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Old 05-03-2013, 08:31 PM   #225
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Quote:
Originally Posted by sho928 View Post
at


Well said!
I recall close to a 100 lbs were saved using the 1LE diff and half shafts over the ZL1 unit.
Additional factors that may hurt the launch is the reduced weight transfer due to stiffer shocks/springs and lowered stance.
The last item I have not researched thus am just guessing, but typically track cars have closer gear spacing between 2nd, 3rd 4th and 5th leaving a tall first gear and big gap to 2nd (not good for the drags with sticky tires, easy to burn clutches and/or bog).
I believe 6th will still be used to knock down the effective final drive using the 3.91 rear to get good mpg.
If any one knows the actual Trans gear ratios that would interest me to compare to ZL1 and SS
..
thanks, and here ya' go, 1LE and Z-28 have same ratios <same TR6060>...ZL1 has same ratios except for 5th and 6th

Z-28/1LE TR6060
First 2.66
Second 1.78
Third 1.30
Fourth 1.00
Fifth. .74
Sixth .50
Final drive 3.91
19" wheels

ZL1 TR6060
First 2.66
Second 1.78
Third 1.30
Fourth 1.00
Fifth. .80
Sixth .63
Final drive 3.73
20" wheels
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Old 05-14-2013, 01:05 PM   #226
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The concern isn't as much that somebody eventually will run this car at the dragstrip as it is that there are people who would shift the Z/28's publicly-perceived focus away from its road course intent.

Placing so much emphasis on dragstrip stats skews the way the car is viewed even within the enthusiast segment. ETs and trap speeds is one thing, but as soon as you mention 60' times you've shown a clear dragstrip focus and a desire to make a dragstrip car out of the Z/28. That's where the objections lie.

On edit, simply opening it up in a straight line isn't challenging enough for some of us.

Worst downstream case would be for Chevy to listen to the dragstrip moaners about how 7 liters and 500+ HP wasn't performing in a straight line up to expectations, and they proceed to soften the road course capabilities to crutch the dragstrip numbers as a result.


"Standard measuring sticks" aside, we don't all have the drag racer's outlook and don't even think the same way. Suppose the corner-carvers here had asked what skidpad and slalom performances could be expected from the COPOs? With the implication being that some whining would result if those measurements came in below the performance level of, say, a base SS. That's what concentrating on dragstrip results for the Z/28 and hinting at comparisons to the ZL1 sounds like as heard out toward the other end of the enthusiast spectrum. Try to understand.


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Originally Posted by Bad@ssCamaro View Post
It's not that people are opposed to it being tested at 1/4 mile track, it's the notion that there are some people think that the Z/28 should dominate at the 1/4 mile track if it's the new king. This car was introduced as the ultimate Camaro road course car, Have you not heard or seen Jerry Ruess' introduction for the Z/28? He clearly states what the objective of the car is for. The majority of people here already know that.
I'm not advocating that anyone would buy the Z28 for the drag strip...far from it. I suppose the majority of buyers will certainly be from the road racing enthusiast bunch. But, there are surely many who will run the "strip" since it's cheap to do and you can put the pedal to the metal legally. Definitely fun and the Z28 will do well against most stock factory cars. I would almost bet the first 10 magazine tests on the Z28 are drag strip oriented tests.

If I were going to Europe again (spent 13 years of my life there), there's no question what car I would take. The Z28 would be right at home and leading the pack on some of the Alpine roads I've travelled, not to mention my 20 some laps on the Nurburgring. Unfortunately, those kinds of driving experiences cost you $300+ for a track day in the US if you live close to a course...that kinda limits the experience to the wealthy few.
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Old 05-18-2013, 10:50 AM   #227
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anyone find out what kinda shocks it has on it. are they the same as anyother 5th gen or something new?
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Old 05-18-2013, 01:52 PM   #228
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anyone find out what kinda shocks it has on it. are they the same as anyother 5th gen or something new?
“We used the very best components in the industry to deliver uncompromised performance, lap after lap,” said Mark Stielow, Camaro Z/28 engineering manager. “We made nearly 200 changes to improve the track performance, which cumulatively make the Z/28 capable of 1.05 g in cornering. For perspective, with all other things, equal increasing maximum grip from 1 to 1.05 g can cut up to four seconds per lap.”

The Camaro Z/28 is the one of the first production cars fitted with race-proven, spool-valve dampers. Compared to a conventional damper that offers only two-way tuning for bump and rebound, a spool-valve damper allows four-way adjustment to precisely tune both bump and rebound settings for high-speed and low-speed wheel motions. 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 string rates and suspension bushings for improved cornering response.
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Old 05-18-2013, 06:13 PM   #229
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FAIL! Use a 1/4 calculator and you get 11.8.
Guess ya used the wrong calculator. quite a bit off the GM time for the Z28.
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Old 05-18-2013, 06:43 PM   #230
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I wasn't aware GM released the 1/4 mile time for the Z/28.....
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Old 05-19-2013, 07:42 PM   #231
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...unanswered question. It's understood that the DSSV dampers are adjustable, but how is this accomplished? Manually or by electronics?
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Old 05-19-2013, 07:50 PM   #232
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I would suspect the dampers have no electronic control whatsoever.
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Old 05-20-2013, 05:58 AM   #233
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Originally Posted by OldScoolCamaro View Post
...unanswered question. It's understood that the DSSV dampers are adjustable, but how is this accomplished? Manually or by electronics?
I thought I read where there wasn't any adjustability, just that the DSSV approach can give you better compromises among high and low speed dampings and between bump and rebound. "Speed" here is shock/strut piston speed.


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Old 05-21-2013, 02:44 PM   #234
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Originally Posted by Norm Peterson View Post
I thought I read where there wasn't any adjustability, just that the DSSV approach can give you better compromises among high and low speed dampings and between bump and rebound. "Speed" here is shock/strut piston speed.


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You read correctly!
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Old 05-21-2013, 02:56 PM   #235
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How do they compare performance/price wise to traditional coilovers?
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Old 05-21-2013, 08:29 PM   #236
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What would a 3,760 lb, 540 HP car run in the 1/4 mile?
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Old 05-21-2013, 09:09 PM   #237
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What would a 3,760 lb, 540 HP car run in the 1/4 mile?
11.7+/-
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Old 05-21-2013, 09:17 PM   #238
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11.7+/-
Then that's my guess.
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