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ОглавлениеAll photos in this chapter are courtesy of General Motors.
Following an eight-year absence in the market, the fifth-generation Camaro ushered in a new era at Chevrolet. The 2010 Camaro hit the streets amid General Motors’ bankruptcy but was not indicative of the old General Motors that built the fourth-generation Camaro, let alone the Pontiac Aztec or made any number of questionable decisions that led to its financial demise. Instead, the fifth-gen was symbolic of a reinvigorated commitment to quality and customer satisfaction. Its long-awaited return brought the world-class performance and craftsmanship in a safer (re: heavier) and better-looking package the public demanded. In fact, its many first-gen styling cues and body lines were so loved that GM brass demanded that as few changes as possible be made from the 2006 concept.
Although this legendary rear-wheel-drive muscle car platform drew to a close during the 2015 model year, it will not only be remembered for its looks, but for its potential as a bona fide supercar. Chevrolet took the fifth-generation platform to the next level with the 2012 Camaro ZL1. The 2014 Camaro Z/28 pushed the limits of the chassis, edging out some of the best in the business on the legendary Nürburgring track. And drag racing–minded critics of the platform got their fill with the return of the COPO Camaro for 2013. The factory-built no-VIN race car was yet another nod to the Camaro’s heritage, and a huge boost to the fifth-gen image.
The 1969 Camaro Indy 500 Pace Car and its 2011 Camaro SS counterpart, which were featured at the 100th anniversary of the Indy 500 race. A 1967 Camaro RS/SS was the first Camaro to pace the Indy 500, at the 51st race in 1967.
These factory versions of the Camaro demonstrated that the fifth-gen could do anything equally well (on dragstrip, road course, and street), albeit with the right improvements. If your goal is a reliable daily driver that will put a few car lengths between you and your neighbor’s Mustang, a bumper-dragging single-digit screamer, or anything in between, you have plenty of options to achieve it. Just like a driving instructor, my job is to show you the driving line. But you have to take the wheel and keep your Camaro shiny side up.
In 1960, the Corvair was the sum total of Chevrolet’s small-car portfolio until the Chevy II debuted the following year. However, when the Ford Mustang flooded the streets in 1964, it was immediately apparent that the mid-engine coupe should be scrapped for a sportier, front-engine car that would destroy the little pony. In 16 short months GM engineers built and tested the 1967 Camaro from the ground up, based on the hardtop Chevy II. The long-hood short-deck look is credited to Dave Holls, who also designed the 1963 Buick Riviera, and was subsequently promoted. The Camaro debuted on September 29, 1966.
This is the first Camaro: VIN 100001. This 1967 model was the first of 49 to be hand-built in Norwood, Ohio, in mid-1966 as a “pilot assembly” vehicle. Equipped with a 3.7L inline-six and 3-speed manual, its main function was to introduce the Camaro to the public in August 1966 before going on sale.
The 1969 is widely thought of as the most iconic Camaro of all time, and this particular model would be right up there. Pennsylvania Chevrolet dealer Don Yenko created 200 finely tuned Camaros based on the COPO special order program with an iron-block 427. This is also 1 of 30 to have a Turbo 400 automatic transmission.
First Generation: 1967–1969
The first-generation Camaro (1967–1969) was the shortest run of the five; however, it was certainly the most memorable. Mechanically speaking, all three model years were nearly identical. The unibody structure had a front subframe with an independent front suspension that used double A-arms and a solid rear axle with the semi-elliptical leaf springs that were popular in its day. Speaking of popular in its day, manual four-wheel drum brakes were standard, though power assist and front disc brakes were available. It wasn’t until 1969 that four-wheel disc brakes became optional.
Hugger Orange is easily the most iconic Camaro color.
The Rally Sport (RS) package was available as an add-on during the first-generation Camaro, available with any model, including the V-6, SS, and Z/28. It was an appearance package that included hideaway headlights, backup lights under the rear bumper, and different trim.
There were many engine and transmission choices starting with a 230- and 250-ci straight-6, a 327-ci small-block, and two 396-ci big-blocks (the most potent sported 375 hp). There was also an SS-350 model with a new 295-horse 350-cube V-8, Chevy’s first 350. The Rally Sport (RS) appearance and Super Sport (SS) performance packages could be ordered separately or together (RS/SS). And later in the year, the race-bred Z/28 was introduced with its high-compression and high-revving 302-cube 290-horse V-8.
For 1969 Chevrolet introduced Central Office Production Orders (COPO) 9560 and 9561. The latter (9561) was essentially a stripped-down, base Camaro coupe with a 427-ci iron big-block. GM’s records state that 1,015 of these COPOs were delivered to Yenko Chevrolet. The famous Pennsylvania dealership scoffed at the factory-rated 425 hp, squeezing another 25 hp with tuning that was good for mid-13-second times at 105 mph in the quarter-mile.
The rarest Camaro ever built is the COPO 9560, which had an all-aluminum ZL-1 427-ci big-block. Only 69 of these light and extremely quick Camaros left the factory. The ZL-1 reportedly ran low-13-second times with more than 500 hp on tap, though Chevy advertised 430 hp.
Second Generation: 1970½–1981
The second-generation Camaro came a mere three years after the pony car’s debut, arriving (late) in February 1970, and lasted more than a decade. Although perhaps not quite as iconic as the first-gen, the 1970½ Camaro offered a split bumper, which has become dear to collectors’ hearts, and was available through the 1973 model year before the new government mandated bumper regulations took effect for 1974. A wrap-around style rear window was added for 1975 and was one of the few changes until 1978 when the Camaro was given a new nose. The 1978–1981 models were known as the disco era, and are typically the least sought after today.
Camaro sales peaked with the 1979 model at 282,571. The following year, the fuel crisis plunged sales to 152,005.
Although the second-gens became the first to top the Mustang in sales (for the 1977 model year), engine options became progressively worse through the era. Originally the 155-horse 250-ci 6-cylinder was the base engine with 307-, 350-, and 396-ci options. The most potent of which (the 396 big-block) made 375 hp. The Z/28 model’s 350-ci LT-1 was right behind it with 360 horses. The high-compression engine was capable of eclipsing the quarter-mile in 14.2 seconds at 100.3 mph according to Car and Driver.
In 1971 General Motors went from the more generous “gross” power ratings to “net,” which we use today, on top of dropping the compression ratio of all its engines. By 1972 the LT-1 made a measly 255 hp (net), while the big-block made 240. The SS and its big-block were removed for 1973, and the L82 made just 245 hp. The Z/28 was killed for 1975 and the most potent engine, a 350 with a 4-barrel, made just 155 horses. Things didn’t get much better than that when the Z/28 returned in 1977 with a 170-horse version of the same engine. Until 1981, the 350 seemed to gain a few ponies every year. Meanwhile a 305 had become a popular engine choice, especially in California where the 350 was not available by 1980 because of the gas crisis.
The year 1970 introduced the second-gen Camaro and a 360-hp LT-1 V-8 engine. This Hurst Sunshine Special was a prototype for the power-sliding sunroof, as well as front and rear spoilers for the Sports Car Club of American (SCCA) Trans-Am series. It saw considerable time in the wind tunnel.
Although the early split-bumper Camaros are the most sought-after for collectors, the 1977 model saw the return of the Z/28 that emphasized handling. Between the oil crisis and impeding emissions restrictions, the most potent engine option was a 170-hp 350-ci V-8.
Chassis-wise, the second-gen Camaro bears much resemblance to its predecessor. Its roots are still in the Nova design: a unibody construction with a leaf spring suspended solid rear axle and a front subframe that used coil springs and A-arms. Although some changes were made to the A-arms, and the steering gear was moved forward. It is also worth noting that the SS and Z/28 models received upgraded suspension.
Third Generation: 1982–1992
The third-gen (1982–1992) Camaro featured many technological advances. The old-style leaf-spring rear suspension was ditched in favor of coil springs, torque arm, and Panhard bar. The torque arm effectively acted like a ladder bar, while the Panhard bar was akin to a Watts linkage. The front end no longer used a subframe, instead replacing it with a MacPherson strut setup. Fuel injection, 4-speed automatic transmissions, and 5-speed manuals all debuted on the third-gen.
In 1982 the hatchback unibody used the Iron Duke 2.5L 4-cylinder as the base engine, 112-horse V-6 as the Berlinetta’s powerplant, and 5.0L (305 ci) V-8 with a 4-barrel as the big dog. As if a whopping 145 hp wasn’t enough, the Z/28 model used Cross-Fire Injection to add 20 horses. The Z/28 only came with a 3-speed automatic; the carbed 305 was also available with a 4-speed manual. The 5-speed manual wasn’t introduced until the following year on the Z/28, along with a more potent L69. The 4-speed 700R4 auto transmission came in 1984, but the best was yet to come. The IROC-Z debuted in 1985, named for the International Race of Champions in which Camaros competed, and came with a 215-horse Tuned Port Injection (TPI) engine and 4-speed auto (available on regular Z/28s, too). Port injection was used on Camaros through the next two generations.
