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2010 Chevy Camaro SS/RS - Pipe Bomb

Company car heading for 1,000 RWHP

Ro McGonegal May 1, 2011
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Ah, the company car. New. Smelling like hopes and dreams. Instant tax write-off. Cradle for insane experiments. Ready-made stress reliever. Always in demand. Look! We got one. Let’s start off slow, do what most everyone else has done to the motor and the running gear. Let’s whip that combo for while, at least until the yuks trail off. Then we make changes. Then we lean on it. We want 1,000 rear-wheel horsepower! And we want a clutch assembly that’ll handle the gaff indestructible.

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The gleeful recipients of this 2010 Chevy Camaro SS/RS planned it as a mule, pure and simple. But what a nice mule it is. Centerforce has it, ostensibly to de- velop a new line of twin-disc clutch packages known as the Dyad Drive System (e.g., the coupling of two driven by one). One of them is cur- rently behind the Camaro’s already hopped-up LS3 engine and is capable of capturing 1,300 lb-ft of torque at the flywheel. Undoubtedly, capacity will escalate in step with the ultimate engine.

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Centerforce is in Prescott, Arizona. It snows in Prescott. Prescott is high country. Altitude is more than 5,000 feet above sea level. Engines are more productive in such an environment when they are crammed with extra atmosphere. From the outset, the plan included a Magna Charger, different camshaft, custom fuel system, an aftermarket exhaust system, and some eye-pop paint.

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Though the LS3 is still basic, including non-forged rotating assembly and cylinder heads untouched, the 376ci engine will have no trouble enduring the blitzkrieg. The LS is so strong and reliable in stock form (6-bolt mains and deep skirt block) that upgrades aren’t necessary unless abuse is continuous and furious. We know of one such dyno mule in particular that clocked more than 700 WOT pulls and kept the nodular iron/pressed metal/cast aluminum rotating assembly wholesome and intact. A perfect whipping boy, one that kept its humor and pleaded for more.

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Next stop: UMS Tuning in Mesa, Arizona. There, Tony Szirka replaced the composite intake manifold with an intercooled 2300 TVS Magna Charger system, complete from one end to the other, including by-pass valve, higher-capacity injectors. Using the pulley provided, the system produces 8 psi of positive manifold pressure. He hit up MSD for a squadron of coil packs and primary wires. He also dropped the factory exhaust for Dynatech 1 3/4-inch diameter primary pipes feeding a Flowmaster 3-inch stainless steel waste evacuation system.

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The remainder of the mechanical changes to the orange missile was performed at Total Performance Engineering in Las Vegas. Jeff Gooss had about 15 minutes to complete his part of the conversion in time for the 2010 SEMA Show. The Centerforce guys were impressed. Gooss installed the Comp Cams XER103723R3729R (a hydraulic roller with proprietary specs and a 114-degree lobe separation) along with Comp timing gear and every bit of its select valve-train hardware. Fuel supply begins at the tank with a CTS-V fuel pump as modified total performance. Fuel line diameter grew accordingly. Gooss replaced the original radiator with a DeWitt (Howell, Michigan) 2-row aluminum core.

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Jeff sweated out the glitches and put the engine in final tune. On the rollers, the Maro cranked out an unreal 678 hp at 6,400 rpm and 607 lb-ft of torque at 4,300 rpm! Much of that torque stretches supine under the curve and provides succinct sweet spots from 2,000 to 4,800 rpm and upward. As for the power, attaining 200 mph should be a mere afterthought for this combination as it stands now.

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Centerforce is in the business of harnessing torque; so naturally, they wanted to blow the ends off the envelope. Their ultimate act will consider a 1,000hp build from a large displacement LSX cast iron block and some super cylinder heads. Torque figures should be as fat if not more so. The assignment is to build Dyad hardware rough enough and tough enough to handle the largesse with nary a squeak.

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The Camaro’s sedate street life will suddenly become rife with to-the-wood acceleration, repeatable braking trials, and road course/gym

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On the Rollers, The Maro Cranked Out An Unreal 678 Hp At 6,400 Rpm And 607 Lb-Ft Of Torque At 4,300 Rpm!



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