ensure the passenger compartment stays cool.

Extensive efforts by engineers helped keep the car's total mass increase to a minimum, with greater use of exotic materials that wouldn't have made the cut in the ZR1's budget-minded siblings. Carbon fiber is now used on the front fenders (which are now wider to help accommodate the ZR1's meatier rubber), as well as on the hood, roof panel and bow, front splitter, and rocker extensions, but actually not on other parts like the rear fenders. Jim Danahy, chief engineer for C6 Vehicle Programs, told GMHTP: "We tried to take weight off the front and top of the car, so that we could keep a good balance of the weight distribution and keep the center of gravity low as well." Understandably, Chevy isn't bashful about its carbon fiber, and through a high-dollar protective clear coating, shows off as much of the stuff as aesthetically possible.All told, the ZR1's projected 3,350-or-so pounds of max curb weight will even be about 100 pounds portlier than a Corvette convertible--and it's weight distribution is less optimal than the superbly-biased Z06, too, with a bit of a forward tilt (around 52/48). But though it may not be the lightest amongst the bunch, the ZR1's power-to-weight ratio will still trump that of competing cars made by the likes of Porsche and Ferrari (whose 620hp, V-12-powered 599 tips the scales at over 3,700 pounds). But power-to-weight ratio is just one of myriad factors that affect a vehicle's actual on-track performance, so while superiority in this area is a great thing to have going into a fight, only time will tell how the ZR1 performs against the competition in a balls-out racetrack romp. Exactly how this will play out will probably have much to do with the ZR1's suspension.

Suspension
Exceeding 1 g of lateral grip is no small feat, but Chevrolet says the ZR1 will do it. How? The role of fat rubber in achieving this peak number can't be ignored, but a sophisticated suspension system allows the ZR1 to shine no matter what the road condition. Though it uses the same basic front/rear SLA setup of other Corvettes (albeit with tweaks like larger anti-roll bars), the big news is the ZR1's use of a retuned version of the Magnetic Selective Ride Control that is optional on base Vettes. Many readers are probably already familiar with this system: by using special fluid exposed to magnetic fields, the damping properties of its shock absorbers can be altered in only thousandths of a second. This allows the system to adapt to driver inputs and changing conditions of the road virtually instantaneously.

Recently upgraded to Gen II spec for the 2008 model year, the MR system (as the engineers call it) is considered by most a near-$2,000 luxury alternative to the Z51 performance package on base Vettes. But for the ZR1, it's been retuned to allow for a top-notch suspension good enough for a supercar--with a ride quality that, although not soft per se, is said to be significantly more compliant than that of a Z06 when set in "touring" mode. A good part of the latter has to do with the MR system enabling the engineers to soften the rates of the composite leaf springs: the front spring is that used in Z51 cars, and the rear uses a modified Z06 spring with a bit less material. "In the past, we engineers had to compromise between ride quality and the way the car handles on a racetrack," says Danahy. "But with the MR system, you get the best of both worlds, as its variable damping allows the system to be tuned both for the track and for the street. Tom Wallace likes to say this is a good car for going to get bread and milk--and it is. It's really a nice car to drive on the street!"

Delivering the best possible amount of grip to the tires along with a smooth ride is great, but the ZR1 also features a new, previously untapped side benefit to the MR system that is probably of additional interest to GMHTP readers (many of whom are, shall we say, "drag-happy"). Anyone who has driven a stock C6 Z06 surely knows that car's amazing propensity for traction, even from a slow-speed throttle stab. The situation can quickly change on hopped-up cars with aftermarket turbo kits and the like, so it's no stretch to imagine the additional 130 lb-ft (give or take) of blower-induced twist that will be provided by the LS9 would roast meats of any width in similar fashion. The MR system provides one nice solution by automatically detecting a high rate of lift on the front of the car and kicking the damping of the shocks down to around 33 percent, allowing maximum weight transfer to the back tires. Damping rates can then be modulated up to around 90 percent to hold it there as the car begins to accelerate. "So basically it allows the car to sit, squat, and then go. It's like an electronic traction bar," says Danahy. "It works great and we didn't have to engineer any new hardware. We just changed some 0s and 1s!"

Brakes
Lots of horsepower and an adept chassis with twisty-capable suspension are great, but they're nothing without the ability to slow the car in a hurry. That's why the ZR1 gets special six-piston front and four-piston rear Brembo calipers--so special, in fact, that the front pads have double the total surface area of those on the Z06! Interestingly, a more conventional single-pad design is used, unlike the Z06's one-pad-per-piston setup. We're told this is just the way Brembo does it. Perhaps more significant are the rotors, which are made from carbon-fiber-reinforced ceramic silicon carbide. This material has only recently made its way from racing into high-end production vehicles. In addition to the advantage of being light weight, it is so resistant to wear, heat, and corrosion that the average owner will never need to replace his or her rotors. They're also vented and cross-drilled, measuring 15.5 inches in diameter up front and a half-inch less in the rear.

Driveline
The biggest thing that went through our minds when we saw the press release on the LS9's 600-odd lb-ft of torque was, "How the heck is the rest of this Vette's drivetrain going to hold up to such a mind-numbing amount of factory twist--especially for the tens or hundreds of thousands of miles a factory car will need to go?" To get an answer, we decided to get on the horn with Scott Kline, assistant chief engineer for Manual Transmissions and Clutch Systems at GM Powertrain. "As you can imagine, the torque envelope continues to be pushed as the Corvette keeps gaining power," says Kline. "My group is always trying to stay a little ahead of the engine guys--as they keep getting more and more power out of the engines, we keep trying to figure out how to get it to the ground. With the ZR1, we've managed to do that with what I think is a very pleasing package--at least from the driveline back, the customer won't really notice anything different from the base and Z06 Corvettes. It just feels like you are in any of these very refined cars." Kline was more than happy to give us the lowdown on what's going to keep the ZR1's driveline in one piece--and how his team's innovations might benefit owners of lesser Corvettes.

Dual-Disc Clutch
GMHTP readers are surely familiar with dual-disc type clutches. Heck, we even installed one in our own 2006 Corvette project car ("Preemptive Strike," August 2007). They can be a great way to provide superb clamping power along with low-pedal effort, and that's exactly why the GM Powertrain team worked with ZF Sachs to come up with the ZR1's 260mm twin-disc clutch. "The current clutch in the Z06 and base Corvette is a 290mm single-disc," says Kline. "To work with the LS9's added torque, we needed additional clutch surface area, so we had started down the path a couple years ago of developing a single-disc clutch for the ZR1, which I think at the time was 310 mm. The problem was, we had a rather small packaging space to work with and we also wanted to make sure we kept a comfortable pedal load and low inertia. This way, the customer would not feel the high inertia of the clutch assembly both in shifting and in just trying to accelerate the engine."

