These days, you can find an LS orphan just about everywhere. Most fans adhere to the larger displacement variants such as the LQ9, L92, LS2, or LS3. Since the 6.0L LQ9 in Ric’s car wasn’t going to be stressed to the max, it retained the original cast/nodular rotating assembly and was poked with a proprietary-spec camshaft from Bret Bauer, but undoubtedly a hydraulic roller-tappet assembly. COMP pushrods bump OE 1.7:1 ratio rocker arms. The top end was capped with efficient LS6 cylinder heads and a sexy FAST intake manifold fitted with a 90mm throttle body. The motor operates with a street-gas– friendly 10.5:1 compression ratio and is fed by a Bosch 044 fuel pump. Five quarts of lube circulate throughout and coalesce in an OE-cast sump for redistribution. Coolant is traced via a Stewart water pump and travels through a custom-built G-Force aluminum core. Ancillaries (Powermaster alternator, Sanden A/C compressor, and OE power steering pump) are captured by a Vintage Air front runner. On the exhaust side of the equation, Lemons Headers with 13/4-inch primaries (HPC-coated) feed into a G-Force designed stainless tract (with X-pipe), thence to a pair of fully packed MagnaFlow muffs. Output from this spicy hors d’oeuvre is estimated to be 427 hp and 420 lb-ft of torque. Moving that torque to a palpable application is the business of a Spec Stage 3+ clutch assembly, the Tremec T56 Magnum transmission, and the custom-length Dynotech Engineering propeller shaft. Terminus is a Moser 9-inch that’s stocked with a 3.73:1 ratio and a Truetrac limited-slip differential.
A simple, surefire formula applied here: instill the basically frame-less body with everything on the Detroit Speed wish list. For the back half, G-Force laid up the QuadraLink four-bar system, antisway bar, and DSE coilover shocks. Rear ride height is 2 inches lower than standard. DSE spindles adopt tubular upper and lower control arms, antisway bar and adjustable coilovers bookend the hydro-formed stub. Total body drop is 2 inches. Steering is a power-assisted rack assembly.
As might be expected in a super crate like this, the brakes are blue-plate big—Wilwood front and rear, featuring 14- and 13-inch rotors and six- and four-piston calipers. Wheel size is typical, too. HRE C21 rims are 18 inches in diameter, and 10 and 12 inches wide. Omnipotent rubber (for slalom, braking, straight-line acceleration, and road course) is 275/35 and 335/30 Michelin Pilot Sport 2.
When the rough stuff was happening, G-Force nailed the big back tire dilemma with DSE deep wheeltubs and the attendant “frame” modifications. Since Ric had cared for and respected the Camaro in its prior lives, and because there were no subtle metal modifications to attend, body prep was minimal—but finishing it could have been infinite. G-Force’s Brad the Painter sprayed the Hugger Orange and corresponding stripes.
Before things began to move along too quickly, G-Force made lots of room for the custom stereo install and center console installations. An Alpine iPod head is accompanied by an Alpine amp, front and rear speakers, and a JL Audio subwoofer. Moving along, Auto Meter Sport-Comp II gauges are socked in a clean, straight custom dash panel. Helman’s Upholstery in Chambersburg dressed out the power-assisted Recaro-style Top Line seats and the backbench in a likely leather and suede combination to coincide with the Marquez door and side panels. CHP