Over the years we've been involved with a number of Gen III and IV engine builds and for longtime readers, you may even recognize the current LS2 that we've recently rebuilt. If so, then you'll know that this will be the third incarnation since the January '07 issue.inline_mediumwraptextright26491871/tech/engines_drivetrain/shortblock/1003chp_404ci_ls2_carburetor_engine_build1003chp_01_o+1003chp_404ci_ls2_carburetor_engine_build+crankshaft.jpgTrue

It's been said on many occasions, often by the losing drivers, that an autocross or open track event essentially becomes a tire race when a certain size and compound aren't mandated. The sentiment is that even if all else is equal, the tire can be the deciding factor. And to a certain extent that is true; just like a good driver can improve a car's ability to perform, good tire choice can make the playing field surprisingly level between mildly and wildly modified cars.inline_mediumwraptextrightPrepping the car requires removing everything from the rear for working room. We'll get into the finer points of removing the stock rear suspension in the next F73 installment that covers the DSE rear suspension package, but for now we're just going to start with a clean slate for the mini-tub installation.26493128/tech/paint_body/bodywork/1003chp_1973_chevy_camaro_wide_wheel_tub_install1003chp_01_o+1973_chevy_camaro_wide_wheel_tub_install+stock_rear_suspension_removal.jpgTrue

It's been some time now and we've been toying with the idea of finally getting the big-block between the framerails for good. Along the way we have hit some snags here and there for sure. Our initial trial fit revealed fitment issues with the headers and valve covers, and there was no means of fastening the transmission to the factory crossmember.inline_mediumwraptextright27706273/tech/engines_drivetrain/transmission/1003chp_chevy_el_camino_big_block_engine_transmission_custom_driveshaft_fitment_check1003chp_01_o+chevy_el_camino_big_block_engine_transmission_custom_driveshaft_fitment_check+engine_stand.jpgTrue

If you are like the rest of us, the first thing you want to do is find out what's available for any potential project cars you may be looking to get into. On the other hand, if you've already got the car you want in mind, then you're probably doing extensive research to find out what's available and what will work best based on your individual needs.inline_mediumwraptextright26488472/tech/chassis/suspension_steering/1003chp_chevy_camaro_nova_bolt_on_suspension_packages1003chp_02_o+chevy_camaro_nova_bolt_on_suspension_packages+custom_suspension_kit.jpgTrue

If there's a common thread amongst Moroso's vast array of products, it's that they're all hardcore, every single one of them. Founded by racers for racers, few companies have contributed to kicking the snot out of the guy in the other lane more than Moroso. Whether it's an oil accumulator, a vacuum pump, or a dry-sump pan, if you need something out of the Moroso catalog, chances are you have a pretty serious street or strip combination. Even the company's more mainstream parts, like deep-sump oil pans and front drag skinnies, are a staple of every dragstrip in the country. However, meeting the demands of high-end racers-who can spot shoddy craftsmanship from a quarter-mile away-is no easy feat. For a behind-the-scenes look at what it takes to keep such a legendary marquee at the top of its game, we recently had a conversation with company President Rick Moroso. As we found out, parts once associated only with high-end race cars are becoming much more common in street applications, which translates to more power potential for the average street machine.inline_mediumwraptextright31916877/tech/engines_drivetrain/shortblock/1003chp_moroso_performance_company_insight1003chp_02_o+moroso_performance_company_insight+rick_moroso_ceo.jpgTrue

One of the easiest modifications anyone can do to their project vehicle is to relocate the battery to the rear of the car. Not only will you improve weight distribution by adding it over the rear tires, it will also free up space in the engine bay, giving you a much cleaner look. It wasn't long ago when doing this type of installation presented a host of minor issues. Most parts were sourced from various companies and getting large-gauge wire had to be acquired from any number of hardware and/or welding supply stores. These days many manufacturers offer kits that come complete with everything you'll need. To take advantage of one of these systems, we decided to order one up for our nose-heavy Nova; which would be an added benefit for the serious suspension tuning we have plans for.inline_mediumwraptextright31916007/tech/interior/wiring_gauges/1003chp_summit_racing_battery_relocation_kit_and_cutoff_switch_install1003chp_02_o+summit_racing_battery_relocation_kit_and_cutoff_switch_install+simple_modification.jpgTrue

