2014 Chevrolet Camaro Z/28: The Most Track-Capable Camaro Ever – Tom Froling

The Chevy Camaro arrives next spring, ready for the 2014 racing season

First introduced in 1967, the Camaro Z/28, Chevy’s most iconic model in Camaro history, has returned for 2014. The all-new Z/28 features a full aerodynamics package that creates downforce, which helps make it the most track-capable offering in Camaro’s history by enhancing vehicle dynamics. This results in improved traction, braking, cornering speed and overall performance.

While most cars are inherently designed with lift at speed because of the focus on fuel economy, the Z/28 required us to find a way to manage the airflow over and around the vehicle to optimize the vehicle performance. We achieved it, by aerodynamically designing it for downforce, which generates a downward force on the vehicle as the air flows underneath, on the sides and over the top of the vehicle.

The Camaro Z/28 is solely focused on track performance and capability. It’s going to appeal to the person who wants to drive their car extremely quickly around a racetrack – and enthusiastically on winding roads.

The Z/28’s capability and performance inspires confidence through every section on the track, from the straightaway, to the curves. The downforce allows the vehicle to be driven with much more speed through every corner.

Posted on Thursday, December 12, 2013 / 0 Comment / Read More

Review Chevrolet Camaro ZL1 2012

 

Having spent my fair share of time flogging the insanely fast and impressively lightweight ZR1 Corvette around race tracks and having not been a fan of the Camaro SS because of its terminal understeer when pushed to the limit, I have to admit to arriving at Virginia International Raceway expecting the Chevrolet Camaro ZL1 to underwhelm me. Making 580 hp from a supercharged V8 similar to that in the ZR1 under the hood there was no question the ZL1 would be outrageously fast in a straight line and produce an intoxicating snarl from its quad tailpipes, but with a curb weight over 4,000 lbs and the unwillingness of the SS’s front tires to follow the turn prescribed by the steering wheel, it was going to take a totally fresh engineering approach to convince me the ZL1 is a legitimate track-day weapon.
FAST FACTS
1. A supercharged 6.2L V8 powers the ZL1 with 580 hp and 556 lb-ft of torque.
2. At highway speeds, the magnetic ride samples road conditions once every inch the car travels.


3. The ZL1 is named after an all-aluminum racing mill, which was developed in the late 1960s and installed into just 69 regular-production ‘69 Camaros, making it one of the rarest GM engines ever produced.


4. At 150 mph the ZL1 makes 65-lbs of front downforce thanks to the revised front fascia, splitter and vented hood, while the SS makes 200-lbs of front lift at the same speed.


FEELING SMUG
Initially, my skepticism seemed well placed, since a short drive on some winding country roads surrounding Virginia International Raceway (VIR) the evening before we were scheduled to turn our hot laps suggested the ZL1 was a big angry gorilla that was going to try to kill me if I asked it to change direction. Thanks to cool and damp road conditions, anything more than tickling the throttle resulted in wheel spin and a whole bunch of e-nanny intervention. In hindsight, the Chevy Sonic we drove from the airport to VIR could have induced similar wheel spin in these conditions, but at the time I was busily ticking off items on my list of preconceived ideas about the ZL1.
EATING CROW
After an impressive presentation by the Camaro design and engineering team highlighting the extensive improvements and refinements they’ve made to the ZL1, I felt a stirring in my pants. It was my cell phone set to vibrate, but I also felt a stirring somewhere else. Perhaps it was some half-forgotten part of my automotive soul reminding me how much fun I had thrashing my dad’s ’98 Camaro Z28 at the racetrack. Whatever it was, despite my early doubts, I was now beginning to embrace the idea that perhaps the ZL1 has actually been reinvented thoroughly enough to make those SS understeer nightmares go away.
With a warm and sunny day for our on-track testing, just a single lap around a modified version of VIR’s full course left me with the tangy flavor of crow in my mouth. The first few gulps were a little hard to swallow, but after that it was impossible to wipe the grin off my face because the ZL1 is indisputably built for track-day enthusiasts and road racers like me. Gone was the night terrors-inducing understeer of the SS and in its place a remarkable range of high-tech handling modes made possible by the third-generation Magnetic Ride suspension (a newly revised version of the same magneto-rheological dampers used on the ZR1 and even a few Ferraris) along with the onboard stability and traction control systems.
 

