After waiting so long, Middlemas wanted a little something extra under the hood.  So, PSI replaced with stock engine with a slightly built LS1.  This engine definitely increases the performance of this Chevelle.  The LS1 is an aluminum engine normally found in a C5 Corvette.  This LS1 is a 5.7L small block V8 from Turnkey with 450 hp and 440 ft-lbs torque. The engine features Performance camshaft, double roller timing chain with billet gears, A.R.P. rod bolts, chromoly Manley push rods, heavy duty valve springs, and forged Mahle pistons.

The LS1 is mated to a Tremec TKO 500 5-speed transmission.  This modern transmission matches nicely with the LS1 and improves drivability.  The rear end is a Moser built 12 bolt with  33 spline alloy axles.  There is a truetrac LSD with 3.46 gears.

To allow the engine to breathe properly, PSI fabricated a custom intake and exhaust.

The stock brakes needed to be upgraded, so a Wilwood setup was added to the Chevelle.  Four piston ultralight calipers were used to stop 13″ rotors in the front and 12″ rotors in the rear.  The fronts are aluminum hub hub floating rotors.  The rear setup also has the e-brake built in.  A billet master cylinder, also from Wilwood, feeds the calipers through custom stainless tube brake lines with stainless braided flex at the ends.

The LS1 and brakes will be spinning and stopping Billet Specialties Rasp II wheels.  These wheels are wrapped in BFGoodrich g-Force Sport tires, with 225/45 ZR17 in the front and 275/40 ZR17 in the rear.

These baseline dyno runs were to check the air/fuel ratio.  The owner recently built the motor and wanted to make sure it was running properly.  Russ tweaked the carb to adjust the air/fuel ratio on cruise and idle for the motor break-in process.  The owner will return, after the break-in process is completed, to see the power of this built 383 stroker motor.

Update: video added 1.6.2010

This 2000 Z28 Camaro comes stock with an LS1, with a rating of 305-315 hp.  This particular Camaro has SLP intake, exhaust, and long tube headers.  These performance adders help to boost the power output of the LS1 to an estimated 350 whp.  The power gets to the ground via a set of Hankook 315/30/R18 tires in the rear and 275/40/R17 tires up front mounted on C5 rims.  This Camaro has already had the brakes upgraded to C5 Corvette units.

With a few performance adders on this LS1, the owner turned to the suspension and chassis to increase performance.  He understood that by improving handling and reducing chassis flex the vehicles performance would be greatly increased.  He opted for suspension and chassis upgrade components from UMI Performance.

We started by installing a shock tower brace to connect the shock towers.  Connecting the shock towers helps firm handling and improve steering response.

We then installed a set of front and rear sway bars to increase the suspension’s roll stiffness.  The bars are 35mm in the front and 22mm in the rear.  This is accomplished by connecting the opposite wheels together.  Sway bars can also be used to tune the handling balance of a car.

A tunnel brace mounted torque arm and front drive shaft loop were installed.  The drive shaft loop is a NHRA requirement and this loop is NHRA legal.  The tunnel brace mounted torque arm eliminates flex.  The torque arm mounting location is moved from the transmission tail shaft, which protects the transmission.  This eliminates wheel hop and traction problems.  It also reduces front end nose dive during braking to improve handling.

3-point subframe connectors were welded in to increase chassis stiffness.  The connectors tie the front and rear subframes together, while cross-bracing adds strength and protects the underside of the car.  Alex Laventure tig welded the subframe connectors in.  These connectors reduce dash rattles and quarter panel flexing.  They also allow better weight transfer for improved traction and straighter launches.

Another suspension upgrade for increased performance is lower control arm relocation bracket and adjustable lower control arm.  The lower control arm mounting point is relocated to reduce rearward angle of the lower control arm.  It also repositions the instant center for improved traction.  The brackets are welded in and lower the rear control arm by up to 3″.  This Camaro has been lowered so the relocation also corrects the lost suspension geometry.  Wheel hop is reduced for better handling.  The angle also allows more force to be applied to the rear tires.

Along with the relocation bracket, the lower control arms were upgraded to an adjustable set with polyurethane bushings.  The heavy duty tubular setup provides additional support of the stock setup.  These lower control arms allow for easy on-car adjustments.  They provide additional clearance for large tires.  The polyurethane bushings help to improve ride comfort.

The steel drive shaft was replaced with a aluminum one because of the weight savings.  There is less power loss with the lighter drive shaft.