5-Spoke Rally Wheels
Year One has always offered the components and parts you needed most to start your build. So why not complete the project car with a set of fresh 17x9 wheels. These new, shiny hoops are a version of the "5-Spoke Rally" wheels which originally came on '70-81 Z28 Camaros and '71-72 Chevelles. The Year One wheels feature a 5-inch backspacing and come with a machined lip. Both wheels will accept the original-style center caps and lug nuts and even come in your choice of two different finishes. Get them in either powdercoated gunmetal gray or a polished aluminum finish.

Price: $750 Per Set
Year One Inc.
800.932.7663
Yearone.Cominline_mediumwraptextright31934496/tech/additional_tech/other/1003chp_march_2010_chevy_performance_parts1003chp_01_o+march_2010_chevy_performance_parts+custom_rims.jpgTrue

Make note of it, bigger is better isn't a mantra for the weak-hearted and such is the case when it comes to cylinder head technology. For years, Airflow Research (AFR) has been synonymous with big-steam powerplants with their line of conventional 23 degree heads. And these days, AFR is still a very progressive company, making serious strides to stay ahead of the competition.inline_mediumwraptextright31487190/tech/engines_drivetrain/cams_heads_valvetrain/1002chp_airflow_research_235cc_cylinder_head_performance_test1002chp_01_z+airflow_research_235_cylinder_head_performance_test+performance_engine_parts.jpgTrue

"Everything" may be a rather vague term, but when trying to figure out what factors determine the ideal spring rate for a car, it's pretty darn accurate nonetheless. To put it succinctly, anything that adds or removes weight from a car affects the optimal stiffness of a spring. Aluminum flywheels, A/C systems, fiberglass hoods, power steering boxes, aluminum heads, and a driver's midsection girth all swing the weight total in different directions, but each and every component that has mass plays a role in spring rate selection. With the countless variables that can alter a vehicle's weight, it's not surprising that GM had to use more than 100 different rear spring rates on the first-gen Camaro and its Nova platform-mate at the factory.inline_mediumwraptextrightSpring terminology can certainly get confusing. A spring's free length, as pictured here, is its length when detached from a car with no load placed on it at all. Its solid height is its length when compressed all the way, and a spring's travel is the difference between its free length and solid height.31485822/tech/chassis/suspension_steering/1002chp_how_to_pick_the_right_spring_rate1002chp_01_z+how_to_pick_the_right_spring_rate+coiled_springs.jpgTrue

Small-Block Chevy Engine Buildups
The Editors of Chevy High Performance magazine
How to build small-block Chevy engines for maximum performance. Includes sections on heads, cams, exhaust systems, induction modifications, dyno-tested engine combinations, and complete engine buildups.

Part # HP1400
ISBN: 978-1-55788-400-8
EAN: 9781557884008 51995
UPC: 0 75478 01400 2 8 1/2" x 11" 192 pp. $19.95/$24.00 Can.inline_mediumwraptextright31411896/tech/additional_tech/other/1002chp_chevy_small_block_big_block_transmission_building_books1002chp_07_z+automotive_catalog_2010+engine_building_faq.jpgTrue

The Rack
Chassisworks Nitrous Bottle Storage
Chassisworks has always been on the forefront of fabrication and design and have created a simple yet effective method of stowing your nitrous tanks safely and conveniently. Individually crafted from a combination of steel and aluminum, they will hold industry-standard 10- to 15lb, 6.90-inch diameter bottles. Racks are available as vertical stand-up models or a lay-down style that places the bottle at a 15 degree incline. Steel top and bottom support plates are powdercoated and the billet components, including the stand supports and interlocking latch mechanism, are anodized for a rugged and durable finish. To eliminate movement, all contact surfaces are fitted with rubber guards. Optional features include aluminum grab handles and precision machined 9/16- and 11/16-inch nitrous bottle wrenches for -4 and -6 AN fittings.

