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Old 10-16-2013, 02:38 PM   #15
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Originally Posted by BaylorCamaro View Post
WOW, I really want to believe all of these times. But when one auto manufacturer takes its competition on their own race track, I start to wonder. I hope all of this can be backed up by independent testing.
Think about this: If you were head of design for the Z/28 and request tests against the best of your competition for the purpuse of destroying them on the track, would you ask the drivers to go soft for the purpuse of a boosting numbers on your press release when you know that the entire motor-journalist community is waiting impatiently to bench mark your creation to find out that your tests were B.S?
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Old 10-16-2013, 02:38 PM   #16
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We have been waiting for this for a looooong time!
Yes! Oh have you seen those guys that used to beat on us for having faith that GM would build the Z/28? I can't find any of them???

If you see them tell them I called them LOSERS!
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Old 10-16-2013, 02:39 PM   #17
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Think about this: If you were head of design for the Z/28 and request tests against the best of your competition for the purpuse of destroying them on the track, would you ask the drivers to go soft for the purpuse of a boosting numbers on your press release when you know that the entire motor-journalist community is waiting impatiently to bench mark your creation to find out that your test were B.S?
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Old 10-16-2013, 02:40 PM   #18
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Yes! Oh have you seen those guys that used to beat on us for having faith that GM would build the Z/28? I can't find any of them???

If you see them tell them I called them LOSERS!
I'm just glad the Z/28 is back! Forget those non believers!
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Old 10-16-2013, 02:41 PM   #19
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We have been waiting for this for a looooong time!
Im happy to finally get to know you!
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Old 10-16-2013, 02:42 PM   #20
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Im happy to finally get to know you!
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Old 10-16-2013, 02:43 PM   #21
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Im happy to finally get to know you!
Welcome to the party
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Old 10-16-2013, 02:45 PM   #22
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I believe you are getting one of these fabulous machine?
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Old 10-16-2013, 02:51 PM   #23
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I believe you are getting one of these fabulous machine?
After allllll this time sadly I will not. It's just not in the cards for me right now.
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Old 10-16-2013, 02:55 PM   #24
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After allllll this time sadly I will not. It's just not in the cards for me right now.
You never know which hand you will be dealt next...keep the faith...production will run at least for the next 2 years!
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Old 10-16-2013, 03:06 PM   #25
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You never know which hand you will be dealt next...keep the faith...production will run at least for the next 2 years!
Definitely keeping the faith!
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Old 10-16-2013, 03:23 PM   #26
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Awesome ride and can't wait until I see how many people go broke trying to afford one ....... My hopes of buying one are surely out the window ....
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Old 10-16-2013, 05:30 PM   #27
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AUTOBLOG

2014 Chevrolet Camaro Z/28
The Name You Expected For The Car You Never Thought They'd Build


By Steven J. Ewing
Posted Oct 16th 2013 11:57AM

Vital Stats
Engine: 7.0L V8
Power: 505 HP / 481 LB-FT
Transmission: 6-Speed Manual
Drivetrain: Rear-Wheel Drive
Curb Weight: 3,837 LBS
Seating: 2+2
Cargo: 11.3 CU-FT

To hear Al Oppenheiser, chief engineer for the Chevrolet Camaro, tell it, the brand-new 2014 Z/28 is "the car everyone expects." The modern Camaro concept first debuted at the 2006 Detroit Auto Show, and in early 2014 – over eight years later – the Z/28 will finally be available for public consumption. It is perhaps the most highly anticipated Camaro model to spawn from the modern interpretation of General Motors' 'Murican muscle car. After all, when we first spied the track-focused 1LE, we assumed it would be called Z/28. And then when Chevy surprised us with the ZL1 at the 2011 Chicago Auto Show, we were sort of shocked that it wasn't called Z/28, either.

As you would expect, the questions surrounding a Z/28 model have been flooding in since we first heard the Camaro nameplate would be making a comeback. But Oppenheiser was saving the best for last, saying this actually is the car "no one expects." Through all these years, he had been telling owners, fan-boys and the media that the Z/28 name – "a haloed moniker" – would be reserved for the most hardcore Camaro available.