The switch to a dual-disc clutch proved just the ticket to meet all of these goals, and when coupled with refinements to the clutch pedal over center spring, it has resulted in pedal effort nearly identical to that of the Z06. Though the clutch/flywheel assembly of the ZR1 carries about a 3kg mass penalty over that in the Z06 and base cars, its double-disc design means the mass is concentrated closer to its axis of rotation--so the actual increase in inertia is small (about 4.1 kg-m2 vs. 3.8 kg-m2 for the base/Z06). It's a great system, but, for you existing owners out there, don't get too excited: this clutch won't play with other Corvettes due to its unique flywheel that only fits the 9-bolt flange of the LS9's crankshaft.

Upgraded Torque Tube
The so-called torque tube connecting the engine to the rear-mounted transmission receives larger internal driveshaft couplings to help handle the monstrous output of the LS9. For those who want it, this item will be a direct swap into base and Z06 Corvettes, except that the area where the slave cylinder bolts up is slightly different (thanks to the increased stack height of the dual-disc clutch)--though Kline reckons the aftermarket can easily remedy this. Incidentally, bolting to the top of the torque tube is the same shifter found elsewhere in the Corvette line. The improvements made for MY 2008 are carried over for, as Kline puts it, "the same very pleasing shiftability of the base car in this much higher-performance vehicle."

Enhanced TR6060 Transmission
Another factor in the performance and durability of the ZR1 drivetrain is of course the transmission, which is an evolved version of the T56 we know and love. "The TR6060 launched with the 2008 model year, and that was just one more step in taking a transmission that 10 years ago was capable of 350 lb-ft and getting it up into the torque ranges of today," says Kline. Features like increased gear widths and a new synchronizer package all carry over into the 2009 ZR1, but the new car also gets high-strength materials, like an SAE 9310 input shaft and SAE 4615 mainshaft.

Additionally, fifth and sixth gear now sport higher-strength SAE 8822 material. Surely one of the reasons for this is that they'll be used to their full ability. Thanks to its application-specific close-ratio gearset, the ZR1 will make better use of its overdrive ratios and will actually top out in top gear--a first for six-speed Corvettes. Rpm drop during gear changes will be minimized--and first gear (by carrying a taller 2.29 ratio) also allows better traction at low speed, including during a launch. Other slight changes, like alterations to the gear helix angles were made for the ZR1, but despite all of its strength-enhancing features, GM says there's no driver-perceptible difference between this car's tranny and the other TR6060s in the lineup. "It's a very nice performance package, with the same type of no-noise operation that you expect out of the Tremec products--but with the strength to handle the torque of the LS9," says Kline.

Beefed-up Getrag 626 Axle Assembly
During development, the ZR1's rear axle assembly underwent a whole host of improvements over the Z06 unit--and with the exception of a new Dexron LS gear oil (which features better performance at high temperatures), none of them trickle down to other Corvettes. This is primarily due to expense concerns, but it's also because GM considers the axle assemblies in the base and Z06 cars adequately strong for their applications. (We'll bet that some hard-charging enthusiasts with modded Vettes might disagree with this latter assertion!)

Most significant is the Getrag 626's main housing, which is now made from a high-grade 357-T6 sand-cast aluminum. Ditto for the right side diff cover. The left side cover, forged on the Z06, is now machined from SAE 4140 steel billet, and it's "a very pretty piece," according to Kline. The ring-and-pinion is still a 3.42 ratio, but it's made from tougher material and is single shot peened. The differential output shafts are now high-grade 4340 steel. Other material changes, including to the differential itself, exist throughout the axle assembly. The great news is that Kline says many of these items should swap into non-ZR1 Getrags without much trouble.

Specially Engineered Axles
The axle halfshafts themselves were not developed by GM Powertrain, but rather by Corvette platform engineers. Aside from being high-strength, Jim Danahy told us that a 33mm halfshaft is used on the passenger side of the car, while a 40mm unit is used on the driver side. Why the drastically different diameters? "It helps to decouple the resonant frequencies of the individual sides of the suspension," he says. In other words, it's to combat wheelhop. It's a nifty solution that we'd like to see more widely implemented on other GM performance cars.

A brief glance at the ZR1's rolling stock can quickly become an hour-long stare. Even disregarding the impressive look of the carbon-ceramic brake rotors, the 20-spoke wheels (which can be had optionally in chrome) exude badass-ness. Tires are application-specific Michelin Pilot Sport 2--they're friggin' huge: P285/30ZR19 in front, P335/25ZR20 out back (the wheel/tire package does account for a bit of the car's weight increase over a Z06). In case you're wondering, the ZR1-specific dual vents on the front fenders are open to the engine compartment, acting as an additional outlet for heat to escape.

Conclusion
There you have it: the Z06 will officially be dethroned as King of Corvettes in summer 2008, when the ZR1 will be unleashed to the couple thousand U.S. buyers lucky enough to get their hands on one each year. The Z06 certainly has held its own against the competition (and is easily a hands-down winner in terms of value), but what remains to unfold is whether this reborn King of the Hill cannot just take on, but lay waste to the latest Dodge Viper and mutual European exotic competition. We're as anxious to see this pan out as you are. With the field's variety of engine layouts and power-to-weight ratios, it should be interesting indeed.

No matter what happens, it seems the cost-no-object Corvette ZR1 will still do its job for less money than anyone else. To the few fortunate readers who will buy ZR1s (or even just get the chance to drive one), all we can say is: Enjoy the ride, 'cause it's gonna be awesome!

GMHTP would like to thank Jim Danahy and Scott Kline, as well as Bob Tripolsky of GM Product Development Communications and Tom Read of GM Powertrain, for their assistance with this article. C

Pontiac began an aggressive advertising campaign in 1997 to showcase the redesigned Firebird and all of its iterations. Those of us in the GM scene back then will remember the WS6 Trans Am commercials where the ferocious Firebird snacks on exotic cars and whips would-be challengers at red-light encounters. Mottos such s "The Musclecar Still Lives" could be found written below a black WS6 in just about every automotive magazine. Jason Pfitzner of Springfield, MO, remembers them well, as they were enough to get him to plunk down his cold hard cash for this killer Trans Am you see gracing our pages. That was back in December of 1997, and Jason's love for this car hasn't faded a bit in the last 10 years.

This is arguably the best view of this Trans Am. With twin 64mm turbos and dual blow-off valves set out front, as well as the carb-style intake manifold, it appears this engine means business. No, your eyes aren't fooling you, that is the complete A/C system still intact too!------>

Jason and his 1998 Trans Am have gone through all of the popular LS1 modification eras, a bonus for being one of the first to jump into the LS1 scene. First came the typical bolt-on mods in the early years. Sometime around the year 2000, nitrous systems became all the rage for the LS1 world, no doubt from the lack of serious modifications that were available at the time. Jason jumped on the dry nitrous bandwagon, eventually stepping it up with a wet kit later on. That bottled-up throttle setup put him in the 10s at the local dragstrip. This combo worked well for about five years, but Jason eventually got tired of refilling nitrous bottles to get his dose of adrenaline.

