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Old 10-21-2013, 09:34 PM   #35
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http://autos.yahoo.com/blogs/motoram...155143023.html
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Old 10-21-2013, 10:24 PM   #36
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In the video the driver says that they might have a special tune for Europe...a Nurburging Tune.
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Old 10-22-2013, 11:40 AM   #37
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Here's the BEST review to date:
http://www.lsxtv.com/features/car-fe...e-track-camaro
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Old 10-22-2013, 01:49 PM   #38
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YAHOO AUTOS:

Riding in the new 2014 Chevy Camaro Z/28, a factory-bred street racer
By Alex Lloyd
Motoramic – Wed, Oct 16, 2013 11:51 AM EDT

After its shock reveal at the New York auto show, the 2014 Chevy Camaro Z/28 stands as one of the most anticipated machines of the year. GM promised new heights of performance, and an unrelenting dedication to make the car worthy of its legendary name, and challenge some of the world's best. We got the chance to take a Z/28 deep dive at GM's Milford Proving Grounds, and ride shotgun in one of its development mules on the venue's test track. Is it everything that was promised?

Let's start with the "shotgun" part: Chevy wouldn't let us drive the machines because the engineers haven't finished all the final calibrations. Our time behind the wheel will occur nearer to the proposed sale date, late in the first quarter of next year. So I'll start by saying that riding in the passenger seat does not give you a clear perspective. You cannot make a definitive judgement, nor should you when the car's still being worked on. But it does gives us a sense of what the car can do, and if that sense is correct, Camaro fans are in for something quite special.

I've spent plenty of time tracking the Camaro ZL1 and 1LE, as well as Ford's muscular competitors like the GT500 and Boss 302 Laguna Seca, including in a back-to-back comparison test. From a handling perspective, the Camaros are far superior, and faster. So it goes without saying that Chevy has a rather incredible platform to create the Z/28. But don't for one moment think that this car has only a few mechanical changes from the plain Camaro

No, the Z/28 is different. It's completely reinvented, featuring Multimatic DSSV shocks (the very same Multimatic that supplies Red Bull's dominating F1 team), monster Brembo carbon-ceramic brakes as standard, Pirelli Trofeo R tires that were originally developed for use in one of Porsche's amateur racing series in Europe, and front-splitter, side sills and rear wing that produce 440 lbs. more downforce than the Camaro SS. The engine, GM's naturally-aspirated LS7 featuring 505 hp and 481 lb.-ft. of torque, comes meshed to a Torsen limited-slip differential. It's lowered 33mm and close to 100 lbs. lighter

It doesn't even come with air conditioning.

The evidence of an all-out performer arrived via the car's 7 minute 37.40 second lap time around the infamous Nurburgring. That's faster than a Porsche 911 Carrera S and Lamborghini Murcielago, but was set in the rain. Chevy estimates that the car could pull a 7 minute 31 second lap. "We want to be in conversation with the Porsche 911 GT3 and Nissan GTR," said Al Oppenheiser, Camaro chief engineer. "We've ran much faster times than what we've posted," he continued, stating that you cannot video normal testing runs due to the privacy of other OEM's vehicles on track, leaving just a brief 15 minute window to record attempts.

At GM's mini-Ring test track in Milford, Mich., the team has run all of Ford's heavy hitters. The Z/28 lapped the track in 1 minute, 53.71 seconds. The Boss 302 Laguna Seca: 1:59.05. And the Boss is faster than the GT500. The Z/28 is even three seconds faster than the Camaro ZL1. Below is a video of that test, released by Chevy.

From within the passenger seat of the camouflaged test car, and despite our lap time being slower than the car's Milford record, the grip feels astonishing. The Z/28 produces race car-like downforce in the high speed turns, and power is perfectly proportionate to the cornering speed. The balance, too, is exceptional. My driver appeared timid in the slow speed turns, leaving some time on the table. But despite the car being capable of more, I was highly impressed.

But let's not forget the tire equation here: Mark Stielow, Camaro performance manager, even said the Pirelli rubber "really helped us get our lap time." While no one would offer me a percentage indicating how much of the newfound speed is from the tires, my guess is a lot — although I won't negate the other aspects from doing their part to contribute. You can see the picture of the tires equipped, and it's clear these are no ordinary street tire. If it rained, expect to crash.

