1997 Camaro SS 30th Anniversary SLP Edition (LT4)

 

Summary

Rare SLP Edition: Only a tiny number of 1997 Camaro SS 30th Anniversary models received the LT4 upgrade.

330 HP LT4: SLP installed the Corvette-derived 5.7-liter LT4, rated at 330 horsepower.

Classic Looks: Arctic White paint and Hugger Orange stripes paid tribute to the 1969 Indy 500 Pace Car.

Serious Performance: A T56 six-speed, performance exhaust, Bilstein suspension, and Torsen differential helped these Camaros run 0-60 in 4.9 seconds and the quarter-mile in 13.3 seconds.

Rare Collector: The LT4 SLP cars are easy to confuse with regular 30th Anniversary SS models, making proper identification important.

Anniversary Editions are always fun. Special stripes, badges, and performance upgrades find their way onto a limited number of stock versions of a vehicle to celebrate a special year.

Although anniversary editions usually see minor changes, that wasn't the case when it came to the 1997 Camaro SS 30th Anniversary SLP Edition. All of the 30th Anniversary Camaros (RS, Z/28, and SS) received an eye-popping color scheme and 30th Anniversary badges placed throughout the interior, but a few SS Camaros (100 in the U.S., six in Canada, and two prototypes) got much more than just a few minor upgrades and a cool-looking color scheme. Those few special Camaro SS models received a stout LT4 5.7-liter engine installed by SLP.

Where Did The Color Scheme for the Anniversary Edition Camaro Come From?

The color scheme is a throwback to the 1969 Indianapolis 500 Pace Car Camaro. Just like in '69, the '97 30th Anniversary Camaro was painted Arctic White and accompanied by a set of Hugger Orange racing stripes that graced the hood, decklid, and roof of all the 1997 Anniversary Editions, unless it was a convertible.

The All-Important 330 HP Badge

They all may have looked the same and had the same embroidered badges on the seats and floor mats, but only a select few got to wear the all-important 330-hp badge indicating an LT4 under the hood.

Almost all of the Anniversary Editions came with stock engines that matched their trim package, except for those few lucky SS Camaros that got to take the trip to SLP Engineering after they rolled off the assembly line.

SLP Engineering was able to get its hands on extra leftover LT4 motors that were used in the 1996 Corvette Grand Sport a year earlier. Before SLP bolted these LT4 motors into the Camaros, they broke each engine down and had them balanced and blueprinted.

On paper, the LT4 was documented to produce 330 horsepower at 5,800 RPM and reached its maximum torque at 4,500 RPM. But many car enthusiasts and automotive professionals believe this 10.8:1-compression motor was definitely underrated.

More SLP Camaro Upgrades

The 1997 Camaro SS with the SLP LT4 upgrade also received a Borg-Warner T56 six-speed manual transmission, a performance exhaust, a lightweight driveshaft, Bilstein sport suspension (optional level III Bilstein suspension package), and a Torsen limited-slip differential. 

All those extras were good to get you from 0-60 mph in 4.9 seconds and down the quarter-mile in 13.3 seconds. 

With the explosion of technology in the auto industry, that may not seem so amazing in this generation, but back in 1997, that was the fastest production American sports car on the market. There were no American sports cars at that time that could be bought from a dealer that went that fast.

Identifying a 1997 Camaro SS 30th Anniversary LT-4 SLP Edition

So how do you tell if what you're looking at—or what you own—is one of these rare 30th Anniversary SLP LT4 SS Camaros? Regular SS 30th Anniversary Camaros are commonly mistaken for these very rare SLP Editions, and that's because they're easy to pass off as one.

All of the SLP LT4 Editions rolled off the line and out of the factory as LT1 Camaros before being shipped off for the special treatment. That means even SLP LT4 SS Camaros will still indicate that they are LT1 Camaro SS models in the VIN.

First, to either begin or end the discussion of whether it is a true SS or not, look at the trim options. If it's anything other than a white SS hardtop with Hugger Orange stripes, your SS is not an SS LT4 SLP Limited Edition.

There are a few places on the Camaro that will definitely give you the information you want if it wasn't removed post-SLP treatment. Right above the rear bumper, on the opposite side of the SS emblem, a special-edition 330-hp badge will let you know if it's an LT4 SLP, but these can be easily applied to regular SS Camaros.

