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This profile was last updated on 6/11/13  and contains information from public web pages and contributions from the ZoomInfo community.

Driving Instructor

Local Address: Arizona, United States
General Motors Corp.
P.O. Box 33172
Detroit, Michigan 48232
United States

Company Description: About GM - General Motors Corp. (NYSE: GM), one of the world's largest automakers, was founded in 1908, and today manufactures cars and trucks in 34 countries. With...   more

Employment History


  • engineering degree
35 Total References
Web References
GM engineer and pro-touring pioneer ..., 11 June 2013 [cached]
GM engineer and pro-touring pioneer Mark Stielow grabbed the Best of Show award with the "Jackass" 1969 Camaro he built a few years ago.
The Best of Show award went to Pro Touring guru Mark Stielow and the LS9-powered 1969 Camaro he built - now owned by a California enthusiast - that's known as "Jackass. The car is a few years old, but still stunning in its execution and performance. Stielow also happens to be one of those GM employees from the Milford Proving Ground and he worked on the 2014 Z/28 program.
We'll admit there's little '69 Camaro ..., 29 Nov 2012 [cached]
We'll admit there's little '69 Camaro left in the Red Devil built by Mark Stielow (and currently owned by Jason Ayers, who kindly let us trash it for this test).
While the Red Devil uses out-of-the box suspension from Detroit Speed, Mark put his super secret tuneup on the shock valving using a shock dyno.
Most miraculously, Stielow has retro-fitted GM antilock brakes to the '69 using factory parts and a few custom items of his own, and he has it totally dialed. He says, "I've given away a lot of my secrets over the years--in my book, or in magazines, or for anyone who asks--but I'm not ready to give up the key to the ABS just yet. It took way too much work. It's my edge right now. Speaking of which, you do know the grossly unfair advantage here, right? Stielow is a GM engineer and has access to all the good toys and the most knowledgeable people.
Stielow had to outrun the ZL1's sophisticated Magnetic Ride Control suspension, where the shock damping rates are adjusted in milliseconds based on sensor input about the car's attitude on the track. Combined with advanced stability controls, independent rear suspension, and larger brakes than on the Red Devil (14.6-inch and 14.4-inch rotors) the ZL1 is a serious contender. The tires are 285/35ZR20 and 305/35ZR20.
Hrdp 1212 05 Built Vs Bought 1969 Chevy Camaro Zl1 The new car is claustrophobic compared with the old one; note the space between the dashes and the leading edges of the seats. Stielow tells us he prevents squeaks and rattles by putting Velcro strips between mating surfaces.
Our driver was Mark Stielow himself, plenty qualified thanks to years of seat time and wins at many Pro Touring shootouts. He's a driving instructor at the GM Milford Proving Ground. He has lots of experience with both cars and with the track.
But where would Stielow's allegiance fall? We asked straight out if he was going to sandbag the Red Devil to keep his job or soft-pedal the ZL1 to make himself look like a hero car builder. He swore he'd go "as hard as I can" in both cars.
First off, Stielow proved he wasn't going to cheat the ZL1 guys back at headquarters.
Stielow went 1:42:05, a significant 2:48 quicker. Perhaps weather conditions had something to do with the difference, but Stielow put down what's probably the quickest-ever lap in a stock ZL1 at GingerMan. While we won't say Chevy cheated-up our loaner test car, we'd be surprised if it didn't make sure to send us a flawless example.
But Red Devil won, posting a best lap of 1:39:58, slapping the ZL1 by 2.47 seconds.
We also tested 60-0 braking. The cars were amazingly close: ZL1, 107.4 feet and Red Devil 107.1. Stielow says, "It shows both cars have the same tires and good ABS."
While Stielow builds some of the most refined driving cars in the muscle-car world, they are still hot rods with hot rod quirks.
Meanwhile, Stielow tried to tell us the Red Devil could be built for around $100,000 in parts. We called BS, and he eventually admitted we weren't jerks for claiming $200,000 to $250,000.
Any Pro Touring fan knows Mark Stielow as the hero of the movement; he even claims to have named it. He also wrote the 212-page book about it (shown here), which you can buy at He's built Camaros often and well, so we've shown the progression of the famous ones here. He's also the man behind the Quadra-Duece (a heavily hyped, all-wheel-drive '32 Ford that, through changes of owners, was never completed according to Mark's vision), and his one Chevelle (Malibu)--a '64 called Malitude.
