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Four-Wheel Disc Brakes For 1960-1987 C10s From Baer

The saga of John McLeod’s 1985 Chevy pickup began simply enough. His company, Classic Instruments, not only needed a C10 to build a prototype 1973-1987 square-body instrument panel to add to their line of direct-fit kits, but realized a shop truck would be a handy thing to have as well.

The search for a square-body led to Danny Burroughs, a member of George Poteet’s staff, who, along with his other duties, has driven the boss’ Bonneville car, the Barracuda named “Blowfish.” Along with setting records (and going faster on the salt backward than most people have gone forward), Burroughs also has the distinction of owning what may be the world’s largest collection of square-body Chevrolets. Even after parting with the one shown here he still has over a hundred of them.

This 1985 Chevrolet C10 built by Classic Instruments goes to show why square-bodies are becoming extremely popular.

While the Classic Instruments team was perfecting their new instrument cluster it seemed like a good time to make some improvements to the tired truck. For reliability a new small-block 350 from Indmar Marine coupled to a 350 Turbo from Mark Bowler replaced the worn-out original engine and transmission. A shop truck has to look cool so suspension components from McGaughys were installed to drop the truck 4 inches in front and 6 in the rear. Kind of like a snowball rolling downhill, the “shop truck” was picking up momentum so the ratty interior had to go. Gil Speed and Design reupholstered the original seat and a Gen IV Vintage Air  unit was installed to keep everyone comfy. When the truck was turned over to Lewis Brothers Customs for a simple clearcoat to preserve the patina’d original paint, the crew at the body shop just couldn’t bring themselves to do it, so to McLeod’s surprise they took out all the dents and dings and did a respray in the factory colors. With the total transformation the truck had undergone there was one more thing to do, upgrade the factory brakes, so McLeod turned to Baer.

Up front the Chevy has been equipped with CPP 2-inch dropped spindles. The Baer rotors and calipers are direct bolt-ons.

Baer Brakes has been described as an overnight success that was 20 years in the making. As a young man and bona-fide gearhead, Hal Baer begin modifying and fabricating parts for his cars and others, which ultimately led to his involvement in racing, including IMSA Firehawk, Escort Endurance Challenge, Corvette Challenge, and World Challenge series. Ultimately it was involvement in the SCCA’s World Challenge in 1992 that led to the formation of Baer Brakes.

The front rotors are two-piece, 14 inches in diameter, and are vented, drilled, and slotted. They mount to billet aluminum hubs and come assembled.

The reputation for quality and performance Baer established in racing has carried over into all the products they manufacture for other non-competition applications. All of Baer’s products are made from materials sourced from the U.S. and machined and assembled in-house. Hubs come with bearings and races installed and packed with Redline synthetic grease. Two-piece hubs and rotors come assembled so all the customer has to do is bolt parts on.

Baer’s 6S calipers are one-piece forgings for strength. They have six pistons that are staggered in size and come powdercoated (a variety of standard and custom colors are available).

Baer offers a variety of brake calipers, all are CNC machined out of forged or extruded aluminum and come in red, black, or silver powdercoat finish (custom colors available) with a hand-painted machined logo. For this application Baer’s 6S forged calipers were installed up front. These six-piston, radial mount, one-piece forged monoblock calipers use stainless steel pistons that are staggered in size to minimize uneven pad wear. These calipers also feature dual seals (dust/weather and pressure) to meet DOT specifications.

The gap from the rotor to caliper body is measured at four points: top inside and outside, bottom inside and outside. All four measurements should be within 0.005-inch; adjustments are made with shims.

On the rear of the shop truck McLeod opted for Baer’s S4 four-piston calipers. They feature four cross bolts for stiffness and hard anodized pistons to resist wear. And like the front calipers they have dual seals to meet DOT specifications.

Baer offers rotors in various diameters, however, all of their brake systems feature rotors with directional or curved vanes. These vanes not only pull air into the rotor to help cooling but they add strength and rigidity. In addition, all Baer high-performance rotors are slotted, drilled, and zinc-plated. For this application 14-inch rotors were used up front and 13-inch rotors with integral drums to go with the Baer parking brake assemblies were used in the rear.

