Chapter 5: Engine Builds and Swaps
Cylinder Heads
Camshafts
Valvetrains
Crate Engines
Swaps
Cranks and Rods
Pistons
Fuel Options and Compression Ratios
Oiling Systems
Custom Engine Builders
Building Yourself
How-To Projects
Heads and Cam Install
VVT Cam Swap and AFM Delete
Camshaft Degree and Piston-to-Valve Clearance
Rocker Trunnion Upgrade
RHS LS7 Build
Chapter 6: Power Adders
Nitrous
Superchargers
Turbochargers
How-To Projects
Nitrous Install
TVS2300 Supercharger Install
Custom 4.5L Whipple Supercharger Install
Chapter 7: Fuel System, Ignition and Tuning
Engine Management System Tuning
Ignition Systems
Fuel Systems
How-To Projects
Fuel Pump Install
Methanol Injection
The Tuning School Method
Flex Fuel Conversion in EFI Live
Source Guide
Those were dark days in the early aughts when General Motors canceled the production of the Camaro. General Motors’ enthusiasts were forced to make due with a converted Australian sedan and the back-seat-less Corvette. Although both were formidable options, they simply could not replace the Camaro. It is a legendary nameplate with faithful followers who just wouldn’t convert. The power of the brand was just so strong that Chevrolet had to bring it back. Enthusiasm had only been building for the LS platform, as stock fourth-generation Camaros were becoming hard to come by. And today no one thinks twice about putting an LS engine in anything from a 1969 Camaro to a Porsche 911. Although some looked at the Camaro’s absence as a negativism, today you can look back on it as a caesura in its lyrical history. The pause added punctuation to what had become a literal powder keg.
January 9, 2006, was a momentous day for GM enthusiasts. At the time, I was still a little green as associate editor of GM High-Tech Performance (GMHTP) magazine when General Motors unveiled the Camaro at Cobo Hall in Detroit, Michigan. But the excitement within our staff and enthusiasts was palpable. It already had a formidable engine to power it, the 400-horse LS2 V-8, so it just needed the new Zeta chassis to call home. A year later General Motors served up the Pontiac G8 GT sedan as an hors d’oeuvre, which used the same chassis and the lower compression, rectangular-port L76.
By the time the 2010 Camaro coupe hit the streets three years later, I was at the helm of GMHTP. The production cars were available prior to the press cars, so I arranged to drag test a stick and an automatic with private owners who had placed early orders. By that time, the magazine had been moved to Tampa, Florida, where I located an automatic version and headed to Bradenton Motorsports Park. In the heat and humidity, it went 13.38 at 105 mph. A week or so later, I headed back to New Jersey to test Redline Motorsports’ stick car, which went 13.09 at 110 mph at the legendary Englishtown Raceway Park. The stick car later went 12.89 with more seat time and better conditions. Despite some regression from the fourth-gen, the fifth-gen was far superior to the Challenger R/T Classic that was tested on the same day.
At news of the testing, fourth-gen purists cried fowl. Instead of remembering the early days of the LS1, they tended to remember the times run in mineshaft conditions by professional drivers after nine years of familiarity with the platform. As time has gone on, the fifth-gen has proven to be a formidable platform even for drag racing. But it has taken some adjustments and changes in thought. As someone who has owned several fourth-gens, I originally preferred it as a drag racing platform. But the retro modern looks of the fifth-gen, combined with its safety, are particularly appealing if you prefer to drive your Camaro on the street (as many of us do).
Case in point: I wouldn’t think twice about strapping my daughter into the car seat in the rear of a fifth-gen. Fourth-gen? Not so much. And if you are building a dedicated race car, it is not hard to drop some serious weight out of the chassis. That’s why it is not surprising that as the fifth-gen has become more affordable in the secondary (used) car market, you are seeing more of them at the track.
It has been my privilege to cover the Camaro’s rebirth, as well as the gamut of modifications that tuners and builders have undertaken. I was at the first drive of the 2012 Camaro ZL1 at Virginia International Raceway, the 1LE at Gingerman, and countless National Muscle Car Association (NMCA) races, including the Fastest Fifth-Gen Shootout that I conceived and sponsored as editor of GMHTP. I hope that the knowledge accumulated from these events, racers, enthusiasts, and experts throughout the industry can help others who love the fifth-generation Camaro for years to come.
Writing a book is a large undertaking, much greater than one man. I would first like to thank Joseph Potak, who basically handed this opportunity to me on a silver platter. Joseph is a stand-up guy who I have known through the industry for years, and I wish him all the best in his globetrotting adventures.
I must also acknowledge the staff at CarTech for putting up with my delays as I launched and grew my business.
Considering the tremendous amount of photography in this book supplied by manufacturers and shops, I clearly owe these ladies and gentlemen some credit as well. That was the glue that kept this book together.
I also owe thanks to my wife and daughter for their continued love, support, and understanding.
Last, I would like to acknowledge General Motors for making this wonderful machine and enthusiasts (like you) who support this industry. Because of you, I haven’t worked a day in more than 12 years.
All photos in this chapter are courtesy of General Motors.
Following an eight-year absence in the market, the fifth-generation Camaro ushered in a new era at Chevrolet. The 2010 Camaro hit the streets amid General Motors’ bankruptcy but was not indicative of the old General Motors that built the fourth-generation Camaro, let alone the Pontiac Aztec or made any number of questionable decisions that led to its financial demise. Instead, the fifth-gen was symbolic of a reinvigorated commitment to quality and customer satisfaction. Its long-awaited return brought the world-class performance and craftsmanship in a safer (re: