Project All Air Camaro Suspension Update

For this installment, the lucky candidate to continue the trek under the knife is our 4th Gen Camaro, featuring a World Products 454 CI – LS7 behemoth.

We have installed a complete BMR front suspension system on the F-body, but that’s a completely different article where we give you ALL of those details. This is just an update… so enjoy.

A shot of the BMR front lower control arms and tubular K-member.

The completed suspension setup includes the BMR tubular front K-member, which is designed for additional turbo clearance if we decide to add a turbo down the road. We stayed with the BMR pieces for the upper and lower control arms. The uppers are non-adjustable and feature poly bushings. The lowers feature a poly/rod end combination that allows for additional front end adjustment.

In total, we dropped about 35 pounds off the front end, with the BMR K-member accounting for 25 pounds alone!

Bobby installing the Varishock front coil-overs into the BMR upper control arms.

The spring and shock package is from Chris Alston’s Chassisworks, utilizing the Varishock coil-over line. The front coil-overs feature rebound and compression adjustable valving, plus 4.25” of shock travel. They also come with a custom upper coil-over mounting plate that fits perfectly into the OEM upper strut mount.

The rear shock utilizes the same compression and rebound adjustability, but an unthreaded body conforms to the stock rear suspension type. We are staying with OEM rear springs for the time being.

Since the drivetrain had already been ripped from the Camaro, it was time to remove the interior. After all of the plastic, dash, and carpeting was removed, we were amazed to find over $25 in change lying around the car.

Why did we remove the interior, you ask? To make room for the Wolfe Racecraft 1 5/8” 4130 chrome moly cage.

Wolfe Racecraft cage installed and ready to go.

This is an NHRA legal cage that will allow us to run as low as 8.50’s in the quarter mile. It comes with a rear halo, door bars, rear bar, and dash bars. The kit even includes sub-frame down bars that help tie the cage into the chassis better. It took no time for Mike to notch the bar ends and get the cage mounted in.

Mike installing the through floor subframe connectors.

Wolfe Racecraft subframe connectors tie the front and rear frame rails together, connecting through the bottom. The kit also includes side kicker bars that directly tie the connectors to the rocker area, providing a solid mounting point for the roll cage’s main hoop.

Bobby placing the assembled M9 in place under the Camaro.

The final rear end piece goes to the Moser M9 rear end and torque arm. The fabricated M9 housing features a fully fabricated and triangulated center housing, constructed with 1/8″ thick laser cut steel. Beefing it up with internal gussets and bulkheads and an extremely thick 3/8″ faceplate makes this M9 virtually bulletproof.

The axles are 1/4” thick DOM tubing that came with big Ford ends that are 40 spline axles and were gun-drilled.

All the pieces that make up our Moser combination.

The center section is made out of T-6 grade aluminum with billet caps and billet steel adjusters. Moser’s through bolt design minimizes the ring gear deflection that has plagued aluminum case designs in the past.

Wrapping up the rear end is the Moser torque arm that comes constructed of 4130 chrome-moly and is all TIG welded. The arm is also adjustable, so we can adjust pinion angle as we please.

This wraps up the Camaro for the time being, as we are still deciding what transmission combination we will put on our World Products 454.

Until then, stay tuned until out next update from the powerTV garage!


Article Sources

About the author

Mark Gearhart

In 1995 Mark started photographing drag races at his once local track, Bradenton Motorsports Park. He became hooked and shot virtually every series at the track until 2007 until he moved to California and began working as a writer for Power Automedia. He was the founding editor for its first online magazines, and transitioned into the role of editorial director role in 2014. Retiring from the company in 2016, Mark continues to expand his career as a car builder, automotive enthusiast, and freelance journalist to provide featured content and technical expertise.
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