Baer’s parking brake assembly is simple and effective. The backing plates include mounts for the calipers and parking brake cables.

To complete the system the Classic Instruments shop truck was equipped with a Baer Remaster fully machined billet aluminum master cylinder. They are offered with a two-bolt mounting pattern for GM and Ford applications or Mopar’s four-bolt style. Bore sizes available are 15/16, 1, and 1 1/8 inch. In general Baer recommends 15/16 inch for power brakes, 1 inch with power brakes (based on good engine vacuum numbers), and 1 1/8 inches with hydroboost or drag race applications with dual rear calipers (check with Baer for specific applications).

It’s necessary to remove the rear cover, drain the axle housing, and pull the axles to install the parking brake assemblies. Note the bolt that secures the pinion shaft (arrow).

With the pinion shaft removed, the axles are pushed into the housing and the C-clip retainers are removed.

With the axles out it’s a good opportunity to check the condition of the surfaces that ride directly on the axle bearings (arrow).

Other than removing the original brakes, no modifications to the axle housing are necessary. This is also a good time to check the axle bearings and install new oil seals.

Baer’s unique billet backing plates not only mount the parking brake assemblies but the caliper mounts and parking brake cable brackets as well.

The parking brake assemblies use Banksia (one-piece) brake shoes.

Rear systems for C-clip–style axles include Baer’s Verislide self-centering caliper brackets.

Due to the directional vents between the braking surfaces of the discs they must be installed on the correct side of the vehicle (note the right and left stickers on the rear discs).

Here the four-piston rear calipers and the 13-inch combination disc/parking brake drum have been put in place. For this project the calipers were custom powdercoated in Hugger Orange.

Baer’s complete brake systems include all the hardware necessary, mounting brackets, and stainless braided hoses. Baer only uses copper-sealed banjo fittings for brake line attachment

Baer master cylinders are fully machined from billet aluminum. They are available with ports on the left or right and can use inverted flare or banjo fittings.

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Hauling the Wife and Kids is Top Priority for Scott Story’s Slammed Suburban

When Chevrolet introduced the Suburban, it was during a time when trucks were utilitarian vehicles that saw plenty of use. The plush surroundings of today’s trucks and SUVs hadn’t quite reached the market at that point, but by the late ’60s the Suburban had changed to a more family friendly vehicle. It still had plenty of grunt as an everyday workhorse, but we’d venture to say the Suburban was a great vehicle for family vacations. For Knoxville, Tennessee, resident, Scott Story, he probably won’t be towing a travel trailer with his 1969 Suburban anytime soon, but he can easily pack the whole family inside the roomy interior of the three-door SUV and hit the road.

Scott’s intentions with the Suburban were to build a reliable truck that the family could enjoy, and he did just that while giving it a great personality. The slammed Suburban gets a lot of attention with its weathered paintjob, and neatly covered plaid interior, but most folks sneak a peek under the hood to see the LS-based powerplant. Scott’s Suburban has a lot of cool tricks, and it serves a great purpose for his family, so let’s dig a little deeper and see what it took to create a practical, yet cool, weekend cruiser.

It all starts with the truck’s stance. Scott, along with plenty of help from friends, modified the frame and suspension to get the truck as low as possible without hurting driveability. The solution for this is air suspension, so he built his own air-ride setup using a collection of parts. Up front, the extremely low ride height wouldn’t be possible without McGaughys 2 1/2-inch drop spindles, while a set of RideTech control arms help control the geometry of the drastically lowered suspension. The rear suspension is quite simple, with a pair of airbags in place of the original coil springs, and C-notched rear framerails to allow for a lower ride height. Braking power consists of discs up front and drums out back, with assistance from a hydro boost system. Rolling stock for Scott’s Suburban is simple and cool, with 15×7 and 15×8 steel wheels and dog dish caps. The wheels are painted white, as they would’ve been from the factory, and this original look adds to the truck’s cool patina.

