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HammerHead: True Bolt-in 12-Bolt IRS Solution InstallationFrom the February, 2013 issue of GM High-Tech Performance By Justin Cesler Photography by The Author
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If it seems like every Camaro since the third-gen has come with a woefully inadequate rear end package, it’s because they have. Third and fourth-gen fans knew this pain all too well, with the anemic 10-bolt rear wreaking havoc on ring and pinions since the first models hit the dragstrip way back when. For enthusiasts, it was a frustrating time, with almost no aftermarket options for a true plug-and-play rear end upgrade solution. Today, “old” Camaro owners have almost too many options, with manufacturers building drop in rears for practically every single application. Now, one would have hoped that the fifth-gen Camaro design team would have addressed this issue, but following in the footsteps of its predecessors, GM engineers seemed to have once again taken the “less is less” approach to the rear, with a weak differential, a small ring and pinion, and small axle shafts leaving hardcore drag and street users fearing for the worst every time they drop the hammer out on the track. Of course, just because the factory can’t do it right, doesn’t mean the aftermarket won’t. Enter ET Enterprises and the HammerHead, a bolt-in 12-bolt IRS solution built specifically for the hardcore fifth-gen Camaro market. Founded by Skip Lee, a 40-year veteran of the patternmaking game and a 50-year performance auto enthusiast, ET Enterprises was built around a single idea; to build a clean sheet 12-bolt rear end housing for IRS applications that could withstand any abuse that a car owner could dish out. And to do that, ET started at the very beginning, developing a 3D CAD model of the housing first, which was tweaked through rigorous testing, before being produced as a plastic mold. From there, it was all about trial fitting, testing, modifying, breaking, and learning, until ET was able to produce the high quality cast aluminum version you see here. Inside, it’s stuffed with all of the high-tech goodies you would expect from an “indestructible” rear, with options to outfit the HammerHead with everything from a 33-spline Eaton TrueTrac to a solid spool with pro gears, and almost anything in between. Need 1000hp axles and 3.42 gears? You can get that. Need 1400hp axles and a 5.00 ring-and-pinion for the dragstrip with a solid single piece driveshaft? You know it. Need the ultimate 12-bolt solution for your Camaro? Read on…  [1] Designed as a bolt-in...  [1] Designed as a bolt-in kit for the racer, driver, or commuter looking for a one-and-done solution to fifth-gen Camaro rear end problems, the complete HammerHead/Driveshaft Shop 12-bolt rear conversion kit looked like a million bucks laid out on the shop floor at AntiVenom.  [2] The star of the show is...  [2] The star of the show is the ET Enterprises HammerHead housing, which utilizes a tried-and-true 12-bolt design stuffed inside a clean sheet cast aluminum housing that was purpose built for the late-model IRS enthusiast looking for maximum performance on the street, strip, and track.  [3] Compared to the stock...  [3] Compared to the stock unit (on the right), the HammerHead’s unique casting is obvious to even a casual onlooker. Nominated into the Foundrymen’s Society Casting of the Year competition, the HammerHead casting is significantly improved over a stock unit in almost every aspect, with additional strength coming from the design itself, as well as the materials used throughout the construction.  [4] Inside the HammerHead,...  [4] Inside the HammerHead, it’s obvious that strength and durability was priority one for the ET Enterprises crew. We opted to have our HammerHead stuffed with a 4.30:1 ring-and-pinion, wrapped around a Wavetrac differential that carries a lifetime warranty. Everything bolts in place with heavy duty oversized main caps for maximum rigidity.  [5] Of course, it doesn’t...  [5] Of course, it doesn’t make sense to install a bulletproof center section if the rest of the drivetrain can’t handle the abuse, and for that ET teamed up with The Driveshaft Shop to provide a set of 1,400hp axles, an aluminum one-piece driveshaft, and billet stub axles for the conversion. You know DSS and you know this stuff is all top notch. But, if you don’t need the 1,400hp stuff, you can also order the street friendly 1,000hp axles, which we have tested in the past.  [6] Removing the factory rear...  [6] Removing the factory rear end from the fifth-gen Camaro is a fairly straightforward task, and begins by removing the exhaust from underneath the chassis. Here, a much skinnier Greg Lovell began by pulling the American Racing mufflers and setting them aside for the time being.  [7] We’ve covered the disassembly...  [7] We’ve covered the disassembly of the fifth-gen’s rear suspension several times in the past, but even if you’ve never seen it before, it should be fairly intuitive. Unlike GMs of yesteryear, the fifth-gen is a mechanic’s dream, with everything coming apart and going back together in a logical order.  [8] Our test Camaro has been...  [8] Our test Camaro has been sporting a set of 1,000hp DSS axles since the beginning of the project and they’ve given us no problems at all. For those racers who have already invested in a set of these, you’ll be happy to know that you can reuse them with the HammerHead conversion, just let DSS know in advance. We chose to upgrade to a set of 1,400hp units for our build, but you certainly don’t have to if you’re making sane amounts of horsepower. [8] Our test Camaro has been... [8] Our test Camaro has been sporting a set of 1,000hp DSS axles since the beginning of the project and they’ve given us no problems at all. For those racers who have already invested in a set of these, you’ll be happy to know that you can reuse them with the HammerHead conversion, just let DSS know in advance. We chose to upgrade to a set of 1,400hp units for our build, but you certainly don’t have to if you’re making sane amounts of horsepower.  [9] The stock two-piece driveshaft...  [9] The stock two-piece driveshaft needs to be removed for the installation of the HammerHead and Greg was happy to see it go. The rubber couplers, two-piece design, and mid mount all contributed to some slop in the drivetrain, which isn’t how AntiVenom prefers to roll.  [10] With the driveshaft unbolted,...  [10] With the driveshaft unbolted, and the axles separated from the rear, Greg removed the two rear cradle bolts and began to work the factory unit from the chassis. Be careful, it comes out quickly…  [11] If you’re insane, or...  [11] If you’re insane, or really strong, feel free to just pull the old rear out with your bare hands. If you’re a normal person working with safety in mind, feel free to use a transmission jack for this part of the job. Oh, and believe us when we say “good riddance” to this rear, we’ve had nothing but issues with it from day one.  [12] As you would expect from...  [12] As you would expect from a bolt-in solution, the HammerHead accepts both factory and aftermarket bushings from the factory housing. Our upgraded Pfadt units simply slide in place, with the aluminum centers taking just a firm tap from a hammer to get in position.  [13] The new Drive Shaft Shop...  [13] The new Drive Shaft Shop stub axles slide into the Wavetrac differential and are held in place with the provided retaining plate. A little Loctite goes a long way here and will ensure a lifetime of worry free backing plate operation.  [14] What you’re looking at...  [14] What you’re looking at here is a prototype cover from ET Enterprises, which Greg used on this build due to time constraints. The new version, which enthusiasts will receive, will feature a revised casting, different plug, fill, and vent locations, and a new mounting design. In short, this isn’t the final version, so just keep that in mind. Also, for a prototype piece, this thing looked fantastic!  [15] Little issues, like the...  [15] Little issues, like the fill plug, are still being address by ET and various Camaro builders across the country, so you can expect these small issues to be worked out by the time you order or install a 12-bolt unit in your car. Here, you can see where Greg would have to modify the factory cradle to make room for the plug.  [16] Up top, AntiVenom whipped...  [16] Up top, AntiVenom whipped up a slick vent fitting and hose solution, which runs out of the HammerHead unit, over the factory cradle, and out towards the wheel. This allows for the rear to properly vent and won’t make a mess all over the back of the Camaro when it does.  [17] Ready to install the...  [17] Ready to install the actual HammerHead unit? Pick it up, slide it in place, drop in the three cradle bolts, and step back for an ice cold beverage of your choice. Yep, this is a true bolt-in piece, no need to worry about fighting with the chassis or rear to get everything together.  [18] With the HammerHead in...  [18] With the HammerHead in place, it was time to turn our attention to installing the remainder of the 12-bolt conversion kit. The single one-piece aluminum driveshaft is massive compared to the stock two-piece unit, but offers a significant increase in strength and peace of mind.  [19] Unlike a traditional...  [19] Unlike a traditional driveshaft, the DSS single-piece unit uses a billet plate to mount to the transmission, which increases durability without any additional vibration or noise. The billet plate simply bolts on to the stock transmission output and then bolts to the new driveshaft using the included hardware.  [20] The rear portion of the...  [20] The rear portion of the driveshaft connects to the 12-bolt in a more traditional style, and everything you need for the installation comes in the kit. No trips to the parts store, no reusing stuff from the old rear. This is a bolt-in, fill up, and roll operation, which is very nice to see with parts of this caliber.  [21] There is really no trick...  [21] There is really no trick for putting everything back together as the new 1,400hp axles bolted back in just like the 1,000hp units we pulled out. The rear suspension falls right back into place and you’re all done. Well, fill it up with fluid first and break it in gently, but then you can launch as hard as you like without a worry in the world.  [22] To the untrained eye,...  [22] To the untrained eye, this may look like a factory rear setup, which is proof positive that ET Enterprises and the Driveshaft Shop worked hard to build an OE quality kit combining exceptional fit and finish with brute strength and durability.
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