The 350 returned for 1987, making 225 hp with the TPI system, the most since 1974. The 5.7L (350 ci) was only available with a 4-speed auto; the TPI 5.0L was now offered with the (T5) 5-speed manual. The year 1987 featured yet another comeback on the Camaro, the convertible. The second-gens were completely devoid of this option, as were earlier third-gens.
The year 1982 marked the introduction of the third-generation, which was the first to use electronic fuel injection in the Z/28. The 5.0L Cross-Fire Injection engine in the Z/28 made 165 hp, while the lower compression 4-barrel version made 145 hp. A 2.8L V-6 and 2.5L 4-cylinder were also available.
The 5.7L returned in 1987, which made 225 hp with Tuned Port Injection (the most power since 1974). The convertible also made a comeback in 1987, and the Z/28 was discontinued for the IROC-Z, which was named after the International Race of Champions. Although other cars were introduced later, the series pitted drivers from different racing series in identically prepared Camaro race cars. The IROC-Z was introduced in 1985 and an instant hit, selling 21,177 in its first year.
The third-gen was closed out with the 1992 model, which was the 25th anniversary. This Z/28 made 245 hp with its 5.7L TPI engine and was also equipped with a 1LE handling package (1 of only 705 in 1992). The optional Heritage Package included the rally stripes, black headlamp pockets, and body-color grille, though all 1992 models had the anniversary badges. The Van Nuys, California, production plant closed after this model year.
Throttle Body Injection (TBI) was added to the base Z/28’s 5.0L in 1988, which now made 170 hp. Meanwhile, all V-8 Camaros now donned the IROC name, and the 1LE road racing package was offered on IROC models with larger brakes, stiffer suspension, and an aluminum driveshaft. The RS model was brought back in 1989, though as a trim package for the base coupe (V-6 or TBI 5.0L engine options). The 5.7L TPI engines were making 245 hp by 1991 when the Z/28 was reintroduced with its tall wing, side skirts, faux hood scoops, and five-spoke wheels. The B4C police package was also introduced for 1991, which had 1LE handling upgrades and Z/28 powertrain but with the look of an RS.
Fourth Generation: 1993–2002
In many ways the fourth-generation (1993–2002) Camaro was simply the next evolution from the third-gen. The 1993 Camaro improved upon its predecessor’s front suspension and steering and had a considerably stiffer chassis. However, the real magic was under the hood, starting with the base engine, which was now a 160-horse, 3.4L V-6. The Z/28 model came with a 275-horse version of the Corvette’s 5.7L Gen II small-block LT1 with port injection, one-piece aluminum intake, aluminum heads, reverse-flow cooling, cam-driven water pump, and a unique ignition system (known as Optispark). In its first year the Z/28 model had a similar engine management system as the third-gen TPI, along with the same 700R4 auto. A T56 6-speed manual transmission was also available on the Z/28; a 5-speed manual was available on the V-6. Four-wheel antilock brakes were standard on the Z/28, along with 16-inch wheels, and it was the first Camaro able to pace the Indy 500 without significant modification in quite a while.
Besides the use of rack-and-pinion steering, short-arm/long-arm front suspension, and similar styling, a few other noticeable differences in the chassis include the use of plastic and composite (SMC). The quarter panels and hood were the only pieces of exposed metal on the fourth-gen. The roof was black on all coupes, and often came with T-tops. This option was extremely popular in the later years.
The year 1993 marked the fourth-generation, and the 5.7L LT1, packing 275 hp, had the most power since 1971. The Gen II small-block V-8 was available with a T56 6-speed manual trans and a 4-speed auto. Production moved to the Sainte-Thérèse facility outside of Montreal, Quebec, Canada, which had been retooled and modernized after the G-Body ceased production.
Later in the LT1’s run, output was increased to 285 hp in the Z/28 and 305 hp in the 1996 SS model built by SLP Engineering (shown). SLP converted Z/28 models to an SS by adding a cat-back exhaust, a Hurst short-throw shifter, a Torsen limited-slip differential, and a Level II suspension package with 1LE components and Bilstein shocks.
In 1998, the fourth-gen got a facelift and introduced the Gen III small-block, the 5.7L LS1. The LS1 made 305 hp in the Z/28 model and 320 hp in the SS, now produced in-house by Chevrolet. The all-aluminum engine was lighter and obviously more powerful. Although still a pushrod V-8, it was revolutionary rather than evolutionary like the Gen II. It can be credited with sparking aftermarket interest in modification.
Although absent from the first year, the convertible returned in 1994 and was much stiffer than the third-gen. Also of note, unlike its predecessors that had been produced in Ohio and California, the fourth-gen was manufactured at the Quebec, Canada, plant.
Other significant changes over the years included the use of a new engine management system and electronically controlled 4L60E auto starting in 1994, which was otherwise the same as the previous 4-speed auto it replaced (700R4). In 1995 the 3800 V-6 (3.8L) replaced the 3.4L, adding 40 hp. The RS returned as an appearance package to the V-6 model in 1996, and the Z/28 gained another 10 hp with an OBD II engine management system.
Even more pivotal, though, SLP Engineering brought back the SS name with conversion packages for the Z/28. A new hood with a prominent scoop and a taller and curvier wing, as well as 17-inch five-spoke wheels with stickier 245/40ZR17 BFGoodrich Comp T/A tires set it apart in appearance. Intake and exhaust upgrades pushed the LT1 to 305 hp, the first Camaro to exceed 300 since 1971. Suspension upgrades further solidified SLP’s SS as deserving of the title. The following year SLP up-fitted just 106 SSs with 330 hp LT4 engines (the 5.7L found in the Corvette Grand Sport).
In 1998 the Camaro was given a minor facelift, to the infamous “catfish” design, which signified a much larger change under the hood. Enter the LS1. The Gen III small-block Chevy was different in pretty much every way from the Gen I and Gen II. There was pretty much no cross-compatibility as there had been between the previous two generations. The LS1 has an aluminum block with ductile iron sleeves, not the traditional iron block. And it used a 3.89-inch bore and 3.62-inch stroke to achieve 5.7L (345 ci) of displacement, not 4.00 by 3.50 inches.
The final year of the fourth-gen was 2002, and the 35th anniversary. More than half sold that year had a V-8, which may have been part of its downfall. Chevrolet ceased production on the Camaro due to waning sales.
Although sales had declined, horsepower was on the rise. General Motors had struck gold with the Gen III platform, which was just starting to pick up steam. Today it is one of the single most popular choices for engine swaps, no matter what make or model (even imports love LS power!).
The mains were not the traditional two- or four-bolt, but a deep skirted design with six bolts securing the nodular iron crankshaft. The head bolt pattern is considerably different, as is the intake bolt pattern. General Motors also switched to a plastic intake on the LS1, which bolted to a single-bore 76-mm throttle body and cathedral-style intake runners. The transmission options were identical, though gearing varies in the T56 from year to year, as does the clutch.
Nearly identical in every way to the LS1 introduced on the Corvette for 1997, the Camaro’s version had an advertised 305 hp. The more restrictive exhaust may be attributed to some of the difference from the advertised 345 hp in the Corvette. Meanwhile, General Motors took production of the SS out of SLP’s hands, offering 320 hp with its Ram Air induction hood. Larger sway bars, ZR1-style 17-inch wheels, and meaty rubber completed the package.
Aside from a change in engine management in 1999, very little changed over the years besides wheel styles and color options. Perhaps the most notable option of this era was the 35th anniversary package offered in 2002, which was red with checkered hood stripes and anniversary logos. Available in both coupe and convertible, it was the fourth-gen’s swan song due to decreased sales.
Although the fourth-gen Camaro was formidable in its day, the fifth-gen had the benefit of many years of advancement in engineering, manufacturing, and quality control. Aside from the architecture of the engines and transmissions, little was carried over from the previous generation. The clean-sheet approach is especially apparent in the use of independent rear suspension and the quality of the interior finishes. The retro styling cues and model designations pay homage to the first-generation. Clearly Chevrolet wanted to cut ties with the fourth-gen and conjure up feelings of nostalgia from an older crowd while attracting a new audience tired of homologous forms of transportation.
Powertrain
Because this book discusses performance, it starts with powertrain development. The 2010 Camaro came with three engine choices: 6.2L LS3 V-8, 6.2L L99 V-8, and 3.6L LLT V-6. The LS3 is a Gen IV small-block Chevy, which boasted 426 hp and 400 ft-lbs of torque from the factory.