Under the hood is a mostly stock 5.3L Vortec engine, which came from a late model fullsize Chevy truck. The engine didn’t require a rebuild, but it did require some research to make it function properly after being robbed out of its original vehicle. Greg Abbott handled the computer and wiring harness duties, while Scott handled physically fitting the LS-based engine into the engine bay. He used a set of Trailblazer SS exhaust manifolds for the engine swap, and continued the exhaust system with 2 1/2-inch piping and Flowmaster mufflers. The only modification to the 5.3L engine is a Texas Speed TR220 camshaft, which gives the truck a bit more throttle response and it also provides just the right amount of lope at idle. Behind the high-tech engine is a 4L60E automatic transmission, which was rebuilt with upgraded clutches by Clayton at Affordable Transmissions. As the drivetrain came back together, Scott installed a 2,800-rpm stall converter.

Aesthetically, Scott’s Suburban looks like it’s fresh out of the barn, but in all reality, it went under the knife for some major rust repair. The lower quarter-panels, inner and outer rocker panels, and passenger door post were replaced or repaired to eliminate the rust, but you’d never know it. Shaggy and Mark Mullins handled the bodywork and paint, and worked their magic to apply a faux patina to the replaced panels. This gives the illusion of minor surface rust in all the normal areas, and blends well with the truck’s natural patina on the topside of the panels.

Inside, these three-door Suburbans were typically utilitarian vehicles, so creature comforts were not part of the option package. However, Scott took the opportunity to equip his family friendly Suburban with Vintage Air (including a homebuilt rear A/C setup from a van), and he also added a Kenwood CD player and Infinity speakers. David Corn at Pro Stitch Interiors handled the upholstery, which is blue leather with plaid inserts. All of the exposed steel panels are still wearing the original light blue paint, and have a great patina, while the new, ultraclean interior provides a nice contrast. A custom console, which houses cup holders, a storage compartment, air-ride switches, and gauges, is one of the most convenient aspects of the interior.

Without question, the finished product is an attention getter, as the slammed stance and patina offer the perfect amount of wow factor. Cool details can be found throughout the build, and the overall look is precisely what Scott envisioned when the project started back in 2012. He says that he couldn’t have done it without the help of friends, and the support of his wife, Heather, who now claims the shotgun seat. It’s a cool truck that has plenty of room for the family, so the Storys take every chance they get to enjoy it and spend quality time at car shows throughout the Southeast.

Facts & Figures

Scott Story 1969 Chevrolet Suburban

CHASSIS

Frame: Stock Modifications: C-notch Rearend: GM 12-bolt, 3.08:1 gears Rear Suspension: Airbags Rear Brakes: Drum Front Suspension: McGaughys 2 1/2-inch drop spindles, airbags Front Brakes: Stock dsc Steering Box: Stock Front Wheels: Stock steel, 15×7 Rear Wheels: Stock steel, 15×8 Front Tires: 215/70R15 Rear Tires: 275/60R15 Gas Tank: Custom aluminum, Boyd Welding

DRIVETRAIN Engine: GM Vortec 5.3-liter Heads: Stock Camshaft: Texas Speed TR220 Manifold: Stock GM Ignition: Stock GM Exhaust: Trailblazer SS manifolds, Flowmaster mufflers Tuned by: Greg Abbott Transmission: 4L60E automatic Shifter: Column

BODY Style: C10 Suburban Fenders Front: Stock Hood: Stock Grille: Stock Bodywork and Paint by: Shaggy and Mark Mullins Paint Type/Color: Satin clear over original patina Headlights/Taillights: Stock replacement Outside Mirrors: Stock Bumpers: Stock

INTERIOR Dashboard: Stock Gauges: Dakota Digital VHX Air Conditioning: Vintage Air Stereo: Kenwood head unit with Infinity speakers and sub Steering Wheel: Corvette Steering Column: Stock Seats: Blazer bucket seats and stock rear bench Upholstery by: David Corn at Pro Stitch Interiors Material/Color: Blue with Plaid inserts Carpet: Blue

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A Look at Two LS Powered GM Pickup Trucks

When did half-ton pickup trucks become so cool? Probably about the same time folks realized they offer the same level of style and rear wheel drive performance potential as traditional 2-door coupes, sedans and convertibles, but for a fraction of the buy-in cost. We get it, too. Who needs a numbers matching, 1965 Tri-Power GTO, Hemi Road Runner or Mustang Cobra Jet when a tenth of the cash will buy any number of desirable V8 powered late model half-tonners? Add a few bolt-on goodies and these LS (GM), Modular OHC (Ford) and Gen III Hemi (Ram) V8 powered pickups can be just as quick and nimble as any classic muscle car.