To get to the bottom of your research, you want to look inside the driver's-side door and/or inside the glove box to find the RPO code. This should indicate if it has been in the hands of the SLP engineers. But if you're still not sure what you're looking at, you can always call SLP Engineering. They are sure to have records of which Camaros they got their hands on.

If you do have a true LT4 SS 30th Anniversary Camaro in your sights, you're looking at a true collectible. These cars will eventually sell on the Barrett-Jackson block like the COPO Camaros do right now. They're good-looking, powerful, rare, and fun to drive.

Happy Hunting!

 

The 1956 Corvette "The Real McCoy" That Saved The Brand

Summary

Corvette Almost Died: By 1955, Corvette sales had fallen to just 700 units, putting its future in serious doubt.

Duntov Steps In: Zora Arkus Duntov helped transform the Corvette with a stronger chassis and a focus on performance.

The Real McCoy: Project Corvette #6901 became a heavily modified prototype built to prove what the Vette could really do.

Racing Success: The Corvette set a 150.58-mph flying-mile record and later won its class at the 12 Hours of Sebring.

Corvette Takes Off: The racing success and Chevrolet's marketing helped boost sales, with 1957 production nearly doubling from 1956.

Just about anybody in the world who knows a little about cars knows that the Corvette was the first American sports car and is now one of the most popular, fastest, and most recognizable American sports cars to date. But what a lot of people may not know is that this was not always true. In fact, by 1955, the Corvette almost saw its extinction.

Rumors about the move to drop the Corvette flooded out of Chevrolet's top offices, with very sad sales numbers to back up what seemed to be a good idea. Their competition, the two-seater Ford Thunderbird, sold an astonishing 16,000 units in 1955. The Corvette? A depressing 700 units.

Unfortunately for Ford, the same car that was taking so many sales away from the Corvette would actually be the inspiration for keeping the Corvette in the product lineup. The idea behind keeping the Vette and spending more money on a car that was obviously tanking was pushed by a few Chevrolet bigwigs, including former Corvette chief engineer Dave McLellan.

McLellan released a statement concurring that if the Ford Thunderbird was doing so well, there was obviously a market for a two-seater sports car. With a solid change for the better and the right amount of marketing, the Corvette should be able to become a moneymaker.

In an ironic twist, the very car that Corvette planned to piggyback off of—the Ford Thunderbird—had already made future plans to market the car differently by doing away with the two-seater style and making it a four-seater touring car. That left the American sports car market wide open for Chevrolet and its Corvette.

"The Real McCoy"

As wide open as the market was, the Corvette needed some changes for success, ideally in the form of performance and a new body style. When Zora Arkus Duntov took the reins as Corvette Chief Engineer, he was ready to make those changes, but he knew first that the chassis had to be redesigned to handle any horsepower upgrades.

Once engineers updated and strengthened the chassis, Chevrolet engineers went performance and horsepower hunting. First, they ditched the boring and heavy two-speed Powerglide transmission and replaced it with an upgraded four-speed. They also took the original 265-cu.-in. motor and bored it out to a 307 that sported dual Carter carbs and a now-famous "Duntov High-Performance Cam."

Other upgrades were also included on the Real McCoy, like a very rare set of Halibrand magnesium knock-off wheels, special heavy-duty brakes with cooling scoops, heavy-duty shocks and sway bars, an upgraded high-capacity fuel tank, and more—all newly implemented to help achieve the Corvette performance desired.

After all of those upgrades, top engineers slapped a new SR Prototype body on what was now known as Project Corvette #6901. The engineers called it "The Real McCoy" and decided it was ready to head to the racetrack.

Daytona Speedway Record

The first stop for the "Real McCoy" was the Daytona Speed Week for a two-way flying mile. This is where the Corvette would make its first milestone. At the time, the record for the Corvette class was 127 mph. With Duntov as the driver, the 255-horsepower Corvette sped to an average speed of 150.58 mph to crush the record.

This was an extremely significant record because it occurred just weeks before the New York Motorama, where the Corvette would be on display to many potential buyers, most of whom had already heard the news of the record-breaking performance.