Until we get our chance behind the wheel, it's hard to truly unravel what we're dealing with. And even then, deciphering pure grip from the tires versus performance from the car will be tough. But regardless, Chevy set out to produce the ultimate performing muscle car, and all signs says that's what it achieved. In fact, you can't really call the Z/28 a muscle car. It's a thoroughbred sports car.

When it goes on sale, expect prices to be more than the $55,055 base price for the Camaro ZL1. And don't expect it to be a vehicle for the masses: "It's not for everyone," Oppenheiser said. "It's a lot to handle. We want people to drive these cars to the track, smoke everyone, and drive it home." But Chevy admitted driving home would not be as comfortable as cruising in the ZL1. "Surprisingly, the soft tires do help with ride comfort," I was later told. "It's not as bad as you might think."

I can't wait to find out from the driver's seat, but for now, Chevy continues to take the pony wars by storm — at least until December, when Ford finally lets the new Mustang out of the corral.
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Old 10-22-2013, 01:55 PM   #39
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LSX-TV:

Z/28 Preview – The Ultimate Track Camaro

by Paul Huizenga on October 16, 2013

It’s been a busy couple of years for GM’s performance division engineers – consider all the droolworthy cars now in showrooms or on the way, and we think you’ll agree. Between the new C7 Corvette Stingray, the new-to-us Chevy SS, and the ZL1 and 1LE Camaros, they’ve provided enthusiasts with a lot of different choices when it comes to fast transportation.

And now, there’s the Z/28, which in many ways is even more hard-edged than the outgoing C6 Z06 in terms of being a car built specifically for the track. It shares the Z06′s LS7 powerplant and retains the same official 505 crank horsepower rating, but detail changes have increased peak torque from 475 pound-feet to 481, and broadened the area under the curve.

“Lightweighting”

Of course, the main internet keyboard warrior complaint about the 5th Gen platform has been its considerable curb weight; the Camaro is a sizable car, and the ever-increasing weight burden of crashworthiness standards and additional “content” have extracted a performance penalty even the best powertrain and suspension will have to overcome in order to achieve lap time reductions.

Chevy calls their program to reverse that weight creep “lightweighting,” and goes as far as to say that they took everything out of the Z/28 that didn’t make it go faster or was required by law. Air conditioning is an option; check that box and you also get more than the one speaker required to transmit the “click” noise the turn signal indicator makes. Everywhere except for New Hampshire and Rhode Island, the Z/28 will come sans-tire-inflation kit (those states have a legal requirement to include it), the rear glass is 0.3mm thinner, trunk trim and acoustic insulation are gone, and even the floor mats are deleted.

But the big savings come from the featherweight wheel and tire package, the carbon ceramic brakes, and the aforementioned LS7 powerplant. All told, the Z/28 is some 300 pounds lighter than the ZL1, and 80-100 less than the naturally-aspirated Camaro SS. This still isn’t a light car by an absolute standard, tipping the scales at 3,837 pounds, but with a 52/48 weight distribution and a power to weight ratio of 7.59 pounds per pony, it’s about as good as a full-interior 5th Gen Camaro is going to get.

Last of the LS7

The naturally aspirated, 427 cubic inch LS7 powerplant differs slightly from the version seen in the Corvette Z06. It retains the dry sump oiling system, but gets a pair of 3-2-1 exhaust manifolds made possible by the greater real estate between the Camaro’s fenders. An open element air filter, developed in conjunction with K&N, is also prominent under the hood.

Like all previous LS7 engines, the Z/28′s power plant will be largely hand-assembled at the recently-relocated Performance Build Center adjacent to the Corvette production line in Bowling Green, Kentucky. That will allow the PBC’s capacity to be utilized effectively until high-performance versions of the C7 come online in subsequent model years.

Because it uses a version of the same engine management system in previous Corvettes, the Z/28 won’t have the trick rev-matching feature the C7′s LT1 employs, but this car’s target audience should be well-versed in heel and toe downshifts themselves.

Where the Rubber Meets the Road

While the Z/28 uses identical 305/30ZR19 Pirelli Trofeo R tires on all four corners (incidentally, the widest front tire on any production car), the Z/28-specific rear wheels are a half-inch wider in back, at 11.5 inches. That subtle change in sidewall geometry was designed to enhance rear handling at the limit of traction.

