Having just returned from the 2013 New York Auto Show where Chevrolet unveiled the 2014 Camaro Z/28, we’ve amassed the top five things we really like about the new track-oriented sports car.
It’s Actually Coming To Market
If you said, even a year ago, that Chevrolet would offer a Camaro with DSSV shocks, optional air conditioning, and an audio system with just one speaker, you would have been laughed at for being too idealistic. And possibly beaten up. But the world is full of surprises, and the 2014 Z/28 Camaro is perhaps one of the most pleasant surprises enthusiasts have received from Chevrolet since ever. It’s not a concept, it’s the real thing, and we were able to witness its unveiling during the 2013 New York Auto Show. And it’s claimed to be the most hard-core and track-oriented Camaro of the entire lineup.
Enhanced Aerodynamics
From the ankle-biting splitter, to the plus-sized rear spoiler, along with the integrated hood extractor, the 2014 Camaro Z/28 promises to make substantial gains in downforce over the rest of the lineup, including the Camaro ZL1. At high speed, it’s the physics of downforce that keeps a vehicle suction-cupped to the track, allowing for faster cornering speeds and improved maneuverability. The Z/28 also features fender flares over the front and rear wheels, as well as extended rocker panels that contribute to aerodynamic stability.
Weight Reduction
Chevrolet claims that the new Z/28 is 300 pounds lighter than the already-incredible, 580 horsepower ZL1. That puts the new Z/28 in the ballpark of 3,900 pounds. Not exactly a Corvette Stingray, but considering how capable the ZL1 is despite its weight, a 300-pound drop in heft should do wonders for that chassis.
The weight reduction on the Z/28 is found all over the car. The wheels, for instance, save weight in their thinner spoke design. The standard rear seat foam is swapped for lighter, thinner foam, saving 42 pounds. The Recaro racing seats have to be adjusted manually, saving a lot of weight by not utilizing motorized, electronic adjustments. The rear-seat pass-through to the trunk was even eliminated, saving nine pounds. Doesn’t seem like much, but stuff like that adds up.
Camaro Z/28 engineers also went on to remove interior sound insulation, and carpeting from the trunk. But it doesn’t stop there. Even the standard LN4 battery was swapped out for a lighter LN3 unit, as was the standard 3.5 mm rear window glass for 3.2 mm glass; HID lights were removed, as were fog. And as stated above, the air-conditioning unit is not a standard feature, though it is the vehicle’s standalone option. Opting out of using Magnetic Ride Control also saved some mass.
 The 7.0-Liter LS7 V8 Engine
The LS7 is, in our opinion, the best General Motors engine on the market. In the application of the Camaro Z/28, it produces 500 horsepower and 470 pound-feet of torque. Despite being naturally aspirated, the torque is still substantial on the low end, but rev the LS7 up to just under its 7,000 RPM redline, and the driver is rewarded with all of the power, and a sound that will make every Mustang owner soil themselves within a 10 mile radius.
The cast-aluminum block boasts a high 11.0:1 compression ratio, a forged crankshaft, high-lift camshaft, hydroformed exhaust headers, CNC-ported aluminum cylinder heads, titanium intake valves and connecting rods, and sodium-filled exhaust valves. Oh, and don’t forget about the 10.5-quart dry-sump lubrication system. Camaro engineers also took things the next level by adding a cold-air induction system and a large K&N air filter for maximum air flow.
The DSSV Suspension
The Camaro Z/28 does not use Magnetic Ride Control like the ZL1. But it doesn’t need it. As we reported previously, the Z/28 is one of the first production cars fitted with race-proven, spool-valve dampers — the first being the Aston Martin One-77. Compared to a conventional damper that offers only two-way tuning for compression and rebound, a spool-valve damper allows four-way adjustment to precisely tune both compression and rebound settings for high speeds and low speeds. The wider tuning range allowed engineers to dramatically increase the damper stiffness on the Camaro Z/28 without a significant change in ride quality.
Additional chassis changes include stiffer spring rates and suspension bushings for improved cornering response. All-in-all, the Z/28 is capable of cornering at 1.05 G-forces on the skid pad. Compared to 1 G in cornering, the increased 1.05 GÂ can cut up to four seconds per lap around the Milford Road Course, keeping all other things equal.
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Comments
The old COPO Camaro was a bare bones vehicle. Hub caps only.
