On the Street This car was a little stiffer on the street than the rest of our entries. While the suspension was tight and responsive, you definitely felt more from the road than some of our other entries. The steering was superb, with great feel, control, and responsiveness. CPP's 500-series steering box was obviously designed well, and I'd recommend it to anyone with a second-gen Camaro, even if you're not performing other suspension mods. Maneuvering through traffic the Camaro was nimble and true. While the CPP master cylinder required a little more pedal effort than its competition, it still felt good and wasn't an issue. Bumps, ruts, and potholes didn't faze the car, the CPP-spec'd Bilstein shocks keeping everything nice and stable while cushioning most road irregularities from the cockpit. Even on a rough railroad crossing the suspension held true along with the steering. The Summit racing seats were a little stiff for long-distance cruising, but on short drives would be just fine. CPP's got a good history of making great parts that won't break the bank, and this was a good demonstrator. Total cost of everything bolted (note that term, bolted) to the factory subframe was well under $3,000 (sans brakes) and the handling prowess gained far outweighed the cost. The agility this Camaro had was superb, and made for a fun driving experience. Specs Car: 1972 Camaro Color: Red Owner: Greg Barkley Engine Type: Gen 1 small-block Block: '70 four-bolt iron opened up to a 383 by Speed-O-Motive Fuel Delivery:870 CFM Holley carb and Holley Blue electric pump Drivetrain Transmission: TCI 700-R4 Converter: TCI with 2,500 stall Rear End: Factory 12-bolt with 3:73 gears and Eaton Posi Chassis/ Front Suspension Chassis: Stock GM with Chris Alston Chassisworks subframe connectors Front Suspension: CPP tubular control arms Steering: CPP 500 series box 14:1 ratio Springs: CPP 1.5-inch drop Spindles: CPP 2-inch drop Shocks: Bilstein with CPP spec'd valving Sway Bar: CPP 1-1/4-inch Brakes: Baer six-piston calipers with 13-inch rotors Rear Suspension: Springs: 2-inch wide Detroit Eaton with a 2-inch drop 126 pounds per spring Shocks: Bilstein with CPP spec'd valving Sway Bar: CPP 1-inch Brakes: Baer six-piston calipers with 13-inch rotors Wheels & Tires Wheels: Weld RTS, Front-18x9.5 Rear-18x11 Tires: Nitto NT05, Front-275/35R18 Rear-295/35R18 Cost of Suspension: $2,155 (total without brakes) Weight Total: 3,466 pounds LF: 959 | LR: 783 RF: 961 | RR: 762 Percentage F: 55.4 R: 44.6 Results Skid Pad: CW 0.91g, CCW 0.88g; Average 0.89g Slalom: Best 47.7 mph; Average of 5 runs 47.7mph Autocross: Best 50.85; Average of 5 runs 51.64 Baseline 1 2013 Corvette Grand Sport Skid Pad: CW 0.98g, CCW 0.99g, Average 0.99g Slalom: Best 48.5 mph; Average of five runs 46.9 mph Autocross: Best 51.10; Average of five runs 51.58 Baseline 2 1972 Chevelle SS 396 Skid Pad: CW 0.69g, CCW 0.76g, Average 0.74g Slalom: Best 38.7 mph; Average of three runs, 38.2 mph Autocross: Best 1.03.87; Average of three runs 1.08.64 « | 1 | 2 | 3 | View Full Article By Patrick Hill Enjoyed this Post? Subscribe to our RSS Feed, or use your favorite social media to recommend us to friends and colleagues!