'99 NBM "SS" 11-sec Daily, DONE RIGHT - LOWER PRICE

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12-12-2010, 11:19 PM

SSP Racing

Staging Lane

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Join Date: Jan 2005

Location: Prosper, TX

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'99 NBM "SS" 11-sec Daily, DONE RIGHT - LOWER PRICE

Year: 1999
Make: Chevrolet
Model: Camaro
Price: $9750
Mileage: 18000
Private or Dealer Listing: Private Listing
Location (State): TX
Color: Gray
Transmission: Automatic
Drivetrain: Rear Wheel Drive
LS Engine?: Car has LS engine

1999 NBM Z28 A4, 120k on car. Gray cloth interior, Firebird seats. 18k on Motor, Rear end, Paint. 10k on Trans and susp.

http://www.flickr.com/photos/kwiker/4511410143/http://www.flickr.com/photos/kwiker/4511410143/ by http://www.flickr.com/people/kwiker/, on Flickr

I built this car a little over a year ago to be a fun, reliable daily driver. When I say built, about 90% of the car has been completely gone through. I couldn’t begin to add up all of the small nickel and dime things that have been reworked or replaced, so I will cover what I can think of off the top of my head.

Motor: Mild Heads/Cam 347

• 2004 LS6 Block – All machine work (mains aligned, block decked, honed, thoroughly cleaned)
• ARP Main Studs
• Stock Crank, polished with oil mods
• FM main bearings @ .0019”
• Stock LS1 rods with ARP bolts
• Clevite race-coated rod bearings @ .0021”
• Diamond 11500 3.905” Forged Pistons
• Mahle Rings with Big N2O gaps
• Rotating assembly balanced to within .1g
• Durabond cam bearings
• Cammotion Custom Grind – 223/227 .570”/.578” 110+4 (installed -1 for +3 total adv)
• Cloyes Hex-adjust Timing Set
• “LS6” Oil pump
• LS7 Lifters
• Smith Brothers 3-pc pushrods
• Cometic .040” headgaskets
• 4.8/5.3 706 Head Castings
o 59cc chambers
o Minimal, but strategic port work over valves, runners left nearly stock
o Lightweight zo6 2.00”/1.57” Int/Exh valves
o Comp valve job
o Flow like expensive heads
o PAC 1512 Springs with COMP Ti Retainers
• Stock rockers
• NGK TR6 Plugs
• LS6 Intake Manifold
• Ported Stock Throttle Body
• Norris Motorsports Catch Can
• Metco Breather
• TSP 85mm Lid
• LS6 MAF

Fuel:

• Racetronix In-tank Walboro Pump Kit
• Hotwire Kit
• FRPP 42lb Injectors

Exahust:

• SSAC Headers customized with SSAC HVMC’s (comparable to something like an LPP header)
• Custom 304SS 3” duals, X-pipe, over the axle, then venturi-reduced to 2.5” at the tailpipe
• V-bands off headers
• One 3” set of Vibrant resonators before axle
• One 2.5” set of Vibrant resonators at tailpipe
• SLP dual/dual tips
• Pictures are before I put the 2.5” cans before the tips.

Trans:

• Yank PT4000
• Pro-Built Automatics 4l60e “Street-Strip 650hp” Kit (This kit is good for 650+HP with 10" or smaller diameter torque converter. You will start by adding the HD steel sleeve & steel forward piston to the input drum, (2) Street/Strip Borg Warner Hi-Energy 8 clutch 3-4 pack, (3) A "modified" Trans-Go Performance Shift kit, (4) Vacuum modulator. (5) Trans-Go Hi-Rev 3-4 & forward clutch spring kit to the input drum (good up to 7,800 rpm). (6) Sealed Power "Beast" sunshell. (7) Trans-Go steel rings and Hi-rpm priming spring added to the front pump, this keeps the oil volume up at very hi-rpms (up to 7,800 rpm). (8) Borg Warner Hi-Energy 2-4 band. Comes with Duraprene pan gasket, oem filter, front pump gasket & O-ring, O-rings for the tcc solenoid & 4 sealing rings for the input shaft & stator support. Updated Viton O-rings for Corvette servo, 4 tang bronze thrust washer, Torlon checkballs & 3 new aluminum accumulator pistons with seals, two hardened (RC52) accumulator pins for the forward & second accumulators, one oem accumulator pin for the 4th accumulator.) w/ some extras:
o 2-3 Overrun Valve
o Sonnex Super Hold 2nd gear Servo
• All Clutches replaced when built (in addition to the 3-4 pack that comes w/ the kit)
• Trans assembled by Plano Automatic Transmission
• Large B&M 28,000 Cooler
• Hydraulic fittings on trans and cooler

