’10 Camaro RideTechFast Facts
Engine: OEM LS3
Suspension: Prototype RideTech coilovers
Brakes: front/rear OEM GM/Brembo
Tires: Pirelli P, front, P245/45R20; rear P275/40R20
From The Driver SeatDanny Popp
The ’10 was an easy car to drive and marginally fast. It was probably the least developed car in the group, but still the product of advanced technology. The fifth-gen was a little tight for my liking and would have been faster being freed up (looser). The gearing was very well suited for the course, and that helped its acceleration between the corners. The car still felt really soft with lots of roll and dive, making you have to wait on the car to make things happen. It also felt really big and heavy in relation to the others it was being compared to, even though it really wasn’t that much larger.
What can I say, it’s a new fifth-gen Camaro. Clutch engagement is easy, the shifts are smooth, and it’s just an easy car to drive. If there was one downfall, it was that it gave very little feedback. It was also way too quiet for my liking, but again, it was ultrasmooth and a very easy car to drive. Seriously, it’s hard not to appreciate a new car when that car dips into the 13s with relative ease and has a warranty to boot.
’63 DSE Chevy IIFast Facts
Engine: Mast Motorsports 427ci LS
Suspension: front, DSE front frame with splined antiroll bar; rear, QUADRA Link; DSE coilover shocks and springs with Detroit Tuned valving
Brakes: front/rear Baer 6R with 14-inch rotors
Tires: BFGoodrich KDW, front, P255/35R18; rear, P295/35R19
From The Driver SeatHenry D
I have to admit, this Chevy II really caught my attention and without stopping to find out what it ran on the initial pass; it just felt fast. Similar to DSE’s second-gen Camaro, you could light up the tires at will and it was a delicate balance to control the wheelspin. Gearshifts were a little intimidating because it would grind slightly, but it wasn’t terrible and you just had to make sure it was getting into gear. The powerband was extremely smooth, quickly ramping to the upper rpm with ease and it just flat-out screamed. Personally, I didn’t want to get out of the seat and could have been perfectly content hot-lapping it for another half-dozen passes.
Wow, was this a surprising car to drive. This car shared other DSE-built car traits—great balance, and brakes. This thing suffered from the same problem as the ’70 DSE Camaro, in that it had too much power for an autocross on 180-up treadwear tires. The relatively short wheelbase allowed this car to get away with some things the others could not do on the course. The only other limiting factor on this car is that due to its constant flogging before this event, the manual transmission was suffering from some issues; of the group, it wasn’t the easiest car to shift. The Chevy II ran surprisingly fast times despite its transmission and was a hoot to pilot around the course.
’67 RideTech CamaroFast Facts
Engine: Lingenfelter LS3
Suspension: front, RideTech StrongArms with new Tru Turn steering system and triple-adjustable coilovers; rear RideTech bolt-in four-link with triple-adjustable coilovers
Brakes: front/rear Baer six-piston with 14-inch rotors
Tires: BFGoodrich KDW, front, P275/35R18; rear P335/30R18
From The Driver SeatDanny Popp
The RideTech 48 Hour Camaro may be the newest built car in the group and seemed to do everything well, despite its infancy. The car was a little tight for my liking, which prevented it from rotating as well as some of the others, and required that I used the steering brakes longer than I may have liked, again limiting its time. The T101 four-speed was not as easy to use as the others equipped with Tremec gearboxes, and the gearing was not as well suited to this particular course. In retrospect, it felt more like this car was set up for a road course; a looser setup would have yielded much better times.
Before laying eyes on the 48 Hour Camaro in person, I did get a chance to see some of the build online. I knew it was outfitted with the goods, but I wasn’t sure what to expect behind the wheel. Considering it has a Lingenfelter-built LS producing 602 hp, I should have simply assumed it would be fun, and it was. There was a little concern with the transmission going into Third, so I was pretty ginger with it. Even so, this setup required a bit more throttle from a stop, something I wasn’t used to. Off the line, the power came on strong and moved the first-gen with ease. Getting into Second was smooth, but the Third gear bug was constantly on my mind and I immediately went from a fast-paced shift into a much calmer stab. While the e.t.’s were strong, I’m pretty confident there’s a lot more left in it.