Feature: Wes Odum's 383ci Z/28 Camaro

Most 4th-generation F-bodies are in pretty rough shape by now. They weren't exactly assembled with the highest standard of quality when new, and since they went out of production in 2002, they've mostly been bought cheap and had the crap beaten out of them.  It's easy to understand why: it's got a Corvette engine, and they're inexpensive.

So it's unusual to see a Z/28 that's actually in good condition - and Wes Odum's 2002 Z/28 35th Anniversary Edition qualifies.  The paint is still the same shiny blue it was when it came out of the factory, the dashboard's still black, and generally speaking it's hard to tell the car's had 84,000 miles and change roll under it's wheels, especially when compared to most Camaros.

But that's not what makes this car unique, because there are good condition Camaros out there.  No, what makes it unique is what's under the hood.

Modified LS1 Camaro's aren't uncommon, and there's a good reason why: you can make them go stupid fast for not a lot of cash outlay.  An aftermarket camshaft and ported cylinder heads will usually yield north of 400whp in a manual LS1-powered vehicle; considering a cam usually sets you back $300-$400 (it's pushrods, you only need one), it's a steal.  However, what you're left with is an engine that only makes the majority of it's power relatively high in the RPM range.  As great as the LS1 is, it didn't come with any form of variable cam timing from the factory, so this is a definite compromise for day-to-day driveability.

When a loss of cylinder compression lead to the diagnosis of a cracked ring land, Wes knew his LS1 needed a rebuild.  But rather than go with OEM components, he went an unusual route: a "stroker" motor, that is, additional displacement via an aftermarket crankshaft.  Let's dig into the what, the why, and the details on this unusual Camaro.

The engine's internals were rebuilt with a Callie's stroker kit, which bumps displacement from the stock 347ci (5.7) to 383ci (6.3L).  No half-assery to be found here, with Clevite bearings on the Callie's steel crank supporting heavy-duty H-beam rods on the bottom end.  The cylinder heads are still stock LS1 units, but there are a number of improvements beneath them, mostly utilizing OEM LS-block components.  That's the great thing about the LS engines: they're like Legos.  Comp beehive springs and titanium retains work with LS7 lifters (from the 7.0L Corvette Z06 motor) on the valvetrain side.  A revised oil pump from a C5 Corvette Z06's LS6 keeps things juicy, while a newer LS2's timing chain spins the gnarly-sounding Comp Cams camshaft, which besides being a 234/242, Wes would prefer not to describe as anything besides "big."

The motor is still mostly stock externally, with an SLP intake up front, and Pacesetter 1 7/8" long-tube headers feeding a rare GMMG exhaust system with turn-down dump tips blasting the ground right in front of the rear axle.  MSD wires help deliver a strong spark, and a Walbro 255lp/h fuel pump makes sure the huge V8 doesn't run lean.  A catch-can setup for the PCV (positive crankcase ventilation) system was added after the huge cam blew out the stock setup, which is pretty funny.

A major weak spot on the 4th-gen LS1's is the rear differential: add a lot of power and sticky drag slicks, and you can expect to start detonating things.  The weak-kneed GM 8-bolt was given the heave-ho for a gigantic Moser 12-bolt rear differential, which mounts 28-spline chromoly axles.  A Tru-Trak center section with LSD houses a steep 4.10 final drive ratio for alarming acceleration.  A custom steel driveshaft that can handle the power was fabricated as well, and a lightened stock flywheel is gripped by a Monster Stage 3 clutch.

Rolling stock consists of American Racing Torq-Thrust II alloys, sized 17x9.5 all around.  These wheels are a common choice for American muscle cars- it's the wheel that Ford made a knock-off of for the Bullett Mustang and later Mustangs - and it's because they look damn good.  The tires for street use are Nitto NT555's, 275/40 front and 285/40 rear.  For strip use, another pair of 17x9.5 Torq-Thrust II's are wrapped in "stickey mickey's" (Mickey Thompson ET Streets, basically DOT-legal drag slicks with "tread.")  Braking hardware is still stock, but the twin-piston calipers up front do a good job of slowing down the Camaro's 3400+lb weight, thankfully.

Around town, the Z/28 is surprisingly docile considering the monster engine under the hood.  The huge displacement coupled with the considerably low gearing (4.10's are pretty short) means you can short shift below 2,000rpm and still have enough torque to relocate your state.  That prodigious torque is the most noticeable thing: a hard 1-2 shift will send the back end skittering sideways down a dry road, sticky 285mm-wide tires and limited slip and all.