Those wheels frame massive Brembo carbon-ceramic brake rotors and monoblock 6 piston calipers up front, and 4-piston in back, designed for repeated high-speed stops. The front rotors measure 394mm in diameter and 36mm thick, and in a testament to the car’s grip balance, the rears are barely smaller at 390 by 32. The pad compound has been formulated to offer good cold bite as well as carbon’s typical fade resistance, alleviating a typical issue with race-style brake systems.

In an interesting technical note, the ABS is programmed to “tickle” the calipers with a bit of pressure to fight pad knock-back, the phenomenon where the slight, unavoidable lateral motion of the rotors during hard cornering causes the pads to retreat slightly into the calipers. Knock-back can lead to a nasty surprise at the end of a long straight when the brake pedal needs far more travel to return the pads to intimate contact with the rotors, and the ABS strategy is a clever way to help keep braking performance consistent.

Suspension of Disbelief

One area where the Z/28 doesn’t employ on-board intelligence to enhance performance is in the suspension dampers. Where the ZL1 utilizes a multiple-mode magnetic ride control system, the Z/28 employs Multimatic’s sophisticated but non-adjustable Dynamic Suspension Spool Valve dampers on all four corners.

Why the seeming downgrade in kit? Easy – the Z/28 is designed with one mission in mind, and if it didn’t lower track times, it got left on the garage floor. The DSSV dampers are precisely tailored to the suspension of this Camaro, and any adjustment to their rebound or compression curves would simply be a move in the wrong direction from the ideal determined through countless test laps. Some potential owners might grumble about the lack of knobs to turn, but let’s face it – unless you’re smarter and have more experience with this car than the GM chassis engineers, anything you do to change the suspension will just be flat-out wrong.


Don’t get the idea that the Z/28 doesn’t take advantage of the power of onboard computation when it comes to the suspension, though. The ZL1′s wheel position sensors are still there to feed data back to the powertrain control module and keep it well-informed about what the suspension is doing. It’s smart enough to know the difference between a wheel that’s extended due to cornering, and one that’s at full droop because you’ve just encountered one of the three spots on the Nurburgring where the Z/28 briefly gets airborne on a good lap, for instance.

Going with the Flow

Speaking of airborne, a number of changes in aerodynamics give the Z/28 440 pounds more downforce than an SS at 150 miles an hour. The front splitter, considerably different from the ZL1′s, is said to be able to withstand a 250 pound load, and a large functional hood vent relieves pressure in the engine bay at speed while helping the paired puller/pusher fans move air through the radiator and separate oil cooler behind the grill.

Fender flares, Gurney flaps and rubber air dams ahead of the wheels, and a rear spoiler available with or without an adjustable wickerbill all contribute to the Z/28's functional aero package. Since Chevy dealers will need repair parts for their body shops, pretty much everything will be available over the counter if you want to build a Z/28 clone.

A ZL1-spec undertray cleans up airflow beneath the front half of the car, while fender flares, Gurney lips, and small underslung air dams guide flow around the wide and widely-spaced tires. At the tail end, a bespoke spoiler with an optional adjustable wickerbill kills lift and keeps the car balanced.

So What’s It Like?

In our time at Milford with the Z/28, we got a chance to ride along with GM’s development drivers to experience the full potential of the car. Note that we didn’t say “drive” – while the Z/28 isn’t ill-mannered, and will do just fine on the street, even approaching its limits will require a higher level of skill than the journalist pool average. We were glad to get a chauffeured tour of the Milford test track to really be able to appreciate what the car was doing.

Around the 2.9 mile test loop, Chevy compared the Z/28 to some interesting benchmarks – its siblings, the 1LE and ZL1, and its arch enemies, the Mustang GT500 and Boss 302 Laguna Seca. Interestingly, the car with the most power, the GT500, also posted the slowest lap time, clocking a 1:59.97. The Laguna Seca did a bit better, running a 1:59.05, followed by the 1LE at 1:58.85. Despite the intensely technical nature of the test track, the ZL1 was still able to use its superior horsepower compared to the 1LE to run a faster 1:56.58, but it was the Z/28 that delivered the best time at a mere 1:53.71.