Okay, we lied. We’d love a vintage Goat, ‘Runner or ‘Stang, but you cannot deny that pickups are the budget Car Crafter’s best friend. Done right, they combine the best traits of a hot rod, daily driver and parts hauler, all in one (just ask Truck Norris). In this story, lets’ examine a pair of potent but stealthy LS powered GM pick ‘em ups assembled from loose parts by the guys at NextGen performance in Spencer, Massachusetts. The money man behind this pair of trucksters is Mike “Tarmac Daddy” Shea. As one of the principles at Palmer Paving – a giant New England road surface contractor – Shea insisted on daily-driver reliability, and he got it. He also got more than twice the power of a stock truck, thanks to a smart combination of refurbished stock and inexpensive add-on parts. Lets’ have a look.

The Orange Monster 2002 GMC Sierra 1500, turbo 6.0 452 hp / 473.8 lb/ft

With its’ Safety Orange paint, blinking roof-top orange safety beacon and spoof door insignias (they read Department of Turbocharging), this utilitarian Jimmy would look right at home on a construction site lugging plywood, bags of cement, and other tools of the trades. However, this is one Sierra that’s been reformulated especially for play time.

Under the hood rests a totally stock iron block 6.0 that’s been fitted with a home-brewed turbo kit that kicks 452 hp and 473.8 lb/ft to the rear tires. Originally built in Ft. Wayne, Indiana by GM Truck and Bus plant workers, the stock drivetrain consisted of a 5.3 V8 and 4L60E automatic. Hoping to offset any potential turbo lag, NextGen swapped in a few more cubes via a refreshed – but otherwise stone stock – 6.0 liter.

Best of all, the 5.3 and 6.0 motor mounts are identical so it was a drop-in maneuver. The central nervous system (wiring harness and ECU) from a 2001 one-ton 2500 HD Silverado pickup connect the truck’s heart and body. And while the 5.3’s 4L60E 4-speed automatic can be beefed, a freshly rebuilt 4L80E went under the cab instead to squash any doubts.

Since GM only installs the burly 4L80E in ¾-ton-and-larger pickups, which take a different transmission cross member, Buzzell adapted the 4L80E mount to the 4L60E cross member. Conveniently, GM designed the cab floor tunnel to clear either transmission, so the only remaining detail was shortening the driveshaft by 2 inches and upgrading from 1330 to 1350 U-joints and yokes. Driveshaft Dave from Fleet Pride in Millbury, MA handled the chore.

Out back, the stock 30-spline, 8.5 inch rear axle – which GM Truck and Bus delivered with a 3.42 ratio and centrifugal-type locking differential – is retained. Buzzell says: “As weird as this differential is, with its centrifugal weight and dog gear setup, I’ve never broken one in general high performance use. Naturally, if you mount sticky drag slicks chances of breakage go way up, but for this purpose the stock locker is up to the job”.

And while the empty cargo bed, live axle, and increased power can trigger axle hop in most modified pickup trucks, the stock Silverado / Sierra staggered rear shock absorber layout (the driver side is mounted behind the axle centerline, the passenger side shock ahead of it) does a fine job of keeping the tires planted. Did the original 396 big block Camaro use a similar staggered-shock setup for the same reason? Yes it did.

NextGen’s Eric Buzzell says, “About the most complicated detail was fabricating and welding the passenger side exhaust manifold out of 304 stainless steel materials, and plumbing the turbo and intercooler systems”. Behind the wheel, the odd thing is how quiet the Orange Monster is. As with any tuned-up Buick turbo V6, it is possible to run without a muffler since much of the exhaust sound is absorbed by the turbocharger. That allowed installation of a Doug Thorley electric exhaust cut-out. When open, the stock single exhaust system is bypassed and the turbo spins up a little bit quicker.

