Nearly 60 years ago, a man named Colin Chapman of Lotus Cars said the same thing: If you want to go fast, add lightness. Following a complete teardown, Brett acid dipped the entire body and began developing the Camaro’s underpinnings. The front frame clip started out as a Martz Chassis unit and was heavily modified to accept Corvette-style brakes and wheels. The front suspension hard points were moved forward 1.5 inches to help with the front-to-rear weight bias (corner weighting revealed a near perfect 50/50 front-to-rear split). The modified front clip was then mated to custom frame connectors, hoop supports, and interior frame bars. A Chris Alston four-link coilover rear suspension with modified frame link locations handles things aft. A Panhard bar locates the rearend from side to side. In addition to custom front control arms and spindles, the motor mounts were designed to lower the engine in the frame for an improved center of gravity; some minor modifications were made to keep the factory LS6 Corvette oil pan.

The Camaro features a full inner frame for additional rigidity. Running the length of the chassis, the custom wrought structure essentially links the rear four-link subassembly to the reinforced front firewall. Additional front and rear stress bar assemblies ensure no unwanted flex.

Widened lower and upper control arms were designed to accept a deep set of Z06 Corvette wheels with custom spindles to accept Corvette C4 hubs. They were also modified to have a 5-degree caster adjustment without shims, while the lower control arms were modified to get a better coilover motion ratio. Front binders are Baer Eradi-Speed rotors with C5 Corvette calipers. The rear units are also Baer Eradi-Speed rotors with Camaro F-body PBR calibers. Running gear is comprised of Corvette Z06 wheels, 17x9.5 (front) and 18x10.5 (rear) shod with Toyo R888s measuring 275/40R17 and 295/30R18.

Brett’s current front suspension setup is comprised of 550-pound front springs and Strange Engineering adjustable coilovers; the rear features 250-pound springs with Strange coilovers. A pair of beefy Stock Car Products antisway bars keep corners extra flat.

With the Camaro weighing in around 3,000 pounds, Brett chose a proven powerplant to motivate the Camaro. Underhood rests a largely factory LS6 engine, which is rated at a healthy 425 hp. For the 20 extra horsepower over stock, the engine was augmented with Brett’s own aluminum cold air intake, an 80mm BBK throttle body, shorty headers, and Street and Performance’s ECU upgrade. The LS6 mill now exhales through Brett’s custom aluminized exhaust.

“As it is now, the Camaro’s power level is a fine match for the chassis,” Brett says. “I’ve been toying with adding a supercharger or maybe a 427 LS7 engine, but I don’t know … the car behaves so well. I suppose I could lighten it even further. Still, more power would be nice.” It’s a forgone conclusion this car will continue to evolve. Guys like Brett rarely sit still.

The driveline is based on a Camaro Tremec T56 with modified Fifth (.64) and Sixth (.50) gearing. A factory LS6 flywheel, clutch, and pressure plate transmit energy to an ultralightweight Mark Williams carbon-fiber driveshaft. Out back, a Ford 9-inch has been modified with a Strange aluminum center assembled by Currie. Its guts are Detroit Truetrac with a 4:11 ratio.

Both lengthened and widened, the factory bodywork no longer fit the Camaro frame. Brett stretched the front fenders and fabricated fiberglass inner liners while mini-tubbing the rear wells. The top mechanism was dumped to save weight and covered with a tonneau of Brett’s own design. The front spoiler was also spawned in Brett’s own garage.

Although its original white paint was in decent shape, Brett opted to respray it with PPG Mercedes-Benz Silver paint. “I made my own spray booth,” Brett says. “I figured painting couldn’t be that hard. I figured wrong. Needless to say, this is the last car I’m going to paint myself!”