The sound it makes is wonderful, too - you can feel the idle from the lumpy cam just sitting still, and the whole car seems to shake on start up as the huge V8 bursts into life.  The acoustic signature of the down-turned 3" pipes that basically point at the pavement gives the car a menacing resonance, unlike most straight-piped Z/28's that gurgle like boat engines.

The interior is in remarkably good shape for an '02, but it's still an '02 Camaro, meaning the seats have about as much lateral support as a church pew, and the headrest stops about 4" short of the head of a full-sized human.  Future plans include a pair of Corbeau seats to prevent sliding out into the door panels, and it'll be a big improvement.  The Tremec 6-speed is topped with a pool-ball shaped shifter, and connected to a short-shift kit of some sort ("it was there when I got the car; seems to work alright.")  Obviously this car is about the motor build, not the stereo build, but Infinity Kappa speakers and a small amplifier in the trunk make the music sound better if you ever get tired of the song of the V8.  (You don't.)  T-Tops are nice, and a feature I wish cars still had today, but they do lead to some noticeable chassis flex.  Which you tend to notice, when your car runs 12.54 @ 116mph in the quarter mile!

What's odd is that this car "only" puts 400 horsepower and 400 torque to the wheels.  Why?  Because the build isn't done yet.  The ultimate plan is a single front-mounted 80mm turbocharger, intercooling, methanol injection, and a Viper-spec Tremec TR6060 - shooting for 800-900whp.  Obviously at that point the Camaro won't be a daily driver, but the motor internals as they are now are ideal for boost - lots of displacement for exhaust flow, strong crank and rods to deal with twice the current power output, etc.  Considering how gob-smacking fast the car already is, twice the horsepower should bring it from "impressive" to "utterly absurd."

What makes the Camaro unique - and that's a seemingly oxymoronic statement - is the unorthodox engine build coupled with the un-riced, well-kept condition of the car, and the overall approach to performance - rather than just throwing popular power-adders at it.  It's already very well done, and if Wes's plans are anything to go by, it's only going to get more insane in the future.  Let's let Wes explain it.

CarThrottle: So, what do you drive?

Wes Odum: A 2002 Camaro Z/28 35^th Anniversary Edition, blue.

CT: Why did you pick that car in particular?

WO: I always liked Camaros, it wasn’t outrageously expensive, plus buying aftermarket parts is reasonable compared to most other performance cars.  Also, they're easy to work on.

CT: What’s special/rare/interesting about it?

WO: Not really anything from the factory, besides that it’s the last year of the F-body and it’s a 35^th Anniversary Edition.  The GMMG exhaust is rare, and the engine build is unusual – most people do heads and cams, sometimes nitrous, but not a lot of people do stroker motors on these engines.  You can get 450-500whp with stock displacement, but you don’t get the low end torque.  If the ring land breaks, you’ll either spend as much to rebuild with stock rods/pistons/machining as you would spend to buy a steel crank, new rods/pistons/everything else.  The stroker setup was only about $200 more than rebuilding with regular parts.  Lots of people will rebuild with a 6.0L LQ9 truck engine, bore to a 408, etc.  Depends on your overall goal.  So this is an unusual engine setup, basically.

CT: What’s your favorite feature/characteristics about it?

WO: I have a motor setup that I honestly haven’t seen or heard of, not many 383 strokers in this area.  Most are LS2’s, cammed LS1’s, or built LS1’s with superchargers.  Also it’s really loud and cams like a (expletive deleted.)  It’s just fun to drive.  The low-end torque is awesome.  Also, I really like the T-Tops.

CT: What’s your least favorite feature/characteristic about it?

WO: The gas mileage is terrible! 12-16sh depending on how heavy your foot is.  The seats are terrible.  Lots of chassis flex - it's visible in photos of the car launching on drag slicks.  Also, the steel top rings I specified for the build are great for longevity, but it does drink some oil.  That's not a big deal.

CT: What did you have before?

WO: I drove my dad's 1988 BMW M6 before I got this a few years ago.

CT: An M6?  That's a whole different kind of badass.  Which did you like driving better?  How do they compare?

WO: I honestly like driving the Camaro better, especially now with the motor rebuild.  Mainly it's the driving position - it's a long reach to the shift lever in the BMW, they just put stuff in odd places.  It's a cool car, but even a stock Z28 is considerably faster.  Also, M6 parts prices - let's not go there!

CT: Future plans for car?

