To get all that power planted firmly on the asphalt, a Motion independent rear suspension, with cast aluminum unequal-length upper and lower control arms with toe-control links and Penske coilover shocks is used. Nestled in the center of the narrowed rear is a Dana 44-4 Hydra-Lok speed sensing limited-slip differential, connected to the Tremec by a Precision Shaft Technologies driveshaft. Up front is an aluminum independent SLA setup with Penske coilovers and stabilizer bar.
By today's standards, a performance car has to have a balance between acceleration, and braking, steering and cornering. The SuperSpeedster's steering is a variable ratio, power-assisted rack and pinion setup. The braking system is up to the task as well. Two-piece, 14-inch Baer/Motion Extreme-Plus rotors are cross-drilled and slotted, and fitted with dual opposing Motion six-piston calipers. The front 18x10-inch Bonspeed wheels are fitted with 285/30ZR18 Michelin Pilot Sport tires, and massive 19x12 Bonspeeds at the rear ride on 345/30ZR19 Michelin Pilot Sports.
Wrapped around all the gorgeous mechanicals is a sensually curved body that accentuates the already classic 1969 Camaro lines. Phil Somers took Motion CEO Larry Jaworske's basic speedster concept and designed a body so voluptuous it nearly vibrates. While the SuperSpeedster is based on a genuine 1969 Camaro convertible (Motion prefers to use real cars with VIN numbers for ease of registration and licensing), by the time Phil was done cutting, welding, hammering, and shaping, not much of the original body was left. The result of his handiwork is literally a rolling piece of art.
Every panel on the body is steel except the deck and the hood. The quarter panels were widened five inches ("stretched, cut and altered beyond description," Phil says) and a large functional brake scoop was cut and trimmed with billet fins to aid airflow to the rear brakes. The trunk and back panels were removed, and the top of the quarter-panels were reshaped and smoothed into the headrest mounts.
A hand-laid fiberglass tonneau replaces the standard decklid and snugs up the headrest mounts and the chromed "Motion hoops." The rear wing/spoiler was reshaped to mimic the lines of the back panel with a recess for the third brake light. The rear was tubbed and the trunk area modified with a huge box for the twin 10-inch woofers that channel sound through the center console tube and a large round opening between the seats. This in essence makes the body a component of the speaker system, which is powered by a Sony AM/FM/CD Xplod system with over 1,000 watts of power
To balance the symmetry of the SuperSpeedster's bulging rear quarters, Phil cut and stretched the front fenders by 2 1/2 inches on each side. The lower bodyline was welded up and smoothed. The side wind splits that begin at the front wheel openings and extend rearwards into the doors were brought out 1/2-inch and then repeated in the quarter panels. The doors were shaved and the inner frames reworked to accept the armrest/glove box and speaker assemblies. The windshield moldings were removed, the corners were cut, and the molding replaced in black.
The power-operated hood was lengthened six inches to incorporate the cowl panel. The Stinger hood scoop was modified by increasing its height by 1 1/2 inches to clear the Kinsler Cross Ram. The header is the only panel on the car that remains stock and unchanged ("I'll try harder next time to change every panel on the car," Phil promises). An octagon mesh was added to the grille and framed by the chrome trim molding. The bumper was narrowed, trimmed, shaved, and smoothed. The lower valance uses Marquez parking lamps, and a second set of outboard openings were added, and the bezels from another set of lamps were cut and fitted. Vertical fins were then welded-in to direct cold air to the front disc brakes.