12-Hour Sebring Race

A few months after Daytona, the groundbreaking Corvette made its way to the famous 12-Hour Sebring Race. This race was designed only for the toughest of the tough—the fastest of the fast. Only cars like Jaguars, Bentleys, and Aston Martins graced the racetracks for these events.

But with a chance to prove that the Corvette had changed and deserved respect alongside the other powerful sports cars, Chevrolet did not shy away. Instead, they joined in on the action.

Race car drivers John Fitch and Walter Hansgen were brought on board to take on the challenging race. When the green flag dropped, the race was on. But early in the race, the Corvette experienced mechanical problems, so much so that they didn't think it would finish.

In the end, not only did the Real McCoy Corvette finish, but it also finished first in its class and ninth overall. This was an incredible accomplishment, especially considering 60 cars entered the event, but only 24 crossed the finish line.

With another huge milestone under Corvette's belt, Chevrolet exploited it by printing ads like "A Tough, Road-Gripping Torpedo On Wheels" and "The Most Remarkable Car Made In America Today."

Those ads were meant to send a message: Corvette had finally arrived as a force in international sports car racing, and they proudly called this particular Vette "The Real McCoy."

Between all of its accomplishments and Chevrolet's ad campaigns, the '56 Corvette sold 3,467 units, and in '57, they nearly doubled that with 6,339 sold.

One of the main reasons the Corvette saw such selling success was that if Chevrolet raced the Vette in its respective class at the 12-Hour Sebring race, every part that was changed or modified for the race had to be documented and later made available to the public. This process made potential buyers very excited about being able to buy a Corvette and beef it up to run and look just like "The Real McCoy."

Auctioned Away For $2.3 Million

In any event, if it weren't for the #6901 '56 PJ Prototype "Real McCoy" Corvette, and possibly the success of the Thunderbird, Chevrolet may have never gone forward with the Corvette. And the automobile industry would definitely not be the same today.

Pontiac Firehawk Third and Forth-Generation: Which One Is On Your Wishlist

Summary

The Dark Years: Fuel prices, emissions regulations, insurance costs, and economic problems made high-performance cars scarce from the mid-'70s through the '80s.

The Firehawk Arrives: Pontiac teamed up with SLP to create the Firehawk, turning the Firebird into a much more serious performance machine.

The First Firehawks: The '91-'92 cars packed an L98 350 V8, 360 horsepower, a six-speed manual, upgraded suspension, Brembo brakes, and serious performance hardware.

Fourth-Gen Muscle: The Firehawk evolved with the LT1, improved suspension, ram-air induction, and eventually the Corvette LT4.

The LS1 Era: The '99-'02 Firehawks brought the new Formula/Trans Am body style, more horsepower, suspension upgrades, and Trans Am availability.

A Rare Breed: With low production numbers throughout its run, the Firehawk became one of the more collectible performance versions of the F-body.

F-Bodies Fade Away: The end of the Firehawk and Pontiac marked the end of an era, making these cars increasingly important pieces of Pontiac performance history.

I think most automobile enthusiasts would agree that very few vehicles from the mid-'70s to the late '80s could be considered high-performance vehicles. Between higher-priced fuel due to oil shortages, the EPA clamp-down in search of better emissions, and sky-high insurance rates, there just wasn't much of a market for high-performance cars, especially with the U.S. bouncing in and out of recessions.

But still, in the '80s, there were some well-performing cars that gave us gearheads some hope for a change—a light at the end of the tunnel that would get us out of an era that produced mostly disappointing sports cars and sad muscle car attempts. 

So when did the tides start to change for the high-performance automobile industry? 

It is tough to pinpoint exactly when or where, but there were a few vehicles like the Buick Grand National, GMC Syclone and Typhoon, prototype 454 Corvette ZR-2, and some other impressive attempts to revive the high-performance auto industry.

One very important contribution to that revival was the creation of the Pontiac Firehawk. Let’s take a look at how these cool cars got their start, what made them awesome, and how they evolved.

The 1991 and 1992 Pontiac Firehawk 

When Pontiac was ready to give its sports car a boost in the right direction, it looked to SLP. Starting in 1987, SLP had been a huge contributor to high-performance parts for vehicles of all kinds.

Pontiac didn't just slap some SLP high-performance parts onto the soon-to-be Firehawk. Instead, the two companies joined together to create a new performance RPO code, B4U, better known as the Pontiac Firehawk.