In order to satisfy the speed bug, gearheads do some crazy stuff. Some guys gut their cars into what appears to be a theft recovery. Others stuff huge cubes under the hood, with loud exhausts and bucking-bronco cam lopes that are borderline driveable. Jason didn't want any of that mess, so he decided on going with the forced induction trend. While several guys were playing with superchargers and custom single-turbo systems, he wanted something more exotic- without sacrificing the street manners or comfort features of the car.

Look Ma, no keyholes! By filling the keyholes, removing the door-ding strip from the doors, and filling in the side marker lights, this car has a very sleek profile. Check out that killer stance on the drag wheels. It's perfect!------>

The decision was made to go with a twin-turbo system, but also to retain such things as air conditioning and power steering. The custom turbo setup was designed and fabricated by 417 Motorsports (Springfield, MO) to meet these criteria. It utilizes two T3- flanged 64mm turbos, a single 50mm TiAL blow-off valve, and twin 38mm TiAL wastegates. The custom header manifolds were built using 1.75-inch tubing and merge into 3-inch collectors.The exhaust system consists of dual 3-inch downpipes into a 3-inchY-pipe, and expel through a bullet muffler. That is all the muffler that is needed, thanks to the twin turbos for working as the best 'mufflers' available. Another trick setup is the horizontal front-mounted intercooler that sweeps its airflow up from the ground. This was done in order to preserve the function of the fog lights, and to avoid any holes in the nose of the car. The current engine is mostly stock, save for an Edelbrock carb-style intake manifold and a mild 224/224 hydraulic cam. Until the upcoming LSX ironblock engine addition is completed in the spring of 2008, the stock engine only sees 8.5 psi of boost in order to keep the kaboom away. This combo puts down a safe 571 hp and 563 lb-ft at the rear wheels, enough to propel this car to a current best quarter-mile of 10.92 seconds at 126 mph. Not bad for a 3,700-pound daily driver with a mostly stock engine!

Pontiac did a decent job with the interior in the Firebird, so Jason just enhanced it with the addition of some pillar gauges (boost and fuel psi). The NHRA compliant 6-point rollbar with removable sidebars was color matched to the leather interior.------>

The budget didn't get spent entirely under the hood; Jason did a nice job of fortifying the drivetrain and suspension to handle the engine upgrades. The T56 6-speed was upgraded to Viper spec by Liberty, and has had the gears faceplated to reduce internal friction and to improve shift engagement quickness. The original 3-inch driveshaft was tossed in favor of a custom 3.5 aluminum piece. At the rear, the glass-jaw factory 10-bolt was scrapped for a beefy Moser 12-bolt axle with 3.73 gears and a spool. BMR suspension components were installed, along with a custom torque arm and some QA1 12-way adjustable shocks. For track duty, the car rolls on a set of lightweight 15-inch Bogart D6 racing wheels. When cruising the streets it rolls on polished Torque- Thrust 17s from American Racing. This proven setup has netted a best 60- foot time of 1.55 seconds, with both front wheels hanging.

Jason's Trans Am has some subtle styling enhancements that you might not even realize upon first glance. Check out the removed side marker lights, the smoothed Firebird logo on the front plate, and the removal of the "Pontiac" script from the driver-side headlight. The hood is a Suncoast Creations "Raptor" fiberglass piece, and flows well with the body lines of this car.------>

All of those fancy go-fast parts mentioned above are cool, but what really sets this Trans Am apart from the rest is the level of detail and custom craftsmanship found on the car. Subtle touches like the removal and relocation of most of the wires from the engine bay, the symmetric layout of the twin-turbo system, and an exhaust system that has been completely ceramic coated in silver-all showcase the amount of detail and time that went into this project.

Gone is the large "Pontiac" script that was once across the top of the bumper, it was filled in and smoothed. The Firebird logo was also removed from the taillight centerpiece, and the power antenna hole was filled and smoothed. Side marker lights were also axed, just like up front. These Bogart D6 billet drag racing wheels are works of art. The car runs on 15x3.5 wheels up front, followed by 15x10 wheels on the rear. Mickey Thompson drag radials put the power to the pavement.------>

On the exterior, the Pontiac and Firebird logos that were embossed on the driver's headlight door were shaved and smoothed, along with the license plate hole. The Trans Am logo was removed from the taillights, and the Pontiac script that goes across the upper bumper area was filled and smoothed. Going even further, the door keyholes were removed and filled, as well as the front and rear side marker lights. Jason didn't even show any mercy to the power antenna, which was also removed and smoothed. To the untrained eye, these cosmetic enhancements wouldn't be apparent, but this also means that the modifications were done tastefully and cleanly. This is something that can't be said for most people that try their own hand at customizing a car. This level of detail garnered Jason an Editor's Choice award from GM High-Tech Performance at the LSX Shootout car show in Memphis, TN. It also landed his car on the pages of this magazine for a feature, which is further proof that more of you should plan to attend next year with your own cars! Ten years of self-indulgence with a single vehicle is very rare nowadays in the era of disposable goods. Most guys choose to swap cars almost yearly, always trying to build something more outrageous than the car they just replaced. That philosophy didn't work for Jason Pfitzner. He has truly enjoyed this decade of decadence alongside his Trans Am. And who knows, it might even be more impressive 10 years from now. Only time will tell.

DATA FILE
Vehicle:	1998 Pontiac Trans Am
Owner:	Jason Pfitzner, Springfield, Missouri
Block:	OEM cast aluminum LS1, 5.7L
Compression ratio:	OEM 10.1:1
Heads:	OEM cast aluminum, unported
Cam:	Hydraulic roller 224°/224° at .050, .563/.563 lift,114 LSA
Pushrods:	COMP Cams chrome-moly
Rocker arms:	OEM roller body
Pistons:	OEM hypereutectic cast aluminum
Rings:	OEM
Crankshaft:	OEM
Rods:	OEM
Intake manifold:	Edelbrock Victor Jr. EFI carb-style inlet
Throttle body:	OEM, ported and polished
Fuel injectors:	Mototron, 60 lb/hr
Fuel rails:	Edelbrock billet aluminum
Fuel pump:	Walbro twin 255-lph pumps, in tank
Ignition:	OEM coils, MSD wires
Engine management:	OEM with HP Tuners 2-bar speed density tuning
Turbo system:	Twin 64mm custom kit by 417 Motorsports
Exhaust system:	417 Motorsports custom 3-inch stainless
Transmission:	Liberty T56 6-speed manual, faceplating, Viper output shaft
Clutch:	Spec 3+ w/ billet steel flywheel
Driveshaft:	Custom 3.5-inch aluminum
Front suspension:	OEM K-member and A-arms w/ QA1 shocks and springs
Rear suspension:	Custom adjustable torque arm w/ BMR relocation X-member, BMR control arms, Panhard bar, QA1 shocks, cut OEM coil springs
Rear axle:	Moser 12 bolt w/ 3.73 gears and spool
Brakes:	Slotted rotors w/ Hawk pads in front, OEM rear pads
Wheels:	Bogart aluminum D6 15x3.5 and 15x10 (track) American Racing TT2s 17x9.5, 17x11 (street)
Front tires:	Mickey Thompson 26x7.5-15 Sportsman front (track) Nitto Extreme 555 275/40-17 (street)
Rear tires:	Mickey Thompson 275/60-15 ET street radials (track) Mickey Thompson 315/35-17 ET street radials (street)
Fuel octane:	93
Race weight:	3,700 pounds with driver
Best e.t./mph:	10.92 at 126 mph
Best 60-ft. time:	1.55
Dynojet results:	571 rwhp and 563 lb-ft SAE (8.5 psi boost)
Current mileage:	51,485
Miles driven weekly:	50