Hardly a show poodle, this daily driven truck’s cooling duties are handled by the stock 5.3 V8 radiator (re-cored) and electric fans from a 2002 LS1 Camaro donor. It surprised us to learn that GM employed mechanical cooling fans on pickups all the way up to 2005. Ridding the serpentine belt accessory drive from this task sent an extra 15 horsepower to the rear tires. Ahead of the radiator, an eBay sourced intercooler helps maintain maximum charge density. With its stock steel wheels, Safety Orange paint and austere vibe, more than a few ZO6 drivers have watched the Orange Monster pull away on the open highway.

2004 Chevrolet Silverado; The Red Herring LSA supercharged 5.3 410.13 hp / 422 lb/ft.

Back in 2014, GM issued a factory service bulletin recalling nearly 20,000 2009-2013 CTS-V Cadillacs and 2012-2013 ZL1 Camaros. Though each was powered by the mighty Eaton-supercharged 6.2 liter LSA engine, a little item called the torsional isolator had a tendency to loosen up and rattle at idle. The affected superchargers didn’t stop working, they just made noise…more noise than a Caddy CTS-V owner wanted to hear while arriving at the country club valet parking station. The resulting warranty repair campaign (as described in GM Service Bulletin number 13313) put thousands of otherwise good superchargers on the used parts market.

The guys at NextGen Performance were ahead of the curve with a simple kit designed to allow fitment of these surplus belt-driven LSA blowers atop serviceable boneyard 5.3, 5.7 and 6.2 LS2 and LS3 V8’s. All it took was a quick drive coupler fix and these blowers were ready to breathe new life – and power – into LS engines on the cheap. (Read more information on that here)

The Red Herring Silverado was an early recipient of this NextGen LSA supercharger swap kit. Knowing the belt-driven LSA supercharger can produce boost sooner than an exhaust-driven turbocharger, the Red Herring’s stock displacement 5.3 liter LS was retained after some basic refurbishment. To bolster the crank-mounted pulley for the added duty of turning the Eaton supercharger, the crank snout and pulley were machined for a drive pin. Otherwise, the stock hydraulic roller cam (with LS6 valve springs added) and related bits were retained.

Another budget-motivated departure from the Orange Monster was keeping the stock 4L60E automatic transmission, but sending it to Maine Transmission Rebuilding where Eric Engel swapped in heftier bands, clutches, drums and a five-gear planetary from a 4L65E. This added a margin of safety without breaking the bank.

The stock 1,800 rpm stall speed torque converter – complete with functional lock-up feature – was retained as was the 8.5 inch rear axle. Still equipped with the centrifugal-type locker unit, a stroke of luck back in 2004 resulted in factory installation of somewhat uncommon 3.73 rear axle ratio. This helps the low end surge off the line but thanks to the overdrive top gear, doesn’t penalize the sedate highway manners of the LSA boosted 5.3.

Like the turbocharged Orange Monster, the supercharged Red Herring can fry the rear tires at will, but there’s a more obvious high performance mood on board. Much of it stems from the constant supercharger whine and burbling side-exit exhaust system. Both trucks carry factory-issue four wheel disc brakes with functional ABS. The subtly slammed Red Herring sits on Belltech spindles, shocks, springs and shackles. Just an inch lower than the Orange Monster, which received a two-inch lowering kit from McGaughy.

Either way, turbocharged or supercharged, an LS powered pickup truck represents a fantastic value for the performance seeker who also needs to get some work done. Plus, with their overdrive-equipped transmissions and stock cam timing, both examples depicted here can nudge 20-mpg when driven gently on the open road. Think it over, a fun truck might be your cure for the overpriced muscle car blues!

A former highway department fleet truck, the orange hue is factory original. It’s funny, when applied to GM muscle cars, it was called Hugger Orange (Z/28) and Carousel Red (GTO Judge). But when the exact same paint formula appeared on International Harvester vehicles, it was aptly named Safety Orange. Here SMG Motoring’s Fred Simmons watches as the Orange Monster cranks 452 horsepower on SMG Motoring’s Dynojet.

Truck sourced LS blocks might be 60 pounds heavier, but their cast iron construction adds rigidity and a better rebuild factor than car-sourced LS1 aluminum alternates. The stock throttle body and intake manifold are well suited to the 76 millimeter On-3 Performance turbocharger.