Price: Starts At $180
Chris Alston's Chassisworks
916.388.0288
cachassisworks.cominline_mediumwraptextright27368275/tech/additional_tech/other/1002chp_february_2010_chevy_performance_parts1002chp_16_z+february_2009_chevy_performance_parts+performance_nos_kit.jpgTrue

It's a drill every gearhead can relate to: turn 18, get a credit card, order up go-fast goodies from Summit Racing, and then repeat on a monthly basis for the rest of your adult existence. By offering budget-strapped racers affordable prices on the hottest aftermarket performance hardware, few companies have done more for the hot rodding cause than Summit. For speed junkies, perusing the Summit catalog in the garage or cubicle is as routine as breathing. Considering the significant role the company plays in the enthusiast lifestyle, we took it upon ourselves to answer the question that everyone has pondered at some point. Exactly what does it take to run a veritable automotive empire, and what goes on behind the scenes at Summit?inline_mediumwraptextright26119706/tech/additional_tech/other/1002chp_summit_racing_world_speed_shop1002chp_02_z+summit_racing_world_speed_shop+engine_stand.jpgTrue

It's hard to believe-and it won't be long now-but the El Camino is nearly on its feet, literally. Originally, our plans for Project Brutus blueprinted a corner-carving street car. However, as with any project, budgets rule the roost and they can dictate where parts begin and the wallet ends. So for now, we have brought the El Camino back down a bit to a more moderate budget with ties to basic street/strip duty.inline_mediumwraptextright26119094/tech/chassis/suspension_steering/1002chp_chevy_el_camino_steering_components_upgrade1002chp_02_z+chevy_el_camino_steering_components_upgrade+performance_parts.jpgTrue

A lot of good things can be said about the evolution from the first to second generation Camaro. For example, the '70-81 cars had vastly improved suspension geometry, larger factory wheelwells, and a more aerodynamic fuselage style body. But one thing definitely not on the list is excellent structural rigidity.inline_mediumwraptextright26116718/tech/chassis/frame/1002chp_detroit_speed_subframe_connector_kit_install1002chp_01_z+detroit_speed_subframe_connector_kit_install+suspension_upgrades.jpgTrue

While on paper our Boulevard Bruiser ("Ground & Pound," October '09) seemed well at home in the upper rpm. A closer look revealed a less-than satisfactory issue with valve float and subsequently a loss in power. It's been known that the more cubic inches the more difficult it is to spin that reciprocating mass at high rpm. Yet, with the availability of off-the-shelf items such as lightweight and higher tolerance valvetrain components, the ability to wring out even more power is also available with the right combination.inline_mediumwraptextright26115125/tech/engines_drivetrain/cams_heads_valvetrain/1002chp_chevy_496_comp_cams_roller_rockers_valvespring_upgrade1002chp_01_z+chevy_496_comp_cams_roller_rockers_valvespring_upgrade+performance_engine_parts.jpgTrue

While the ultimate objective for Project F73 has been pretty clear in our minds since the beginning, we've only recently gotten serious about making solid progress and final decisions on the parts needed to get there. Sure, we got a little distracted by easy cosmetic upgrades such as our RS front clip swap and the temptation to spray on some shiny new paint, but we came to our senses and realized we were putting the cart before the horse. So, we're getting back to the meat of the project-the chassis and suspension package that's going to transform F73 from a mundane muscle car into a street car with real track cred.inline_mediumwraptextright26815495/tech/chassis/suspension_steering/1001chp_performance_front_subframe_suspension_swap1001chp_01_z+performance_front_subframe_suspension_swap+chop_shop.jpgTrue

Pro Torker Small-Block Cylinder Heads
If you want to stray away from custom one-off cylinder heads but still retain and match OE specs for valve angle, intake port size, and configuration-as well as combustion chamber design, the RHS Pro Torker is the ticket.

The RHS Pro Torker cylinder head is an iron cast design to help keep costs down, but offers four different styles to choose from. While all runner lengths remain the same at 170cc on the entire Pro Torker line, a choice of 76cc chambers with 1.940/1.500- or 2.020/1.600-inch intake/exhaust valves are on hand. For more squeeze, a smaller 67cc chamber and 1.950/1.500- or 2.020/1.600-inch intake setup is also available. Water jackets have been redesigned for improved cooling and an improved casting design with thicker exhaust face and deck surfaces eliminate distortion or cracking.

