GMPP sent the block and parts to Warren's shop in Georgia for blueprinting, assembly, and dyno testing. Reggie himself was even on hand to help build the engine. Inside the short-block of the Reggie Camaro, Warren installed a Lunati forged crank, rods, and Mahle forged pistons. After making sure all clearances, tolerances, and gaps were perfect in the rotating assembly, the LSX prototype heads were fitted onto the block, resulting in a net compression ratio of 11:1.
A custom-ground cam was procured to control the LS7 hydraulic roller lifters and the Comp Cams supplied upper valvetrain. An MSD 6LS Ignition Controller handles ignition duties. Since the LS series engines have no provisions for a distributor, the MSD ignition system uses the factory style LS crankshaft trigger wheel to control the ignition coil packs and timing.
On top of the new GMPP LS7-style carbureted intake manifold is an old reliable of the performance industry, a Holley four-barrel fuel/air mixer flowing 850 cfm and making sure the big motor never goes hungry for fuel. Dressing up the engine are polished accessories and custom valve covers. To give the engine a classic look, the coil packs for the ignition were hidden under and behind the air cleaner, so at first glance it looks like the engine has a distributor in the old-style position.
On the dyno at Warren's shop, the LSX produced 641 hp at 6400 rpm, and 611 lb-ft of torque at 4900 rpm. What's so incredible about these power numbers is the nearly flat power of the combination. By 3000 rpm the engine is already making 520 lb-ft of torque, and the curve gradually climbs from there to the peak of 611 at 4900. That means this engine produces more torque than some diesels.
"This engine makes a mountain of torque at just about any rpm," said Johnson. "The best part is this isn't an exotic combination. It was put together with off-the-shelf parts that either are available now or will be shortly through GM Performance Parts."
There you have it, straight from The Professor himself.
To handle all the torque and horsepower that the mighty LSX produces, Tremec transmissions was tasked with building a late-model Camaro T56 six-speed to transfer energy to a Moser-built GM 12-bolt rear.
Handling is controlled by front and rear suspension pieces from Detroit Speed & Engineering (DSE). Founded by former GM engineers, DSE offers a coilover shock front suspension system that replaces the original first-gen's original coil spring/ hydraulic shock design. Included in the DSE suspension are tubular control arms and Koni monotube shocks.
In the rear, a DSE "deep tub" kit was installed, providing extra-wide inner wheelhousings and the components required to relocate the leaf springs inwards to accommodate a narrowed rear end. Both were needed to mount the 12.5-inch-wide rear tires so the Camaro could have a decent shot at keeping traction under full-throttle. We say a "decent shot" because even with the 12.5-inch sticky rears tires, this car still gets wild and wacky under wide-open acceleration!
Keeping the Camaro under some sort of control is handled by an aggressive four-wheel disc brake system from Brembo. Featuring large, cross-drilled rotors behind all four wheels, with six-piston calipers up front and four-pistons in the rear, stopping the '69 is no problem.