Built off the Firebird trim package, this Pontiac received an L98 350 V8 engine that pumped out 360 horsepower and 390 lb.-ft. of torque, thanks mostly to upgraded pistons, intake, exhaust, and a set of well-ported heads.

Other upgrades included:

• C4 Corvette ZF 6-speed manual transmission

• Aluminum driveshaft

• Limited-slip differential

• 275/40-17 tires

• Recaro front seats

• Aluminum hood

• Roll cage

• Five-point harnesses

• Stiffer bushings for the rear control arms

• Brembo® brakes

• Optional fuel cell

Performance Results

There are no official times that any one source can definitively tie down, but an easy 13-second quarter-mile at 106 mph seems to be about on target, along with a 4.6-second 0-60 mph time.

Production Numbers

Between the '91 and '92 third-generation Firehawks, a total of 25 were built. The first eight Firehawks were built as 1991 Pontiac Firehawks, and the last 17 were built as 1992 Firehawks.

Fourth-Generation: Pontiac Firehawk 1993

The first Firehawks were so well-received that there was no doubt Pontiac was going to carry the nameplate over to the fourth-generation Firebirds. Unfortunately, these Firehawks would receive fewer upgrades from the original '93 Firebird Formula. Most people believe it was to keep the Firehawk from taking too much away from the new-generation look and drivetrain.

1993 Fourth-Generation Firehawk Upgrades

With both the Camaro Z28 and Firebird Formula now receiving the new LT1 that Corvette started using just one year earlier, more power became a little more achievable. In stock form, the 5.7-liter LT1 engine made 275 horsepower. With some special Firehawk tuning, the LT1's power was boosted to 300 horsepower and 330 lb.-ft. of torque.

 

Other Upgrades Included: 

• Lightweight composite hood with functional CAI ram air

• Firehawk graphics

• Stainless exhaust tips

• 17-inch x 8½-inch aluminum alloy wheels

• P275/40ZR17 Firestone Firehawk tires

• 201 Firehawks produced in 1993 with the RPO code of R6V

1994 Pontiac Firehawk 

These fourth-gen Firehawks would get an increase of 15 horsepower and an increase of 5 lb.-ft. of torque from the previous year. The increase was achieved thanks to a 3-inch dual system with a less restrictive muffler. You were also able to option up a Level II Bilstein suspension package for some great handling attributes and better launches. 

1995 Pontiac Firehawk

Although mostly unchanged from the previous year, Pontiac did make a move that made the Firehawk more desirable to a wider audience. For the first time, a Firehawk buyer had the option of purchasing one in a convertible configuration. In fact, 102 convertibles were said to have been built for '95.

Unfortunately, although the convertible Firehawk received all the other performance upgrades as the other Firehawks, it could not be ordered with the Level II Bilstein Sport Suspension.

1996 Pontiac Firehawk 

1996 was a low-production year for the Firehawk due to the interest SLP found in the WS6 Ram Air Pontiacs and Camaro SS. Only 41 were produced, but the nice thing was that the Firehawk performance package ended up costing less than it did the previous year.

1997 Pontiac Firehawk 

1997 was another special year for the Firehawks. Although it is unknown how many were produced overall, 29 were built with a Corvette LT4 engine. Since Corvette had moved on to the new and improved LS1 engine in '97, there were extra LT4 engines left over. Some of those engines went into the '97 Camaro SS SLP Edition, while others went into the Firehawk.

Other than the bigger engine package, not much changed from '96 to '97 for the Firehawk.

Some More Upgrades Through The Fourth-Generation Years That Could Be Ordered Depending On Year And Configuration Were:

• Engine Oil Cooler Package
• Performance Lubricants Package with synthetic rear axle lube, semi-synthetic power steering fluid, and premium-quality synthetic media engine oil filter
• Torsen Limited Slip Differential (includes Performance Lubricants Package)
• SLP Hurst short-throw shifter with H-shift knob
• American Racing Equipment chrome-plated aluminum wheels
• LT4 Engine Upgrade (only for '97)

1998 Pontiac Firehawk 

No Firehawks were made in anticipation of a big entrance for ‘99.