So, to show us exactly how serious this new Z/28 package is, Chevy invited us out to GM's Milford Proving Grounds for a proper deep dive. And instead of just telling us what the new top-dog Camaro can do, we buckled into the passenger seat of the very car that recently set a 7:37.47 Nürburgring lap time – with the very driver that set the time as our pilot – and stormed the 2.9-mile Milford Road Course.

We've waited a long time to finally greet the Z/28. And boy, has the wait been worth it.

This isn't just another crosstown rival for the Ford Mustang.

The key thing to keep in mind about the 2014 Camaro Z/28 is that it isn't just another crosstown rival for the Ford Mustang. Sure, the 1LE and Boss 302 are perfectly matched for a fight, and heavyweights ZL1 and Shelby GT500 equally so, but really, there isn't a clear competitor from Ford or even Chrysler for this even more extreme Z/28. (At least, not yet.) Chevy is dead set on venturing off into the land of the Nissan GT-R and Porsche 911 GT3 with its track-focused Z/28, and firmly states that this car is not to be treated as a daily driver. To that end, Chevy is extending the factory warranty on the Z/28 to include track use – the company stands behind the full performance capabilities of this car.

Z/28 models are based off of the refreshed 2014 Camaro, using the slightly redesigned front and rear fascias. But even though this is a higher-end model, the base headlamps and taillamps have been fitted to save weight and reduce cost. In fact, massive weight savings have been applied to the Z/28. Chevy has taken out everything that wasn't a legal necessity or didn't improve performance. Of course, the larger V8 engine adds some heft, as do added bits of aero and the higher caliber chassis, suspension, braking and wheel/tire components. The end result, however, is a Camaro that weighs 3,837 pounds – some 300 pounds less than a ZL1 coupe – and has enough added aero to produce 440 pounds of downforce at 150 miles per hour. The functional aerodynamic enhancements include a front splitter, large rear spoiler, hood vent, reshaped rockers and Gurney lip fender flares.

Compared again to the ZL1, the Z/28 is less powerful, but as we've learned before, engine output isn't everything. Surely, no one will complain about the Z/28's naturally aspirated 7.0-liter V8, officially rated at 505 horsepower at 6,100 rpm and 481 pound-feet of torque at 4,800 rpm. Yes, you could argue that that using GM's supercharged 6.2-liter LSA V8 from the ZL1 and Cadillac's V models would have been a good choice, but simply put, the Bowling Green-assembled LS7, which was also used by the last-generation Corvette Z06, weighs less and still absolutely rocks.

The Z/28's 7.0-liter V8 is officially rated at 505 horsepower and 481 pound-feet of torque.

A few tweaks were made to the LS7 during Z/28 development. Pankl titanium connecting rods were added, as well as Mahle pistons, and a revised air intake with K&N cold-air induction and exhaust headers. The 505-hp rating may be the same as the LS7-powered Corvette Z06, but the extra massaging here in the Camaro is what yielded the 481 lb-ft number – 11 more torques than in the 'Vette. The only transmission available is a Tremec TR6060 six-speed manual, with close-ratio gearing and a 3.91 final drive ratio – up from 3.45 in the Camaro SS.

More than 190 of the Z/28's parts are unique, with each one focused on solely making this thing the most capable track car in the Camaro lineup. In addition to the LS7 tweaks, the Z/28 marks the first application of a dry sump lubrication system in a Camaro, designed to better handle frequent high revving and the higher g-forces of the Z/28's improved cornering ability. Of course, things get super hot under extreme driving conditions, so to keep it all in check, there's a liquid-to-liquid cooling system for the engine oil (identical to the system used in the Corvette ZR1), and the transmission and differential are kept cool with a high-capacity liquid-to-air system that's similar to what Chevy uses in the Camaro ZL1.

To keep everything steady, Chevy has fitted a beefier Torsen helical limited-slip differential, which we're told cuts lap times on the Milford Road Course by 0.7 seconds. This improved setup is specifically designed to optimize track performance, with built-in programming for corner entry, mid-point and exit. Naturally, higher-quality stoppers were fitted: lightweight, carbon ceramic brakes at all four corners. Up front, the big rotors measure 15.5 inches with fixed, six-piston calipers (in an asymmetric layout for improved clamp-force distribution), and at the back, large 15.4-inch rotors are used with four-piston fixed calipers.