 

The result of all this vehicle dynamics voodoo is the ZL1’s five “Performance Traction Management” modes, with PTM2 being the default setting for dry conditions and PTM1 being for wet conditions only. As you move up to PTM3, 4 and 5 you reduce the amount of intervention by the traction and stability control systems to the point that you can really start to hang the tail end out and steer the car with the throttle. You can also completely shut off the PTM system, but with a car this powerful and this heavy, only driving gods need apply.
NOT VERY PERFECT
Of course the ZL1 is still a Camaro, so you’re going to have to live with some cheap looking and feeling plastics inside (which is a bit of a letdown given the $54,995 price tag and given how good GM’s interiors are as of late). Put it this way – you’re definitely not going to confuse the ZL1’s interior with anything from Audi. Headroom continues to be at a premium as well, especially when wearing a helmet. And the sightlines, or lack thereof, continue to be a concern. I can’t imagine trying to park this monster of a muscle car in an underground parking lot or even just parallel parking it without curbing the gorgeous 19-inch forged alloy wheels. And then there’s the 4,000+ lb curb weight, which does mean you’ll be visiting the gas station regularly and replacing other consumables more often as well (brake pads, rotors and tires among them).
BUT SURPRISINGLY CLOSE TO IT
Despite its considerable heft, the ZL1 manages to feel amazingly agile. It’s only when pounding the curbs through the Snake lower esses or quickly changing direction through the Madison Avenue chicane halfway down VIR’s long back straight that you get a sense of the Camaro’s mass, the gargantuan 6-piston Brembo brakes and PTM system managing to otherwise conceal it. Repeated abuse of the slow pedal could not induce even a hint of brake fade, and unlike the SS where aerodynamic front lift kills turn-in response, the ZL1’s vastly improved aero package (producing 65 lbs of front downforce at 150 mph, as opposed to the 200 lbs of lift the SS generates at the same speed) means that the front tires now have the bite required to attack corner entry with confidence.

Part of the improved turn-in feel is also likely a result of refinements made to the ZL1’s electric power steering, which slows and firms up at higher speeds for added stability. A lot of other small details combine to make the ZL1 the track star it is, including moving the rear swaybar mounting points outboard for a rear end that’s not only better able to control body roll but also has a more planted and stable feel to it while accelerating out of turns. Goodyear’s vastly improved G:2 Eagle F1 Supercar tires also provide significantly more mechanical grip than the previous generation rubber.
The Camaro design team has also classed things up a bit inside, breaking up the sea of plastic across the dash with a suede section that ties in nicely with the rather handsome leather and suede microfiber wrapped ZL1-embroided seats. Although I overheard some of the other journalists commenting that the ZL1’s seats have too much cushioning, my middle-age posterior found them to be comfy and reasonably supportive. The ZL1’s steering wheel is also a vast improvement over the one found in the SS, having clearly been designed with track driving in mind. Not only is it smaller in diameter, but it’s also contoured like a racing steering wheel and wrapped in your choice of leather or suede (as part of the optional suede package).
And then there’s the transmission. I’ve always found the Corvette’s gearbox to be clunky and slow to synchronize with the next gear, so I was expecting more of the same with the ZL1. Instead, the Tremec TR6060, thanks to a revised synchro package and a newly designed short throw shifter, delivers precise and crisp shifting action that rivals the best manual gearboxes I’ve sampled. It’s not as laser-quick as a Honda S2000’s transmission, but for a gearbox stout enough to contain 566 lb-ft of torque the ZL1’s Tremec is a truly impressive piece of hardware.
THE VERDICT
The proof is in the pudding. Sure, my bowl of pudding may have a bit of a crowy aftertaste to it, but that’s OK. I can live with it in light of the fact that the team behind the ZL1 has performed a miracle worthy of recognition in Vatican City. What was once just another retro-styled muscle car aimed at pot-bellied men across America is now a fire-breathing supercar comparable to the Nissan GT-R. And when compared to its most natural rival, Ford’s Shelby GT500, the Camaro ZL1 has clocked a time around VIR’s Grand circuit more than 6-seconds a lap faster than the Mustang. Oh, and it’s also faster than the Nissan GT-R and Porsche GT3 around this same circuit (though both are faster around the Nurburgring than the ZL1’s still-impressive 7:41 lap time).
 