The similarities are great between the LS3 and its predecessor, the LS1 found in the 1998–2002 Camaro: cam-in-block pushrod V-8 with a deep-skirted aluminum block, 16 overhead valves with a 15-degree angle, composite intake manifold, port fuel injection, and coil-near-plug ignition. A number of improvements in the cylinder head, intake, and exhaust design, as well as the bump in displacement gave it the edge in performance. The LS3 came only on SS models when paired with a Tremec TR6060 6-speed manual transmission. The TR6060 was the latest evolution of the T56 manual that came in the fourth-gen Camaro (among others), which had two overdrive gears to help tame fuel mileage on the highway.
Throughout the run of the fifth-gen, Chevrolet introduced special colors, such as Synergy Green, which was available in 2011 only. It replaced Aqua Blue Metallic, available in 2010 and was superseded by Carbon Flash Metallic for the 45th anniversary in 2012.
This concept inspired the optional ground-effects package, which included unique exhaust tips built into the rear bumper.
These concept wheels helped inspire several optional wheels available through dealers.
The L99 was nearly identical to the LS3 in every way except that it had a different camshaft that was attached to a phaser for Variable Valve Timing (VVT), as well as Active Fuel Management (AFM; also known as DoD, displacement on demand) that deactivated half the cylinders on the highway to conserve fuel. The L99’s technology cost 26 hp and 10 ft-lbs of torque at peak (while shifting the torque curve), but it was needed to combat the loss of efficiency on 6-speed automatic models. (The automatic of choice was the 6L80E, introduced on the 2006 Corvette.) On the dragstrip, this usually put the bone-stock automatic Camaros in the mid-13s; the manual was a tick faster, right around 13-flat.
The LLT V-6 was even more advanced than the L99, using dual overhead camshafts, four valves per cylinder, piston-cooling jets, and direct injection (in addition to VVT). The LLT was advertised at 302 hp and 267 ft-lbs of torque (using 87-octane) in its first year. It was soon bumped up to 312 hp. For comparison sake, that’s 86.67 hp/liter to the LS3’s 68.7 hp/liter.
The lighter and more advanced LFX V-6 introduced in 2012 picked up an additional 11 hp (323 total), thanks to its new cylinder head design. All V-6s were available with a 6-speed automatic (6L50) or manual transmission (AY6). The automatic was a lower capacity twin compared to the 6L80 developed by General Motors. The German company Aisin produced the manual, which is more known for its automatics built for the 2007 and later Dodge Ram and various hybrid electric drives.
Chassis and Suspension
The chassis built to house this magnificent selection of powertrains was developed by GM’s Australian brand Holden. The Zeta platform debuted in the 2006 Holden VE Commodore, having been introduced in 1999 to replace the Commodore’s previous underpinnings. The Zeta architecture, though, was designed to be flexible by accommodating a variety of wheelbase lengths and ride heights.
Case in point: The same architecture was used in the Pontiac G8 sedan, longer wheelbase Chevy Caprice PPV, and the Chevy SS sedan. The 4.5-link independent rear suspension and MacPherson strut with dual ball joint A-arms in the front were common on all models.
Unlike the other Zeta platforms, though, the shorter, 112.3-inch wheelbase Camaro was the only Zeta chassis to be produced in North America. Like most modern cars (and prior Camaro generations), it uses a unitized body frame, with one- and two-sided galvanized steel. According to Lerick Chissus, assistant program engineering manager, every piece of the steel body structure is stamped at the Oshawa, Ontario, Canada, plant. About 370 pieces of steel make up the body structure (400 on the convertible), which are formed using presses and dies, including the massive piece that makes up the quarter panel and C-pillar. Lerick says this is the largest piece in production (at General Motors) with the most draw depth.
In 2010, V-8 models (1SS and 2SS) represented 58.5 percent of production as enthusiasts clamored for the Camaro’s return. The following year the V-6 dominated, at 64.7 percent of production. In both years the automatic trans was the clear favorite, at 67 percent in 2010 and 76.76 percent the following year.
The fifth-gen, like all Camaros, is a unibody construction. The subassemblies contain the engine, front suspension, rear suspension, and drivetrain, which are bolted to the body.
GM’s best and brightest are required to manipulate the pressure, speed, and weight of the press in order to stretch the metal over the mold without creating tears. “Some of it is an art,” says Lerick. “You have to move in synch to understand how it comes together.” Eventually all of the formed pieces are placed into a fixture and robotically welded, using spot-welds (and mid-welds along the seam of a joint).
Production of 2010–2015 Camaros was done in GM’s Oshawa, Ontario, Canada, plant. The entire complex has more than 10 million square feet of floor. (The Quebec facility had closed in 2002 after the fourth-gen halted.)
Although the United States had waning interest in Chevrolet’s rear-wheel-drive V-8 cars, they were booming in Australia for GM’s Holden brand. The Commodore debuted in 1978 and, unlike its previously Opel-based models, the 2006 was completely designed in Australia, including its new Zeta platform. The new independent rear suspension, better weight distribution, 6.0L Gen IV engine option, and even a 6-speed automatic greatly enhanced its performance. This model was basically re-skinned as the Pontiac G8 a few years later, and then used as the basis for the 2010 Camaro chassis with a shorter wheelbase and two doors.
Model designations were made closer to the first-gen Camaro, with the SS being the V-8 model and the RS returning as an add-on appearance package.
The SS model was distinguishable by the “mail slot” in the middle of the front bumper and the SS badge in the grille.
After the body structure is complete, its fate (whether a Summit White 1LS or a Blue Velvet Metallic ZL1) is dependent on which order it fulfills. Despite the array of trim levels, models, and packages, only two body structures are available: coupe and convertible. The structure itself was revised through testing at the Milford Proving Grounds, GM’s own version of the Nürburgring, prior to the initial release in 2009. It had a serious leg up on its predecessors in the advancement of computer modeling, according to Lerick Chissus.
Before the fifth-gen Camaro ever touched asphalt, various forms of Computer-Aided Engineering (CAE) established exactly where and how much stiffness was needed in the chassis. In engineering terms, Lerick mentioned “load path,” which improves both the suspension dynamics and crash protection. “We are taking load and putting it into the body structure, using it more efficiently through computer modeling.”
Although the body structure has not changed since inception, the fifth-gen has undergone a few changes to the suspension and chassis components. The most noticeable change came for the 2014 model year, with a significant facelift and new taillights. Chevrolet used the introduction of the 2014 Camaro Z28 as the perfect opportunity to upgrade the aerodynamics as it had on the 2012 Camaro ZL1, but unlike with the ZL1, those upgrades (minus the rear wing and “Flowtie”) were rolled out over the entire lineup. The styling refresh proved to be a good method for reinvigorating sales, as the new models are so easily identifiable by the narrower grille, vented hood, and rectangular taillights.
The LS and LT trim levels offered a variety of wheels, including the standard 20 × 8 wheels on the SS and the 17-inch stealies.
The RS model is recognizable by the halo projector lights.
Other changes include a switch from vacuum to electric-assisted power steering on all models in 2013, which was first introduced on the 2012 Camaro ZL1. Development of the ZL1 also brought about another change, enacted in 2012, to improve the suspension on the SS coupe. Although the 2012 convertible still used the older FE3 style suspension, it benefited from the chassis braces that were developed on the ZL1 convertible for coupe-like torsional rigidity.
In May 2014, Chevrolet announced that the 2015 Camaro would be the last of the fifth-generation. Moreover, it was also announced that production would be moved to Michigan (Lansing Grand River plant).
During the five-year run of the fifth-gen, the Camaro consistently outsold the Mustang and Challenger. However, the automotive market has become incredibly competitive, and Chevrolet could ill-afford a stale product in its lineup with a completely new Mustang debuting for 2015 and the Hellcat Challenger making noise with 707 hp.
The rear spoiler is also included in V-6 models with the RS package, as are the unique taillamps, body-color ditch molding on the roof, fog lights, and badging.
Sixth Generation
The rumor mill had pegged the sixth-generation 2016 Camaro to be based upon the lighter Alpha platform used in the Cadillac ATS. And with the Gen IV V-8s going out of production, it was likely that the 2016 Camaro would sport the new direct-injection Gen V V-8 architecture used in the 2014 and 2015 Corvette (as well as trucks and SUVs). The 7-speed manual and 8-speed automatic were also likely companions.
From 2010 to 2015, the Camaro coupe was offered in an LS, LT, and SS model. The LS and LT came with a 3.6L V-6, choice of 6-speed manual or automatic transmission, and two trim levels (1LS, 2LS, 1LT, 2LT). The 2010 Camaro 1LS started at $22,995. The SS model was also available with a 426-horse, 6.2L V-8 in two trim levels (1SS, 2SS), either a 6-speed manual or automatic, and an RS Package (that included Bright Silver painted wheels, HID headlights with LED halo rings, and LED taillamps) to bring back the RS/SS.
