Eric relies on a blown 412ci LS engine against a sea of nitrous-assisted rides. LS engine master Kurt Urban designed an RHS block-based powerplant that features some of the strongest components in the LS world. With a CDS-geardriven F-1R ProCharger forcing nearly 40 pounds of boost through All Pro 15-degree cylinder heads, this engine is capable of accelerating this 3,450-pound muscle car close to 140 mph in the eighth-mile on very small tires. For the internals, Urban chose a Callies crankshaft with a 3.9-inch stroke, Howard’s billet connecting rods, and custom forged pistons from Wiseco for a rotating assembly, while the valvetrain consists of Jesel shaft rockers, Manton custom pushrods, and a custom mechanical roller from COMP Cams. Other brands used include Total Seal piston rings, Urban-spec PAC valvesprings, RacePak data logger, and FAST’s XFI fuel injection system. The ignition, which is manipulated through the FAST system, utilizes a coil-on-plug setup, and a dry-sump oiling system maximizes power output by eliminating windage. Oh, and that block of aluminum sitting in front of the engine? That’s a PT3000 air-to-water intercooler from Precision Turbo. Alex Gutierrez of Big Head Motorsports fabricated custom stainless headers to direct the spent gases from the LS bullet, and Flowmaster 4-inch collector mufflers do their best to quiet the beast. For shifts, Eric turned to Steve Casner for a bulletproof TH400 transmission, and a Continental converter joins the whole mess together. A Chris Alston–fabricated 9-inch rearend with a full spool and 3.89 gears sits under the tail end of Eric’s ’69. This combo has been as quick as 5.38 at 136 mph, with a best 60-foot time of 1.31 on 26x8.5 slicks.
Chassis & Suspension
A 25.3-spec chrome-moly rollcage by Theo Dec at Wizard Racing surrounds Eric during his 5-second blasts. For those who don’t know what 25.3 means, this car is certified to run 6.50, weighing up to 3,600 pounds in the quarter-mile. A Funny Car–style ’cage envelops the driver, and the whole chassis is tied together at multiple points with various gussets and crossbraces—all in an effort to limit the car from twisting upon launch, as well as to keep the driver safe in case of a wreck. The entire suspension comes from Chris Alston’s Chassisworks’ catalog, including the front and rear tubular control arms, the front clip, and VariShock double-adjustable shocks. A pair of Split Mono-Leaf Springs from Calvert Racing are bolted up out back, and Smith Racecraft’s widely adjustable Maxx Trax bars help transfer the weight to the tires. Yes, that’s right, low 5s in the eighth-mile on stock suspension and 8.5 tires. Impressive, no?
The interior of Eric’s Camaro is simple and largely stock. The dashpad, analog gauges, carpet, and factory pedals are all there, and after sitting in it to shoot photos, we quickly realized how much of a street car this ’69 really is. With a milder engine we could totally picture it being a cruiser, seeing around the Funny Car ’cage would be a problem though. You’ll notice Eric’s passenger seat is still there too; usually the air-to-water intercooler gets bolted there, but Eric opted to mount it underhood instead.
Wheel & Brakes
A combination of a Stroud parachute and Wilwood’s disc brakes at all four corners bring this car to a halt after dragstrip blasts, while Mickey Thompson Sportsman Pro tires roll up front and Hoosier’s Outlaw 8.5-spec, 26x8.5 tires are abused in the rear. The tires, although only a true 9 inches when measured, are phenomenal for their size—racers have gone sub 1.2 60-foot times in the past. While this Camaro is currently competing in Outlaw 8.5, the wheeltubs can also accommodate 28x10.5 slicks. The wheels are Weld’s Aluma Stars all around, except Eric runs a beadlock setup in the rear to keep the rubber from rotating during those brutal dragstrip launches. Chp