ZR1 RetuRns In Mid-2008!General Motors has confirmed that the Corvette ZR1 will return to claim its King Of The Hill title in summer 2008 as a 2009 model! Powered by a supercharged 6.2L V-8 dubbed LS9, the ZR1 will produce at least 620 hp, with at least 595 lb-ft of torque. A Gen VI Eaton blower displacing 2.3 liters and pushing 10.5 pounds of boost is partially to thank for those ridiculous power levels. The 620 ponies would mean 115 MORE horsepower than a Z06!

The ZR1 will be based on the Z06's chassis. Weight-saving measures come in the form of carbon fiber, including the hood panels, roof panel, fenders, and C-pillar roof bar-though it will still be a couple hundred pounds heavier than a Z06. Quicker acceleration is a no-brainer. However, huge carbon-ceramic brakes, stylish 19x10 front/20x12 rear rims, and 285 front and positively massive 335mm rear rubber-along with recalibrated shocks-should allow the ZR1 to easily out-brake and out-handle the Z06 as well.

A new Tremec TR6060 six-speed manual trans sporting a twindisc clutch system and a 2.29 first gear ratio will sit behind that monster mill. Sixth gear is 26 percent shorter, so the 200-plus mph top speed will be achieved in this gear. Additional drivetrain mods will be incorporated to hopefully keep it intact.

For a low-volume vehicle with an estimated price of a hundred large, GM is making sure to throw in a few more custom touches: the polycarbonate "window" in the ZR1's bulging hood shows off the massive intercooler/supercharger setup, and fenders, front spoiler, rocker extensions, roof panel, and rear spoiler all set the ZR1 apart. Look for custom ZR1 embroidery and, of course, a sweet boost gauge with 220-mph speedo in the cluster!

How fast will this thing be? With any kind of traction it should improve on the Z06's sub-4-second 0-60 time, and go 10s in the quarter with 130-plus trap speeds. And one last thing: due to a change in GM's naming conventions, the new spelling of ZR1 is not hyphenated like the 1990-1995 ZR-1.

Please send all news and corrections to: rick.jensen@sourceinterlink.com, or mail to: GM High-Tech Performance, 365 West Passaic St., Rochelle Park, NJ 07662.

If Tom Billigen seems hell-bent on unleashing one of the fiercest street machines the Midwest has ever seen, perhaps it's because it's in his blood. His father owned three Yenko Chevys, including a '68 Camaro he bought new, not to mention other cars he had bought and restored over the years. This tradition fascinated Tom as a little kid, and now at 26, he has been pressing hard to build the ultimate street machine in honor of his father, who passed away a few years ago. Though he probably won't be satisfied until he hits single digits with his 2001 Camaro SS, Tom has already done a great service to his father's memory with his turbocharged SS.

Using as many stock parts as possible, Billigen has overtaken several hurdles. He's been 12s with a bone stock motor, 11s cam-only, 10s on spray, and now he's got his sights on single digits with the help of an Ohio Forced Inductions turbo kit.

When refilling his 15-pound nitrous bottle every four passes with the 200hp direct port kit started getting old, Tom warmed up to the idea of driving around with an unsheathed sword. He now takes great pride in having his Precision Turbo 76mm hairdryer set to kill at all times with 15 psi of boost pressure. Billigen credits the 3-inch bar and plate air-to-air intercooler that came with his turbo kit, as well as the Snow Performance methanol injection, for being able to make 693 rear wheel horsepower and 743 lb-ft of torque (with only 13 psi) on 93-octane pump gas. He said he's been keeping his mostly stock motor together with 23 degrees of timing and an 11.8:1 air/fuel ratio despite near stock compression, thanks to intake air temperatures of only 15 to 20 degrees above ambient. Tom developed this speed density tune using HP Tuners software, and also has a pump gasonly tune that takes timing down to 19 degrees detonation-free.

Preventing detonation is key to avoiding the untimely demise of his stock rods, perhaps the only weak link in his LS1's bottom end. The powdered metal rods have ARP bolts holding them to the stock nodular crank and are connected at the other end to Speed-Pro forged pistons. The large 232/240-duration, 114LSA COMP Cams hydraulic roller is a leftover from the cam-only days but seems to work well with the turbo. The .591/.609-inch lift wrings every once of flow out of the stock LS1 heads, aided by COMP Cams 921 double valvesprings, titanium retainers, and hardened pushrods. The Ohio Forced Inductions 1.75-inch primary, 304 stainless steel turbo headers carry exhaust from the heads to the four-bolt turbo flange before a 3-inch downpipe takes the recycled gas from the turbo and dispatches it to an SLP TOTL cat-back.

An ample fuel supply is provided by a Racetronix Dual Walbro in-tank setup Billigen purchased from Thunder Racing, as well as Siemens 60-lb/hr high impedance injectors. With 60 pounds of fuel pressure going to the custom fuel rails and an Aeromotive boost-referenced regulator from the two GS340 pumps, it's hard to imagine the LS1 ever going lean. Thankfully, the driveline is just as stout, as Tom added a steel 3-4 shift fork and syncros to his T56, as well as a SPEC Stage 5 clutch and Pro 5.0 shifter. A PST 4-inch carbon fiber driveshaft should never be considered a liability, and hopefully neither will the Moser 12-bolt with 30-spline axles, 3.42 gear, and an Auburn limited slip differential.

For weight savings a BMR K-member has replaced the bulky stock piece while BMR tubular weld-in subframe connectors adjoin the front and rear portions of the chassis. BMR was also sourced for an Xtreme rear antiroll bar, adjustable Panhard bar, and lower control arms to mate up the rear suspension. Stock springs with removed rubber isolators (replaced by thinner pieces of rubber to prevent squeaking) lower the ride height in the rear by about an inch as QA1 shocks allow some valving control. QA1 coilovers up front allow the same, and a few twists on the bottom spring cups dropped the fenders over the chrome ZR1 17x9 wheels and Nitto 555 275/40/17 rub-ber. On the street, Nitto 555R drag radials (of the same size) are the rear hides of choice; however, at the track Hoosier Quick Time Pro 26x10.5 slicks mounted on 16-inch TA wheels, along with a trans-mounted Spohn torque arm, give traction to the 700- horse animal. So far, the six-speed SS has been as fast as 10.19 at 134 mph while still working out the bugs. With the power Tom's making, we'll expect to hear from him real soon as he sets the bar yet another peg higher.

