Welcome to the GMPP LSX Shootout IV
For those who have attended in years past and newbie's alike, you are in for a special treat in 2010. As you will see in the next section, there are plenty of changes this year and GM High-Tech Performance is proud to be the presenting magazine for the GM Performance Parts LSX Shootout. Yet again, the National Muscle Car Association (NMCA) has put together the greatest LS race ever. You can count on the biggest players showing up to push the limits of the Gen III/IV platform, who have raised the bar time and again. To show its gratitude, the NMCA has paid close attention to its attendees and made many improvements. Some of which are designed to increase the overall enjoyment of the participants, and some will hopefully add even more excitement to the event. Quite frankly, if the rules changes and new classes don't get your blood flowing,...

If GM enthusiasts have learned anything over time, it is that improving airflow into and out of the stock engine always results in noticeable gains on the street, dyno, and track. Really, this is simple logic, as we all know that an engine is nothing more than an air pump and the faster and more efficiently it pumps, the faster we get to go. Of course, this doesn't mean that we can just bolt on any old intake and exhaust and run some numbers at the track. On the contrary, now more than ever it is important to pick quality components that have been engineered to work well on a specific application, as besting the factory is getting harder and harder as new engines ship from GM making more and more power on the same cubic...

Project Snowball, our 1989 Formula Firebird, is intended to be a dual-use, street-driven car capable of running on the track with the latest pony cars at High Performance Driving Events (HPDE). HPDEs are held on road courses throughout the U.S. and are supervised by sanctioning bodies such as the National Auto Sports Association (NASA). At the HPDE we will have the opportunity to see how well Project Snowball turns, stops, and accelerates with an instructor in the passenger seat, in a controlled environment, without worrying about breaking the law. At HPDEs the driver typically enjoys several 20-minute sessions where, depending on the track, a 300 horsepower car can easily hit 140 mph and it's not unusual to see stock brakes and power steering systems boil over as they endure loads that can't be generated on the street. Just as stock brakes are toasted, stock seats...

Behold the return of "CT," our project '99 Camaro SS. As there have been a few GMHTP issues printed since we ran the last installment of this series, a quick recap of the upgrades we've performed so far is in order. The May 2009 issue featured an introduction to the project along with a GM LS7 clutch and B&M shifter swap. This was followed with a CARB-legal K&N intake and Edelbrock exhaust upgrades (July 2009). In last November's issue, a full corner-carving suspension treatment complete with Spohn hard parts, AFCO shocks, and aggressive Nitto rubber was had. Finally, the January 2010 issue showcased an AFR cylinder head/GM LS6 cam and intake manifold swap.

Gasoline-it's the lifeblood of our automobiles. Most bench racing sessions usually focus on a few key elements of fuel: pump gas/race fuel and octane rating. Of course we all complain about the always changing price tag for our fossil fuel. But technically speaking, the octane rating is the most popular spec thrown around. This month, we looked a little further into the subject and ordered two different high-octane, street-friendly fuels: Rockett Brand 100-octane unleaded and XXX (Triple-X) F-118 oxygenated gasoline. Each blend was compared to 93-octane pump gas. During those comparisons Redline Motorsports charted the performance capabilities and made changes to the PCM. As you will see, the fuels required more than just a bump in timing to get the most from the higher octane rating.

Dewey Decimal
While some people fall into the automotive hobby late in life, others are literally born into it. For Rob Day, a Narberth, Pennsylvania, native he was working on cars long before he could talk, and his newest project, an '02 SS, shows just how dedicated he is. With a Vengeance Racing VRX5 camshaft under the hood, breathing out a pair of Hooker long-tube headers and a Spintech exhaust, Rob's SS isn't exactly stealth but thanks to the 4.10-equipped Moser 12-bolt out back and a pair of welded subframe connectors, he can definitely walk-the-walk. While not his daily driver, Rob makes sure to spend as much time as possible in his awesome SS, and we don't blame him!

When Justin Gese of Brooklyn Park, Minnesota, was 17 years old he had it all. At the center of his life was a car any teenager would love to be seen in, cruising the local hot spots. It was a 1986 Firebird with a pokey 2.8-liter V-6, but that didn't matter to Justin. What mattered was that it was different, just like Justin. It was a two-toned, burnt orange with a gold accent on the bottom half. Justin used the school's tech workshop and by the time he graduated high school he had installed a cat-back system and a banging new stereo with speakers and an amp. Justin and his dad had big plans to replace the tired, 120,000-mile V-6 with a stout V-8. That never materialized as Justin moved away to college and forgot about the plans to upgrade the ride as it was now a commuter and Justin never had the time to work on it.