The Camaro Z/28 marks the first mainstream application of the DSSV dampers.

Those brakes are nestled behind lightweight 19-inch alloy wheels all around, wrapped in ultra-sticky (and ultra-meaty) 305/30ZR19 Pirelli Trofeo R tires. Yes, larger 20-inch wheels are available throughout the Camaro line, but not here on the Z/28 – the 19s save 50 pounds of weight and lower the car's center of gravity by 33 millimeters, which improves overall handling.

Perhaps most importantly, the suspension has been heavily reworked, with springs that are 85-percent stiffer up front and 65-percent stiffer in the rear, optimized for the new Multimatic DSSV (Dynamic Suspensions Spool Valve) dampers. These state-of-the-art dampers were first pioneered in the Champ Car series in 2002, and to this day are used in Formula One by Red Bull Racing. DSSV dampers are also found in DTM, Formula 3 and the Ferrari 458 Challenge, and were installed as factory equipment on the Aston Martin One-77. The Camaro Z/28 marks the first mainstream application of the DSSV dampers.

Beyond that, a whole host of suspension components have been stiffened, including the lower trailing-link bushings at the rear, the lower-arm link bushings up front (to improve steering feel), and rear upper control arm bushings that are a full 400-percent stiffer. Chevy says this last part is so the car can cope with maximum lateral cornering forces of 1.08 Gs.

Around the MRC, Chevy's engineers have recorded a time of 1:53.71 in the Z/28.

Simply put, the Z/28 is the most muscular modern Camaro yet, and the Milford Road Course was designed to flex every last component that makes up this crazy coupe. Around the MRC, Chevy's engineers have recorded a time of 1:53.71 in the new Z/28, compared to 1:56.58 in the more powerful ZL1. That seriously quick lap time even bests both the Camaro 1LE and Mustang Boss 302 by more than five seconds, and beats the Shelby GT500 by over six seconds.

Our experience in the passenger seat of the silver Z/28 was brief – just two quick laps around the MRC – but we can already tell that this car is capable of some absolutely wonderful things. First of all, it makes a fantastic noise – a deep, throaty burble that you can hear long after the car is out of sight. But even with our own tame racing driver manhandling the Z/28 at ten-tenths around the road course, the Camaro never seemed to be a handful. It remained flat during corners, absolutely hugged the tarmac, and pulled off mind-rattling cornering forces. Have a look at our hot lap in the video below.

The key takeaway from the Milford drive was seeing just how late the driver could brake before entering each corner, and the speed at which we would enter the turns. On full attack, we were doing over 130 miles per hour entering the high-speed esses and were just a kiss away from 150 mph coming into the very tricky Turn 1 with its decreasing-radius, downhill slope.

On full attack, we were doing just over 130 mph entering the high-speed esses and were just a kiss away from 150 mph coming into Turn 1.

We don't have performance data like a 0-60 time or top speed just yet, only because Chevy is still in the development process of the car. Tweaks are still being made, and final numbers are forthcoming. Who knows, maybe a quicker 'Ring time will yet be achieved.

As we mentioned, the Camaro's interior was largely left alone for the Z/28. Standard Recaro chairs are found up front and nicely hug the driver and passenger to keep them stable during hard turning. Of course, this is still a Camaro, so our normal complaints about poor visibility and not-so-great quality remain intact. Chevy will no doubt have a tough time competing with Porsche in this regard, and the Z/28's cabin isn't exactly worlds better than what Nissan offers in the GT-R, either.

Inside, a lot of components have been removed, including the air conditioning, all of the audio system speakers (except for one), and the gauges affixed to the center console normally found in front of the gearbox – again, to save weight. That said, engineers did confirm that buyers will have the option to leave the A/C and full set of speakers intact. Furthermore, some of the material has been removed from the rear seats, even though Chevy still kept the four-passenger seating configuration intact. (Nissan, for example, removes the GT-R's rear seats on the Track Edition model.)

Production of the Z/28 starts in the first quarter of 2014, with sales anticipated to start sometime before Q2. Pricing has not been announced, and executives wouldn't even hint at possible starting MSRPs. That said, Chevy is fully expecting the Z/28 to be a low-volume car, only selling at about half the rate of the ZL1. The company would like to sell maybe 3,000 to 4,000 Z/28 models over the next two years.