DATA FILE
Car:	2001 Camaro SS
Owner:	Tom Billigen
Block:	LS6, 346 cid
Compression ratio:	10.0:1
Heads:	Stock LS1, 2.00-inch intake, 1.55-inch exhaust valves
Cam:	COMP Cams hydraulic roller, 232/240 duration at .050, .591/.609-inch lift, 114LSA
Pushrods:	COMP Cams hardened
Rocker arms:	Stock 1.7 ratio
Pistons:	Speed-Pro forged
Rings:	Speed-Pro
Crankshaft:	Stock nodular iron
Rods:	Stock powdered metal
Throttle body:	Ported stock
Fuel injectors:	Siemens 60 lb/hr
Fuel pump:	Dual Walbro GS340
Ignition:	Stock coil on plug, NGK TR6 plugs
Engine management:	Stock, tuned by owner
Power adder:	PTE 76 GTSH turbo
Boost:	15 psi
Intercooler:	Ohio Forced Inductions air-to-air
Wastegate:	TiAl 44 mm
Exhaust system:	Ohio Forced Inductions 1.75-inch turbo headers, 3-inch downpipe, SLP cat-back
Transmission:	T56 built by owner
Clutch:	SPEC Stage 5
Driveshaft:	PST 4-inch carbon fiber
Front suspension:	Stock A-arms, removed swaybar, QA1 coilovers
Rear suspension:	BMR control arms, swaybar, Panhard bar, Spohn torque arm, stock springs, QA1 shocks
Rearend:	Moser 12-bolt, 30-spline axles, 3.42 gear, posi
Brakes:	Stock
Wheels:	ZR1 17x9
Front tires:	Nitto 555 275/40/17
Rear tires:	Nitto 555R drag radials 275/40/17
Fuel octane:	93 (with methanol injection)
Race weight:	3,500 lbs
Best e.t. / mph:	10.19/134
Best 60-ft. time:	1.48
Current mileage:	42,000
Miles driven weekly:	150

Now that the GMHTP staff is back from memphis, here are a few thoughts regardiNg the LsX shootout:

The car show was OK, and had several really clean GM examples, some unique engines (like a 458 LSX and a custom twin-turbo LS), and some cool hybrids, but it would have been great to have more entrants on hand (that said, we would just as soon have you racing!).

Showdown index racing had a good turnout (over 60 vehicles), and there were some exciting 9-13-second races to watch. Still, that number leaves room for improvement for next time.

The number of entrants in True Street was outstanding-even though there was some overlap with the NMCA's True Street class and there were only seven vehicles that averaged 11.0 seconds or quicker (22 vehicles averaged under 12.0). And it seemed like many of the TS competitors also raced in the other classes.

True Street folks were out having a good time, enjoying the cruise, and running some fast cars. This was a great class that took a 10.1 (LSX) and 8.6 (overall, also LS-powered) average to win!

All Motor is a class with great potential: though only six vehicles entered, some serious naturally aspirated technology was on hand vying for the championship. Maybe there were only six because every single one of them qualified in the 9s, and though it took a 9.50 to win, one entrant cracked off a 9.0 at over 150 mph in qualifying! Will this be a side-by-side 8-second drag race next time?

Though 12 entrants is a decent number- especially since it took a 7.8 e.t. to win-we heard from several Drag Radial hopefuls that never made it to Memphis. It could have used a few more competitors. That aside, this was an electrifying class to watch, as seeing boosted and nitrous LS engines, set to kill, lining up for 8- and 7-second runs had to be the high point of this author's young career. It may take a 7.50 to win Drag Radial next time.

Beyond the racing, the vendor booths were spectacular: we aren't used to seeing this many LS vendors outside of the trade shows, and it validated just how far this engine family has come. Warren Johnson was wandering the pits checking out rides, the Nitto girl was kickin' (as was the Nitto Party), and for track food, it was damn good (next time you're at Memphis, try the turkey legs).

I want to take this time to thank Scott Parker, Joe Rode, Chris Werner, John Ulaszek, and Tony Whatley for the great work they did that week (that's Scott (left) and Chris doing beer curls). Thanks to the Reese family for putting us up (handy tip: next time, hide the markers before you fall asleep, Brian). And, of course, thanks to the NMCA and GM Performance Parts staffs for all of their support.

But events are all about their participants, so most importantly, what did you guys and girls think of the LSX Shootout? Rules, classes, facility, location, etc.? I'd really like to know, so if you have an opinion on the LSX Shootout, and ways that you'd change it for the better, e-mail me at:rick.jensen@sourceinterlink.com

Jose Torres and his shop Jose's Motor Sports in Camden, New Jersey, is no stranger to Turbo Buicks, having built many a turbo V-6 since 1987. His most recent passion project, an '87 Grand National, has been coming together over the past eight years. The GN was purchased with the intention of transplanting a powerplant that would make good use of the rollcage and 4-link S&W Race Cars installed for the previous owner.

To do so, Jose's put the boring bar and honing machine to work on a Buick Stage II off-center block for a bump in displacement and the strength to easily propel the full-weight GN into the nines and beyond. Using JE forged pistons and rings, Carrillo forged rods, and a Buick Motorsports forged crank, the short-block boasts 252 cubic inches. A 220/230-duration Comp Cams solid oller cam dishes up the extra spent fumes to a Precision Turbo P76 turbo, while also inhaling 25 psi of chilled boost from a PTE front-mount air-to-air intercooler. Champion aluminum heads were hand-blended and polished by Jose's crew prior to installing stout Manley 2.02 intake and 1.60 exhaust valves. The dished pistons and heads serve up a oost-friendly 8.0:1 compression that works well with 116-octane race gas to resist detonation.

On the top end, T&D 1.6 ratio rocker arms and a Bowling Green Customs intake make sure the solid roller and Comp Cams pushrods' commands are well heeded. The Bowling Green intake is port-matched to the heads and mated with an Accufab 70mm throttle body as well as 96-pound injectors from Precision. A Weldon Racing external fuel pump supplies the estimated 800hp motor with adequate go-juice, while a FAST computer controls the injection and ignition from the stock coils and MSD DIS-4 box. A Lee's Performance wastegate and Keith Mease/MPE Racing Fabrication 3-inch downpipe vent the turbo's regurgitation. Three-inch pipes take the fumes the rest of the way, before terminating aft a Flowmaster muffler. ATR ceramiccoated headers, in addition to a transbrake- equipped Turbo 400 from Trans Specialties, help the turbo spool. Nearby Pat's Performance Converters supplied the 4000-stall, 9-inch torque converter that enabled a 1.30 60-foot time.

