The first engineering challenge was the chassis. The rules for their SCCA class ruled out a tube frame chassis, so the team fabricated a cage system to tie the whole car together. Up front Global West Cat-5 2.5-inch drop spindles and matching control arms work with Penske three-way adjustable shocks and 1,500-pound (no, that’s not a typo) Hypercoil springs to keep the front Goodyear’s mashed to the pavement.
The rear is a custom four-link arrangement with more Penske triple adjustables, 600-pound springs, and a fully tunable pan hard bar. Yeah, it rides like a floor jack, but when you’re carving through corners, that’s a good thing. To ratchet the Camaro down from speed, Milt went with Wilwood Superlite SL-6 front calipers and 12.5-inch rotors up front and Wilwood SL-4 binders with 12-inch rotors out back. The smaller rotors fit perfectly inside the 16x12 Bogart LS-6 wheels that reside at each corner. Super sticky Goodyear race tires are wrapped around the rims in 25x13-16 front and 27x14-16 rear. Don’t bother looking for the D.O.T. stamp.Like the rest of the car, the tires laugh at government regulations.
To motivate the lightweight Camaro, Paul was given the challenge of building a high-power mill at 310 cubes or less in displacement. The perfect combination turned out to be a GM iron race block with a bore of 3.95 inches and a stroke of 3.15 inches, yielding a class-legal 308. Paul then bolted a set of Pro-1 200cc aluminum heads worked over by Ron’s Porting Service in St. Charles, Missouri. With titanium intake and stainless exhaust valves, they have no problem feeding atmosphere to the hungry small-block. Inside the 13:1 compression mill there’s nothing but top-shelf stuff: a COLA lightweight crank, JE forged pistons, Oliver 6.2-inch billet rods, and a COMP Xtreme Energy roller cam (248/254 .600 lift).
Oil is life, so the engine relies on a cam-driven Aviaid dry sump pump and Canton pan to move the dinosaur juice, and twin Mocal in-line coolers suck out excess heat. A Meziere electric water pump and BeCool radiator also keep the temps in check. Topping it all off is an Edelbrock Victor Jr. intake paired up with a Holley 830 CFM race carb. Swilling buckets of race gas, the thirsty small-block relies on a MSD crank trigger ignition system for fire, while a combination of Stahl 1 7/8-inch headers, custom-bent 3-inch tubes, and Flowmaster twin-chamber mufflers make up the thunderous exhaust.
This union of parts is good enough to lay down 580 hp at 6,700 rpm, and 450 pounds of twist at 4,800; certainly respectable from an engine of such modest displacement. Milt explained, “Even though we thought we would have plenty of room to get all the goodies in the car, space (or the lack of) turned out to be a major issue throughout the build. Several pieces had to be mocked up, built, fitted, and messed with.”
To handle the heaps of abuse sure to come, the crew went with a Tex Racing T101A four-speed gearbox mated to a Tilton triple-disc clutch and bulletproof bellhousing. Working rearward, there’s a Dynotech composite aluminum driveshaft spinning back to a Stock Car Products differential with a Strange nodular center section, 4.30 gears, 31-spline axles, and Gold Trac posi unit. The rear was assembled by Dan Ferrea in San Jose, California, and has both cambered, and toe-in machined hubs.
As for the interior—if it doesn’t keep the driver safe or make the car faster, it was tossed. Gray-painted steel panels and cage tubing conspire to make you feel like you’re sitting in Folsom prison, except jail was never this much fun, and only slightly more dangerous. A lone Kirkey road-race seat is present, further punctuating this Camaro’s role in the racing universe. Instead of a radio, there’s a balance bar for the brakes and a fire system, just in case things go from bad to worse. Autometer gauges track the vitals and the driver peers out through lightweight Lexan windows.