The brakes are Wilwood multi piston units with lightweight rotors. A Wilwood pedal box is employed with dual master cylinders and a balance bar for full control of the brake bias. A Blu 808 hydraulic turning brake is used. Forgeline ZX3R wheels 18×9.5 front and 19×11 rear are wrapped with sticky 245/40-18 front and 305/30-19 rear Hankook RS-3’s, the 1.3 lateral G street tire. These amazing tires have recorded over 1 lateral G in drift on Tanner Foust’s Scion TC drift car.
|The AIM electronic dash communicates directly with the AEM ECU and takes the place of a whole bunch of conventional gages. Electronic dashes are a real boon for a race car simplifying things.
|Fuel cell adds to safety. An Aeromotive in cell fuel pump provides plenty of fuel to the thirsty supercharged engine.
|An Aeromotive regulator controls fuel pressure.
The approach to the engine is also quite simple. A GM Performance LSA engine is used to power the Camaro. The LSA is a supercharged all aluminum lightweight powerplant that is found in the Cadillac CTS-V. The LSA is a very sophisticated engine, with an alloy deep skirted fully cross bolted bottom end, forged steel crankshaft, oil jet cooled pistons and plug on coil ignition. The supercharger allows the use of a mild camshaft and thus the engine has a really wide powerband, important in a drift car. The LSA pumps out an impressive 556 hp and 551 lb/ft of torque, more than enough to be competitive in Formula D. What is really cool is that the engine is a GM Performance crate engine and can be purchased straight from GM performance. Want to build a killer Camaro? You can just buy a bulletproof and reliable factory built engine with no fuss and a two year warranty to boot!
|Wilwood six piston brakes with 14″ rotors grace the front of the Camaro.
|Lightweight Wilwood rotors and alloy hats cut rotating weight while still providing stopping power.
|The Camaro has an additional rear Wilwood caliper that is used as a turning brake. Conrad operates it through a lever near the shifter.
|A Wilwood pedal assembly and dual master cylinders, one for the front brakes and one for the rear couple with a balance bar allows for full mechanical leverage adjustably of brake bias. It controls the slop of the brake bias curve.
|This is the turning brake lever. The blue knob is for an adjustable proportioning valve to adjust hydraulic pressure to the rear brake. This adjusts the knee point of brake bias curve. The carbon dash also holds all of the switches.