To get our Camaro on track (no pun intended), we called Jon Henson at Driverz Inc. and told him what we had in mind for our car. He gladly hooked us up with a set of wheels that would be able to accommodate the widest tire we could get under our fenders (barely). He recommended we go with a set of New Gen Dominator wheels (18x10 in the rear and 18x9 up front). These are awesome rollers that give our car that sinister look we were going for. Rubber-wise, we chose to go with Nitto NT05s. They feature a treadwear rating of 200, so we'll be able to run legally in most any sanctioned street car event. As most fourth-gen Camaro owners know, there is limited real estate between the rear quarters of our '01 Z28, so we went with a very snug-fitting 295/35R18 out back and a comfortable 275/35R18 tire up front. Depending on your car, you may have to roll the rear quarter-panel lip so the rear tires don't rub during aggressive driving or when hitting big dips in the road.
With the suspension upgrades completed on Black Betty, the car has taken on a whole new driving attitude. The car is able to keep up with basically any American muscle car on an autocross. In fact, at a recent autocross, we were able to click off the second quickest time of the event. That's quite an accomplishment, especially for a car that's about 300 pounds heavier than most of the competition and relies on a stock LS1 engine for power.
Testing ... One, Two, Three ... Testing
In order to keep track of how the car varied in performance, we brought it out to our nearby testing facility in El Toro, California, for slalom and skidpad testing on three separate occasions-once in stock form, once with the Nitto tires and 18-inch New Gen wheels, and then again with all the Global West suspension components bolted up. For slalom testing, we mark off a 420-foot course with cones set a cozy 70 feet apart, while we measure g-forces via a 200-foot skidpad.
As one would guess, the car's handling and ability in stock form changed dramatically once the Global West Suspension components were bolted up. Obviously, the numbers showed the car had improved in performance, but what those numbers don't tell you, is how much more fun the car is to drive-on the track as well as on the street.
Another thing we learned right off the bat is that all these new suspension components need to be tuned up to the car. Sure, you'll notice a major improvement in handling over the stock suspension once you take the first corner, but in order to get the absolute best performance from these components, it's imperative the front and rear suspension components work together. You'll have to experiment and make adjustments on the shock settings to find out what works best with your driving style and ability. Also keep in mind some settings might work great on a road course but may not be optimum for an autocross or street driving. If you have any questions about where to start out with your settings, the tech staff at Global will gladly help get you rolling in the right direction.
We realize not everyone lives near Global West Suspension, and there's a good chance Doug Norrdin won't be able to come out and personally tune your car's suspension once you get all the goodies bolted up, but we did. With that said, Doug was kind enough to come out to our test facility and offer his professional tuning services to make sure the car was dialed in for optimum performance. And that's a good thing because us magazine guys know just enough about suspension tuning to get into trouble and not much more.
We hit the slalom course and realized right away that the car needed a little massaging. Right out of the box, the rear was too loose for our liking, so Doug did his magic and got the suspension to plant the rear tires and perform better than we could have ever done. Not only did he make shock adjustments, but actually ended up making a spring change on the spot.