Chevy is fully expecting the Z/28 to be a low-volume car, only selling at about half the rate of the ZL1.

So, who's the target customer? It can't really be driven every day (again, Chevy flat out told us that it shouldn't be), and a more powerful ZL1 offers better refinement and more creature comforts. Ideally, private track users will be the folks stepping up to the Z/28 plate, and we'll be curious to see if would-be 911 or GT-R owners give the American bad boy a try. No doubt, Camaro enthusiasts will surely pick up a few on their own, and we'll be watching the sales numbers closely.

Regardless, we're just thrilled to finally see the Z/28 back on the street. It's been a long-time coming, and it looks to be a truly remarkable feat of engineering for the Chevy performance team. This is a bona fide track weapon, and we can't wait to get our first drive of this vicious Camaro. We'll be waiting...
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Old 10-16-2013, 05:39 PM   #28
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2014 Chevrolet Camaro Z/28 Technical Details

Vincent Nguyen, Oct 16th 2013

“The Z/28 is really going to be the icing on the cake for the Camaro.” So says Al Oppenheimer, chief engineer on Chevrolet’s Camaro team, and while he’s unsurprisingly a little biased about GM’s street-legal race car, having been out on the track in the 2014 Camaro Z/28 it’s hard not to catch some of that enthusiasm. Chevrolet’s cars aren’t production ready yet – though even when they are, GM will only be making 3,000-4,000 over the course of two years – and the test cars are hand-built, down to the special 505 HP engines, but already the potential is clear. Read on for our first impressions.

Chevy’s Z/28 name has some history to it, first added to a Camaro back in 1967 when GM took the car road racing. For the 2014 car, Chevy is looking to track day enthusiasts as the target audience for the Z/28, aiming to make not only a muscle car worthy of the title, but something that can give Porsche and Lamborghini drivers sleepless nights too.

The early numbers would suggest they’ve done just that. The Z/28 musters 505 HP and 481 kb-fit of torque from its 7.0L LS7 engine, and Chevrolet’s trials around the Nürburgring show there’s no trouble getting that power down, even in the wet.

On a damp track, and at times in full-on rain, the Z/28 completed the famous track in 7:37:40: four seconds faster than its Camaro ZL1 sibling. It’s also faster than Porsche’s 911 Carrera S and Lamborghini’s Murcielago LP640. Altogether, GM put the Z/28 through almost 1,000 miles on the German course, for a total of ten hours driving; it’s the equivalent, roughly, of a year’s amateur-level track use, compressed into one focused period. The company even estimates that, on a dry course, the car could cut a further six seconds from its fastest lap.

So just how has GM done it? The Camaro Z/28 is a careful balance of road car and track-ready monster, and it’s not, the company insisted to us, intended to be a “comfortable” car to drive, more a rewarding one. Oppenheimer’s engineering team auditioned around 190 unique parts, exclusive from the 2014 Camaro 1SS to the Z/28, with each and every one having to earn its way into the car.

Those that did make it come from some of the best known performance brands in racing. Brembo ceramic composite brakes work with 305/30ZR19 Pirelli Trofeo R tires for a braking setup that, GM tells us, can produce 1.5g during deceleration, without losing effectiveness after repeated laps. The Z/28 is both lighter and lower than the SS: Chevy has cut 80-100 pounds from the car, and lowered the center of gravity by 33mm. Numerous chassis changes leave the car capable of generating 1.08g when cornering; “it’s not just about the fastest lap time,” Oppenheimer explained, “but consistently fast lap times.”

It’s relatively straightforward to make a fast track car. It’s a lot harder when you want a car you can not only drive on the track, but to it, and then home again afterwards. Chevy doesn’t give drivers luxury in the Z/28 – the pre-production cars were particularly spartan, but even the final versions won’t exactly be opulent inside – and even things we take for granted these days, like air conditioning, will be an option. Don’t be surprised if you get critical looks for ticking the cool air box on the order form, since at 12.9kg you’ll be sacrificing a little speed to have it.