1999-2002 Pontiac Firehawk

These-generation Pontiac Firehawks would get the brand-new Formula/Trans Am body style. Outside of their Firehawk emblems and sometimes different rims, there was one sure way you could tell a Firehawk apart from a Pontiac Formula or Trans Am, and that was the Ram Air induction.

All Firehawks had distinctive Ram Air with two solid hood scoops for the induction system, whereas the Formula and Trans Am ordered with the WS6 Ram Air package had a hood that looked like it had four air inlets.

The big changes for the '99-'02 Firehawks were the horsepower, a selection of suspension upgrades, and the chance to finally get a Firehawk in Trans Am trim. Thanks to the success of the LS1 engines, Firehawk Trans Ams were popping up all over the place, and they were mighty feared competitors on the streets.

Horsepower changes for those years are as follows:

• 1999 - 327 horsepower

• 2000 - 330 horsepower

• 2001 - 335 horsepower

• 2002 - 345 horsepower

As The F-bodies Fade Away  

It was sad to say goodbye to the F-bodies and Pontiacs in general. The Chevrolet Camaro came back to life, but it would soon disappear as well. It's gems like these that need to be preserved, and although it's hard to find a Firehawk for a good price, they are still out there and probably worth the high price tag that car enthusiasts are asking.

NHRA Pro Stock Turbo: Buddy Ingersoll's Buick V6 Pro Stock

It was back in 1986 when Buick started to master the turbocharger game. Turbochargers have been around for quite a while before the first 1984 and '85 Buick Grand National and T-Type turbos came out. The '84 and '85 Buick turbos lacked the power that the 1986 and '87 Buick turbos did due to a lack of an intercooler and other things. But even with the success of the two-sedan being faster than all of the American sports cars at the time, no one expected to see one compete in a professional Pro Stock class. 

Read all about the '86 and '87 Grand National success here. 

700+ cu.-in. Pro Stock Engines Racing Against A 286 cu.-in. Buick Engine

Buddy Ingersoll's Buick V6 Pro Stock

This was when the drag racing world started realizing that it is not always all about big blocks and displacement. This race was from 1986, but later the Buick setup would be deemed illegal in the Pro Stock classes. Of course, the reasons for the outlaw were a bunch of smokescreen excuses to hide the absolute truth - old-timers didn't understand it and didn't want to believe a V6 could beat a V8. 

To me, it sounds much like when Nitrous Oxide exploded on the drag racing scene - if you didn't understand it or you couldn't figure it out, it was easier to just say using NOS was cheating. 

Early '90s GS Nationals in Kentucky 

It was in the early '90s when I attended my first Buick GS Nationals at Beech Bend Raceway for a week (a week off school - a week at the drag strip)! That's when I saw the first single turbocharged Grand National break into the sevens (1/4-mile), and when I saw a T-Type in stock trim ride its bumper halfway down the track while still turning in a time of 10: something. That was when my cousin and I, best friends, knew we were watching something the drag racing world wasn't ready for yet. 

Slowly but surely, the drag racing world caught up, and now you'd be hard-pressed to see a drag car that isn't racing in a highly regulated class that doesn't have at least one turbo under the hood or another kind of power adder.  

The lineup to get into the GS Nationals—all Buicks—and the track entrance is quite a ways away. 

 

Modern Muscle Car: 94-96 Chevrolet Impala SS

  

Summary

1994–1996 Chevy Impala SS — a full-size sedan with true 1990s muscle-car attitude.

5.7L LT1 V8 producing 260 hp and 330 lb.-ft. of torque.

Rear-wheel drive, limited-slip differential, heavy-duty suspension, 12-inch disc brakes, and dual exhaust.

Comfortable enough for five, but capable of 0–60 mph in about 7 seconds.

The LT1 offered plenty of potential for aftermarket performance upgrades.

Only 69,758 were produced, making clean, original examples increasingly desirable.

A big, comfortable American cruiser with legitimate muscle-car DNA.

The Big and Bold

These beautiful 94-96 Chevrolet Impala SS sport sedans were not in production long, but they did make a big impact in the Chevy lineup for a couple of years. What made this Caprice in disguise such a success was a Corvette 5.7-liter LT1 V8 engine added in with a few other upgrades.

