Nothing about this chassis is stock. The front and rear subframe have been disassembled and rebuilt with components from Martz Chassis. The Camaro got a Mustang II-style front suspension complete with coilovers housing adjustable QA1 shocks, 11/8-inch splined adjustable sway bar, rack-and-pinion steering, and Detroit Speed and Engineering’s steering accessories. The rear got a three-link coilover setup with Panhard rod and sway bar to control the squat and roll setup by Krause Racing.
Body and fab man Scott Dees took over the custom metalwork on this car. The goal was to perform modifications that wouldn’t jump out at you, but rather minimize the number of things to notice. Dees shaved the driprails, body seams, door handles, and side marker lights. He built up the window channels to allow the glass to lay flat with rounded edges. The floorpan was raised to drop the car’s body around the suspension. He installed DSE mini-tubs to clear the meats out back. Painter Craig Rogers took over paint duties after Dees had the car blocked and primed. Brandon used Rogers for the black car, and was confident he could lay the difficult-to-spray silver.
Parting from the small-block Chevy he had been accustomed to, this Camaro would get something to really fill out the fenders. He started with a 454 block and sent it over to the machining wizards at S&S Automotive in San Leandro. There they punched it 0.060-inch over and fit JE forged pistons to make an easy-breathing 9:1 compression ratio. The rest of the rotating assembly was stocked with Eagle H-beam long rods and forged stroker crank to total the inch count to 496. Tying the crank to the cam is a Pete Jackson geardrive. COMP Cams was in charge of the valve’s action with a solid roller having 0.688/0.700-inch lift and 260/272 degrees duration at 0.050-inch lift. From there it’s all COMP to the titanium valves. Heads and intake were CNC-matched Brodix pieces big enough to handle the engine topper, a ProCharger F-1R centrifugal supercharger through a Carb Shop 1,030-cfm carburetor. MSD’s ProBillet distributor and Digital 6 controlled the 34 degrees of timing across the rpm range. The psi-packed exhaust gases found egress through Hedman Hussler 21/8-inch primary headers to 3-inch exhaust tuned by Flowmaster mufflers and tailpipes that extend past the rear axle. Engine dyno results gave Brandon bragging rights with 888 hp at 6,500 rpm and 767 lb-ft of torque at 5,200 rpm.
From the McLeod flywheel and dual-disc Street Twin clutch was a Tremec TKO 600 five-speed sure to handle the power. The custom driveshaft pointed at the 56-inch-wide Ford 9-inch with 3.50 gears and a Detroit Truetrac gear-type posit unit.
Set on cruising, Brandon needed comfort in his cage. He brought the car to Genesis Upholstery in Walnut Creek, where it got the luxury car treatment. They covered the rear GTO seats with black leather to match the Corbeau seats up front. The factory Camaro dashpad was lined with the skin to complement the seats. Brandon chose Marquez door panels and a MOMO steering wheel to complete the updated, clean look. Power windows and door poppers were installed to make entry and exit possible, and the four-point rollcage and seatbelts keep the passengers safe. Tri-Valley Auto Glass popped in the new glass pieces to contain it all.
What’s the biggest tire you can fit under the Camaro? I want the next size bigger, Brandon said to DSE’s Kyle Tucker. Brandon stuffed 18x9 and 18x12 Fikse wheels wrapped in 265/35R18 and 335/30R18 BFGoodrich KDW 2 rubber. Appropriately, Brandon went with 13.5-inch Baer brakes to fill up the wheel. Brandon is a believer that any wheel larger that 18 inches is a waste. CHP