Is the Z/28 a race car for everyone? We’re told it will price out above the ZL1 when it hits showrooms early next year, so it’s not going to be a common sight on public roads. Nor should it be; this is clearly a track toy that just happens to be completely street legal with room for four (as long as two of them are small, and you hate them anyway). Chevy has hit the mark with the Z/28, though it might not be the mark your average Camaro fan would have aimed for in the first place.

Some will say it goes too far, while others will say it doesn’t go too far enough. We think that Chevy has split the difference neatly, with a Camaro that isn’t so hardcore that it will revolutionize the way rich guys run out of talent, but will still provide a level of performance so high that most owners will really have to step up to reach it.
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Old 10-24-2013, 11:51 AM   #40
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http://www.edmunds.com/car-reviews/f...irst-ride.html
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Old 10-26-2013, 01:24 PM   #41
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EDMUNDS FIRST RIDE

2014 Chevrolet Camaro Z/28 First Ride
Taking to the Track in the Wildest Camaro Yet
Published: 10/18/2013 - by Jason Kavanagh, Engineering Editor

If you see a 2014 Camaro Z/28 on the street, it's probably headed to the track. October 17, 2013

The 2014 Chevrolet Camaro Z/28 knows when it's airborne.

"When you jump the car, ride height sensors on the suspension tell the Z/28 to dial back the throttle so it doesn't overpower the tires when it touches back down," explains GM's Mark Stielow, engineer and in-house hotshoe.

It's this focus on the ability to exploit these fleeting, tentative fingers of grip that characterizes the Z/28.

Riding shotgun in the car while it's driven at full kill on GM's Milford Road Course (MRC), what stands out in sharpest relief is not the car's ample power, nor its grip, though that, too, is abundant. It's the control.

So much so that its hand-built, 500-plus-horsepower, 7.0-liter V8 is incidental to its character.

A Camaro With Porsche in Its Sights
In creating the Z/28, a car that its creators regard as a rival to the 2014 Porsche 911 GT3 and 2014 Nissan GT-R, GM's engineers largely ignored street use and instead turned their attention to doing whatever was necessary to improve its road course lap times.

"This is a track car, not a daily driver," says chief engineer Al Oppenheiser, beaming like a proud father. Thus, mega horsepower in the vein of the ZL1 took a backseat to honing the Camaro's Zeta chassis to its sharpest edge yet.

How sharp? Consider that, in the hands of GM's fastest drivers, the 505-hp Z/28 is nearly 3 seconds faster around MRC than the supercharged 580-hp Camaro ZL1.

Tires That Push the Limits of Legality
The 2014 Chevy Camaro Z/28's potency is heavily rooted in its R-compound tires. These ultra-sticky Pirelli P Zero Trofeo R tires sized 305/30ZR19 all around are optimized for dry track conditions, and that's about it. They're street-legal in the same way that wearing banana-sling underwear in public is legal. You can do it, but it's probably not a good idea.

Track-biased tires alone do not a track car make. Such tires need a suspension that's capable of properly exploiting them, so the Z/28 wears front and rear springs that are 85 and 65 percent stiffer, respectively, than a standard Camaro SS. Higher-durometer suspension bushings are fitted to enhance precision and cope with the higher forces this car is capable of generating. The 19-inch forged wheels have shot-blasted inner beads that bite into the tires to prevent slippage of one relative to the other.

Then there are the brakes. Up front, six-piston monobloc calipers bite down on 15.5-inch carbon-ceramic rotors. In back, the calipers use four pistons to slow 15.4-inch discs that are also carbon-ceramic. Compared to steel discs, the carbon rotors save 28 pounds overall — and the whole setup is standard equipment.

But as impressive as the brakes may be, it's the dampers that transform the car.

Racing Technology in a Camaro
Patented, supplied and co-developed by motorsport gurus Multimatic, the Z/28's dampers eschew the traditional shim pack that typically comprises the heart of a damper. Instead, a spool valve regulates the fluid's path within each one. This unique approach to valving is also the dampers' namesake — Dynamic Suspensions Spool Valve (DSSV). The advantages of DSSV dampers are numerous, but the one you notice most is their ability to instantly recover from rapid transitions between compression and rebound.