Rear:

• Stock 4-ch 10-bolt
• Torsen Diff
• GM 3.73’s
• ALL bearings and seals replaced

Susp/Wheels/Brakes:

• Eibach Pro-Kit
• Stock DeCarbons off 50k mile car
• BMR Track-Pack Torque Arm
• Custom Bolt-In Crossmember to clear exhaust
• Spohn Rectangular LCA’s
• Spohn Weld-In Relocation Brackets
• Spohn Weld-In SFC’s
• BMR Adj PHR
• Silver ZR1’s:
o 17x9.5” fronts with 6k mile 275/40 Nitto 555’s
o 17x11” rears with 1k mile 315/35 M/T ET Street Radials
• New Pro-Stop Premium Front Rotors w/ EBC Red Stuff Pads (1k miles)
• New House Brand Premium Rear Rotors w/ Premium Ceramic Pads (1k miles)
• Front hubs replaced w/ brakes

Ext:

• eBay Fiberglass “SS” Hood (very light)
• eBay Fibergalss “SS” Spoiler (very light)
• SLP “SS” Grille
• JDM-tite clear turn signals
• PPG Omni base in factory NBM code, but came out much deeper with lots of nice flop to it.
• DuPont Urethane Clear (Lots of it-blocked out real nice NO peel)
• Looks like you can hi-dive into it compared to a stock NBM car.

http://www.flickr.com/photos/kwiker/4511410605/http://www.flickr.com/photos/kwiker/4511410605/ by http://www.flickr.com/people/kwiker/, on Flickr
http://www.flickr.com/photos/kwiker/4512051990/http://www.flickr.com/photos/kwiker/4512051990/ by http://www.flickr.com/people/kwiker/, on Flickr

Everything else:

• Broke-in motor w/ Torco TBO, then Brad Penn 10-40 (till 3k), since then it has had Torco SR1 5-40 in winter, 10-40 in summer.
• The car currently has a HPT 1-bar MAF-enhanced tune. It idles at 750 rpm and has no drivability issues at all. The rest of the tune is on the conservative side for no-worries pump gas use. It has the correct injector tables.
• Also worth noting: The A/C compressor, Accumulator, Alternator, Water Pump, and Radiator were all replaced with the motor (all W/ GM parts). A/C and all that works…CD changer quit working. Front door speakers are iffy.
• Car is in all ways daily-drivable. The only thing that takes away from streetability in my opinion is the ring gap + breather - cats = makes it stink. The converter is easy to get used to w/ the 3.73’s.
• I put 18k miles on it 80% highway driving from McKinney to Denton every day.
• Never wasted my time w/ dyno #'s as they would be scoffed at, questioned, and criticized in comparison to everyone’s donkey-dick cam 6-speed car.
• FWIW, right after I built the car it still had 100% stock suspension minus the pro kit and I was running a SS3600. The first trans build was iffy at best – pump springs wouldn’t hold pressure right on 2-3 shifts when starting from a dig. I made one pass at Crandall like this one night before the rain started and went 11.80 @ 113 1.65 60’. The car had a long 2-3 hangup so bad I had to lift all the way for it to shift. 3rd slipped all the way through traps-Trans was done after one pass, had to go into it the next day, 3-4’s were gone. This was on 17” Nitto DR’s. The car is night/day quicker with current trans, converter, suspension, and tires. Should be an easy 11.30, 117+ car in daily trim. The car is a bigger cam and some juice away from being decently quick. The motor should handle a properly-tuned 150-200 shot all day.

Recap:

• The car is essentially mechanically new – Everything done to car has 18k or less.
• Paint is new too
• Interior is 6 out of 10 (I will try to take some pics this week).
• It is built to take daily abuse and quick enough to get you into trouble – with potential to be much quicker if you want to race it.

I haven’t driven the car in 2 months. I have no time to enjoy it anymore with my new job. However I am just as happy keeping the car as I would be to sell it. 6 one, half dozen the other to me. I am in no hurry. If I keep it, it’s getting gutted, getting a bigger cam, and a fat 150 shot then sitting till I can play with it.

*REDUCED* $9,750 OBO – More incentivized to sell. Offers do not hurt my feelings.

I will have limited time to log in to Tech over the next few weeks, so please text or email with serious inquiries.

John: 214-six seven four-0141 or j.cangelosi (at) yahoo dot com

Last edited by SSP Racing; 01-02-2011 at 05:12 AM.