The Mule: Built in 2003, this was Stielow's most radical project, with its 1,000hp twin-turbo engine. It had relentless coverage in Popular Hot Rodding. Hrdp 1212 15 Built Vs Bought 1969 Chevy Camaro Zl1 The Mule: Built in 2003, this was Stielow's most radical project, with its 1,000hp twin-tu Hrdp 1212 16 Built Vs Bought 1969 Chevy Camaro Zl1 Camaro X: This one featured one of the first LS7 swaps, and a story about it appeared in HOT ROD in 2006. It was called X, as in the Roman numeral indicating Mark's 10th Camaro build.
The Red Devil came next and has since been sold, while Mark is off on another project yet to be revealed.
GM Program Engineering Manager Mark ..., 7 Mar 2013 [cached]
GM Program Engineering Manager Mark Stielow has been building hot rods for about as long as he's been driving and many of those cars have ended up on the covers of car-enthusiast magazines. His latest car to hit the cover of Hot Rod magazine is a Camaro called Red Devil. MORE
Mark Stielow took a '69 Camaro ..., 1 June 2011 [cached]
Mark Stielow took a '69 Camaro body and packed it full of modern-day performance.
The "Red Devil" Camaro constructed by GM engineer Mark Stielow [see below] is a PT track star masquerading as a street-legal F-body.
The Red Devil is No. 11 in a series of  '69 Camaros massaged by Stielow over the past 23 years.
To dial in the steering to his liking, Stielow trial-fitted three rack-and-pinion units before settling on one with low friction and decent feedback. A similar procedure was used for tires. Testing on a Michigan race circuit, he trimmed precious seconds of  lap time moving from ­BFGoodrich to Michelin radials before installing the final set of Goodyear Eagle F1 Supercar G:2 rubber.
To achieve modern stopping perform­ance, Stielow added a Corvette Z06 anti-lock system to the Brembo drilled rotors and calipers he fitted to the Red Devil. In spite of a slightly spongy pedal (attributable to imperfect bleeding, says Stielow), we measured consistent, 171-foot 70-to-0-mph stopping distances with no hint of wriggle or fade.
If you're lucky, you end up with a car half as good as Stielow's.
In this instance, that old saw about the devil and the details actually fits. With a dozen Camaros to his credit, Stielow has perfected his craft. His underhood presentation is a van Gogh in matte black, red, and zinc plating. To prepare the ZR1 intercooler lid for its new life, he milled off the factory "6.2L" label to install new "7.0L" lettering. The engine shroud that originally boasted "CORVETTE" now reads "CHEVROLET. When Stielow advances the Pro Touring cause with his next hero car, count us in for another go.
The Red Devil’s cockpit is furnished with Recaro seats, Sparco belts, a Momo steering wheel, Auto Meter instruments, and Vintage Air climate control. Stielow fabricated the roll bar and instrument panel.
By day, he fine-tunes future suspension systems as GM's vehicle-dynamics authority. At night, he constructs the sweetest '69 Camaros big money can buy. Mark Stielow, Pro Touring's 46-year-old pope, coined the movement's name and co-wrote its bible with how-to author Will Handzel (Pro Touring Engineered Performance, $26.95,
After receiving his engineering degree in 1991, Stielow joined GM as a Chevy Caprice development engineer. He graduated to GM's motorsports technology department before becoming Summit Racing's chief product-development engineer in 1995.
Stielow returned to GM in 1999 to design and develop . . . door handles. In 2000, he was mercifully promoted to a ride-and-handling development job at GM's Milford proving grounds where he collaborated with the legendary John Heinricy on the development of the company's SS and V-series models. In his spare time, Stielow built "Mule," his eighth '69 Camaro, with which Popular Hot Rodding mesmerized its readers in 22 how-to installments.
Stielow has no intention of selling Red Devil.
If you want to see someone ..., 5 Aug 2002 [cached]
If you want to see someone on the edge, check out Mark Stielow and his One Lap Attack '67 Camaro we featured in the August issue ("Goin' For It").Stielow, the manager of Summit Racing Equipment's engineering department, had the basic car completed for the feature, but it wasn't up to speed, so we agreed to ride with him for a few days during the One Lap of America seven-day event to get a real feel for it.
A FEW MONTHS BACK… It's a cold and rainy day as I wait for Stielow to pick me up at Troy Trepanier's shop in Manteno, Illinois.Stielow calls a few hours late, clearly disoriented (he has been up for three days straight dialing the car in-after a month-long thrash), but confirms the meeting spot.Trepanier takes me there, where we find Stielow and copilot Lance Mallett waiting.Stielow quietly says hello, hands me the keys, slumps into the passenger seat, and says we're going to Road America in Elkhart Lake, Wisconsin.
The leg to Blackhawk Farms, in Rockton, Illinois, is only 180 miles, so Stielow decides there's time for a meal.It is the last meal we'll have for 24 hours.