WO: Oh buddy.  Full suspension, new fuel system, brakes, and get some stuff repainted that’s chipped and ugly. Ultimately, I want to boost the motor on this current setup, as it's built for it.  A built transmission (A Dodge Viper-spec Tremec TR6060 6-speed from Tick Performance) to handle 800+whp.  Seats that don’t suck, chassis bracing (partial interior cage, underbody X-bracing, strut bracing, etc), a turbo K-member, 80mm front-mounted turbo kit at about 20-22psi.  Intercooling - not sure on an air-to-air or water-to-air, but will definitely be using methanol injection. Shooting for 800-900whp on a race gas (C16) tune.

CT: That sounds insane.  Obviously not for a daily driver then, right?  I mean, where else would you go from there?  What kinda car would you want next?

WO:  Daily driver, would like to have a Civic Si or something else that gets better mileage, cheap to maintain – I wanna dump my money on a car to actually modify.  Civic EX, something like that.  Maybe a BMW 135i would be nice, too.  Something nicer inside would be good!  For a toy, I really like the 03-04 Terminators (Ford SVT Mustang Cobra, supercharged). A built engine with a Whipple.  I also still love BMW's, E46 M3's are very tempting.  I'm not sure.  I'm nowhere near done with this Camaro yet!

CT: From fantasy land, what's your no-expense spared dream car? (note: I shook my head in disapproval at this answer.)

WO: Well, I know BMW engines love boost - how about a McLaren F1 with a sleeved block and twin turbochargers?  Or a Koenigsegg Agera?

CT: Back to your car.  What's your favorite time/place to drive it?

WO: At night, anywhere.  With the exhaust I have, it's awesome running past concrete walls or through a tunnel - the sound is incredible.  Also, the drag strip.

CT: Speaking of the drag strip, have any bragging rights on this beast?

WO: Haha, yes.  The car recently ran a 12.54 in the quarter mile at just over 116mph.  And that was with a pretty bad reaction time.  I know I have the built drivetrain, but I was still worried about launching it hard on drag slicks with the fresh diff.  I think I could get it down to under 12 seconds if my R/T and 60' times were quicker.  The car put down just about 400whp and 400wtq, but the tune's fairly conservative and this setup doesn't rev as high as a cammed LS1.  But again, I built it for boost, so I'm not done yet.

CT: Well, thanks for taking the time to show me your car.  Any people or forums you'd like to give a shout-out to with regards to the build?

WO: Sure.  RPM (Ryan's Performance Machines) in Fuquay-Varina NC, who did the motor build.  Also, the LS1-Tech forums for most of the information on this build.

Wes Odum's 2002 Camaro Z28 35th Anniversary Edition

Modifications

Engine: GM LS1 small-block aluminum V8, pushrod 16v, stroked from 347cid (5.68L) to 383cid (6.27L)

Transmission: Tremec T56 6-speed manual

Engine (external): Full header-back exhaust - Pacesetter 1 7/8” headers to 3” crossover pipe, High Flow Cats, 3” stainless all the way back with GMMG glasspacks  -  SLP intake  -   MSD wires  -  NGK plugs  -  Catch Can for PCV system (because the cam broke the PCV)  -  LS6 intake manifold  -  Walbro 255lp/h fuel pump

Engine (internal): Callies 4” stroker crank  -  Callie’s H-beam rods  -  Wiseco pistons with steel top rings (10.5:1)  -  ARP 2000 rod bolts, main cap bolts, head bolts, connecting rod bolts  -  LS7 lifters  -  LS6 oil pump  -  LS2 timing chain  -  Clevite bearings  -  Comp Cam kit 234/242  -  Comp Beehive Springs  -  titanium retainers  -  new oil pan

Transmission/driveline: Monster Stage 3 clutch  -  Lightened OEM flywheel  -  New slave cylinder & throwout bearing  -  Custom steel driveshaft  -  Moser 12-bolt rear differential  -  28-spline chromoly axles  -  Tru-Trak center section (Limited Slip)  -  4.10 final drive ratio  -  Short Shifter

Brakes/tires/wheels: stock brakes  -  AR Torq-Thrust II’s (17x9.5), Nitto 555 275/40/17 (F) 285/40/17 (R)  -  Mickey Thompson ET street 285/40/17 for the drag strip

Suspension: BMR Panhard bar  -  BMR Front Upper strut brace

Body:  Tinted head and tail lights, old-school Z/28 badge, insulation removed from behind front bumper for air flow

Interior: All Stock!

ICE: Infinity Kappa speakers  -  JL 4500 4-channel amp

Bragging Rights: 400whp/400wtq, 12.54@116mph with 2.0 60’

all pictures and text are from me, except for the picture of the drag strip which is from Wes.  So please don't post them on your site without permission or attribution, yadda yadda yadda.