As of late, Mast Motorsports seems to have become the pre-eminent LS engine master, supplying a slew of fantastic hard parts, the systems, and the complicated electronic whizbangs required to run them. On the main, DSE prefers normally aspirated powerplants and the one in this engine bay does not deviate. The Mast turnkey engine is founded on an LS7 4.125-inch bore block. Displacement is unchanged. Mast balanced the rotating assembly, which is composed of a Callies 4340 crankshaf and 6.125-inch connecting rods, and Mahle (forged) pistons, yielding an 11.1:1 compression ratio. They inserted a proprietary-spec camshaft along with Mast 7,500-rpm hydraulic lifters. They sealed the bottom end with a Mast cast-aluminum oil sump. Mast Black Label cylinder heads (all-new, improved castings, 0.750-inch deck, and more) flow a whopping 400 cfm on the intake side. Think that’s big-block territory? The combustion chambers are fitted with 2.20/1.65 Ferrea valves. Ancillaries include dual nitride beehive springs, titanium retainers, machined locks, and Mast pushrods. The heads are capped with Mast rocker covers and ignition coils. The M90 engine controller is also a Mast item. Induction solutions are easy for this engine, either the OE-type fuel injection or a carbureted intake manifold. Mast chose a FAST LSxR composite manifold fitted with a 90mm throttle body. DSE stainless steel headers maintain 17/8-inch diameter primaries and a 3-inch collector. Even on a bad day, the engine dyno posts 689 hp at very civilized 6,100 rpm and 590 lb-ft of torque. This much cayenne jolts a Centerforce DYAD pressure plate assembly—dual 10.5-inch discs, a floater plate and special flywheel—that offers light pedal action but tremendous clamping power. Behind it, a Bowler-modified TKO-600 five-speed and a 3-inch-diameter DOM (drawn over mandrel) steel driveshaft from Dynotech Engineering in Troy, Michigan. To keep the heat at bay, Kyle included a Setrab transmission fluid cooler that is equipped with a dedicate fan. Ham-fist twist is absorbed by a DSE 9-inch sporting a 3.89:1 ring-and-pinion, Detroit Truetrac differential, and meaty axleshafts.
Though a show car exterior isn’t necessary for a test mule, all DSE’s projects turn out crisp and clean regardless. These cars are drivers so there’s no time to worry about a stone chip here or a little cone rash there. The hands at DSE rubbed on the totally stock sheetmetal and then coated it with PPG Mulsanne Blue (a stock ’701/2 color, Code 26). The gang did make one concession to aerodynamics: There’s no passenger-side mirror.
Kyle went right for the jugular. Mondo Baer 6S brake sets are posted at every corner, flashing 14-inch rotors and six-piston calipers. These beauties are showcased by the Fikse Profil 5S modular wheels. The combo rests with 18x10.5 front hoops and BFGoodrich KDW 295/35 rubber and 18x12 versions aft plastered with 335/30 KDWs.
Underneath, this Camaro was treated to a DSE hydro-formed front subframe carrying DSE-modified C6 spindles, tubular control arms, double-adjustable coilover dampers with remote canisters and 450 lb/in springs, power steering rack, and a splined antisway bar. DSE lashed the ends of the second-gen together with subframe connectors and on the receiving end, they installed a four-bar QUADRA Link suspension, monotube coilovers (250 lb-in), and remote canisters. To install the 9-inch for the monster tires and mini-tubs, the housing was narrowed 31/2 inches and put to rest. These bones are right, tight, and ready to rip road.