303HP 5.3L V-8 IMPALA SS
Fuel-Altered Thrills At 28 Mpg
It's been nearly 10 years since the Impala's had what it has always deserved. A stompin' V-8 under the hood is what makes this latest iteration a very interesting bundle to drive. The supercharged 3800 V-6 was a nice try, but the new V-8 literally rolls all over it. Its bags smoother, it sounds like an SS should and scoots like a bad monkey when you stomp the loud pedal. The Fuel Altered connection? Throttle this dude from a standstill and you'll likely be tooling torque steer like Wild Willie Borsch.
The best-looking SS since the '90s reincarnations can naturally be pimped out like any factory ride. There's leather for the heated seats and full amenities (including remote engine start) for comfort and convenience. The mechanicals are right in line, too: 18x7 alloy wheels fixed with 235/50 Goodyear RS-A rubber (with low pressure warning), a heavy-duty 4T65-E transmission, 3.29:1 final drive, and a firm but malleable FE3 suspension package. There's spacious room for five and a mammoth trunk to go with it. In all, the SS sports a curb weight of 3,712 pounds.
We saw mule cars years ago with 5.7L conversions, but were under the impression they would have no real chance in the outside world. Somebody with some brains gave the go-ahead to lower a front-drive-specific 5.3L (LS4) engine in the Imp (as well as the Pontiac Bonneville). Torque output is 323 lb-ft and it lays thick over the rpm band.
Thanks to Displacement On Demand (DOD), the V-8 runs on only half its cylinders during cruise mode, so the payback can be as much as a 25-percent improvement in fuel economy under the right conditions. The transition from four to eight cylinders and vice-versa is absolutely seamless. Simply explained, the solenoid- control valve assembly located in the engine valley contains solenoids that direct the feeding or the withdrawal of high-pressure oil to the lifters in a sequence. Engine oil flows to the solenoids from passage in the block and (based on the position of the solenoid valve) either activates the lifter (enabling normal operation) or deactivates it (disabling the valvetrain), allowing the engine to run with half of its cylinders operating. Ain't technology grand? -Ro McGonegal
Young Guns
Imagine getting the chance to build a '69 Camaro in your high school auto shop class. Under the hood of the Camaro is a small-block Chevy and your instructor thrives on high-performance cars. In the class you learn about porting cylinder heads, posi-traction rearends, high-lift camshafts, and more. If you attend Oswego East high school (45 miles west of Chicago) and are part of Mr. Guy Tiberio's Oswego East Auto Club, it's not a dream but a reality. The 25 students in the club (both guys and gals) are this month's Young Guns entry and have been busy restoring and building this SS Camaro. Steve Sandlin (owner of the Inciner8tor and the GTO-turned-Chevelle HRSS454) donated the Camaro to the school so the students would have something fun to work on.
So far the Camaro is fitted with a 350 small-block, a four-barrel carburetor, TH350 transmission, and houndstooth seat trim. Next they plan to replace the rims, install a new transmission, headers, 4.10 posi, better brakes and suspension items, and, best of all, a totally built small-block with lots of horsepower. The high school club plans to attend car shows and race at the drag races once the car is reasonably completed.
To help with the high school's club project, Mr. Tiberio is looking for sponsors and donations. In the meantime he has plenty of enthusiasm, hard workers, and a great game plan. If you'd like to contact Mr. Tiberio, he can be reached at Oswego East High School or by e-mail at gtiberio1220@oswego308.org.