The Camaro also offered many options, from various stripe packages to shifters, wheels, and a sunroof. The color palette changed from year to year. Three notables: Aqua Blue Metallic was offered only in 2010, Synergy Green Metallic was 2011-only, and Carbon Flash Metallic was offered only in 2012 with the 45th anniversary package. The 2011–2015 Camaro convertible followed the same scheme of trim levels, except it was offered only in LT and SS models.
In 2012, two storied Camaro nameplates were brought back: ZL1 and COPO. The ZL1 represented the pinnacle of performance, combined with the sophistication you’d expect from a $55,000 sports car. Like the SS, the ZL1 was offered (from 2012 to 2015) with a 6-speed manual or automatic, and in either coupe or convertible. A 580 hp, supercharged 6.2L V-8 came under the hood.
The optional auxiliary gauge cluster was mounted in front of the shifter.
A brand-new Magnetic Ride system, revised suspension, forged wheels with larger Goodyear Eagle F1 Supercar G:2 tires, a unique front-end with enhanced aerodynamics, and suede-accented interior were just a few of the other upgrades.
Options weren’t quite as extensive as on the SS: exposed carbon fiber hood insert (otherwise painted), bright silver 5-spoke or black 10-spoke wheels, sunroof, and decklid stripes.
The COPO stayed true to its heritage by being a no-VIN, race-only, and limited-run (only 69 produced) vehicle. Engine options changed from year to year, but initially included a 427-ci LS7, 327-ci LSX with a 4.0L Whipple supercharger, and a 327-ci LSX with a 2.9L Whipple supercharger. A naturally aspirated 350- and 396-ci LSX, as well as a supercharged 350-ci LSX, were offered from 2013 to 2014 to be more compatible with NHRA’s Stock Eliminator and Super Stock classes.
It is worth noting that the main gauge cluster was updated in 2012 with more modern typography, after this version drew sharp criticism.
The rearview mirror changed twice during the production run. In 2011, it was changed to project the rearview camera images, but when MyLink was introduced for 2012, the rearview images were transmitted to the LCD radio screen.
The Inferno Orange interior accent color was an option made available from the first year, which appropriately matched the exterior color.
The convertible model was released for 2011, available with a V-6 or V-8. Its most impressive achievement was in improving visibility of the handicapped coupe, and in maintaining torsional stiffness thanks to added underbody bracing.
The power top used one twisting lock handle and a rocker switch by the rearview mirror to open and close. It retracted with a “Z” pattern in around 20 seconds. The taut canvas top was made by the same manufacturer as the C6 Corvette’s and has an acoustical headliner to reduce noise. The use of composite knuckles and other designs eliminated the appearance of support ribs.
The “45th” logo incorporated the Camaro stripes logo within. Unique red and blue contrast stitching was visible on the outside of the seat.
The 45th Anniversary Package came only in Carbon Flash Metallic paint for 2012, with its signature stripes, wheels, sill plates, and seat embroidery.
The Camaro ZL1 model was released in 2012. Although it used the same chassis, 30 percent of its parts were replaced or re-engineered from the SS.
The ZL1 convertible followed in 2013. The improvements needed to stiffen the chassis were carried over to the SS model as well.
The unique flat-bottom steering wheel was built for performance driving.
From 2013 to 2015 the 1LE Handling Package was offered on the SS coupe, which used many of the parts developed for the ZL1. In fact, the 1LE was a replica of sorts of an internal test mule (an SS with ZL1 wheels, tires, and sway bars) that the Camaro team knew would be perfect for the road racing enthusiast. For production, the 1LE was only offered with a manual transmission, red brake calipers, and suspension upgrades.
The 2014 Camaro Z28 took that idea one step further. It was the ultimate road racing machine with specially designed R-compound tires, huge carbon brakes, a 427-ci LS7, Recaro racing seats, all sorts of weights savings, race-bred suspension, an adjustable rear wing, and many other aerodynamic enhancements. At $75,000, the 505 hp Z28 was the crown jewel of the collection.
Even the interior was given a makeover, from the flat-bottom steering wheel to the plush suede used throughout.
The 1LE option package for the SS was created amid development of the ZL1. It was modeled after the famous “mule,” an internal development vehicle the Chevrolet engineers used to improve the Camaro’s handling. It borrows the ZL1’s front wheels and tires (matched front and rear, unlike the ZL1), adds red-painted SS brake calipers, matte-black vinyl-wrapped hood, and has a number of suspension and drivetrain components. Available with a manual trans only, this car was built for enthusiasts with SCCA class racing in mind.
From the heat-extractor hood with its carbon-fiber insert to its badging, staggered wheels, front bumper, and rocker panels, it is easy to tell the ZL1 from the SS.
Although handcuffed on the design of the SS, designers had a field day in the wind tunnel with the ZL1. The spoilers, bumper, and grille were all tweaked. And the designers even added a belly pan to enhance the underbody aerodynamics.
The 2014 Camaro Z/28 took the 1LE’s concept a step or two further, as a purpose-built track day racer that is street and emissions legal. Instead of robbing the parts bin and making a few tweaks, the engineering team was on a mission to create the best-handling Camaro possible. They even used the opportunity to improve the aerodynamics significantly, which was subsequently carried over to the base Camaro.
The adjustable spoiler was unique to the Z/28 and offered more than 110 pounds of downforce at 125 mph and above. The front splitter and wheel flare moldings also worked with the wider wheels and body shape to move air around and enhance downforce. There’s even a belly pan with NACA ducts and brake cooling ducts.
The standard Recaro seats were later offered as an option on SS models. Although mainly used to better hold the driver in place at extreme g-forces, they were also integral to the Z/28’s extensive weight loss.
Like the ZL1, a carbon-fiber heat extractor was incorporated into the hood to eliminate lift and enhance cooling.
The smaller upper front grille and bumper design, which was developed with Computational Fluid Dynamics, was carried over to the other models and enhanced cooling. When incorporated with the hood vent and the Z/28’s other improvements, it produces 440 pounds of downforce. By contrast, the SS was negative (producing lift).
The “Flowtie” is unique to the Z/28 and has a hollow center to allow better airflow. It is emblematic of how dedicated the team was at improving the Z/28’s performance in every way imaginable.
The heat extractor, though not carbon fiber, was carried over from the SS, as was the thinner upper grille and reshaped bumper.
This refresh was a last hoorah for the Camaro, now that the sixth-gen was on the horizon.
Although a radio is intact, it actually had only one speaker to save weight. Air conditioning was optional. Anything that wasn’t essential was stripped.
The taillights were the biggest difference incorporated throughout the 2014 lineup. From the square double light to these large, rectangular versions, this gave a refresh to the fifth-gen’s styling, along with the new front end.
From 2010 to 2014, there were quite a few interior differences, from the MyLink interface, to the steering wheel, gauge cluster, and rearview mirror. However, these were subtle improvements rather than a complete redesign.
The 1LE still used a matte-black hood, albeit with a hood scoop.
The addition of the Z/28 also meant you could have Recaro seats in other models.
The 2014 Camaro 1LE package was not immune to the overhaul and looked like a mini Z/28.
The COPO Camaro program was reintroduced in 2011. It is built strictly for racing and does not carry a VIN (so it is unable to be registered for street use). Since its inception, there have been several changes, but the overall specs remain the same. It has a Strange Engineering 9-inch solid axle, several engine configurations, manual and automatic trans options, Aeromotive fuel system, long-tube headers, special fiberglass hood, and lightweight 15-inch drag wheels with either a 30 × 9-inch radial or bias-ply slick (depending on trans choice).
For the first year, COPOs were available in five production-based color options, though this Summit White version with blue graphics is perhaps the most recognizable. Year to year the colors and graphics changed.
Several engine configurations were available over the years depending on NHRA rules, including a few Whipple supercharged combinations. One even used a specially designed 4.0L supercharger with a 327-ci LSX; the 2.9L is shown here. In 2013, the COPO switched from the Delco ECM to a Holley HP processor, and went with three naturally aspirated combos. For 2014 and 2015, a Whipple supercharged combo was brought back but packing 350 cubes this time.
The COPO Camaro is very much a turnkey race car, built in Michigan. It comes with everything it needs for NHRA legality, including a certified chrome-moly roll cage, window net, and restraints.
The compact and lightweight nature of the pushrod V-8 architecture kept the LS series of engines in production for more than 15 years, originating with the 1997 Corvette and 1998 Camaro/Firebird. In fact, the Gen V LT1 in the 2014 Corvette Stingray isn’t exactly a radical departure. Many of the same basic design attributes can be found in the Gen III and Gen IV engines, such as the LS3, L99, LSA, and LS7 found in the fifth-generation Camaro.