Eric Buzzell is a thinking man but admitted to “positioning the turbo where it fit best”. The braided oil feed line assures lubrication while the exhaust housing wrap reduces heat radiation to vulnerable surfaces.

Skipping fashion for function, dress-up goodies were intentionally ignored. The Turbosmart WG45 waste gate is set to pop at 7.0-psi.

Buzzell crafted the turbo-feed exhaust manifold from CNC plasma-cut 304 stainless plate and a pile of raw mandrel-bent tubing. The outside diameters range from 1-7/8 to 3.0 inches. The stock coil-near-plug ignition is fully up to the task.

The turbo runs so quietly, the Doug’s Headers plate-type electric exhaust cut-out is usually left open. Buzzell says: “You can definitely feel the extra power when it is open”.

Sandwiched between the radiator and grille, the intercooler helps maintain charge density moving down the road.

The stock 8.5-inch rear axle and its 3.42 gears remain untouched. Tough enough for street use, all parties agree its lifespan wouldn’t be long with sticky drag slicks. We dig the staggered shocks and single tailpipe.

Inside, can you spot the circular turbo boost gauge? It’s the only hint of the performance lurking under hood. The 6,000 rpm factory tachometer is accurate and a far cry from the rinky dink optional tachs from the sixties and seventies.

The in-house graphics department at Palmer Paving had some fun with the door insignias. The 1953 marking alludes to truck owner Mike Shea’s birth year.

The Dynojet chassis dyno curves (torque is the top line) show how quickly boost comes on then stays strong. Turbo lag is absent.

Sitting a bit lower on its Belltech-fortified suspension, the supercharged Red Herring is seen on the SMG Motoring Dynojet while making 410 horsepower and 422 lb/ft at the tires with 8 pounds of boost (stock). If this was a 6.0 instead of a 5.3 long block, chances are the output would be virtually the same as the Orange Monster. Both trucks use ARP head studs and LS9 gaskets to contain the boost.

Looking like the Ft. Wayne assemblers put it there on day one, the LSA-sourced supercharger is the simpler installation of the two. There’s no turbo or external plumbing to mount. You could almost install an LSA blower without pulling the engine…almost. The big snag is the need to add a pulley drive pin to the crank snout. It’s not easily done leaning over the fender or working on your back.

GM used two different intercoolers on the LSA. The black powder coated unit with ribs (shown) came on ZL1 Camaros (580 hp) and feed the liquid intercooler from the front of the engine. The Caddy CTS-V-sourced units (556 hp) have a non-ribbed, cast aluminum cover and feed liquids from the rear, where they hassle with the firewall. For easier installation, NextGen prefers the Camaro unit (shown).

Eric holds the item responsible for the landslide of warranty take-off LSA blower units. It’s a spring-damped torsional isolator and is meant to buffer harmonics between the blower drive pulley and internal rotors. Unfortunately the spring eats into the plastic housing and causes unpleasant noises. NextGen replaces the unit with a solid piece and the problem is solved.

“Hmmm, if we can figure a way to mount dirt cheap LSA superchargers onto garden variety 5.3 and 6.0 LS engines, we might be onto something”. Here, NextGen’s Eric Buzzell considers the possibilities. Note the Caddy-spec smooth top intercooler lid.

Though I.C.T. Billet already offered adapter-plate kits to match the truck heads’ cathedral ports to the LSA-spec rectangle port openings, NextGen tackled the accessory drive belt problem. Here’s the prototype plate supporting the alternator and idler pulley. It was made by NextGen CNC machinist Jeremy Farrow. Look for a full story here.

The twin exhaust tips emerge ahead of the passenger side rear tire. Note the grippy tread on the General Grabber UHP 275/55R-17 rear tires.

The Chevy and GMC interiors are virtually identical, and even share the 6-grand tach. The column shifter connects to a fortified 4L60E transmission with manual-shift capability.

Born with 3.73 cogs instead of the usual 3.42’s, the rest of the Red Herring’s rear axle remains stock. The Belltech 4 inch drop kit takes lowering to the limit before frame notching is required.

As engine speed rises, so does boost as the Eaton huffer reaches 8 psi. The torque curve is on top.