Fate
Back in 2002, David Gurski of Ford City, Pennsylvania, bought a mint condition '97 SS only to be forced to sell it just eight months later. If that wasn't bad enough, the new, out-of-state owner wrecked it just a couple of weeks later. David was crushed, thinking his favorite SS was gone forever. Fast-forward to 2009-while browsing Craigslist.org, David ran upon a familiar, albeit shinier looking SS-his old car was for sale just 20 miles from his house! After checking to make sure it was the same car, David closed the deal and finally had his SS back home and this time, it was for good. In the year since, David has already added a pair of long-tube headers, an SLP exhaust, Holley throttle body, and a couple of key UMI suspension pieces. The stance is courtesy of Eibach, with a set of its Pro Kit springs and four 18-inch C6 wheels.

Super Big Brake Kit
Tired of the "measly" 14-inch Brembo brakes on your 2010 Camaro? You should check out the new Stillen/AP Racing big-brake kit, which ships complete with a set of massive 16-inch rotors and matching six-piston calipers. Designed by AP Racing to induce maximum stopping power with minimal brake fade, these gigantic six-piston calipers are built from lightweight pressure-cast aluminum and feature a two-piece body, differential piston bores, and a fixed radial mount for maximum pedal feel. The 16-inch rotors are also a two-piece design and can be matched with a pair of 15-inch rears for anyone looking for maximum style and stopping power.

If you have spent any time around a manual transmission, LS-based car, you know that there is very little to complain about. The T56 and TR6060 transmissions are known around the world as excellent gearboxes and they can be built in a variety of ways to handle everything from daily driving to all-out racing. Behind a stock motor, both the T56 and TR6060 are almost indestructible and with a number of awesome aftermarket clutches available, you can almost never make too much power for these units. So, if the clutch and transmission are so good, what can we complain about?

Back from the Dead
Believe it or not, Tyler Chekal of central Iowa rebuilt this killer WS6 in only three weeks time, taking it from a totaled mess to better than new all before his 19th birthday! If that's not impressive enough, Tyler has ran an 11.98 at 114 mph, getting his additional horsepower from a 232/237 duration, 0.591/0.599-inch lift Thunder Racing camshaft, a pair of stepped long-tube headers, and a set of LS6 heads. Of course, the Nitrous Express carbon-fiber wet kit also helps get him going and is certainly responsible for those 114-mph trap speeds. Up next, Tyler plans to install a Wolfe rollcage and a 12-bolt rear, which will hopefully get him track legal and even deeper into the 11s. Not bad for an 18-year old kid!

Mail
Shifted Rear
Hey Guys,
I love your magazine. I have a 1995 Chevrolet Caprice and currently have a set of BMR extended upper and lower control arms installed. The problem is that the entire rearend has shifted about 1/2-inch towards the passenger side, I just replaced the rearend with an 8.5-inch unit from a police car since it's overall shorter. I was kind of trying for the "two birds, one stone" deal since I thought it was shifted due to the bushings, but I installed the new rear and the same problem exists. Any ideas?
-Rick
Magnolia, TX

As I walked along the retaining wall at Gainesville Raceway, my back turned to the water box, I heard it long before I saw it. Over the silence of an almost empty track, somewhere in the staging lanes David Lazear powered up his '98 Camaro. Turning the key brought all eight cylinders to life, a cackling roar that could only come from a high-compression small-block. I turned and waited, camera in hand, ready to see David roll through the water box. After what seemed like an eternity, the cackle became much more intense, much louder and in the distance I saw a streak of silver and black turn onto the sticky track surface. A small blip of the throttle to wet the tires and then, in an instant, tire smoke-tons of it. Pulling up further, David lit both bulbs and laid into the throttle, bringing all 408 cubic inches up on the trans-brake, a sound that can only be described as pure bliss. As the green...

Young at Heart
Sixty-year old Steve Weisman of Atlanta, is a self-confessed "true Chevy fan," although he grew up in the '60s driving-of all things-Mopars! Once he converted to the right side, Steve's addiction took off, to the point of building this gorgeous '01 SS Arctic White convertible, a car that looks as good as it performs. Under the hood, Steve has installed a Magnuson MP112 supercharger, ported and polished LS6 cylinder heads, and a matching custom-ground camshaft. On the stock bottom end, Steve has already made over 500 rwhp and 472.6 lb-ft of torque, which keeps him ahead of the pack whenever he feels the need. If you're in the Atlanta area, keep your eyes peeled for this head-turning SS, it won't be standing still for long.

Following my nitrous explosion and rebuild in the July issue I've had a couple aggravated emails from the LT1 faithful to which I would like to respond. Having owned an LT1 for the past five or so years, I have nothing but respect for anyone who has chosen this often-frustrating and discouraging path to automotive excellence. All your friends with LS1s are going 10s with a cam, exhaust, and nitrous while you are replacing your Optispark for the 20th time and looking for someone to tune your new motor.