Why no double-overdrive? The Camaro is formally a track test car, not one girded to gobble large portions of the Interstate highway system in a single leap. Besides, there’s enough torque on tap to pull the car along quite nicely in High gear.
DSE employed their double-adjustable mono-tube shock absorbers that sync with remote fluid canisters at front and rear. Whopper Baer 6S brakes all around are the energy-burners, 14 inches of disc clamped by six pistons to pull the mule down repeatedly without fade. They are large enough to fill all the space inside those Fikse Profil 5S modular wheels, 18x10 and 18x12. With a 6 1/8-inch front backspace and 5 5/8-inch rear, the BFG 275/35 and 335/30 KDW2 are perfectly displayed and give the car more visual teeth than a Tiger shark.
Kyle or Stacy or whoever is lucky enough to wheel this pit bull is ensconced in a DSE6-point roll cage, one hand on the Hurst gear changer, the other (or both) on the Budnik GTO steering wheel. There is no sound system, per se, only an iPod. The Tuckers know the value of artificially-cooled air for the driver’s well-being and concentration, hence a Vintage Air new SureFit Gen IV fly-by-wire HVAC system.
To recap: a subtle integration of steering, suspension, tires, gearing, and engine output are paramount for optimum handling on a measured course. The tires always carry a 300 wear/traction number, not a special, high-grip, low-wear 100. Says pilot Stacy: “Slow into the turn to avoid time-wasting slides, and then get on the throttle and power your way out.” A sensible, solid creed for this kind of driving, as well as for conducting your own life.