Price: $225 Each (Bare)
RHS
Memphis, TN
877.776.4323
racingheadservice.cominline_mediumwraptextright26923759/tech/additional_tech/other/1001chp_january_2010_chevy_performance_parts_accessories1001chp_02_z+january_2010_chevy_performance_parts_accessories+performance_engine_cast.jpgTrue

There's good reason why his friends call him the Indiana Jones of the tire business. That's because until Corky Coker came along, collector car enthusiasts were in a real pickle. With big-name tire manufacturers having long abandoned the vintage car market, enthusiasts had nowhere to go to get tires for their restoration projects. Corky recognized this void, and began expanding his company's antique tire division in 1974. After convincing large tire companies, such as Firestone and Michelin, that reproducing vintage tires was a good idea, Corky obtained the licensing rights necessary to start manufacturing them. Due to the global nature of the tire business, Corky literally traveled the world hunting down antique tire molds. The hard work paid off, and today Coker Tire has over 1,000 different part numbers, and has grown from a 500-square-foot shop into a 100,000-square-foot empire in Chattanooga, Tennessee. Interestingly, although Coker's reproduction tires resemble their old-school counterparts, they feature the latest in modern tire innovations. To find out more about what goes into designing everything from whitewalls for street rods to bias-plies for muscle cars, Corky was kind enough to let us pick his brain. During our talk, we even covered some of the most basic yet commonly misunderstood aspects of tire design as well.inline_mediumwraptextright26920669/tech/chassis/wheels_tires/1001chp_coker_vintage_tire_insight1001chp_02_z+coker_vintage_tire_insight+tire_store.jpgTrue

Quick Notes
What We Did
Replaced the old and worn-out alternator with a 130-amp DUI unitinline_mediumwraptextright26871646/tech/additional_tech/other/1001chp_1972_chevy_nova_alternator_replacement1001chp_02_z+1972_chevy_nova_alternator_replacement+engine_tuning.jpgTrue

Cylinder head technology is an ever-growing evolution and these days, conventional 23 degree heads have never been better. Some say the incredible advancement comes from the needs of drag racers, who subject themselves into stringent classes requiring conventional heads. This may or may not be true, but whatever the case, cylinder heads are significantly better from what was available in the past.inline_mediumwraptextright1. Springs
The standard spring package has a 1.950-inch installed height and comes with a 1.550-inch diameter roller setup that's good for up to 0.700-inch lift with seat pressures at 240 lb closed and 550 lb open. Optional springs that can handle up to 0.750-inch are also available or Brodix can assemble the heads with springs supplied by the end user.

2. Rocker Mount
Conventional roller rockers will easily bolt on, however for all-out performance applications, it's highly recommended to upgrade to a shaft-mount system.

3. Ports
Every 229 features a full intake and exhaust CNC port.27388102/tech/engines_drivetrain/cams_heads_valvetrain/1001chp_oval_port_small_block_cylinder_heads1001chp_01_z+brodix+oval_port_229_cylinder_heads.jpgTrue

It shouldn't be this way though. Running through the streets is always a good time; however, drivers should also be able to experience the open road where cruising at 70 mph and above (if you dare) is the norm. The slow lane is no place for muscle cars to hunker down. In the past, the only way to keep the highway rpm low was to install a lethargic set of rearend gears. While this made high-speed cruising tolerable it made for a fall-on-your-face personality on the street. Once those tires lose bite, forget about it.inline_mediumwraptextright25733477/tech/engines_drivetrain/transmission/1001chp_1966_chevy_chevelle_gear_vendors_unit_install1001chp_01_z+1966_chevy_chevelle_gear_vendors_unit_install+cone_course.jpgTrue