Typo at the end with the 1.5G. “the ability to corner at 1.05 G-forces on the skid pad. Compared to 1 G in cornering, the increase to 1.5 G can cut up to four seconds”
But speaking of 1.5G those carbon ceramic brakes and the fancy new PZero Trofeo R tires, it will pull 1.5G braking.
Let me help with topics when you write the “what we don’t like about the Camaro refesh” article: 1) squinty grill 2) loss of round front driving lights, losing character 3) generic rear lights 4) more cheap plastic on the rear fascia making the design busy 5) no improvement to the dash that is universally panned 6) no improvement removing the design flaw “debossed” stripes on the quarter-panel.
It’s funny/sad they didn’t fix item 6. GM sponsored a SEMA car (Rick Bottom designs) that they gave a design award to, that looks AWESOME when he made it smooth, looks GREAT in person: http://www.knfilters.com/images/press/rick-bottoms2.jpg
Remember though, this is a track focused car. Granted the new grille is standard across the line, I personally like it. The round front driving lights are just fog lights, not DRLs. Those rear lights are an obvious throw back to older generation Camaros. That rear diffuser may not be cheap plastic it could likely be carbon fiber. This wouldn’t be the Camaro model that gets an updated dash with a bunch of LCD screens, this would be the car that ditches the LCD screen for analogue gauges.
One thing that irks me about people complaining about “cheap plastic” is that modern polymers are pretty high-tech and depending on application can resist heat, less weight, less expansion, cheaper, and stronger than their conventional steel/aluminum counterparts.
I, for one, will no longer criticize any GM vehicle on this or any other forum. I’ve discovered that there are those among us that think they (GM vehicles) now descend from heaven; and I don’t want to piss these folks off (I sure don’t want to upset the terrifying beast known as the Troll Hunter). Being an adult, and used to civility in my everyday life, it bothers me that one’s personal feelings and opinions are so quick to be mocked. But it’s easier to keep my unpure thoughts to myself than it is to be told by someone (the Lord’s disciples???) that I need to have my head checked.
Now, I know what some of you are thinking, why don’t guys like the Troll Hunter try talking WITH instead of INSULTING people and making matters even worse? Or, why can’t some people help NOT using that tidbit of knowledge they just learned (and all so often have just half right) as a weapon? Sigh, I can only wonder.
That ^^^ wasn’t meant as a reply, either. Just a general comment.
You are on a GM blog, so of course it is GM fans. And it is the internet, home of porn, ass holes, and memes.
But I do agree, I come here and other sites to read and comment, not throw insults around.
Design issues will have to wait until 2015 when the new model comes out. But it’s not so much the design that I have gripes with in regards to the Z/28.
They really redesigning in 2015?! That’s not much time we have with this look if we really like it…
We’re currently hearing that the car will be redesigned for the 2016 model year. So that would indicate 2015. Makes sense, because I believe the new Mustang is set to launch next year.
Everything you said except for possibly number 5 is just personal opinion. The “design flaw” fake vents on the rear quarters is anything but. It’s an intentional styling element. It has nothing to do with the function of the car what so ever. You like it or you don’t, But design flaw? Hardly.
If there is only one speaker then why still have the 2010/12 class radio? can’t they have the audio for the open doors ect…go through the speaker without the radio? removing the radio would save about 2-3 pounds! and with that LS7 making Beautiful music the radio would not be missed…
One extra thing to like about the Z/28 is if you’re specially wealthy because it’s going to be very exclusive and I assume it would cost even more than the fully loaded ZL1. It might even cost as much as a Stingray. As I read a quote from one of the GM guys at the unveiling “Its going to be the most expensive Camaro ever”
But that’s a double-edged sword that’s probably number one on the list of what we won’t like about the Z/28 if your a regular person and not wealthy enough to afford a 65k+ car you won’t have one in your driveway…
The aero did not thing so much for the looks but it is not hideous and it is functional. The flairs look cheap but you have to cover the tires. It is a whole package.
Weight reduction where can you ever go wrong there unless you trigger Lotus fragility.
The engine is a plus and a good way to send this gen out.
I will be interested in what the press and public think of the shocks. The magnetics are great and the best of both worlds once you remove the cost. If they can deliver a nearly equal experience for less money all the better. I don’t really care if Aston uses them just how well they work here.
