Dictionary.com defines the word devious as "departing from the correct or accepted way." In sentence form, it might look something like this: One who achieves success by devious means.
Car builder Jason Huber, along with his talented crew at G-Force Design Concepts in Chambersburg, Pennsylvania, worked deviously on John Wible's 1969 Chevy Camaro - hence the name "Devious" for this build. That's all fine and dandy, but it's not like they did anything wrong; that would hardly be the case. They just went with the idea of building a rather wicked first-generation Camaro to represent.
Three Snakes, One Charm "I had this idea of building a hood for my own Camaro that would feature some overtones of the '10 Camaro's hood," Jason says. "I also borrowed some key elements from the upper valance of the fifth-gen. The whole idea behind this Camaro was to build something that no one else thought of.
"What the crew and I came up with was something of a 'Tuner Camaro.' The stark white color and gold HRE wheels are the first things you notice, and that combination really puts a modern twist on a vintage hot rod."
Jason originally wanted to use the idea on his own car, but once John Wible came into the shop and saw what the G-Force gang was working on, he had to have it for his own '69.
John's future dream car started out as G-Force's nightmare. For starters, it needed a host of new sheetmetal. The quarter-panels and fenders were pretty much toast. Plus, it had been sitting in the nasty elements for a number of years, and a few "locals" had decided to take advantage of the crusty Camaro, whittling away a little nest within to serve as a warm shelter. As luck would have it, those locals happened to be snakes.
"I'm more afraid of snakes than anyone in the shop, or the world for that matter, so it only made sense that I was the one who found them all," Jason says. "We tried smoking them out, and even used moth balls, but the stubborn bastards wouldn't leave. Finally we called in some professionals to take care of the problem."
With the small reptile population at bay, Jason and the G-Force crew could finally get started on the needy first-gen. As it turns out, John, the car's owner (remember him?) kept on changing his mind concerning how he wanted the car built, so Jason decided to take matters into his own hands. He told John he would need a "little room," and some trust behind his build team so they could continue working on car the way they had planned from the beginning. With an aggressive design and work plan, they were finally able to get rolling on the former "snake den."
For starters, an LSX block would be the basis for power, and LME engines in Houston took charge of the 440ci monster. ETP aluminum heads mate up to the block while Weisco pistons rated at 9.1:1 hang from a Callies crankshaft. A COMP Cams bumpstick provides the lift and duration, but the LME boys, being the racers they are, chose to keep the specs under wraps. A Kenne Bell 2.8H supercharger is perched on top of the Beck fabrication intake manifold and defiantly manages 22 pounds of boost.
Devious? We think so.
A Moroso aluminum oil pan keeps the mill supplied with fresh crude and work in conjunction with the GM oil cooler. Speaking of cool, a three-row Alumorad radiator handles the heat just in front of the factory GM serpentine set.
Art Morrison 17/8-inch headers provide the proper channels for the portly mill to exhale and G-Force's own custom-built, 3-inch exhaust system dumps into a set of Magnaflow mufflers.
After all is said and done, LME boasts a horsepower rating of 850 ponies at 6,500 rpm with torque maxing out at 620 in the 300 rpm range. It's quite a bit of juice for a guy who couldn't decide exactly what he wanted, but his trust in G-Force was the right decision thus far.
With the power output being well above what most street cars generally deal with, Jason went to Bowler Transmissions for one of their hopped-up 4L80Es to handle the dishing. A 3200-stall converter sends a snappy surprise down the Dynotech driveshaft, and the Moser 9-inch rearend stuffed with 4.10 cogs eagerly manages the relentless twist.
When you're building a serious G-machine, focusing on the suspension is of the utmost importance. Needless to say, the obvious shortcomings of the stock suspension wouldn't be tolerated in this build. So in went an Art Morrison GT subframe loaded up with C6 Corvette spindles and A-arms, and double adjustable QA1 shocks. Out back, Koni coilovers accompany a Detroit Speed Quadralink suspension system. With the ride height 3 inches lower than stock, and outfitted with the upper echelon of suspension components, this Camaro can handle the tightest autocross or meanest road course with ease and precision.
Devious? You bet.
But all that high-tech suspension goodness needs to be reeled in rather quickly, especially heading into tight turns, so Wilwood 14-inch rotors and six-piston Superlite calipers were called for duty up front, while four-piston binders squeeze the 14-inch rotors out back.
It's common knowledge that wheels make the car, so HRE 893Rs provide the rolling 'tude (18x10 front, 18x12 rear) and Toyo RA1s put the power to the ground-275/35R18 up front and 335/30R18 out back.
Helman's upholstery in Chambersburg took charge of the interior's vibe, and Sparco seats keep John planted while gripping on the Budnik steering wheel. The pigment-challenged dash is a fresh take on an area that's commonly done in uninspired sheetmetal and makes a tidy home to the Auto Meter Sport Comp 2 gauges, as they provide the beating drum's vitals. A B&M shifter helps John mash the gears should an aggressive situation arise. The irresistible itch to hammer this thing is ever present. Especially when an unsuspecting foe assumes the accessorized first-gen is just for show.
The meticulously applied PPG Arctic White paint fails to hide the aggressive demeanor of the classic F-body, and black and gold hockey stripe graphics streak down the side, blatantly announcing the car's ruckus intentions.
G-Force Design Concepts features an ensemble cast of talented builders and fabricators who equally pull their weight when it comes to putting together quality hot rods. Joe Cool (his real name) took charge of the wiring aspects, Cole McCalister takes credit for the fabrication, and Dan Colangelo handled the assembly. Jason was quick to point out that it was a group effort and everyone at the shop made the completion of this car possible.
It was all part of the plan ... a devious one at that.