Even though most of the effort put underneath a chassis is hardly ever seen, it can definitely be felt and more importantly provide a peace of mind that the foundation is safe and sound. Nobody likes spending endless hours underneath the car spinning a pneumatic wire wheel while particles launch into your face and eyes. Still, when it's all said and done, it's well worth it. Revamping the suspension on your project doesn't have to involve a truckload of cash. If the focus is placed primarily on swapping out the worn components, then the costs should remain relatively low.inline_mediumwraptextright26863396/tech/chassis/suspension_steering/1001chp_chevy_el_camino_rear_bushings_shocks_springs_sway_bar_upgrade1001chp_01_z+chevy_el_camino_rear_bushings_shocks_springs_sway_bar_upgrade+performance_suspension_system.jpgTrue

Cooler Power

Second-Gen Camaro Radiator And Core Support Combo
Fans of long-nose second-gen Camaros are crafty individuals and stuff everything from big-inch monsters to LS engines in the bays. Knowing the importance of keeping things on the cool side, AutoRad's complete aluminum radiator and core support system is an all-in-one cooling solution. Not only is the core support crafted from 0.125-inch aluminum, but the unitized system is completely bolt-in and comes ready to drop in. All radiators are made from 0.090-inch aluminum, have ribbed headers, and vacuum-brazed cores. Two rows and 1-inch tubes (optional 11/2-inch tubes) come standard. Upgrade to the dual fans with an aluminum fan shroud and the combination will prevent even the most powerful engines from overheating. Optional assemblies are also available in brushed, polished, or powdercoated finishes and all components come with a 2-year warranty.inline_mediumwraptextright30724647/tech/additional_tech/other/0912chp_december_2009_chevy_performance_parts0912chp_02_z+december_2009_chevy_performance_parts +aftermarket_camaro_radiator.jpgTrue

Some hot rodders are reluctant to embrace the indisputable virtues of technology. Let's call them traditionalists. Others would rather push a Ford than drive a Chevy. Let's call them victims of brand loyalty. Then there are those who are more impressed by the number of valves an engine has, and the rpm it turns, than the tally it posts in the hp column. Now they're just out of their mind. In just a little over a decade, GM's LS engine platform has converted hoards of traditionalists and even Ford loyalists alike. These days, Gen III and IV small-blocks are popping up in everything from Chevelles to Mustangs, to BMWs, to Mazdas, to Jaguars, to Hondas, to Datsuns, and even Porsches. Staggering power, low mass, compact external dimensions, and excellent fuel mileage have made the Gen III/IV small-block the new King of engine swaps. Perhaps the most significant factor is the sheer number of LS motors now piling up in boneyards-which translates to cheap cores-and the constant influx of affordable aftermarket parts. Some of the cheapest and most potent hardware of all comes straight from the factory, as GM has continually updated the platform since its inception. There are now more than two dozen Gen III and IV variants in existence, so we've set up this guide to explain the differences between them to help you decide which is most appealing for your project car.inline_mediumwraptextright26491108/tech/engines_drivetrain/shortblock/0912chp_performance_chevy_ls_engine_comparison0912chp_01_z+performance_chevy_ls_engine_comparison+engine_faq.jpgTrue

If you recall from our November '08 issue ("A Monster is Born"), Steve Brulé of Westech Performance built a superb naturally aspirated 12:1 496ci big-block. We made good use of its internals too with a solid rotating assembly starting with a Lunati 4.125-inch stroker crank and 6.385-inch I-beam rods. The bores were then plugged with 48cc domed Wiseco pistons and topped with a heavy breathing pair of cylinder heads from AFR to create 12 points of compression. The AFR 325 as-cast lungs we installed flowed 385 cfm on the intake and 285 cfm on the exhaust at 0.700 inch of lift. At the center, we chose a high-lift Comp piece to deliver 274/280 intake/exhaust degrees of duration at 0.050 inch of lift and pulled out a matching set of solid roller Comp lifters. When all was said and done, we planted the mule on Westech's 902 SuperFlow dyno for testing. The bored and stroked combination churned out 780 hp and 658 lb-ft worth of stump-pulling force without even breaking a sweat.inline_mediumwraptextright30701481/tech/engines_drivetrain/shortblock/0912chp_chevy_big_block_zex_nitrous_perimeter_plate_install0912chp_01_z+chevy_big_block_zex_nitrous_perimeter_plate_install+aftermarket_power_adder.jpgTrue