There’s no denying the Camaro ZL1 is a big heavy coupe and its in-your-face retro styling isn’t likely to connect with many Gen Y buyers. But at $54,995 it’s one hell of a performance bargain and that’s something we can all appreciate. At just under half the price of a Corvette ZR1, you get a similar supercharged 6.2-liter V8, semi-usable back seats, and a more sophisticated version of the already excellent magnetic ride system. Throw the versatility of the new Performance Traction Management system into the mix and the ZL1 truly sheds its skin as an homage to a by-gone era and emerges like a phoenix as a modern-day sports car (minus the interior, which really could use a more thorough updating).

Posted on Wednesday, March 14, 2012 / 0 Comment / Read More

Camaro ZL1 over potential quality issue report

Chevrolet's fire-breathing, Nürburgring-shredding Camaro ZL1 can now be custom configured for your very own garage – at least your virtual one.

The 580-horsepower, 6.2-litre V8-powered Chevrolet won't come cheaply, starting at $54,995, and choices are limited. Major options include paint (we're kind of fond of the $325 Rally Yellow scheme shown above, though perhaps it's a little too Transformersque), transmission choice (six-speed manual or automatic), wheel finish, sunroof and faux suede interior bits. Given that this is a small-volume model with serious performance intentions, we're not bothered by the limited decision tree offered by the configurator, and it helps tamp the bottom line down.











GM Inside News has obtained a letter from Russel Clark, Director of Marketing for Chevrolet small cars, small utilities and performance cars, to dealers informing them that shipments of all 2012 Chevrolet Camaro ZL1 produced to date are being held by General Motors for a "quality assessment."

There is no explanation as to what's causing the hold or its duration, though the letter does say it "may last a few more weeks." Motor Authority has Chevrolet spokesman Monte Doran on record saying, "We may have found a potential issue that we want to resolve." If you think you know what the issue is, let us know in the comments or send us a tip.

Being one of the Bowtie brand's halo cars, the Camaro ZL1 can hardly afford a hiccup in its roll out. Though with a 580-horsepower 6.2-liter V8 underhood and sub-$55k starting price, we're certain that a few weeks wait won't change the number of people in line to buy one.

See below  to read the letter to dealers in its entirety.

03/02/2012

Ref. number:
Sales / New Vehicles / G_0000109294

Subject:
Update on 2012 Camaro ZL1 Shipments and DOSP

The purpose of this note is to provide you with an update on 2012 Camaro ZL1 production and vehicle shipment plans.

All Camaro ZL1 models produced to date are currently being held by General Motors for a quality assessment. At this moment, the duration of the hold is undetermined, and may last a few more weeks. As soon as the hold is cleared, a note will be sent to all dealers to advise that 2012 Camaro ZL1 shipments are underway.

Because of the hold, the upcoming Dealer Order Submission Process (DOSP) cycle that was to be dedicated to ZL1 is being postponed. This DOSP cycle was scheduled to start this Thursday, March 1, 2012, and continues through Tuesday, March 6, 2012. A new date for this DOSP cycle will be provided in the near future.

We regret to have to undertake these actions, especially given the high anticipation for the new Camaro ZL1. We ask for your patience and will continue to keep you posted on any developments regarding production and vehicle shipments from Oshawa.

Sincerely,


Russell M. Clark
Director – Chevrolet Small Cars, Small Utilities and
Performance Cars Marketing

Posted on Thursday, March 08, 2012 / 0 Comment / Read More

Chevrolet Camaro

     Judging from the TV commercials that were running constantly during the month of December, getting a new car for Christmas—or, excuse me, during “the holidays”—is apparently quite commonplace. So I imagine there were some spoiled 16-year-olds who woke up on December 25^th to find in their driveway a new Chevy Camaro with a giant red bow on the roof. To them I say, bully for you—and try to be a bit less snotty to your parents, at least for the next few weeks.