The S&W Race Cars 4-link is also responsible for those impressive short times, boasting QA1 adjustable coilovers, fully welded track locator, adjustable shock mounts, and an integrated 9-inch rearend housing. Moser 35-spline axles and 4.30 gear accommodate the enormous 32x14 Mickey Thompson slicks. A lightweight spool and Weld wheels keep the rotating mass in check, while the simplicity of the stock interior and body panels (aside from the J&E Automotive cowl hood) keep the race weight at 3,360-pounds with driver. A chromemoly 10-point cage from S&W does help minimize the burden, as do Wilwood brakes, which are also very crucial to making the 9-second beast safe. As a frequenter of many Buick-vs.-Mustang events at Atco Raceway and Old Bridge Township Raceway Park, Jose has been certain to make sure his Buick is up to NHRA standards with an ATI balancer, 3-inch chrome-moly driveshaft, J.W. flexplate, ATR driveshaft safety loop, Gforce harnesses, and a battery cutoff.

It's almost a sacrilege that this nearly Outlaw-style build plays by the rules, but it just goes to show that it doesn't take any trickery (nor does it take eight cylinders) to whoop on Mustangs.

DATA FILE
Car:	1987 Grand National
Owner:	Jose Torres
Block:	Stage II, 252 cid
Compression ratio:	8.0:1
Heads:	Champion aluminum, ported and polished by Jose's Motor Sports, 2.02 intake, 1.60 exhaustvalves
Cam:	Comp Cams, solid roller, 220/230 duration at .050, .560/.560-inch lift, 112LSA
Pushrods:	Comp Cams hardened
Rocker arms:	T&D 1.6 ratio
Pistons:	JE forged
Rings:	JE
Crankshaft:	Buick Motorsports forged
Rods:	Carrillo forged
Throttle body:	Accufab 70mm
Fuel injectors:	PTE 96 lb/hr
Fuel pump:	Weldon Racing
Ignition:	MSD box, stock coils
Engine management:	FAST, tuned by J&M Motorsports
Turbo:	PTE 76mm
Boost:	25 psi
Intercooler:	PTE air-to-air
Wastegate:	Lee's Performance
Exhaust system:	ATR headers, MPE Racing Fabrication 3-inch downpipe, 3-inch exhaust, Flowmaster muffler
Transmission:	TH400 by Trans Specialties
Torque converter:	PPC 4000-stall, 9-inch non-lockup
Driveshaft:	Chrome-moly 3-inch
Front suspension:	Stock springs, control arms, swaybar, QA1 shocks
Rear suspension:	S&W 4-link with QA1 coilovers
Rearend:	S&W 9-inch, Moser 35-spline axles, 4.30 gear, spool
Brakes:	Wilwood front and rear
Wheels:	Weld 15x3 front, 15x14 rear
Front tires:	M/T 26x3 ET Front
Rear tires:	M/T 32x14 ET Drag
Fuel octane:	116
Race weight:	3,360 lbs
Best e.t. / mph:	9.40 at 147
Best 60-ft. time:	1.30
Current mileage:	40,000

Sweet 16
While most kids get a handful of quarters from their grandparents on their 16th birthday, Kai-lin Chu of Fort Lauderdale, Florida, was pulling the ribbon off a 1993 Camaro Z28. Extensive bodywork includes shaved door and trunk locks, an SS hood, and a custom paint job that slightly alters the factory Patriot Red. Polished Fikse 17x9 front and 17x11 wheels scream class and sophistication on the old school LT1, which capitalizes on its brutal torque with a Borla exhaust system, March underdrive pulleys, Callaway cold air intake, 52mm throttle body, and 160 thermostat. A full tubular rear suspension and a urethane-laden front suspension help give the Z its prowess on the autocross course, as does custom coilovers. Eibach springs are used for increased spring rates and a whopping 2-inch drop. A third interior overhaul and more engine mods, Kai-lin says, are on the way.

At A Medium Pace
Robert Sessock picked up this 1999 Z28 from his Middleton, New York-based home last year, with only 5,700 original miles on it. Chrome 17x9.5 front and 17x11 ZR1 wheels have been added to really pop against the Bright Blue Metallic paint. Hooker Super Comp long-tube headers, an off-road Y-pipe, and a Corsa cat-back have really woken up the stock LS1. A K&N air filter, Whisper air lid, and an NOS plate system with a POD controller and MSD window switch provide both natural and unnatural aspiration. The only other mod to date is a Pro 5.0 short-throw shifter, as Robert is in no particular hurry to start tearing apart this 8,400-mile Z.

Louie, Louie-TBI Gotta Go Now
Montreal, Quebec native Louie Lovsin Jr. has been a long time reader of GMHTP. Unfortunately the Canadian wasn't able to pick up his dream car, a 1992 Camaro RS convertible, until 2003. He picked up the red automatic Third Gen in Miami, Florida, with the help of his friend Mike-who drove the two down south in style via his '97 WS6. Louie has been making up for lost time with a full repaint, IROC hood and nose, chrome 17-inch Commemorative Edition LS1 SS rims, '96 SS seats and fresh carpet. BMR Fabrication's complete catalog of Third Gen suspension parts adorns the Camaro's undercarriage, which sits noticeably closer to earth thanks to Eibach lowering springs. Louie is waiting for the TBI V-8 to pass on to small-block Chevy heaven before he upgrades to a new-school powertrain.

Light & Tight
Cedric Cray of Thermo Dynamics Performance in Lake City, Florida, boasts this light and tight 2002 Z28. A VIS Racing carbon fiber SS hood and HP Evo 18x8 and 18x9 wheels really make the Z stand out while shedding a few unwanted pounds. Eibach lowering springs give it that slammed appearance, with Global West control arms also adding to its handling prowess. An HP Performance twin turbo kit will soon enhance this street prowler's output, but for now only an MTI air lid, K&N filter, Mac long-tube headers, off-road Y-pipe, and a 3-inch Flowmaster exhaust give the LS1 added respiration.

Send high-res, digital photos, and a description of your high-tech performer to: scott.parker@primedia.com or mail to GM High-Tech Performance, 365 West Passaic Street, Rochelle Park, NJ 07662. All photos are presumed to be for publication, and GMHTP reserves the right to edit accompanying descriptions.

When GM invited me to an upstate New york press event featuring the 2008 Corvette, I couldn't help but notice the signs for a nearby mental hospital on the way up. I didn't give that too much thought until I slid behind a silver '08 convertible's wheel, grabbed First, and gave the brand-new ls3 engine some gas. The ensuing thrust produced by the 6.2-liter mill was nearly enough to send me to the looney bin.

Cheesy jokes aside, this Machine silver Metallic Vette possessed 436 horsepower and 428 pound feet of torque, thanks to the optional 2.5-inch dual-mode exhaust. It was also a Z51 model, enhanced with such goodies as shorter trans gearing, 2.73 axle ratio, 13.4-inch front/13-inch rear brakes and stickier F1 supercar tires. But strip away that $1,195 exhaust and leave only 430 horses and 424 pound-feet of twist, untick that Z51 box on the order form for the regular Goodyear F1 eats, standard brakes and trans gearing-and hell, while you're at it, substitute the 6-speed slush box for the more brutal manual. It still won't matter: when compared to last year's 400-horse ls2, 30 horses and 24 pound-feet doesn't seem like much. But the new ls3' power-especially from the midrange up to redline-will simply blow you away.