As a result the Z/28 feels immensely poised and is unflustered by bumps, crests and jumps. When we point this out to our MRC driver, Bill Wise, during the cool-down lap of our brief track outing, he perfectly summarizes how this aspect of the Multimatic dampers actually makes the car faster. "I can return to the throttle much sooner because I don't have to wait for the chassis to take a set."

In terms of chassis composure, the Z/28 is indeed fairly astonishing, at least from the passenger seat. The comparison of this car to the 911 GT3 is not that far off the mark in this respect.

This Good, and It's Still Getting Better
GM says the 2014 Chevrolet Camaro Z/28 will circle a skid pad at 1.08g, and that's the only one of the typical performance yardstick numbers the company is ready to share. As of today, the car is still in development. Rest assured we'll learn the Z/28's acceleration, braking and slalom numbers well before the car goes into production late next spring.

The Z/28's visuals won't change, however, differentiating itself from lesser Camaros by its huge front splitter, vented hood and conspicuous rear deck lid spoiler. Together these elements are responsible for a big reduction in aerodynamic lift compared to the Camaro SS. It's said that the Z/28 actually develops net downforce at speed, an unusual result among street cars.

Fender arch extensions provide cover for the impossibly wide front tires, giving the Z/28 a burly muscularity that makes it look as if it's poised to punch you in the mouth.

What About the 7.0-Liter V8?
Right, horsepower. The Z/28 plucks the normally aspirated LS7 V8 from GM's parts bin. Last seen in the Corvette Z06, the LS7 in the Z/28 generates the same 505 hp but torque rises by 11 pound-feet to 481 lb-ft due to revised exhaust manifolds.

Despite a weight reduction program that sheds between 80 and 100 pounds over the Camaro SS, the Z/28 is still a Camaro, which means that it is still an exceedingly dense car. In fact, the Z28's 3,837-pound curb weight is nearly 600 pounds higher than the last Z06 we tested.

So while the LS7 is enormously punchy in the Z06, its urge is blunted noticeably by the heavy Z/28. That the Z/28's downforce-enhancing body mods also increase its drag doesn't help its straight-line acceleration situation. It's still fast, make no mistake.

Ratios in the six-speed manual gearbox and the 3.91 rear end are carried over from the Camaro 1LE, although the Z/28's smaller tire diameter gives it slightly shorter gearing overall. This gearset has ratios that are closer for gears two through four, which are the ones most likely to be selected when driving on a track. Are you seeing a pattern here?

Still More Track Parts
To withstand prolonged track use, the 2014 Chevy Camaro Z/28 gets a dry-sump oiling system, an external engine oil cooling circuit and integrated cooling of the transmission and differential. Its front wheel bearings were also lifted from the ZL1. A Torsen helical differential replaces the clutch-type diff found in SS and 1LE models. Like the Camaro ZL1, the Z/28 is a car that GM fully warrantees for track use.

Performance Traction Management (PTM) finds a home in the Z/28, and drivers Wise and Stielow both say they're faster with the system on (in PTM5) than switched fully off. Inside the cabin, manually adjusted Recaro seats do an effective job of holding you in all but the most extreme banked corner, like the MRC's Toilet Bowl. If you're looking for creature comforts, though, this car isn't for you. Heck, air-conditioning is an option.

Pricing is yet to be announced. However, GM's brass says it will be more costly than the ZL1, or something north of $57,000. This may appear steep at a glance, but the Z/28 is a car that exhibits singular purpose like few cars on the road anywhere near this price. GM plans to produce only 3,000-4,000 units of the Z/28 over its two-year life, so the car that's easily the most capable, focused and track-worthy Z/28 ever devised will also be scarce.