Upon arrival at the tight, seven-turn, 1.95-mile Blackhawk track, we're told that a double event will be run to make up for the Road America cancellation.A few practice laps are allowed, then three timed laps, then two more timed laps later in the day.The track time isvery short, since 90-plus cars each need to run, so consistently fast cars and drivers usually place up front.In the first session, a Lingenfelter-prepped Trans Am crashes, stopping the timed runs for awhile and giving everybody time to think about how to go as fast as possible without crashing out of the event.
Stielow was angry about this but resolute in his mission to complete One Lap.
We arrive at the motel at 3:30 a.m., check-in, shower, and get into bed by 4:15, only to have the alarm go off at 5:15 so we can be at the track by 6:00!I'm starting to doubt how fun it is to have no fear.
HEARTLAND TEST At the 1.8-mile Heartland Park track, the luggage and tools are unloaded and the car is checked over-only to find the pulley for the external wet-sump pump (the complex race engine must run either an external dry sump or a wet sump-and Stielow ran out of time on the dry sump system) has slid forward on the shaft, the key is gone, and the bracket is bending from the misaligned belt.With no time to fix it before the timed event, he decides to run while watching the oil pressure gauge in case the pump fails.
Stielow tells me this is what One Lap usually feels like.
This feeling doesn't last, though, because the engine begins to miss and backfire about 35 miles from Hallett.Stielow immediately indicates (over the painful gear whine) that he thinks the engine has broken a rocker.At the side of the road, the rocker covers are removed to reveal a broken exhaust rocker on the No. 1 cylinder.
Stielow got the 1.6 Jesel rockers with the used race engine and had no idea how much time was on them.He put them in the engine assuming they would be alright.Apparently, they were past their time.
Many possibilities are considered, but Stielow decides to contact his dad, rent a trailer to take the car back to North Kansas City, order replacement rockers overnight, and meet the One Lap in West Virginia.While this was being coordinated over the cell phone, it was discovered that the front rotors were cracking, probably from the abuse on the Heartland Park track, so new rotors were also ordered.
I had planned to go on to Memphis to get quarter-mile times, but since Stielow was going to miss that event, I decided to get off the bus in Kansas City.Stielow eventually got the car going in time to make it to the finish, but he had missed enough events not to place.
IN THE REARVIEW Looking back on the Camaro and the entire One Lap experience, they are very similar.Both required a lot of work to complete, but the result is a sense of satisfaction that you can't understand until you do it.Stielow's Camaro is a great all-around hot rod, and the One Lap event is a great hot rod experience.And as Stielow said about both of them, "It feels great when you stop!"
To see photos from this event (or to upload your own), click here: Event Photo Gallery
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Stielow has removed the valve covers to replace the broken rocker and check the valve lash.
Click to enlarge photoThere were almost 100 competitors in the 1996 One Lap of America, including everything from bashed daily drivers to factory-supported teams from Audi, Chevrolet, Chrysler, Ford, Mercury, Oldsmobile, Pontiac, Porsche (the '94 and '95 overall event winner), Saab, Suburu, and Volkswagen.
Click to enlarge photo
Stielow, in top MacGyver form, used a hacksaw blade to file the burr down to get the pulley back on the shaft.
Click to enlarge photoThe real test for Stielow and Mallett came in Oklahoma, where an exhaust rocker broke.
Eventually, Stielow discovered that Katech had some rockers left over and had them shipped overnight to get the Camaro back on the road.
Click to enlarge photoThe suspension uses modified factory upper and lower A-arms with Corvette spindles and Koni coilover shocks.This allowed Stielow to improve the bump steer and camber curve while narrowing the track width so the big tires would clear the wheel openings.The 13.5-inch Baer rotor and four-piston caliper bolt up to the Corvette spindles as if they were a factory brake system.
Stielow couldn't have built this car or run this event without the help of many people, some of whom he doesn't even know!Some of the guys he does know are Larry Erickson, Jim Fleming, Matt and Mike Buco, Jack Chisenhall, Kath Oldham, and everybody at Mallett Motorsports and Summit Racing.
Click to enlarge photoStielow spent three weeks building the 3-inch stainless steel Borla exhaust to keep it tucked up under the car, and it shows.
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