The Gen IV small-block Chevy LS3 first appeared on the 2008 Corvette. The Camaro version is nearly identical with four notable exceptions: the oil pan, exhaust manifolds, air intake, and accessory drive system. These differences account for the variance in horsepower from the 2008–2013 Corvette to the 2010–2015 Camaro, although the exhaust system is mostly to blame. Chevrolet saved the freer flowing exhaust systems for the ZL1 and Z28. Both versions even rely on the same camshaft (204/211 duration at .050, .551, and .525-inch lift, 117 LSA) and composite intake manifold with a 90-mm electronic throttle body. The LS3 uses a 4.065-inch bore and 3.62-inch stroke for 376 ci of displacement. For those unfamiliar, the LS3 is a traditional cam-in-block arrangement with hydraulic roller lifters, pushrods, and 1.7-ratio steel rocker arms commanding two valves per cylinder (for a total of 16).
Even the automatic in the Camaro SS had six speeds. General Motors named it the 6L80; the “6” stood for the number of gears and the “80” was a strength rating. The extra gears kept the engine in its powerband longer, while cruising on the highway with a conservative rear-end ratio. General Motors is already up to eight gears now, which may seem excessive. However, it is an effective way of increasing fuel efficiency without losing performance.
The Tremec TR6060 is a beefier version of the T56 used in the fourth-generation Camaro. Gear ratios and internals vary per model, but they all have triple synchros and an integrated mid-plate and bellhousing.
Internally there was no difference between the 6.2L LS3 V-8 in the 2010 Camaro SS and the 2008–2013 Corvette. The L99, however, was specific to the Camaro SS and came only with an automatic transmission. Although it looks no different from the LS3 from the outside, its Variable Valve Timing (VVT) camshaft and Active Fuel Management (AFM, formerly known as DoD, Displacement on Demand) made the internals quite a bit different. In case you are wondering, the accessory drive system, oil pan, exhaust manifolds, and engine cover are unique to the Camaro.
The 3.6L LLT V-6 powered the LS and LT trim levels, and was every bit deserving of the “high-feature V-6” title. This was the Camaro’s introduction to direct injection.
The cylinder heads on the 6.2L V-8 were the most notable improvement over the outgoing Corvette (6.0L LS2) engine. Although the cathedral port used on the LS2, as well as all Gen III applications, excelled in the area of port velocity, it simply couldn’t compete with the LS3’s larger, rectangular port for overall flow and power potential. Out of the box these cylinder heads flowed more than 300 cfm (at .600-inch lift), something previously unachievable without CNC porting. In essence the LS3 heads were a more cost-effective version of the LS7 heads, which has its origins in the C5R program, and a higher performance version of the L92 and L76.
Massive 2.165-inch intake valves took advantage of LS3’s larger 4.065-inch bore and used a hollow stem, a necessity given the size and RPM. The exhaust runner also changed from an oval to a more traditional D-shape, and used a 1.59-inch stainless steel valve. In stock form, these formidable heads supported more than 600 hp naturally aspirated and more than 1,000 with forced induction.
The LS3 found in the 2010–2015 Camaro SS shares many similarities with other Gen III/IV LS series engines. An aluminum alloy block uses ductile iron cylinder liners and six-bolt iron main caps. The block’s deep skirts that house the main caps make for an extremely sturdy bottom end far superior to the Gen I/II two-and four-bolt designs. It only needs reinforcement in the most extreme of applications (more than 2,000 hp). This deep skirt required moving the oil pump to the front of the crank. The factory crankshaft is made of nodular iron with undercut and rolled fillets, which is another sturdy piece capable of more than 1,000 hp.
The powdered-metal connecting rods are another story. Although far stronger than those in Gen I/II engines, they give up the ghost with a little bit of detonation in a forced-induction application. The same could be said of the hypereutectic aluminum pistons. Naturally aspirated builds typically only have to worry about a connecting rod bolt failure. The factory Multi-Layer Steel (MLS) head gaskets are sturdy enough for most applications, as is the arrangement of the four head bolts per cylinder. High-quality, reusable gaskets are used throughout the engine.
Like the SS, the LS and LT came with two 6-speed options: the 6L50 automatic and the Aisin Warner AY6 manual.
The electronics are one of the most notable differences between Gen III and Gen IV engines. Like all LS engines, the LS3 is topped with an individual coil ignition system, mounted on the valvecovers. The coils are revised from previous versions. The Mass Airflow (MAF) sensor is another improvement, switching to a slot-style with much better range. The coils, MAF sensor, MAP sensor (located at the back of the intake manifold), Intake Air Temperature (IAT) sensor (in the air box), cam sensor (in the timing cover), 42 lbs/hr fuel injectors, and four oxygen sensors (fore and aft of the catalytic converters) are just a few of the inputs to the E38 computer (also used with the L99 and LS7).
The 6.2L L99, which uses the LS3 as a foundation, was created specifically for the 2010 Camaro SS and is unique to the brand. The L99 adapted the VVT and AFM systems used on other LS applications as early as 2006. GM’s VVT is the first pushrod application to go into production and uses a phaser that is integrated with the cam sprocket and mounts to the front of the camshaft behind the timing cover. A large single “bolt” retains the camshaft and acts as a valve for controlling oil and telling the phaser how far to advance or retard the timing (up to 52 degrees).
The valve works off pulse-width modulation; when no pressure is present, it is locked and the cam is fully advanced. The camshaft itself has holes in the barrel to help channel this oil to the phaser. This technology is not only effective in boosting power “under the curve,” but in working with AFM to improve fuel economy.
Many thought this engine cover was too plain; Chevrolet dealerships later offered color-matched versions for an upcharge. Both the V-6 and V-8 used a similar air-intake arrangement with a sealed box and flat filter. Also notice the ECM and fuse box to the left, but no battery. All Camaros have the battery mounted in the trunk.
This is an exploded view of the Camaro ZL1’s LSA, which was released to celebrate its many improvements over the LS3, including the Eaton TVS 1900 supercharger. The long-block was identical to the Cadillac CTS-V’s with rotocast cylinder heads, reinforced block, forged connecting rods, and crank. The supercharger lid and intercooler were a considerable improvement over the V, hence its higher horsepower rating (556 versus 580 hp).
The ZL1’s LSA uses a similar accessory drive system as the LS3 and L99, making it a fairly easy swap if not for the ECM.
This air-box appears no different than the one on the SS as well, which is perhaps why the aftermarket has had such luck improving upon it.
The 3.6L LFX replaced the LLT V-6 for 2013, which boasted a number of improvements throughout. Most notably, the exhaust manifolds were cast into the cylinder heads, the intake port was reshaped, larger intake valves were used, and longer duration camshafts were added.
All in all, the LFX was lighter and more powerful than the LLT.
AFM has its roots in the 1981 Cadillac L62’s “V8-6-4.” A unique set of lifters deactivates four cylinders (preventing the valves from opening) under light-load conditions that are also controlled by oil, which comes from solenoids mounted in the valley cover.
Side by side, the LS3 and L99 vary in only a handful of areas. As mentioned, the L99 uses a separate set of lifters (for AFM) and a valley cover. The timing cover with its unique sensors, the timing set with the cam phaser, the cam “bolt,” and the camshaft itself are also unique to the L99. One downside to the AFM and VVT system is that it limits the amount of cam lift. The L99 cam specs .499/.499-inch lift on the non-active AFM cylinders and .510/.510-inch lift on the active AFM cylinders. Duration is a mild 198/201 at .050.
Because piston-to-valve clearance is a concern with VVT, Chevrolet also increased the combustion chambers on the L99 heads to 70 cc (from 68 cc on the LS3). This effectively brings the compression ratio from 10.7 to 10.4:1. The more conservative cam specs and compression limit the L99 to 6,200-rpm redline, while moving peak torque to 4,300 rpm (from 4,600 rpm). As the result, solid intake valves are used instead of hollow-stems to cut cost.
Whereas the L99 added technology to the basic LS3 design for greater fuel economy, the 2012–2015 Camaro ZL1’s 6.2L LSA V-8 adds strength to the LS3 architecture to stand up to the Eaton TVS 1.9L supercharger. Starting with the block, the bulkheads were strengthened by 20 percent while also enlarging the windows to enhance bay-to-bay breathing and decrease pumping loss. The block is made of 319-T5 aluminum with cast-iron cylinder liners (cast into place) that are actually machined with a deck plate.
Although the pistons are still (high-silicon alloy) hypereutectic aluminum, they are dished for proper air/fuel mixture and a 9:1 compression. The top ring land is anodized to deflect heat, and the piston skirt is coated to prevent cylinder wall scuffing. The floating wrist pin also contributes to a quiet and durable piston, as does oil-spray cooling. The LS9 is the only other LS engine to use these jets to pressurize engine oil and reduce piston temperature.
Like the LS9, the LSA also uses a forged 3.62-inch-stroke crankshaft with a proprietary flange. Instead of the traditional six-bolt flange, the LSA uses eight bolts to connect to the flywheel and flexplate (the LS9 uses nine bolts). The connecting rods are a forged powder metal that is both light and strong. The oil pump capacity was increased to 33.8 gallons per minute.
