You wouldn't know it from talking to him, but Danny Judski, the owner of this beautiful '92 Camaro, spends his days selling high-end Corvettes to enthusiasts all over the world. At any given moment, he has access to a treasure chest of rare and collectable super Vettes and yet, when it came time to build his dream car, he chose a third-generation Camaro. At first, one may wonder why not a Corvette, but the answer is pretty simple. "I bought the Camaro because I wanted something different. You never see a clean third-gen and I love the body style. I remember going to the local Chevrolet dealer and seeing them on the floor." For Danny, it took eight years from dealer floor to his garage, but in October of 2000 he finally found the right car and began making it his own.
"The car was very, very nice when I bought it." And with under 20,000 original miles and a booklet of documentation, it was probably the type of car most people would keep stock. But Danny isn't most people and he happens to be friends with some of the best in the go-fast business. In fact, just 15 feet from his family run Corvette dealership is Corvette Masters, one of the premier high-performance shops in the Orlando area. Before getting started, the crew at Corvette Masters, along with Danny, formulated a solid plan, which would leave the interior and exterior visually stock, adding only to the powertrain with quality, reliable parts that would also make big power.
The foundation of the build started with the stock engine, which was torn down and bored 0.030-over before being stuffed with a Callies stroker crankshaft wrapped in King bearings and billet main caps. Custom JE pistons and Total Seal rings were added to fill the cylinder, connected to the crank by a set of Callies connecting rods. With boost in mind, a set of Bo Law's ported L98 heads were bolted to the top of the block, cinched tight over a set of copper O-rings. These L98s feature 2.02 intake and 1.60 exhaust valves and Crane 1.6-ratio roller rockers, which are actuated by a custom Crane hydraulic roller camshaft. A pair of TPIS long-tube headers help exhaust the spent gasses, which are sent down a custom Y-pipe and out the back, in a style commonly referred to as TOTL (two on the left). With the motor and exhaust finished, it was time to figure out the induction, which was a relatively simple choice.
"I don't race the car, but I wanted something that drove wonderful and had plenty of power, even with the air conditioning on." Chosen for its reliable nature and great power production, the crew bolted on a ProCharger D-1SC head unit, pullied for 15 psi. With a focus on keeping belt slip (and belt destruction) to a minimum, Robby Hooper of Corvette Masters built a trick head unit bracket to help keep everything in line, which, according to Danny has helped tremendously. As the compressor begins moving air, it is first pushed through the ProCharger supplied air-to-air intercooler to be chilled and then sent upwards to the stock throttle body. Once opened, air rushes into a TPIS Mini-Ram intake manifold where it is joined by a ton of fuel, brought in from the 42 lb/hr injectors.
In a smart move, the factory ECU was ditched in favor of a FAST engine management system, which was precisely tuned by Cal Hartline of Hartline Performance. "The car has never been tuned specifically for peak power, we always just wanted it to drive reliably and correctly." With that in mind, Danny began fortifying the driveline, starting with a Kenny Wells-built 700-R4, spun by a Yank 3,200-stall converter. Aft of the transmission is a custom 3-inch aluminum driveshaft, which twists a 3.73 rear gear stuffed inside a rebuilt 10-bolt rear. Keeping everything smooth and suspended are a set of KYB shocks and Eibach springs, which give the car a great stance with a very nice ride. With everything moving and a set of 17x9.5 SLP "Firehawk" wheels rotating, Danny was on the road, leaving massive black tire marks wherever he went.
Power aside, when asked what he likes most about the Camaro, Danny surprisingly told us, "I love the body style." And, that's a good thing, considering he chose to leave the exterior completely stock, down to the original paint and emblems. It is amazingly refreshing to see one of these cars in such good shape, with no sagging front fascia or yellowed panels, which is proof of just how well maintained Danny keeps this '92. Inside, just as out, is all stock, with the "love it or hate it" all red carpet and interior. The only clue that this car is at all modified is a small boost gauge on the A-pillar, something most casual observers will never notice.
So, what does the future hold for this super-clean Camaro? "Nothing." And, in fact, that is great to hear. This is one of those cars that is just perfect the way it is, and will best serve as a reminder of how awesome the third-generation F-body really was.
|Data File 1992 Chevrolet Camaro Z28|
|Block:||Stock, 388 cid|
|Heads:||L98, ported by Bo Law, 2.02 intake, 1.60 exhaust valves|
|Cam:||Custom hydraulic roller|
|Rocker arms:||Crane 1.6 ratio|
|Fuel injectors:||42 lb/hr|
|Fuel pump:||Walbro, in-tank|
|Ignition:||MSD distributor and coil|
|Engine management:||FAST, tuned by Cal Hartline|
|Power Adder:||ProCharger D-1SC|
|Exhaust system:||TPIS 1.75-inch long-tube headers, custom 2.5-inch Y-pipe, Banks muffler|
|Transmission:||700-R4, built by Kenny Wells|
|Driveshaft:||Custom 3-inch aluminum|
|Front suspension:||Stock control arms, KYB front shocks, Eibach lowering springs and sway bar|
|Rear suspension:||Stock control arms, Panhard bar, torque arm, KYB shocks, Eibach sway bar and lowering springs|
|Rearend:||GM 10-bolt, 3.73 gear, Moser 28-spline axles, Detroit locker|
|Wheels:||SLP Firehawk 17x9.5|
|Front tires:||Kumho Ecsta Supra, 275/40/17|
|Rear tires:||Kumho Ecsta Supra, 275/40/17|