This Camaro came in to the shop with BMR springs with Koni shocks, therefore an upgrade was not needed at this time.

The owner of this Camaro was able to increase the performance by improving handling.

Some surface rust in the interior.

A rear section that had to be replaced.

Some photos of areas that needed some attention.

The modified tranny tunnel for the 5-speed transmission.

This is an example of a body panel that Laventure needed to cut out and replace.

The bottom of the trunk that Laventure replaced.

Once all metalwork was completed, the body and exterior pieces were painted.

PSI tackled the suspension with the goal of making the ride and handling like a modern car.  This required all the suspension components to be upgraded.  Global West tubular upper and lower arms were installed up front.  In the rear, Global West tubular adjustable links and tubular lowers were used.  To add rigidity, Global West front and rear sway bars were added.  All polyurethane bushings were used.  To give the car a proper stance, Global West springs were used.  1/2″ lowering springs in front and 1″ lowering springs in the rear.  KYB gas-a-just shocks were used front and rear.  Moog steering components were used.  The steering box is a 92 Camaro IROC quick ratio box.

With the chassis and suspension taken care of, work moved on to the body.

With his goal in mind, Middlemas flew to Oregon to meet with Jason Oefelein and Erick Sackhoff, co-owners of PSI.  This was the beginning of a long project to fulfill a dream.  Finding a 67 Chevelle SS in a condition that was acceptable to Middlemas was a daunting task.  Middlemas, Oefelein, and Sackhoff decided that the more appropriate route would be a frame-up restoration.  As they continued to talk, Middlemas informed them that he wanted his 67 Chevelle SS to have handling and amenities of a modern car.  Oefelein and Sackhoff both agreed with Middlemas the 67 Chevelle SS project became a restomod.

To start any restomod, a car is needed.  Like when building a company, a solid foundation is important.  PSI went out and purchased a 1967 Chevelle Malibu that was in a relatively decent condition.  Being a fourty-two year, rust and dents were obvious obstacles to overcome in this restoration.

This 67 Chevelle SS restomod project would be handled mostly in-house to ensure the level of quality they seek to portray.  This large project was divided into phases that will continue over the next few blog posts.  Check back the beginning of the 67 Chevelle SS restomod project.

rendered by Todd Johnston

Acura: Acura Integra 439 whp 275 ft-lbs

BMW: 1998 BMW 328  502 whp  412 ft-lbs

Honda:  2000 Turbo S2000  662 rwhp  435 ft-lbs

Mitsubishi:  2003 Evolution 8 GSR  714 whp  485 ft-lbs  @ 36 lbs
Nissan:  1999 R34 Skyline GT-R  662 whp  461 ft-lbs
Subaru:  2005 WRX STi  416 whp  393 ft-lbs
1997 Toyota:  Toyota Supra  689 rwhp  574 ft-lbs
Volkswagen: 2002 Volkswagen GTI  371 whp  334 ft-lbs

Bring your car down to PSI and see if your car has what it takes to beat these records.

*All these dyno readings were taken on a DynoJet 424xLC2 AWD dynamometer.

**Records as of 11.12.2009

564 rwhp is a lot for most cars, but the owner wanted more power out of his Viper.  Unfortunately, there are currently not a lot of support available for this particular year of Viper.  This is a new platform and is the first mass air flow based drive-by-wire Viper.  This Viper is more efficient than previous generations of Vipers, which will make the task of high horsepower gains difficult.

PSI approached the owner’s request from a research and development standpoint.  To increase power from the V10, we decided to increase airflow.

A custom intake was created to eliminate the stock air box.  The custom intake also accommodates the nitrous system’s nozzles.

*photo from belangerheaders.com

To further improve airflow, PSI added a Belanger header and exhaust setup.

The custom intake, headers, exhaust, and NOS increased the horsepower to 682 rwhp and 782 ft-lbs of torque.

With its drive-by-wire system, the 2008 Dodge Viper SRT-10 is a new platform with a lot of potential.  Our client is interested in the highest performance from his Viper and we look forward to helping him reach his high performance goals.

Lotus:  Exige  213 rwhp  150 ft-lbs

Porsche: 1976 Porsche 911  305 whp  348 ft-lbs (swapped V8)

Bring your car down to PSI and see if your car has what it takes to beat these records.

*All these dyno readings were taken on a DynoJet 424xLC2 AWD dynamometer.

**Records as of 11.12.2009