In addition to the bottom end, the LSA boasts many other improvements over the LS3. The cylinder heads, for example, are nearly identical aside from the actual casting process itself. Just like the LS9, premium A356-T6 alloy is rotocast; the mold is rotated as the molten alloy cools to eliminate porosity. The camshaft is relatively mild (.480/.480-inch lift, 198/216 duration at .050, 122 lobe separation angle) for the purposes of being more quiet and smooth than its naturally aspirated counterparts. The Eaton Gen VI supercharger and its twin four-lobe rotors belting out 9 psi of boost afford this luxury. The new rotor design was a 20-percent improvement in airflow over the previous generation.
Although the Camaro ZL1’s LSA is nearly identical to the 2009 Cadillac CTS-V in which the engine was originally designed, several improvements were made to the air-to-liquid intercooler as well as the lid. Hence its different appearance. It also uses cast stainless steel exhaust manifolds, which help account for the bump in power. However, like the CTS-V’s, the ZL1’s LSA uses a center-feed fuel system with a dual fuel pump that is pulse-width modulated (changes pressure according to throttle input) and an additional pickup. Other common features include: an 87-mm throttle body, direct-mount LS7 ignition coils, dedicated eight-rib supercharger drive system, and E67 computer.
The legendary 7.0L LS7, originally developed for the 2006 Corvette Z06, was adapted for use in the 2014–2015 Camaro Z/28 with a new accessory drive system, engine covers, Tri-Y headers, and open-element cold-air intake. No expense was spared to make the ultimate small-block with titanium rods and intake valves, high-port heads based on the C5R design, billet main caps, dry sump oiling, and the best OEM Gen III/IV intake manifold ever made.
Like the LS3, the 7.0L LS7 was first implemented on the Corvette before finding a home in the 2014–2015 Camaro Z28. The LS7 is the first engine to use dry-sump oiling on the Camaro.
As it was for the 2005–2013 Corvette, the LS7 is an engine built for the track, which made it the perfect choice for the purpose-built Z28. At 427 ci, the LS7 pushes the limit of cylinder wall thickness, since it is still bound to the 4.4-inch bore spacing, as are all LS engines. Being a small-block, though, it is still a fairly high-revving engine, maxing out at 7,100 rpm. A 4140 forged steel crankshaft, secured by forged steel main caps, provides 4.0 inches of stroke to forged titanium connecting rods and hypereutectic pistons. Titanium 2.20 intake and sodium-filled 1.61-inch exhaust valves in the C5R-derived cylinder heads complement these lightweight materials.
The LS7’s smaller CNC-ported runners are the highest flowing factory cylinder head in the LS lineup (and possibly ever made by General Motors). Raised intake runners and a 12-degree valve angle required matching intake manifold and 1.8-ratio rocker arms. As you’d expect, the camshaft is the biggest yet at .591/.591-inch lift and 211/230 duration at .050, cut on a 121 lobe separation angle.
In the 2014–2015 Camaro Z28, the LS7 appears more like something built from the Chevrolet Performance catalogue rather than an actual production car. Instead of the typical OEM air box, the Z28 uses an open element K&N air filter with a straight intake tube that clamps to the 90-mm throttle body. Even the ZL1’s stainless steel exhaust manifolds pale in comparison to the high-flowing Tri-Y headers used on the Z28, to say nothing of the dual-mode 2.75-inch exhaust with which it connects.
Further adding to the custom feel of the Z28’s powertrain, all LS7s are hand-built in the Performance Build Center in Wixom, Michigan. And to protect these high-dollar 427s from oil and fuel starvation, they were given a specially designed oil tank and fuel pump to account for the incredible g-forces in which the Z is capable.
The 2010–2011 Camaro LS and LT featured the highest horsepower naturally aspirated V-6 General Motors has ever built. The 3.6L direct-injection LLT is part of the High Feature V-6 engine family, which is a far cry from the 3800 V-6s of yesteryear. Although the 3800 is a 90-degree pushrod engine with two valves per cylinder, such as any small-block V-8, the High Feature engines use a 60-degree “V” with 24 valves and dual overhead cams.
The Cadillac CTS was among the first U.S. applications for the High Feature V-6, and ultimately received the LLT two years prior to the Camaro’s initial release. The LLT is an incredibly efficient engine, capable of running on 87-octane with an 11.3:1 compression ratio thanks to direct injection (DI). By placing the fuel injectors into the combustion chambers, a more complete burn with a leaner mixture occurs at the same power level. The impetus for the system is a high-pressure mechanical fuel pump.
Other key features of the LLT V-6 include VVT, silent (inverted tooth) cam drive, and oil-spray cooled and coated pistons. As with the LSA, pressure-activated jets spray the underside of the cast aluminum pistons with oil to reduce the temperature for increased longevity. A polymer coating on the piston skirts, floating wrist pins, sinter forged connecting rods, and a forged steel crankshaft make up the rotating assembly. A319 aluminum alloy is used to cast the cylinder heads and block, which has six-bolt mains, cast-in iron cylinder liners, and bay-to-bay breather vents such as on an LS block.
The 2012–2015 Camaro LS and LT received a slight upgrade with the LFX V-6. The new design swapped the aluminum intake manifold for composite, used longer duration camshafts, and revised the cylinder head design. Improved intake runners were matched with larger valves, and on the exhaust side things got even more radical: casting the exhaust manifolds directly into the heads. This dropped 20 pounds and gained more than 10 hp. Other revisions made at that time included a new fuel pump and injectors, isolated fuel rail, stronger and lighter connecting rods, and improvements to the camshaft cap and throttle body design. The engine is even stronger externally, with improved structural front cover and block.
CAFE standards being what they are, it is no surprise that every fifth-gen Camaro came with a 6-speed transmission. With the V-6 LS and LT, it gave Chevrolet the opportunity to use some fairly aggressive gearing to keep the peaky engine in its powerband. The Aisin AY6 manual seems to use gears you’d usually see in a truck transmission, using an extremely steep 4.48:1 first gear. The 6L50E automatic mirrors the SS’s 6L80E fairly closely, which uses the close ratios down low for optimum acceleration and two overdrive gears, along with a 3.27:1 rear gear for better highway mileage. In fact, most Camaro models used 3.27 rear-end gears, with the exception being the manual-trans SS and 2LS, as well as the ZL1 and Z/28.
The 6L80E and 6L90E automatic transmissions represent a real departure in design for General Motors. Both are extremely strong, which is denoted by the second number (80 or 90). You can guess what the first number signifies. Both transmissions replace the 4L80E truck transmission (and the Turbo 400 before it), adding two gears. A compound planetary that functions as three planetary sets in one is the modus operandi (larger gears in the 6L90E’s output carrier give it increased holding power). Internally it is more than just a few extra gears that separate the two transmissions.
The 6L80E and 6L90E are increasingly reliant on electronics for operation, rather than hard parts that can wear out or be overwhelmed by engine torque. As a result, it uses no bands, just clutches, which must engage at the exact time another disengages. This requires precision transmission calibration. The 6L80E was first used in the 2006 Corvette before finding a home in various Cadillacs, trucks, and the Camaro. The 6L90E was introduced in the 2009 Cadillac CTS-V, which shares the ZL1’s LSA powerplant. In addition to the output carrier, its holding power is increased by way of a strengthened output shaft, strengthened input gear set, additional clutch plate, and two additional pinion gears.
The Camaro features many variations on the Tremec TR6060 manual transmission. Contrary to popular belief, all TR6060s were not created equal. The original version was built for the 2008 Corvette and built to handle 600 ft-lbs of torque. Its predecessor, the T56, was only good for 450 ft-lbs of torque in the most potent GM applications. A few key upgrades include wider cluster gears with larger front/rear bearings, wider fifth- and sixth-gears, thicker second gear, larger input bearing, larger 3-4 synchros with more teeth, larger 31-spline main shaft, and a thicker case.
In addition to receiving different gear ratios from the SS version (M10), the ZL1 version (MG9) comes with an air-to-liquid cooler and is 30-percent stronger. The output shaft, rear housing, additional roller bearing, and triple synchros highlight those improvements. The 1LE Handling Package equipped SS models with the smoother shifting MM6, as did the Z/28, which has the same ratios as the MG9 and many of the same improvements.
Connecting the Camaro’s transmission to the rest of the drivetrain is a two-piece driveshaft with rubber couplers that are extremely effective at isolating vibration and noise. The rear-end housing on the LS, LT, SS, and Z/28 is aluminum with an 8.5-inch ring gear. The automatic-equipped SS, manual V-6, and most automatic V-6s came with 3.27-ratio gears (2LT had 2.92). Manual-equipped SSs had 3.45; the ultra high-performance 1LE and Z/28 had 3.91 gears.
