We first sampled a 2010 Camaro SS six-speed car in the September 2009 issue as Howard Tanner of Redline Motorsports (Schenectady, NY) brought his car to Englishtown Raceway Park for some quarter-mile fun.

There is nothing quite like embarking on a new project. You feel the excitement of starting something new, the rush of building your own dream car, with fresh paint and killer parts, the thrill of stepping on the throttle for the first time.

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

Have you ever seen an NHRA Stock Eliminator fourth-gen practically laying it on the bumper and wondered-how is this possible?

Our 1999 Camaro SS project car (nickname "CT") is in the midst of a 50-state-legal build in accordance with the most demanding emissions regulation system in the country, namely, that of the California Air Resources Board.

With the new G8 and GTO reminding people that big cars can still be big fun, we thought it was important to step back and remember where the big car craze started; the '95-96 Impala SS.

Our project LT1 Formula was long overdue for some track time after TT Performance and RaceKrafters helped complete our Dart-headed, Comp-cammed 355 LT1 install by resolving our electrical and PCM issues.

Black Tie
Typically, a hydraulic lifter is limited to a certain rpm by the incorrect position of the lifter's internal piston, as the lifter "pumps up." This issue wasn't as prevalent in the past, but with the new aggressive cam profiles, higher spring pressures, and the ever-growing need for more rpm, the older generation of hydraulic lifters just won't cut it. Comp Cams knows this and has released the new Short Travel Race Hydraulic Roller Lifters, using a patent-pending design to maximize performance at higher engine speeds. Not only have they improved internally, but the exterior also features a REM-finish and is black-oxide coated to reduce surface friction, oil temperature, and wear. You can get these lifters for almost any GM application, including the LS1/LS2/LSX and Warhawk.

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

Methanol, much like nitrous oxide, is a substance surrounded with misinformation and mystery. To some enthusiasts, it is the holy grail of intercooling, while others see it as a marketing trick, a gimmick that offers little gains with a large headache.

If you are a frequent reader of GM High-Tech Performance (which, you better be) you may remember this Camaro from our last issue. Terry and Helen Angell had a great time running 13.38's but, like all GM enthusiasts, stock just isn't going to cut it.

With my subject car secured, Eros and I headed down the Garden State Parkway one recent afternoon to see Matt and the boys at Tune Time Performance in Toms River, NJ. First, we performed a baseline run, which yielded 234 rwhp and 246 lb-ft-a bit lower than Cobalt SS. Hauffe speculates this loss may be a result of the Sky's rear-wheel-drive configuration and beefier transmission. Next, we replaced the stock air filter with the K&N, to say it was a extremely quick and easy install is an understatement. However, it increased output by 8 hp, but with no gains to torque. Then we put the car in the air and removed the restrictive, and far too polite, stock cat-back with a brand new MagnaFlow Quad-tipped 3-inch system. The upgraded cat-back produced gains of 8 hp and 11 lb-ft bringing our totals to 250 hp and 255 lb-ft of torque.

Our LT1 Formula project car's return has been a long time coming, and uprooting to Florida certainly didn't help the matter.

Sick Six-Speed
For years, the GM aftermarket has struggled with the factory-built automatic transmission. It wasn't until recently where 800+ horsepower meant going backwards and installing a three- or two-speed transmission. On a full race car that is fine, but for a street cruiser you really need more gears than that. Now, using the latest developments in drivetrain technology, TCI has just released a 4L80E-based six-speed automatic transmission capable of holding upwards of 850 hp. When used with the optional paddle shifter, you can have full control over all six forward gears, in a slick, high-tech package. TCI assures us that each transmission is fully tested before shipping and comes with a serialized spec sheet to prove it.

TCI Automotive, Dept. GMHTP, 151 Industrial Dr, Ashland, MS 38603; 866/776-9824; www.tciauto.com

In the last installment our willing friend, Tim Cairone, let us take his bone stock '87 Buick Grand National in a time warp back to the 80's.

We know what you're thinking. It seems almost impossible to pick up so much horsepower (142.6 rear-wheel horsepower) from just a cam swap. There must be some sort of trickery or magazine inflation going on.

No matter what vehicle you drive the battery must be replaced at sometime; and unless you like calling for a battery service vehicle to come out and charge you an arm and a leg for a simple DIY job, I suggest you take one hour out of your weekend and change your battery. In this economy every dollar counts so let's not throw money down the drain on a cheap battery that may die in a year. If you don't know how or just need a refresher then you're in luck. Since a good battery is just as important as choosing the correct motor oil why not replace your battery with one which is proven to avoid corrosion, leaks and wont spill. OPTIMA Batteries has a large array of batteries for every type of vehicle out there. It doesn't matter if you have a show stopping car/truck, a high performance dragster, a street legal muscle car or a daily commuter. OPTIMA Batteries has the perfect battery for your needs. The one I have installed in my car looks much better than the stock battery and once I finished installing it I saw a difference on how much quicker my engine cranked over. When you have already invested thousands of dollars in your vehicle, why would you skimp out and not choosing a high performance battery that in the long run will save you money and give you a little peace of mind.

We all use our GM vehicles in different way. Some of us are hardcore dragsters while others are street dominators and some love to wreak havoc with there SUV's. Whatever you do with your vehicle Toyo Tires has the tire that will suit your needs.

AFR 195cc CNC Street
With a strong reputation for building killer cylinder heads, we had some high expectations for the AFR 195cc CNC Street heads, and as usual, AFR did not disappoint. For this particular test, Tony Mamo of AFR sent us the least expensive head offered by AFR for this application, which he believes offers the best bang-for-the-buck. These heads, called the 195cc Street, feature a very nice CNC job and a 23-degree valve angle. They ship from AFR with lightweight 8mm 2.050-inch intake valves and 1.600-inch exhaust valves and flow an amazing amount of air for such an affordable unit. With a retail price of $1,849.00 these AFR heads offer excellent value. On the dyno, AFR sealed the deal, taking home the honors of both highest horsepower and torque. It would be very interesting to see what the "Competition" CNC heads would do as they outflow and outperform the "Street" castings on the bench.

Giganotosaurus
It seems like just yesterday when the "FAST 90/90" was the biggest, baddest combo on the block. Now, with 400+-cubic-inch motors, forced induction, and huge horsepower being the norm, FAST has stepped it up with the new LSXR 102mm intake manifold (PN 146102). Like the old FAST manifolds, this is a three-piece modular design that can be taken apart to allow for porting; but for the new LSXR, each individual runner can be removed for modification. The LSXR will accept a multitude of throttle bodies, from 90-102 mm, and has integrated nitrous bungs. In testing on a stock LS3 engine the 102/102 combo picked up 14+ flywheel horsepower and 11 lb-ft of torque over the stock unit.

FAST, Dept. GMHTP, 3400 Democrat Rd, Memphis, TN 38118; 877/334-8355;
www.fuelairspark.com

As our stock 3.898-inch bore LS1/LS6s have become as pass as day-glow fanny packs, and many have upgraded to their iron block or Gen IV relatives, not to mention resleeved or aftermarket blocks, the aftermarket has followed suit in producing more and more heads for 4.0-inch or larger bores and big-cube strokers. In this rendition, GMHTP will attempt to keep you up to speed with the latest and greatest heads for your LS build-intended to provide enough air for even some 450-plus-cubic-inch monsters. If you're looking to dust a few Ponies or even some crotch rockets, you'd better ante up with one of these high-flowing heads. Now pair it to a well-matched cam and intake, and you're all set!