We went inside the new ls3 in the November '07 issue, but here are the highlights: all aluminum, 376 cubic inches from a 4.06-inch bore and 3.62-inch stroke. Highflow, Highflow, l92-type cylinder heads with 2.16-inch intake/1.60-inch exhaustvalves, offset intake rocker arms and better valvesprings, new cam with .551 intake lift, .521 exhaust lift, and a new high-flow intake manifold featuring foam sound deadening. The ls3 is another step forward in GM's quest for improved performance and refinement all at once; it simply hums along in low-load situations, the same great ls personality that we've grown accustomed to, but smoother. But get the tach up around four grand and you're shoved into the plush leather as the big mill does its dirty work. It doesn't take long for the revs to swing past the 5900 horsepower peak to a 6600-rpm redline. yes, we're getting into ls7 rpm terri- tory here-that beast's 505 horses come at 6300, and the ls3 feels more like an ls7 than the ls2 ever could. If it seems like you've heard this "much improved" speech before, it's because the last time a new ls engine made such an impression on me was when we sampled the ls6 over a base ls1. And we all remember what a sweet mill the 6 was, right?

GM is touting a more precise steering feel for the 2008 Corvettes, thanks to a new machining process for the rack-and-pinion's internal parts, a stiffer intermediate shaft, and a different calibration. The steering felt nice and smooth, though our state park testing venue, and its suicidal squirrels and deer, didn't allow pushing the Vette at high speeds to really get a feel for it.

You'll want to know that all of the "cheap interior" comments have finally hit home with the Corvette team: The '08 interior is a huge step in the right direction. All models get interior trim enhancements-a wrapped center trim plate, new doorsill plates, and brushed aluminum accents are the biggies. And for enthusiasts who absolutely have to roll in the leather interior package shown on these pages, you'll spend approximately $8,000 more than a base car, as checking the 4lT package box means bypassing the other option boxes but getting their upgrades- as well as the custom leather interior package that is available in ho-hum linen (black/tan) or our tester's cool sienna (black/burnt orange). This upgrade is sweet, but I can think of other places to put eight grand. This interior is a winner-save for the clunky shifter. GM claims improved manual trans shift effort for this year, but our press car's was clunky at best, and powershifting Third was a negatory. Hopefully this was just an early production model.

Handling and braking was effortless and immediate, just what I've become accustomed to with Z51-equipped C6s. We'll have to get one of these out on the track AsAP to get some solid numbers, but low 12s aren't out of the question.

The 2008 Vette's base price has increased from $45,075 for an '07 to $46,110 for an '08. The $1,695 Z51 package is a must-have; the exhaust, though very cool and great sounding at WOT, isn't necessary. don't get too option-happy and you can have a wicked-fast Corvette coupe for well under 50 grand. It just keeps getting better, and I'm running out of excuses not to buy one.

"Go out on top!" Although this is seemingly the mantra of successful pro-athletes, it also rings true for competitors of every generation. Case in point: after his last race at the 1984 NHRA World Finals in Pomona, California, Coleman Roddy of Port Arthur, Texas, saw the way that Competition Eliminator was progressing and promptly sold off his World Champion '84 Pontiac Firebird D/MP Competition Eliminator race car and all racing related backup parts. According to Coleman, "After winning the championship for the second year in a row, the first running a '65 Vette in E/Gas, the impact of the dollars necessary to remain a champion was taking its toll.

"No longer was it solely about competing for the love of drag racing, but it turned into constantly searching for sponsorship funds and scratching to make ends meet."

As the World Champ and the winner of the prestigious Quaker State Cup, there was nowhere to turn after being named the top Sportsman racer. After collecting his $15,000 check and liquidating the racing assets, Coleman went back to a more normal life and dedicated himself to the business along with his racing partner and dad, proprietors of R&R Auto Sales in Port Arthur. The race car was gone, but the memories of two Winternationals victories and being the first NHRA driver to win back to back Comp Eliminator championships never faded. Sure being a local legend alongside Port Arthur's own Janice Joplin and Jimmy Johnson was great, but it wasn't until 2003 when a lightly used '02 Z28 rolled into auction that the racing bug struck again.

With age comes wisdom and this time around a return to competitive action wasn't on the agenda, but rather building a quick and reliable drag car for the pure fun of dropping the hammer and riding out a pristine 9-second pass.

Purchased for resale by R&R Auto Sales, the '02 Z28 quickly became a favorite of Coleman and he enjoyed it so much that he started heading out to Ben Bruce Memorial Airpark Raceway in Evadale, Texas, to relax and let the Camaro run the quarter-mile. After only a few practice runs on drag radials the car posted 12.90 times, and soon thereafter the Z28 became a permanent fixture at R&R. Over the next couple of years the Z28 slowly transformed from weekend fun car to part-time racer. After more than 300 runs on the LS1 and low 10-second timeslips in his back pocket, it was time to step up the performance and build a more powerful engine combination. Before getting too far ahead of ourselves, remember that with a Competition Eliminator background and a slew of connections to the legends of drag racing, a few items would be consistent. First, as with his 280-cube, GMC-equipped '84 Bird that ran 9.15s with dual Quads, the engine had to be naturally aspirated and be capable of spinning to the moon. Sure, maybe it wouldn't cross the finish line north of 10,000 rpm like his Comp motors did, but it had to make power much as its small-block cousin, with a highpitched shriek and shrouded with otherworldly super-secret camshaft voodoo.

After consulting with Thunder Racing on available engine combinations, a plan came together to build a largercube motor using a fresh LS2 block. Build duties would naturally fall to David Nickens and his wildly successful Nickens Racing Engines of Conroe, Texas. According to Roddy, "Nickens has been at the top of the field for decades in engine building for professional race classes, and, after winning back-to-back titles with his engines, it was a logical choice to have David build a high-revving LS2." The stock bore of 4.00 inches was line honed to 4.015 inches, while the 3.622-inch stroke was fitted with a Lunati Pro-Billet 4340 forged crankshaft pushing the stroke to 4.00. Rather than utilizing off-the-shelf pistons, Roddy contacted his old friend Ed Ersis of JE pistons and in combination with Nickens, a custom-built, flat-top piston was designed that included redesigned side skirts, gas ports and lowtension ring packs. After blueprinting the assembly, a set of Thunder Racing billet main caps secure the rotating assembly. Rounding out the bottomend is a blueprinted stock oil pump, factory oil pan and an ATI Super Damper harmonic balancer.