In fact the list of weight trimming measures is huge. The biggest saving came from switching to lightweight wheels and tires – cutting 8.7kg and 13.2kg respectively, even with the front tires being the widest on any production car – but the carbon ceramic breaks cut 9.6kg, while a change in the acoustic deadener and insulation cuts 4.6kg. Replacing the rear seats with lighter alternatives saves 4.7kg, and cutting the trunk trim saves a further 2.7kg. Chevrolet even opted for 0.3mm thinner rear glass and pared back the wiring harness to remove any unnecessary cables the Z/28 wasn’t using, dropping the curb weight by 400g and 500g respectively.

Overall, the Z/28 weighs in at 3,836 pounds, and has a 7.59 pound/horsepower ratio. What’s been left is the best a racer could hope for: Pankl titanium connecting rods, unique on a production Camaro, and Mahle pistons, while K&N’s cold-air induction and exhaust headers feature on the intake. The Z/28 gets the first ever dry sump lubrication system in a production Camaro – ensuring oil pressure doesn’t drop during periods of high lateral acceleration – while the oil itself is cooled by a liquid-to-liquid system similar to the one GM used on the Corvette ZR1.

No automatic gearbox or even high-speed paddle shifters behind the Z/28′s wheel: instead, drivers get a six-speed manual Tremec TR6060 with close-ratio gearing for a final 3,91:1 drive ratio (in contrast, the Camaro SS has a 3.45:1 ratio). It’s cooled by a special, high-capacity liquid-to-liquid oil cooler system, similar to that of the Camaro ZL1, while each gear gets either double- or triple-cone synchronizers, which can individually change the speeds of each gear-shift.

Power is pushed out through a helical limited slip, optimized for better cornering. Unlike a regular limited-slip, which are designed for the most traction in a straight line, GM opted for a more complex system that prioritizes ABS for individual wheel slides at the start of a corner, better steering precision through zero preloading in mid-corner, and then faster torque coupling for the exit. It may sound fussy, but GM says it trimmed 0.7s per lap off its Z/28 Milford Road Course testing.

Getting going and keeping going is important, but so is stopping, and so the Z/28′s brakes are special too. Carbon-ceramic composite two-piece rotors are standard – 394 x 36mm at the front, and 390 x 32mm at the rear – with fixed, mono bloc pistons – six at the front, four at the rear – with bigger pads than usual. As for the suspension, it’s 85-percent stiffer through the front springs and 65-percent stiffer through the rear, while the lower-trailing-link bushings on the rear and the lower-arm link bushings on the front are 25- and 50-percent stiffer respectively. The cut in rebound travel means GM can use smaller stabilizer bars, too.

Most of the changes are under the Z/28′s skin; however, the aesthetics have evolved from the regular Camaro, and not just for the sake of design. In fact, GM says the track car produces 440 pounds more downforce at 150mph than the Camaro SS, thanks to a new front splitter, rear spoiler, hood vent, rockers, and gurney lip fender flares. It doesn’t hurt that the overall look is one that’s both aggressive and pleasingly detailed.

You don’t see that when you’re inside the car, but somehow you don’t really mind. GM wasn’t ready to let us take the wheel of the Z/28 yet – that will have to wait until these priceless prototypes make way for production cars – but even in the passenger seat the car’s potential is clear.

Straight line speed is there, of course, but it’s the corners that are most impressive. The handling is so good that you can enter a corner carrying far more speed than you could in a regular Camaro, even the SS, and though you get the occasional squeal from the wheels we never felt like the car was becoming unseated. You exit faster too, the sides of the track whipping past the narrow windows.

Half of the fun is in the noise. GM’s naturally-aspirated engine opts for big capacity rather than forced induction, and while the payoff is an immediacy to the pick-up, it also pays dividends in the sound. The 7-liter engine bellows and rumbles, coughing throatily during the snappish gearshifts, a slightly frantic hollering when you get to 7,000rpm. It’s an addictive noise, that makes you want to go out again for just one more lap, and then another.

GM’s target audience for the Z/28 are weekend racers and track owners who take their driving seriously and want a car that can keep up with their ambitions. Such drivers will to wait until late in Q1 next year before they can grab the keys to this hottest of Camaros, however, and closer to that launch window to find out how much it will cost.
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