Year Make Model: 2014 Chevrolet Camaro Z/28 2dr Coupe (7.0L 8cyl 6M)
Vehicle type: RWD 2dr 4-passenger coupe
Configuration: Longitudinal, front engine, rear-wheel drive
Engine type: Naturally aspirated, port-injected V8, gasoline
Displacement (cc/cu-in): 7,008/428
Block/head material: Aluminum/aluminum
Valvetrain: Pushrod, 2 valves per cylinder
Compression ratio (x:1): 11.0
Horsepower (hp @ rpm): 505 @ 6,300
Torque (lb-ft @ rpm): 481 @ 4,800
Fuel type: Premium unleaded (required)
Transmission type: Six-speed manual
Transmission ratios (x:1): I = 2.66; II = 1.78; III = 1.30; IV = 1.00; V = 0.74; VI = 0.50; VII = 0.839; VIII = 0.667; R = 2.90
Final-drive ratio (x:1): 3.91
Differential(s): Electronic active rear differential
Suspension, front: Independent MacPherson strut, inverted 40mm monotube, stabilizer bar
Suspension, rear: Independent multilink with 45mm monotube, stabilizer bar
Steering type: Electric speed-proportional power steering
Tire make and model: Pirelli P Zero Trofeo R
Tire type: Summer, high-performance
Tire size: P305/30ZR19
Wheel size: 19-by-11 inches front — 19-by-11.5 inches rear
Wheel material: Painted alloy
Brakes, front: 15.5-inch one-piece carbon-ceramic discs with 6-piston fixed calipers
Brakes, rear: 15.4-inch one-piece carbon-ceramic discs with 4-piston fixed calipers
Fuel tank capacity (U.S. gal.): 19.0
Curb weight, mfr. claim (lbs.): 3,837
Length (in.): 192.3
Width (in.): 76.9
Height (in.): 52.4
Wheelbase (in.): 112.3
Track, front (in.): 66.1
Track, rear (in.): 64.7
Seating capacity: 2
Bumper-to-bumper: 3 years/36,000 miles
Powertrain: 5 years/100,000 miles
Corrosion: 6 years/100,000 miles
Roadside assistance: 5 years/100,000 miles
Free scheduled Maintenance: 2 years/24,000 miles

Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.
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Old 10-27-2013, 12:38 PM   #42
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Old 10-28-2013, 08:34 AM   #43
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"Some will say it goes too far, while others will say it doesn’t go too far enough. We think that Chevy has split the difference neatly, with a Camaro that isn’t so hardcore that it will revolutionize the way rich guys run out of talent, but will still provide a level of performance so high that most owners will really have to step up to reach it."

Love this quote. Too bad I only have the room for two toys at the moment. Can't begin to imagine how amazing the next lightweight version of this car will be. I'm sure Ford is working on an answer for this one, but that?
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Old 10-28-2013, 10:03 AM   #44
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I too will never be able to afford one of these,a beast of a street legal cat,
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Old 10-28-2013, 10:04 AM   #45
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sorry,that was suppose to read "a beast of a street legal car"but it could be considered a cat,a "Panther"
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Old 10-28-2013, 04:24 PM   #46
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MOTOR AUTHORITY

2014 Chevrolet Camaro Z/28 Is The Real Track-Focused Deal: First Ride
By Jeff Glucker

Chevrolet told us...

We were told that the automaker would only bring back the Z/28 moniker if there was a car that warranted the badge. You can't simply slap together a few performance bits, gather some marketing folk to drum up a cliche-laden press release, and then shove a poorly thought out machine down the throats of the waiting Bow Tie-brand fans.

No, General Motors knows they need to deliver something special with a modern Camaro Z/28. The world wants to know if they've done that… and the answer is holy hell yes.

They have.

Let's get something straight right from the outset. Chevrolet hasn't created a daily driver dream machine. Unless of course, your preferred dream consists of a race-derived dynamic spool suspension system, no air conditioning, massive carbon ceramic brakes, and R compound barely legal street tires. Wait, this is Motor Authority, right? Then that is exactly what you've been dreaming about.

The boffins at Chevy want us to know that this is a track-focused machine, which happens to be street legal and can therefore be driven to and from the track. If you glance really quickly, you might think you're looking at your average Camaro that's wearing a few basic body modifications. Look again, look harder, and look longer. All of the body bits you see on the car create downforce. So much, in fact, that the Z/28 creates an additional 400 pounds of downforce compared to the Camaro SS. This happens thanks to the massive front splitter, the heat extractor in the hood, the side sills, and large rear spoiler. Additionally, there are underbody aero bits that also work to keep the car glued to the road.