I, too, found myself at the wheel of a new Camaro over Christmas, a bright orange SS with a pair of fat black stripes on the hood, and a black-and-orange interior (what, no houndstooth?).

Backing up all that flash, my Camaro SS featured a 6.0-liter V-8 with a potent 426 hp and a rip-snorting exhaust note. That engine makes this car blisteringly fast, and it’s also plenty torquey enough to let the Camaro cruise happily in its ultra-tall fifth and sixth gears. The manual transmission gets full marks for the action of its clutch and shifter, with one major exception. GM is still using its obnoxious 1^st-to-4^th “skip shift,” that hackneyed old EPA-cheating trick, which dates all the way back to the last Camaro.

Also dating back to the last Camaro—and every one before that—is the cramped back seat. Front-seat occupants need to scoot their chairs forward to make enough space back there even for kids. Unlike in Camaros of yore, here Chevrolet engineers did not scoop out the seat cushion to aid the cause of headroom, but maybe they should have. A more endearing bit of retro is the dash design; it looks cool and has easy-to-use switchgear. The SS has a firmer suspension, but even so the car rides well and resists tramlining despite its wide tires.

        One of the biggest knocks against the new Camaro is the visibility—that’s the outward visibility. This particular example, at least, proved highly visible to others. That’s one reason to appreciate the head-up display (standard on the 2SS trim level), which is great for keeping precise track of one’s speed, useful in such a fast and highly conspicuous car.

This extroverted machine got a warm reception everywhere it went, despite the freezing weather. On the day the big blizzard was approaching the Northeast, one parking-lot commenter said, “Nice car,” but then admonished, “You better get that thing home.” I did make it home just as the snow started to fly. But the next day, I drove it into an only partially plowed-out New York City. Historically, Camaros have been good for only one thing in the snow: doing donuts. This new one, with the aid of snow tires and traction control, was able to make it all the way to its parking garage in Manhattan despite the snow-covered streets—which made this one happy return.

The dash takes cues from the first-generation car.

Posted on Thursday, January 05, 2012 / 0 Comment / Read More

Chevrolet Camaro 2012 Fuel economy than

Until now, the car "muscle" America is often associated withmassive V8 engines. However, the 2012 Chevrolet Camaro has chosen a different direction when engaged in battle of the V6cars. As revealed its Chevrolet, 2012 Camaro version equipped with a V6 engine produces more power while improving fuel economy.
According to the recent recovery in April, 2012 ChevroletCamaro V6 will increase capacity 11 more horsepower than theold version while fuel consumption remains the same. However,to date, GM group on the correct amount of fuel that the 2012Chevrolet Camaro V6 consumption. Accordingly, the Camaro V6version only "consume" about 7.84 ltr per 100 km compared with8.11 ltr per 100 km old.
In order to increase power and fuel economy capabilities forapplications 2012 Chevrolet Camaro V6, 3.6 liter capacity, GMcombined with the cylinder head exhaust pipe into a single block of aluminum. Not only eliminates the risk of error washers, new design also contributes to reducing vehicle weight of 13 kg.

Compared with the previous version, 2012 Chevrolet Camaro V6has strong and better fuel economy.

"No vendor shall also choose a similar way to reduce the volumeof the engine," said Ameer Haider, assistant chief engineerresponsible for the V6 at GM, said. "Engineers think the weightper unit gram instead of kg. Doing so is like you are left out of the car golf bag when not in use. The combination of weight to cut allwill help customers get the possibility of fuel-efficient vehiclesmore easily. "
Clearly, the model "muscle" American as Chevrolet Camaro boldare being drawn to cut fuel movement in the price of fuelescalated today. Only thing, compared with 7.59 ltr per 100 km of"public enemy puff" V6 Ford Mustang, Chevrolet Camaro stillsuffer from the second.

Posted on Monday, November 07, 2011 / 0 Comment / Read More