Many Car Crafters of a certain age worry that the younger generation isn’t interested in keeping the flame alive. Fear not, if brothers Josh and Eric Buzzell (L and R) are any guide, the future of hands-on hot rodding is safe. They founded NextGen Performance 3 years ago and specialize in LS conversions. Always busy with new customers, when we photographed this story, a customer dropped off a Porsche 911 – for an LS7 swap! If you’ve got a shop like NextGen in your area, support them. They’re the future.

Tech Notes

Who: Both trucks are owned by Mike “Tarmac Daddy” Shea of Ware, Massachusetts What: Turbo: 2002 GMC Sierra 1500 “Orange Monster” / Belt: 2004 Chevy Silverado “Red Herring”, Turbo vs Belt Where: NextGen Performance, Spencer, MA

Engine: Turbo: The Orange Monster is powered by a refreshed but stock 6.0 liter truck mill with an iron block, aluminum heads and factory-issued hydraulic roller cam. LS6 valve springs, LS9 head gaskets and ARP head studs are the only fortifications. Belt: The Red Herring packs an internally stock iron block / aluminum head 5.3 liter truck engine, also with ARP head studs, LS9 head gaskets and LS6 valve springs. Induction: Turbo: Stock throttle body and intake manifold, On-3 Performance 76 millimeter turbocharger, 80-lb. injectors, mounts and 304 stainless plumbing fabricated by Eric Buzzell using parts from Napa, Russell, Turbosmart and Vibrant. A Walbro fuel pump and kit, K&N air filter and Snow water-methanol injection system round things out. Belt: Stock Camaro/Cadillac LSA supercharger warranty take-off unit, Corvette ZR1 65-lb. injectors, ICT intake manifold port adapter plates, pin added to bolster blower drive pulley to crank snout union, accessory drive brackets adjusted to increase belt wrap area on pulley. K&N air filter, intercooler, Snow water-methanol injection system. Chassis Dyno Output: Turbo: 452.1 hp and 473.8 lb-ft. Belt: 410.1 hp and 422 lb-ft. Ignition/ECU: Turbo: NGK TR-6 spark plugs, Belt: NGK TR-6 spark plugs, MSD Street Fire wires. Exhaust: Turbo: NextGen custom passenger-side 1-7/8 inch tubular exhaust manifold, stock driver side manifold, remote-control Doug’s Headers electric muffler bypass plate, stock GM muffler with full-length single exhaust, Pypes exhaust hangars. Belt: Stock 5.3 exhaust manifolds, single Dynomax Super Turbo muffler with 2-1/2 inch side-exit tips. Driveline: Turbo: Rebuilt 4L80E automatic, stock 1,800 rpm stall speed torque converter, stock transmission cooler. A custom length 3.00-inch diameter driveshaft links to the stock 8.5-inch rear axle with factory locker and 3.42 gears. Belt: An upgraded (4L60E to 4L65E) transmission works with a stock torque converter to send twist into the 8.5-inch rear end’s 3.73 gears and centrifugal-type sprag locker. Chassis: Both trucks ride on their stock frames and general suspension systems. Sure there’s lots of surface rust scale from a decade of New England winters, but ants, road kill and worms haven’t complained yet. Suspension: Equipped with highly evolved A-arm front suspension systems and tight rack and pinion steering, modern 2WD GM pickups require minimal upgrades for improved street handling. The Orange Monster has a McGaughy 2 inch lowering kit all around while NextGen took the Red Herring further with a 2 inch / 4 inch (front / rear) drop kit from Belltech. Brakes: Modern GM pickup braking systems have come a long way since the days of manual drums. Both trucks retain the stock four wheel power disc brakes though the Orange Monster has a Hurst line-lock to help build boost off the line. Wheels/Tires: The General Motors Truck and Bus plant originally shipped both trucks with 16×7 inch pressed steel rims and non-performance 255/70R-16 S-rated radial tires. In 2005 GM stepped up to standard 17 x 7.5 hoops, which stand ready to accept a wider range of high performance rubber. NextGen equipped both trucks with ’05-up 17×7.5 inch rims and General Grabber UHP tires. To achieve a big-and-bigger stance, front / rear tire sizes are 255/60R-17 and 275/55R-17 on both trucks.

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