The only real issue I see on this car is how the public will react to GM going back to a closer package that the Z/28 originally was and has not really been since 1969. Many may have wanted to see the SS turned into the Z/28 and be the loaded up car it has been most of its life.
The issue at hand is that Z/28 means different things to different people and how they will react to it. Will this be accepted fine and we move on or will there be a larger group mad because it will not be the car the SS already is? I think GM did the right thing but it is the public in general that matters.
The way I see it this will keep talk up on this car for 2 years and help distract from a new Mustang next year. Ford will become the focus of the media and cars like this will distract.
Just look the big stir that the old ZR1 did on the new Viper. They even had to go to the length to make a new model to get a better track time while it is still not a better car than the old ZR1. Look for GM to do similar things with this and the ZL1.
Half of being a good performance car is track numbers the rest is good marketing. GM finally can afford to do both. Watch for Fitzpatrick to do some magic with the entire GM performance line up in marketing.
And before someone says it yes we will get a new dash/ interior in the Gen 6 and it will be killer.
Now I am the troll hunter, nice… Bring some substance brother… Thats all I was saying…
I like the front (the thinner grill) this facelift has freshens up a already excellent model.
I’m glad I got my 2013 now. My list of things I don’t like is long, so I’ll only say that Chevy has forgot that the Z28 should have the small motor and the ZL1 should have the big one. I thank they should read up on their own history!
Speaking of history and correctness:
–The first FULL YEAR of production availability for the Camaro with Option Z28 was 1968. Cars produced in the first several months carried no Z/28 emblems, only “302” emblems on the front fenders, just behind the headlamps. Stripes were a delete option.
–MSRP for the base car was $2670.00.
–MSRP for Option Z28 was $400.25.
–MSRPs for required options were: (1) RPO J50/J52, power front disc brakes @ $100.10; (2) RPO M20 or M21, 4-speed manual transmission @ 184.35. These required options total $284.45.
–Accordingly, the lowest MSRP for a Z28 equipped Camaro was $3354.70. From these numbers, the Z28 option increased the MSRP BY 25.64%.
–Z28 optioned cars were not available with automatic transmission of air conditioning; wheels and tires were specific to Z28 equipped cars, with no other choices available. All other RPOs were available. Positraction, G80, was recommended, but it was only required with rear axle ratios of 4.10:1, 4.56:1, and 4.88:1. It added $42.15 to MSRP.
When information is available, it will be interesting to compare this data with 2014 price and option availability data.
As an aside, when speaking of “COPO” cars, there were MANY different COPOs, their equipment varying widely. That designation merely differentiated Regular Production Order options from Central Office Production Order options. ZL1s were COPO cars, but a 6-cylinder Bel Air sedan equipped with chassis springs as used in a big-block powered station wagon would also be a COPO, for example. The COPO orders were administered by a gentleman named B. G. (Barney) Krass through the 1960s and early 1970s. Barney’s office was in the Argonaut Building in Detroit when I dealt with him. He retired in the mid-1970s and lived in the Phoenix, Arizona, area the last time I talked with him.
Alan–
Please add my pricing commentary above to the pricing discussion in the April 2 edition of this news letter. It belongs there, and I don’t have time to retype it.
Joe
For myself, and I may be in the general minority regarding this designation of the Camaro, I do not see the real world function of this car that could possibly justify its cost. I have found the ZL1 so admirable because of its versatility, including its availability as an automatic. The LS7 does indeed have a highly desirable kind of power that I would choose over the 6.2 supercharged LSA, and, I do not like the sound of forced induction. The whole notion of a track car stikes me as rather silly. The LS7 Z28 would do better if it was also availablle in a more sensilbe configuration with MR suspersion. a full option list and more streetable tires. That is the version and with an automatic that I would buy. The current wheels also appear rather cartoonish. Other than that though I think the 2014 refresh is very well done.
Well if the Z28 is going to be more expensive than a ZL1, I’ll just stick to getting a 1LE car than and spend some money on cam, heads, intake, CAI, headers and exhaust and lots of beer!
FYI….Weight reduction….ZL1 weighs in around 4050 lbs. 300 lbs less would make the Z/28 3750lbs – the same weight as its V6 little brother………now change all season tires for 305 race slicks, and 323hp V6 for a fire-breathing LS7 among all the other obvious changes over a V6. This car is a ROCKET!