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Mark Stielow's 1969 Chevrolet Camaro - The Evolutionary Warrior

Each Camaro Mark Stielow Builds Is Better Than The Last.

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Tech Notes
Who: Mark Stielow, GM Engineer
Where: GM proving grounds and test tracks around the world
What: '69 Chevrolet Camaro-the Red Devil. Why that name? 2010 ZR1 Corvettes were known internally as Blue Devil. With basically the same engine powering his latest creation, Red Devil seemed appropriate.

Engine: Red Devil's powerplant is based on an LS7 block but with LS9 cylinder heads and induction. Thompson Automotive Racing Engines did the machine work, and it is chock-full of cool stuff: piston oil squirters, Diamond 9.0:1 pistons, a Callies crank, Oliver rods, and a custom-ground cam from Thompson. Mark changed the LS9 supercharger's pulley ratio from the stock 2.3:1 configuration to a 3:1 setup, allowing the Eaton TVS 2300 to deliver 10 psi of boost, and Mark says at 7,000 rpm, it takes 144 crankshaft horsepower to drive it. Like production LS7s, this engine also has a dry-sump oiling system. Ignition is stock LS9, and everything runs smoothly courtesy of a GM Performance Parts ECM and wiring harness.

Fuel: Rick's Hot Rods made the stainless steel gas tank for the Red Devil. The upper corners were modified to clear the big, 3-inch tailpipes. It was also modified to fit the fuel-sending module from a '10 Cadillac CTS-V. Kinsler fuel injectors and a Kinsler Fuel Management Unit ensure a proper air-to-fuel ratio.

Transmission: Mark can shift through six forward gears, thanks to a BorgWarner T56 prepped by D&D Performance in Wixom, Michigan. It's attached to a production LS9 clutch assembly, which is no slouch-these things come with twin-disc clutches from the factory. The flywheel is from Lingenfelter, and the bellhousing is stock LS9.

Rearend: A Dynatech aluminum driveshaft connects to Mark's Currie 9-inch housing. Inside are 3.25:1 gears on an Eaton Detroit Truetrac differential. Lest you think GM funded this build, you should know that Currie was the only company to give Mark any parts for free. "They've always given me a 9-inch housing for all the cars I've built. I'm really grateful for that."

Exhaust: The stainless steel headers are made by Kooks and have SPD flanges welded onto the 3-inch collectors. Stenod Performance built the custom-bent 3-inch exhaust system out of stainless tubing and mufflers from Borla.

Suspension: Mark's car was a shell when he bought it, so rather than finding a stock subframe assembly, he went straight to the good stuff, calling friends Kyle and Stacy Tucker at Detroit Speed and Engineering to place an order for their front clip. While he was on the phone, Mark ordered a QuadraLink rear suspension kit as well as the rear minitub kit and front and rear sway bars for good measure. With adjustable, tubular control arms on all four corners working in conjunction with remote reservoir double-adjustable shock absorbers, Mark's car represents the ultimate in first-gen F-car handling.

Brakes: Mark turned to the Z06 Corvette page in the GM catalog for his brake parts. Up front are 355mm rotors gripped by Brembo six-piston calipers. Similarly huge 345mm rotors are found behind the rear wheels. Four-piston Brembo calipers get the job done there. As if that weren't impressive enough, Mark also added the hardware and software needed to graft in an '06 Corvette antilock braking system.

Cooling: We don't normally run a dedicated category calling out the cooling system, but we will in the case of Mark's car because he has a cooler for every fluid the car holds. He had a Griffin radiator made with liquid to liquid heat exchangers built into the side tanks so he can cool the engine and transmission oil as well. He also has a cooler for power steering fluid and the gear lube in his differential. He is able to data-log all their temperatures, and he tells us he could run a 30-minute, balls-to-the-wall track session and all his fluids would stay within a safe operating temperature range.

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