All models came with limited-slip differentials. But the Z/28 uses a unique, zero-preload diff with a concentric helical gear set in lieu of traditional clutch plates and springs. This design allows for continuous torque biasing, generating “friction proportional to the input torque.” This is particularly useful at a corner exit, which helped make the Z/28 one of the fastest production cars on the road course. Complementing this track-worthy diff is a specially designed cooler with an integral heat exchanger (inside the housing), which effectively removes more than 100 degrees from the diff fluid. All CV axles have a 30-mm diameter on the driver’s side and 40 mm on the passenger’s side to reduce wheel hop, though the 1LE and Z/28 version has a much beefier CV joint.
As the most powerful in the Camaro lineup, the ZL1 necessarily has the strongest rear end. The ring gear measures a whopping 9.84 inches, and the housing is made of cast iron. The manual trans version comes with 3.73 gears; the automatic has 3.27s. A heavy-duty differential and stacked plate cooler are also capable of providing 100 degrees of relief. The axles, though, are by far the most impressive of the bunch. Measuring 60.5 mm on the passenger’s side and 33.25 mm on the driver’s side, the axles look like baseball bats. For the CV joints, the engineers attempted to pirate some from a turbo diesel 4 × 4. But even those weren’t strong enough, so they started from scratch. One engineer told me that this rear end is as strong as they know how to make. Given the challenges involved with an independent rear suspension, that is saying something.
The basic design and components of the fifth-generation Camaro’s fully independent suspension carry over to all models. The front suspension uses a “multilink strut” and dual-ball joints, foregoing a traditional upper control arm, such as a MacPherson strut. A radius rod (aka front trailing arm) and lower control arm locate the strut-mounted spindle (and bolt to the K-member). The lower control arm works longitudinally and laterally during suspension travel; the radius rod acts upon fore and aft movement during acceleration or braking. The sway bar (or stabilizer bar) uses a long end link to connect halfway up the strut, enacting roll resistance during cornering. It bolts to the K-member via brackets and bushings. The struts and springs are a coil-over style, mounting directly to the body structure and spindle and keep the tires planted during changing road conditions.
Although the front suspension bears close resemblance to other Zeta-based applications, the 4.5-link rear suspension was developed exclusively for the Camaro. In lieu of a double A-arm setup, such as on the Corvette, the Camaro uses a bulky L-shaped (stamped steel) upper control arm with a traditional lower control arm, trailing arm, and toe rod to locate the hub/wheel. The control arms guide vertical movement, the trailing arm acts upon everything else. The toe rod simply sets the toe angle of the rear wheels. The rear sway bar bolts to the cradle and connects to the lower control arms via end links to control body roll. The rear and front cradles are double-isolated from the body structure by rubber bushings, in addition to the rubber bushings found throughout the suspension. This does wonders to reduce NVH (Noise Vibration Harshness).
When equipped with the optional wheels, it could be difficult to tell a V-6 model from an SS. Although it is worth noting that the suspension and brakes were different altogether, not just the engine and drivetrain. Softer bushings and springs, thinner sway bars, etc., were also used.
The single-piston, floating calipers were a dead giveaway to V-6 models. The upside is that they also make great drag brakes, allowing for smaller and lighter drag wheels.
All SS models came with fixed, four-piston Brembo brakes. Although substantially sized, the weight of the SS made them simply adequate.
The 1LE offered many handling improvements over the SS, which was based on an in-house test-mule for the ZL1’s new suspension.
As for model variations, four suspension packages were offered on the fifth-gen Camaro (Camaro ZL1 and Z/28 also received unique components). All LS and LT V-6 models received the FE2 suspension. The SS convertible and 2010–2011 coupe came with FE3 suspension, 2012–2014 SS coupe used FE4 parts, and the 1LE came with FE6 parts. Each of the four used different sway bars, spring rates, and shocks to achieve different outcomes.
The V-6 models are known to have a smoother ride and the SS is noticeably stiffer. This is directly related to the FE2’s 25 N/mm spring rate and 96 mm of suspension travel in the front, and 53 N/mm rear springs enabling 115 mm of travel.
The FE3’s lowered ride height puts it at 84 mm of travel using 27 N/mm springs in the front, and 100-mm travel with 55 N/mm springs in the rear. Initially hollow sway bars were used to reduce weight; later models used solid bars for additional stiffness. The sway bars, shock valving, and spring rates are matched to the size and grip of the tires, as well as the weight of the car and other factors.
As formidable as even the Camaro SS coupe’s FE4 suspension is on a road course, the Camaro team certainly wasn’t done. The FE6 in the 1LE package builds upon this foundation by first tweaking the sway bars to dial in the handling as close to neutral as possible.
Goodyear Eagle F1 G:2 Supercar tires were designed especially for the ZL1 and 1LE, which greatly improved braking, as well as overall grip and handling. The specially designed wheels helped shave rotating mass. Despite the two wheel styles, it’s actually the same design; one has extra machining to cut out the center piece of the spokes.
The ride height, spring rates, bushing durometer, sway bar stiffness, and geometry were all optimized for the ZL1.
The ZL1 also had six-piston Brembo brakes with a two-piece rotor. Even with its increased weight, it still stopped on a dime. Both wheels used the same casting with different machining, which helped cut costs and weight.
Contrary to appearances, the 1LE’s red brake calipers were otherwise identical to the SS.
Although the ZL1 was incredibly fast on the track, the 1LE was the pure track car.
It is worth noting that the FE4, FE6, ZL1, and Z/28 use a revised rear sway bar design that moves the drop links outboard of the control arms. Camaro program engineering manager Tony Roma said it “makes a bar with the same diameter four to five times more effective” than the previous design. A matched set of sticky, 285-mm Goodyear Eagle F1 Supercar G:2 tires complement the bars, rather than using the staggered Pirelli P-Zero’s on regular SS coupes. Although the suspension bushings and spring rates carry over, heavier-duty wheel bearings, toe links, and rear shock mounts are borrowed from the ZL1. The rear shocks are switched to monotube (from twin on the SS), symbolic of the 1LE’s singular purpose.
That was until the 2014 Z/28 was created.
As the sun sets on the fifth-gen platform, it will be remembered for its combination of cutting-edge technology, impressive performance, and nostalgic looks that helped reinvigorate the muscle car wars.
By comparison, the Camaro ZL1 and Z/28 are completely different animals from even the road racing–inspired 1LE-equipped SS. The ZL1 is a high-tech marvel that provides the “best of both worlds” approach to handling by using Magnetic Ride Control. This sophisticated electronic system changes the shock valving on the fly using Magneto-Rheological fluid that changes viscosity by way of an electromagnet.
The ZL1’s MR system is not simply a warmed-over version of what was found in the C6 Corvette. The old single-wire design was replaced with a dual-wire version 3.0 that uses two smaller magnets and new ride height sensors. This MR is part of a new Performance Traction Management (PTM) that integrates it with launch control, traction control, stability control, and the electric power steering. The new PTM is so fast you can actually floor it at a corner exit and let the computer do all the work, managing the vehicle dynamics. PTM can modulate engine torque 1,000 times per second to reach the very edge of traction.
The forged 19-inch Z/28 wheels were the lightest of the bunch and combined with massive carbon ceramic brakes for unparalleled performance.
The Brembo carbon ceramic brakes are one of a handful of parts not available to the general public, helping to ensure there are no Z/28 clones.
In terms of hard parts, stiffer cradle and suspension bushings were used to match the increased grip. A set of 25-mm front and 28-mm solid sway bars match the staggered 285- and 305-mm Supercar rubber. And the stiffer progressive-rate rear springs spec at 70 to 45 N/mm. The front is identical to the FE3/FE4’s 27 N/mm.
The Camaro Z/28 takes the ZL1’s passion to the next level. Minus the use of Magnetic Ride, the Z/28 uses the same advanced Performance Traction Management system as the ZL1, but calibrated for the Z/28’s components and intentions. Multimatic Dynamic Suspensions Spool Valve dampeners, such as those used in Formula One racing, have a more singular purpose than Magnetic Ride: track domination. Hundreds of hours of hot lapping and combing through data allowed the engineers to precisely tune the inverted monotube struts and aluminum-body monotube shocks. These dampeners are designed to be consistent lap after lap in providing optimum wheel control and are stiffer and more responsive than the 1LE, for example.
The springs are also considerably stiffer, at 50 N/mm front and 91 N/mm rear because ride quality isn’t a real concern. This allowed a smaller set of 25-mm front and 26-mm rear sway bars. The key, though, is a set of R-compound Pirelli PZero Trofeo R tires that measure a whopping 305 mm at all four corners.