• 260 Horsepower and 330 lb.-ft. of Torque
• 4l60e Automatic Transmission
• 3.08 Tall Rear Gear with a Limited Slip Differential
• Lowered Heavy Duty Suspension from the Caprice Police Car Package
• Performance-Oriented Shocks w/Semi-Stiff Anti-Roll Bars
• 12-Inch Vented Disc Brakes
• 0-60 in 7.0 Seconds and 15.0 Second 1/4 Mile Time @ 92-MPH Give or Take  

Now, of course, that doesn't sound like much today, with V6 SUVs outperforming the big-bodied vehicle. But this 4,220-pound beast was considered pretty fast for its size 26 years ago. 

The funny thing is the decision to go with the Caprice LT1 Impala combo came about because the original Caprice 4.6-liter engine was having a hard time making emission standards. The LT1 engine that was placed in the Corvette, Camaro, and Pontiac sports cars were doing fine passing emissions and smog regulations, and that's why it got the duties of lugging the Impala SS around.  

Potential For More Power 

Dropping the 4.6-liter and moving to the LT1 made the Impala SS even more like a muscle car. Since there was not a lot you could do in terms of upgrades to the 4.6-liter, the dud you got in the 93 and older Caprice, was the dud you got. The LT1 on the other hand offered plenty of room for upgrades. If you could get the upgrade for a Corvette, Camaro, Firebird, or Trans Am, chances are you could get it for the Impala. This opened up the door for easy upgrades from cold air induction and computer programmers to cam, heads, and nitrous. I'd go over all the upgrade options, but I figure you could use your imagination here.

Four-Door Competition

It was definitely faster than its American four-door competitors i.e. the Ford Taurus SHO and the Pontiac Bonneville SSEi. Moreover, it was $65,800+ cheaper than the Mercedes-Benz S500 and could accelerate faster, handle better, and match the Benz in braking abilities, all while sounding like true American Muscle. 

What The Impala SS Had Its Sports Car Companions Didn't 

That's easy, front bucket seats that made you feel like you were sitting on a sofa, a back seat where people even 6-feet tall and hefty could sit in comfortably, and a trunk you could neatly place a dead body in. 

The Impala's colors were limited. In 1994, you were only able to get one in Black, but '95 and 96-year models brought about a dark Cherry Red and a dark Green color. 

                        

There were also a few other differences about the 1994 Impala SS. There was a digital dashboard with no tachometer and a column shifter. When Chevrolet noticed the consumer's want for this vehicle in the muscle car capacity, they added in an analog dashboard with a tach and a floor shifter to add to the muscle car feel. 

For all three years, the exterior sported special 17-inch 5-spoke rims wrapped up in large 255/50R-17 tires, a nice-sounding dual exhaust system was added with a rear spoiler, and deleted Caprice chrome. The stance, the sound, the power, and the name of it alone, Impala SS, made this disguised Caprice no longer a car you would expect a 90-year-old church-going lady to drive.  

Taking One For A Ride

I've taken a few for a ride here and there working at a dealership. They're not that fast, but one thing they are is a little surprising. You just don't think a 94-96 Caprice with special SS Impala badges is going to offer you so much.

The Impala gives you more than enough throttle response to get the big, long sedan in the passing zone and go. It also gives you plenty of comforts, from the leg and headroom to the soft suspension that performs well but still gives you a ride that reminds you of your grandpa's unmolested Lincoln. 

And no, there is no media center, cell phone connectivity, or sophisticated driver assist safety functions that allows you to disregard paying attention to the road. These Impala SS big-bodies are true cruising cars. A car that you can shine up, hit the road, listen to the muffles humm, and get a few looks of envy from drivers in their cookie-cutter trucks and crossovers. 

Purchasing A 94-96 Impala SS   

With 69,758 Impala SS sports sedans produced between 94-96, they are not the rarest cars in the world. But a lot of them are stored away in garages as their value goes up. If you're looking to purchase one of these modern Impala SS muscle cars, your best option is to look out for one that has low miles and has little to no upgrades. Some of these cars have been heavily modified, and some have been around the block a time or two. 

Look for rust in the usual places, signs of years of abuse, aftermarket hacked stereo systems and suspension components, and beat-up interiors. Some of these cars may still have potential, but it would depend on how much money you want to put into them. There are still plenty of good ones out there that have been well-taken care of and can offer you a fun and cool multi-purpose Hot Rod!