We’re going by an odd spot in the universe where practical thoughtfulness doesn’t relate. This is a fantasy destination where the implausible became the standard and the inconceivable is the principle. At this point, the ride of decision is a vintage Chevy Camaro filled with Corvette ZR1 speed and handling.
Genuine car devotees call this Pro Touring (PT). On the hallowed tree of motoring, the PT branch flourishes a few appendages up from dragsters and a couple over from restomods. The vital fixings are over the top force, 1.0-g cornering and braking capacities, and stock sheet metal. The “Red Devil” Camaro built by GM engineer Mark Stielow is a PT track star taking on the appearance of a road legitimate F-body.
On the off chance that your membership to Car Craft has terminated: The ’69 Camaro is presently and perpetually the most valued muscle auto ever constructed. This model year’s blend of exemplary magnificence, clean size, and abundant under hood space makes it a most loved beginning stage for tuners and collectors. GM VP of global design Ed Welburn doesn’t just have one. He cloned the ’69 Camaro to reignite Chevy’s battle with the well-established Ford Mustang.
The Red Devil is No. 11 in a progression of ’69 Camaros kneaded by Stielow in the course of recent years. To the easygoing spectator, it’s a survivor that moved off a GM sequential construction system the year humankind made its giant jump to the moon. Be that as it may but don’t be tricked. This Camaro has doubled the ammunition in conjunction with the reinforced chassis that is expected to insult the bluebloods from Stuttgart and Maranello.
Demonstrating that he’s genuinely snared on velocity, Stielow stacked the Devil’s engine bay with a corrupt mix of LS7, LS9, and aftermarket power parts. His 7.0-liter Corvette Z06 block is topped with a ZR1’s cylinder heads, valve train, and supercharger. Inside, the best catalog parts that you can purchase are force-fed 12 psi of boost by an Eaton TVS supercharger turning 30 percent quicker than stock. A Tremec six-speed transmission sends an expected 756 horsepower back to a 3.25:1, nine-inch strong axle fitted with a Truetrac limited-slip differential and situated by a Detroit Speed suspension system. That same merchant likewise supplied the hydro formed sub frame, the front suspension, rack-and-pinion steering gear, and coil-over dampers fitted at all four corners.
The shock is the means by which placidly the Red Devil carries on. The motor flames right away and subsides into a neighborly 750-rpm idle, briefly stifling its wild side. The clutch is light, dynamic in its take-up, and simple to sync with the throttle for a created creep away. The pedals are perfectly positioned for heel-and-toe footwork, and Stielow’s shifter knows the fast route through the sustained T-56 gearbox.
To dial in the steering to his preference, Stielow trial-fitted three rack-and-pinion units before settling on one with low contact and feedback, the same technique was also utilized for tires. Testing on a Michigan race circuit, he trimmed valuable seconds of lap time moving from BFGoodrich to Michelin radials before introducing the last set of Goodyear Eagle F1 Supercar G:2 rubber.
Crisp test conditions kept the Goodyears from conveying their last additions of performance. On our 300-foot skidpad, the Red Devil cornered at an amazing 0.98 g with insignificant body roll and only a touch of under steer. With slight extra throttle pressure, we could effortlessly persuade this Camaro’s tail into a steady neutral drift. The secured rear axle and the shot that Stielow did in tuning his dampers, anti-roll bars, and steering system have resulted into a Camaro that is capable of being a cornering champion. A couple of hot laps around the road course and through our slalom cones affirmed that impression. The Red Devil turns in submissively, unquestionably snatches the cornering line.
To accomplish the modern stopping performance, Stielow included a Corvette Z06 antilock system to the Brembo penetrated rotors and calipers he fitted to the Red Devil. Notwithstanding a marginally supple pedal, we calculate a predictable, 171-foot 70-to-0-mph stopping distances with no insight of wriggle or blur.
Dispatching any 756-hp rocket without electronic help is not for sissies. Regardless of the chilly asphalt and a confined number of runs, we recorded acceleration figures within sniffing distance of a Corvette ZR1’s: 0 to 60 in 4.1 seconds (versus 3.4), the quarter-mile in 11.8 seconds at 127 mph (contrasted and 11.5 at 128). We’re persuaded that there’s a whole other world to be had, yet we ended accelerating. Another fascinating comparator is the ’69 Camaro ZL-1 we tried quite a long while back [December 1997]: That rubber-challenged survivor checked 0 to 60 in 5.2 seconds and the quarter in 13.8 seconds at 105 mph.
At the point when the Red Devil’s throttle is down, the racket inside rattles wax from your ears. However, this Camaro knows how to carry on. It has agreeable Recaro basin seats, useful instruments, compelling climate control, and a sensibly casual ride. The three-inch exhaust pipes don’t murmur, shake, or roar until they’re requested that do as such. Generally speaking, the Red Devil drives like an evacuee from the GM proving grounds.
Generally, Pro Touring is a credit card and inventory exercise. You begin with a perfect center. You pick your parts and subcontractors shrewdly, and exercise persistence building the car you had always wanted. On the off chance that you’re fortunate, you wind up with a car that is half as good as Stielow’s.
With twelve Camaros to his credits, Stielow has perfected his masterpiece. His under hood presentation is a van Gogh in matte dark red, also, zinc plating. To set up the ZR1 intercooler top for its new life, he processed off the plant “6.2L” mark to put in new “7.0L” lettering. The motor cover that initially bragged “CORVETTE” now peruses “CHEVROLET.”
By day, he adjusts future suspension system as GM’s vehicle-dynamics authority. During the evening, he builds the sweetest ’69 Camaros that can be purchased only with enormous cash. Mark Stielow is a Pro Touring’s 46-year-old pope. He begat the development’s name and co-composed its book of scriptures with how-to creator Will Handzel .
Stielow’s way to hot-rodding popularity began in the carport of his dad’s Kansas City trash pulling business. While he was a mechanical-building understudy at the University of Missouri, Stielow captained the school’s Formula SAE group, which he parlayed into a vocation following Camaros hustling in the SCCA’s Showroom Stock series.
Subsequent to getting his designing degree in 1991, Stielow joined GM as a Chevy Caprice improvement engineer. He graduated to GM’s motorsports technology department before getting to be Summit Racing’s chief product-development engineer in 1995.
Stielow’s return to GM in 1999 resulted in positive outcomes as he was promoted to a ride-and-handling development job at GM’s Milford proving grounds in 2000. He used to work with the legend John Heinricy for the development of the company’s SS and V series models.
Stielow has no aim of offering Red Devil. On the off chance that you need a clone, he’ll take you to his partners Kyle and Stacy Tucker at Detroit Speed. Their evaluated cost? $250,000. Excessively expensive? In the end, you’ll have the capacity to race a digitized adaptation of the Red Devil in a future Gran Turismo computer game.