This is the area of correction an adjustable Panhard bar offers. Mark points to the spot w
Stiffining The F-Body
Granatelli knows the importance a stiff chassis plays in handling. Although we're sure GM does as well, again money and time come into consideration when designing the ultimate stiff ride. Granatelli has engineered a new G-Load brace that bolts under the car, replacing the flimsy stamped piece that comes stock. The tubular G-load brace serves to stiffen the unibody by connecting both sides of the frame with a common link in the center of the chassis. It also serves as a psuedo driveshaft safety loop, keeping the shaft from dropping on the floor if a U-joint fails. Granatelli warns, however, that the G-load brace would not pass NHRA tech because it does not wrap completely around the driveshaft.
The last bit of stiffening this F-body will see comes from the addition of weld-in subframe connectors. Granatelli's subframe connectors are crafted from 1 3/4-inch-diameter by 0.134-inch-wall tubing, and are engineered to fit tight against the floor. The subframe connectors and coil springs we'll mention in a moment are the only part of Granatelli's performance line that will require the installation talents of a professional shop, or at least someone with more tools and know-how than the average shade tree mechanic. After fully Mig-welding the subframe connectors to the underbody, the Camaro rides and drives like a different car. It tracks better down the highway and responds quicker to steering wheel input. Subframe connectors also help improve straight-line traction by reducing torque-robbing body flex when you leave the line. Weld-in subframe connectors are a must-have for any performance enthusiast.
When shown beside its stock counterpart, the Granatelli tubular G-Load brace looks stout.
Spring Into Action
The last performance bolt-on Granatelli chose for this Camaro was a set of its new coil springs. The rear springs feature a variable rate with anywhere from 95-160 pounds depending on the attitude of the car. The front springs are much stiffer, with a 375-595- pound variable rate. While the rear springs can be easily installed at home when you've got the control arms unbolted, the front springs will require a special hydraulic press to safely remove them. We'd recommend taking your car or at least the complete strut assembly to a suspension shop for that final touch. Sprewell Racing in San Gabriel, California, took care of installing the new springs and mounting and balancing a set of Racing Hart C5 wheels and Dunlop SP500.
After the final addition of a TriFlow exhaust system, this Camaro looks and handles killer, with a 1 1/2-inch lower ride height thanks to Granatelli's new springs. And this F-body is not just a looker, either. The Granatelli Camaro can hang it out in the corners and keep up with the best of the best in Any Canyon, USA. All this performance and good looks is easy to install, and not too hard on your pocketbook either. For the money, the performance, and the looks, you just can't beat this power symphony in F-Major.
The Granatelli G-load brace bolts in the stock location. Ours required one hole to be enla
The last item added to the chassis are the subframe connectors. Granatelli's connectors ar
This close-up shows the welding attachment point for the front of the subframe connector.
Granatelli's variable-rate front coil springs must be installed at a professional shop usi
This is how the Camaro sat before the Granatelli springs were installed.
This is the Camaro, now 1 1/2 inch lower, thanks to the new springs. The new Racing Hart C
Granatelli Motor Sports
1001 S. San Gabriel Blvd.