With 1.08-g capable during lateral acceleration, higher durometer bushings are needed to keep from distorting and possibly even tearing. The lower control arm ride link “travel limiter” (aka front sway bar end link) bushing is 50-percent stiffer, which also improves steering feel. The rear upper control arm bushings are 400-percent stiffer; a 25-percent increase to the inner and outer lower trailing link bushings help prevent toe change under high loads. Like the 1LE, the Z/28 also comes with a strut tower brace for additional chassis stiffening. It has less weight to carry around the track thanks to a strict diet plan. Thinner rear window glass (from 3.5 to 3.2 mm), lightweight rear seat with no trunk folding/pass-through, no air conditioning, removed wiring/sound system, and a 19-inch wheel include some of the measures taken by the engineering team to strip around 100 pounds.
From the Z/28 all the way down the lineup, the Camaro offers impressive braking. The Z/28’s carbon ceramic Brembos are, of course, the best of them. Measuring 15.5 inches in the front and 15.3 inches in the rear with six-piston front and four-piston rear calipers, brake fade is not a concern on the Z/28. In addition to face-planting occupants at 1.8 g and stopping from 60 to 0 mph in less than 100 feet (according to Motor Trend), the carbon brakes also shed more than 21 pounds in unsprung weight.
Two-piece rotors, though steel, were used on the ZL1 for the same reason. The ZL1 is no slouch, using a similar set of six- and four-piston calipers, but with smaller (14.6-inch front, 14.4-inch rear) rotors.
The SS also uses a fixed aluminum caliper from Brembo, with four pistons in the front and a single piston in the rear to clamp 14- and 14.4-inch one-piece rotors. The LS/LT fills its 18- and 19-inch wheels with 12.64-inch front and 12.4-inch rear brakes with floating, single-piston alloy calipers. Although dwarfed by the rest of the lineup, by normal standards these are a pretty substantial set of brakes.
Whether you are an avid road racer, drag racer, or street enthusiast, the fifth-gen Camaro has the capabilities to perform admirably. From its intimidating lap times at the Nürburgring, success in the Grand-Am and SPEED World Challenge series, countless wins in the NHRA, and the sheer volume of cars sold in the United States, the 2010–2015 Camaro is hell-bent on domination. And the origin of this success is sheer determination. From inception, the Camaro was built with adversarial intentions and not much has changed.
Out of the box, the fifth-gen Camaro SS made more power and was a vastly superior handling car to the little Blue Oval pony. The Mustang’s live rear axle proved to be its Achilles’ heel in terms of handling and ride quality. Unfortunately, though, the Camaro’s straight-line acceleration suffered due to its weight. The lighter pony car was at least .1 second faster in the quarter-mile (and frequently .2 faster for 0–60) when the 2011 model debuted. The even-heavier Dodge Challenger suffered the same fate and was usually one- to two-tenths slower than the Camaro in the quarter-mile. Its weight and softer suspension also proved to be a detriment to handling, despite its independent rear suspension.
When comparing the ZL1, outgoing 662 hp GT500, and the 700 hp Challenger Hellcat, things become more interesting. Despite being the heaviest of the group, the Hellcat had the second fastest (11.7 at 125 mph during a Motor Trend test) run on the GT500’s heels. In the same test, the ZL1 ran a respectable 12.2 at 116 mph. Typically the GT500 runs in the range of 11.6 at 125 mph. But the straight axle Shelby and the understeer-happy Hellcat can’t hold a candle to the ZL1 through the twisties. Testing consistently shows that the Camaro can outrun both cars thanks to its tremendous grip and composed handling.
Perhaps the most impressive thing about the fifth-gen platform is its high ceiling with modifications, particularly on V-8 models. Although V-6 models can easily rival their larger displacement counterparts in stock form, with the help of supercharger and turbocharger kits, the lack of aftermarket support for direct-injection fuel components constrains the power potential. The Gen IV V-8, on the other hand, is perhaps the most supported engine the aftermarket has ever seen. From whisper-quiet 1,500-hp fuel pump setups to big-block type displacement, LS engines are peerless in the aftermarket community. A simple cam swap can yield 50 to 100 hp, and even more with a good set of headers and cylinder heads. It is downright easy to make great power increases.
As impressive as the Coyote 5.0L and the late-model Hemi are, there are no 1,000-hp naturally aspirated Coyotes, 1,500-hp Hemi street cars, or 800-hp Pro Touring cars running around with either engine. Yet this is not at all uncommon in the LSx community. LSx engines offer incredible power potential and the reliability and variety of modifications is extensive. You can build the ultimate fifth-gen Camaro to do whatever you want, from drag racing, to drifting, road racing, autocross, circle track, standing mile, top speed racing, hill climbs, rallies, and just about anything else you can dream of. This book provides the tools to make those dreams a reality.
Sixth-Gen: A Look Ahead
The 2016 Camaro was unveiled on Belle Isle in May 2015 amid throngs of onlookers and reporters. It was announced that the lighter Alpha platform would be used in production at the Lansing Grand River Assembly Plant, though employing 70-percent unique components.
The basic structure is a unitized body frame with one- and two-sided galvanized steel. The length was reduced from 190.6 to 188.3 inches, height by 1.1 inch (to 53.1), and the wheelbase from 112.3 to 110.7 inches. The new architecture was credited for losing more than 200 pounds (133 in just the body) and gaining 28 percent of structural rigidity. Aluminum suspension pieces and a laser-brazed roof were just a few added measures to shed mass.
Like the later fifth-gens, the sixth-gen has a narrow upper grille and hood vents on the SS for a very slippery design. The front fascia has an “air curtain” to guide air around the wheel rather than through the wheelhouses. The sixth-gen spent 350 hours in the wind tunnel to achieve its shape, which reduces drag on the LT (for better fuel efficiency) and improves downforce on the SS (for better performance).
Despite some speculation that CAFÉ standards were just too strict, Chevrolet proudly announced that the Gen V LT1 small-block would power the SS. Sporting 455 hp and 455 ft-lbs of torque, the direct-injection 6.2L V-8 has every bit of muscle that the SS needs to stay true to its heritage while embracing the latest technology.
Like its pony car competitor at Ford, Chevrolet announced that the LT1 would be joined by a turbo 4-cylinder, as well as the latest 3.6L V-6. At 275 hp and 295 ft-lbs of torque, the 2.0L turbo LTG Ecotec is on par with the V-8s of only a few generations ago. The new LGX V-6 makes an impressive 335 hp and 284 ft-lbs of torque. A Tremec TR3160 6-speed manual and 8L45 8-speed auto are the transmissions of choice for the smaller two engines, while the SS wields a TR6060 6-speed manual again and an 8L90 8-speed auto. Originally released on the 2015 Corvette, the 8L90 has Active Rev Match to blip the throttle during downshifts just like an F1 car. The torquey 11.5:1 LT1 and lighter weight allows for a 2.66 first gear on the TR6060, unlike the previous SS, along with 3.73 rear gears. The 8L90 affords a conservative 2.77 rear gear with its steep 4.56 first and 2.97 second.
The suspension is new and improved, though not a complete departure. An independent five-link rear suspension with twin-tube shocks and a stabilizer bar enhance the previous iterations by reducing “squat” during acceleration and reducing mass by 26 pounds. Magnetic Ride with monotube shocks are available on the SS for the first time, capable of reading and adjusting at 1,000 times per second as with the previous ZL1. The front suspension is a new double-pivot MacPherson-type strut arrangement with dual lower ball joints, stabilizer bar, and twin-tube struts; Mag Ride with inverted monotube struts is available on the SS.
After months of teasing, the 2016 Camaro was introduced at the 2015 Detroit Belle Isle Grand Prix. Thus the sixth-generation was born.
Along with the new quick-ratio electronic steering assist, the SS was designed to be lighter and more nimble feeling. The engineering team also used the terms linear and communicative to describe the steering feel on the sixth-gen. The 20-inch wheels are still the standard with Goodyear Eagle F1 Asymmetric 3 run-flat tires, and 18-inchers with all-season Goodyears on the LT. Brembo brakes are available on all models, topping out at 13.6 inches on the SS.
From extensive testing, Chevrolet knows that switching the lower grille angle from 20 to 13 degrees creates a 1-percent improvement in cooling. A belly pan is used underneath the car that stretches from the grille to the center of the car to reduce lift by 30 percent, as well as drag. Although the hip line is reminiscent of the fifth-gen, the lines are unique and seem to hint at the new era of aerodynamic testing and thought.
Brembo brakes are available on all models, up to 13.6 inches on the SS.
The greenhouse isn’t a huge improvement in site line, but Chevrolet did manage to update the interior appropriately. This treatment is less nostalgic and more cutting edge.
Three engine options are offered for the 2016 Camaro: 455-hp V-8, 335-hp V-6, and 275-hp turbo 4-cylinder. All three are fuel-efficient direct-injection engines with Variable Valve Timing. The LT1 V-8 also has Active Fuel Management like the previous L99.
Despite commonalities of the Alpha platform, 70 percent of the Camaro is unique, including the dimensions, suspension geometry, and powertrain.
Aluminum front and rear suspension pieces with composite links reduce weight by 21 percent.