With a solid bottom-end built, Coleman turned to Brian Tooley at Total Engine Airflow (TEA) in Tallmadge, Ohio, for cylinder head expertise. A fresh set of GM LS6 heads were utilized and were subjected to TEA's Stage porting. After enlarging the combustion chambers to match the 4.00-inch bore and extensive CNC-porting, the heads were milled to 62cc in order to achieve an 11.5:1 compression ratio. After receiving new seats and guides, Manley stainless valves, measuring 2.08 and 1.60 inches respectively, were fitted and a competition multi-angle valve job was performed, allowing the heads to flow 325 cfm at .600 lift on the intake and 260 cfm on the exhaust. Comp cams 921 double springs and titanium retainers along with Thunder Racing 7.3750-inch hardened chrome-moly pushrods work in conjunction with a fresh set of stock hydraulic roller lifters and GM 1.7 rocker arms to swing a custom Thunder Racing/Comp Cams hydraulic roller camshaft. Although the cams specs are proprietary, guess above 280 duration at .050 with Mothra-like lifts approaching .800, and you will be in the ballpark.

With an efficient piston and head design, attention turned to the fuel and exhaust systems. Topping off the heads is a TEA-ported FAST 90mm intake that is fed by a Nick Williams 90mm billet throttle body that receives air from a GM 85mm MAF, Whisper lid and K&N air filter. A matched set of Bosch 37-pound fuel injectors provides the hungry motor fresh 108-octane racing no-lead that is pushed forward by a Racetronix in-tank fuel pump. Stock coils, spark plugs and plug wires light the fire in the engine, which was expertly tuned by Geoff Skinner of Thunder Racing using EFI Live. In order to evacuate the cylinders in rapid fashion a set of Dynatech 1 3/4- to 1 7/8-inch stepped headers were ceramic coated and dumped into a 3 1/2-inch collector before exiting through dual-tuned 1-foot long length exhaust pipes.

To ensure that the drivetrain wasup to the task, Coleman called upon his association with Mark Williams Enterprises and had them supply him a bullet-proof 12-bolt Chevy rearend assembly. Equipped with Williams 33-spline Hi-Torque axles, steel spool and Richmond 9310 lightened 4.30 rear gears, the 1350 U-joints mate to a Mark Williams 3 1/2-inch aluminum driveshaft. Transmission duties are handled by a purpose built TH350 that was assembled by Greg Freeman of Baker's Transmission in Orange, Texas, to Comp Eliminator specs. Helping the TH350 handle the power was a full arsenal of ATI Performance Products parts, including aluminum forward and direct drum and 36- element sprag. A stock input shaft, reverse valvebody and Kevlar clutches easily handle the horsepower. Putting the torque into motion is an 8-inch ATI Treemaster MRT stall converter that flashes to 4500 rpm. When combined with the TH350's stock 2.52 low-gear set and an ATI Compu-Flow transbrake the engine quickly leaps into its power zone. Rounding out the transmission is an ATI steel flywheel, transmission cooler and scatter shield for added security and cool fluids. A Turbo-Action Cheetah SCS shifter with reverse-pattern and command center controls the gear changes and houses switches for the line-lock, trans-brake, water pump and two-stage rev limiter.

Very little had to be done in the way of lightening the car or altering the stock appearance for 9-second passes. Optioned as a "Billboard Car," the Z28 was literally a stripper with roll-up windows and a low-line stereo. "Madman" and Thunder went to work, and the A/C and HVAC systems were removed and a Burkhart Chassis HVAC plate was bolted to the firewall. Inside the cabin, the airbags and rear seat were extricated along with the factory stereo, and a single Kirkey aluminum racing seat replaced the buckets. A 10-point rollcage custom built by John Harrison of Houston, Texas, provides occupant safety and a solid foundation for the suspension. Out back, a Madman & Co. "Outlaw" torque arm with integral transmission cross member and weld-in subframe connectors are combined with chromemoly lower "Outlaw" control arms and Panhard bar, which all feature doubleadjustable aircraft grade rod ends. A Madman & Co rear sway bar is welded in and a matching wheelie bar with adjustable and removable bars is utilized to fine-tune the rate and upward mobility of the light Z. AFCO coilovers featuring 150-pound rate springs and Twin-tube multi-adjustable drag-race shocks allow efficient rear weight transfer and almost infinite adjustability for varying track conditions. To further lighten the car and provide better front-end control a PA Performance K-member and BMR upper and lower control arms were sourced, while the power steering rack was converted to a Madman & Co manual rack. AFCO coilovers featuring 250-pound spring rates and adjustable shocks round out the front end.

After some initial track testing and adjustments in order to optimize the car's launch, the meager 404 cubicinch LS2 turned a freakish 9.41 at 139.96 mph with a 1.25 60-ft time. Having also gone 5.91 in the 1/8th mile dispels any notion that the combination is only a top-end charger.

According to Coleman, "All of my LS drag race friends call the car a 'freak.' The Z28 consistently runs mid 9s and walks around most other big-cube or power-adder cars with what I describe as a modern day Comp Eliminatorstyle motor build. Winning an NHRA Championship or maximizing a car's potential is all about experimenting to find the last inch of power and taking care of the details. Having made associations with some of the most successful builders in the country and allowing Thunder Racing/Madman & Co. to set up the chassis has made this a truly enjoyable experience. Launching the Z28 to the horizon and holding on as it shrieks to yet another 9-second pass is fun-especially when there's no pressure involved. Sure it was fun to rub elbows with Don Garlits and Bob Glidden and get a peck on the cheek by the Winston girls, but it wasn't the lifestyle for me. I would like to continue having fun with the car and have already had Madman fabricate and install a funny car rollcage to support future power upgrades."

With an LSX block purchased and being worked on at Nicken's Racing, the 427 should be complete by early '08 and take Coleman deep into the 8s. If nothing else, it will be awe-inspiring to hear yet another example of Comp Eliminator chicanery rev to the moon and launch to the stars.

Next time you head out to the Gulf Coast, drop on out to Evadale and watch Coleman relax in his Z28. On the off-chance that you don't see him there, stop into R&R Auto Sales or wander over to the Museum of the Gulf Coast in Port Arthur and check out the Coleman Roddy display in the Sports Legends exhibit area besides other Texas legends like Bum Phillips and Jimmy Johnson.

Time Machine
After winning the '83 NHRA E/Gas Competition Eliminator World Championship with a '65 Vette, Coleman shocked the racing community and switched classes with an unproven car. After purchasing a brand new '84 Firebird it was promptly converted into a D/MP Comp Eliminator racecar and debuted at the opening national event. Right out of the gate the Firebird set class records and rolled through the competition to claim an unprecedented 2nd consecutive Comp Eliminator Championship for Coleman, plus the coveted Quaker State Cup as the Top Sportsman racer. Don't believe for a second that the accolades went to his head. Sure, he has a permanent display in the Sports Legends exhibit at the Museum of the Gulf Coast-but it was only through investigative research that this tidbit was uncovered. Coleman would rather launch high and hard than sing his own praises.

DATA FILE
Car:	2002 Camaro Z28
Owner:	Coleman Roddy, Port Arthur, Texas
Block:	GM LS2
Compression ratio:	11.5:1
Heads:	TEA LS6, Comp cams 921 valve springs
Cam:	Thunder Racing custom hydraulic roller, secret specs