While certain of the aftermarket mafia insinuate 800 to 1,000 hp (based on the 7.0L ZO6 engine) as optional thrust, Hurst chooses to stay relatively sane, producing renditions more in keeping with an equitable, balanced partnership between chassis power and engine power. The hookup comes from a ridiculously reliable (intercooled) MP 2300 Magnuson MagnaCharger that maintains 6 psi to produce 492 hp at 6,200 rpm and 455 lb-ft of torque at 4,200 rpm at the ground. Aftermarket headers are not part of the program but a Magnaflow 3-inch stainless after-cat exhaust system is. Hurst uses HP Tuners for the ECU changes. Among the tweaked Camaro's charms, the four-rotor supercharger is eerily quiet and barely bumps the decibel meter at full throttle-the perfect complement to an already refined package. We have an earlier MagnaCharger on a toughie Silverado and welcome a randy bugger that whines and howls in cadence with your power foot.
The Camaro is over-engineered in several areas, including the 11-inch pressure plate, single clutch disc, and flywheel. It seems able to take more than enough guff from this engine combination, curiously avoiding slip and chatter despite frequent lashings previous. The LS3 dumps torque through a Tremec 6060 six-speed twirling 3.01, 2.07, 1.43, 1.00, 0.84, 0.57:1 gears, 3.45:1 ring-and-pinion (1.96:1 final drive) equipped with a new short-throw Hurst Hard Drive shifter. The alternative is a 6L80 automatic (4.03, 2.36, 1.53, 1.15, 0.85, 0.67:1; 3.27:1 ring-and-pinion; 2.19:1 final drive). Based on our experience with the '10 SS and a Pontiac G8, you can't go wrong with either transmission. The automatic is also equipped with a Hard Drive shifter.
When you whip it, there's nary a hint of wheel hop, partly due to unequal-length halfshafts (30mm diameter the left and 40mm opposite) as torque moves in a clock-wise arc. This disparity reduces torque oscillation from side to side and ultimately quells axle tramp. Burning off that quickly accumulated energy is smooth and fade-free courtesy of Brembo four-pot calipers on vented 14.0- and 14.4-inch dinner plates. No need for an upgrade here.
Most tuners say the SS would be better off with 18- or 19-inch wheels. But the now ubiquitous 20-incher has been slobbered over by the OE for too many years to let it go. It's a market-driven monster (institution?) that invariably adds unsprung weight to the system. In that regard, Hurst did not rub against convention and popped with stylish 9.0- and 11.0-inch polished and painted 20s. Its tires are the fantastically popular Michelin Pilot Sport PS2 K1 (summer use), 255/40ZR and 305/35ZR, respectively.
If, after you read this, you simply cannot do without a piece of history, go to www.hurst-performance.com or call 949-261-5500 (in Irvine, California) for further details and pricing-that begins on the upside of $20K and that's on top of your ride. Hurst is now in the process of establishing a dealer initiative program for its specialty Chrysler and Ford products, stores that have done this sort of work before and know where the humps and the crevices are. As of mid March, Hurst had selected no Chevrolet dealers. Until it does, these conversions are available factory-direct in Irvine.
The Series 4 car was fitted with Hurst/Eibach coilover adjustable suspension that makes the ride slightly stiffer than stock but not hardly harsh. Urethane bushings are manifest throughout and Hurst affixed adjustable 29mm antisway bars at both ends of the vehicle. The Camaro leans over just a tad before it takes a set, and in less than a heartbeat its chassis hunkers down and the mighty Michelins take over. Though the car seems massively wide, once on the tarmac that sensation disappears completely and you're on your way in a cloud of dust (hopefully not from the clutch).