Chevrolet knew they wanted to make this a lightweight dancing queen. That's why the automaker opted for the LS7 instead of the LSA. It's a 7.0-liter V-8 engine that producer 505 horsepower and 481 pound-feet of torque, and it also happens to be 63 pounds lighter than the LSA. A majority of that torque is available between 1,250 rpm and 2,000 rpm, with peak torque occurring up at 4,800 rpm. Peak horsepower is produced at 6,100 rpm.

It's not just the motor that makes with the magic, however, as Chevy engineers were focused on making the Z/28 a well-rounded track machine. This means they had to pay serious attention to the brakes, suspension, and tires. Not only did they pay attention, but they turned to companies with expert knowledge on these subjects for help. For example, Brembo supplies the standard carbon ceramic brakes. Up front sit a pair of massive 15.5-inch rotors with six-piston calipers, while the rear units are 15.3-inch rotors clamped down upon by four-piston calipers.

For the rubber that meets the road, Chevrolet turned to Pirelli. What Pirelli came back with are the largest front tires ever fitted to a production car. The Camaro Z/28 wears 305/30-ZR19 Pirelli Trofeo R tires at each corner, which basically means that Chevy has brought a rubber gun to a rubber knife fight. Some might see this as cheating, but we think it's picking the best tool for the task at hand… which is creating a wickedly fast track assassin.

Even more impressive than the brakes and tires, however, is the suspension setup. It's clear that Chevrolet went above the call of duty by turning to Brembo and Pirelli for braking and tire needs. When it comes to the suspension though, the automaker has soared above the call of duty and is now forging new ground in the production car world. Chevy teamed up with a company by the name of Multimatic to develop the ride and handling of the Z28. Does that name not ring a bell? Well, it should because Multimatic created a new suspension system back in 2002 that has taken the motorsports world by storm.

It's called the Dynamic Suspension Spool Valve system, or DSSV for short, and it allows engineers to produce the exact amount of compression and rebound predictability, repeatability, and accuracy that a given car needs. The system works so well that many racing teams have adopted the technology. We're not talking about LeMons or ChumpCar teams here.

A number of the top Formula One teams rely on this technology, including Red Bull Racing, which means the Multimatic system could claim a part of the 2008, 2010, 2011, 2012, and (most likely) the 2013 F1 Constructor's Championship. There are also many LMP teams running the system, with 20 of the 56 entries for the 24 Hours of Le Mans utilizing DSSV dampers.

The only other production car ever to take advantage of this setup was the Aston Martin One-77. That's an ultra-exclusive hyper car costing well over one million bucks. Now, it's the standard suspension setup of the Camaro Z/28. Chevrolet isn't messing around here.

Multimatic is hoping that Chevrolet helps bring the DSSV damper system to a wider audience and it should once you dive a bit deeper into what it can do. According to Multimatic, when an automaker designs a damper system for a car, they want to be able to repeat their initial results with a 10 percent margin of error across production. On the other end of the scale, F1 teams need that margin of error down to just a half a percent. The Z/28 rings in at two percent.

This car is officially dialed in.

The Camaro Z/28 can easily and comfortably exceed 1g in corners. It can accelerate hard thanks to both its engine and its extensive weight savings over the standard Camaro SS. It can also run harder into corners and then brake later before applying clipping the apex and getting back on the power. This all helps add up to the potential for some seriously fast lap times. It also makes one hell of a noise.

But what does all of this actually mean? It means that the 2014 Chevrolet Camaro Z/28 isn't aiming to take on the likes of the Ford Mustang, it's forever nemesis. The Z/28 wipes the floor with every current Mustang you can buy. Yes… even the Boss 302 Laguna Seca. Chevrolet ran a handful of Mustang and Camaro variants at its own Milford Proving Grounds Road Course, which mimics a number of turns from well known racetracks like the Nuburgring, and Spring Mountain Motorsports Ranch. Their drivers were told not to hold back, and we'll hold them to their word on this one. Here are the results:

2013 Ford Mustang GT500: 1:59.97
2012 Ford Mustang Boss 302 Laguna Seca: 1:59.05
2014 Camaro 1LE: 1:58:85
2012 Camaro ZL1: 1:56.58

2014 Camaro Z/28: 1:53.71

Now, we'll reiterate that this was a home game for Chevy. The Milford Proving Grounds are where performance Bow Ties are born, breed, and educated. The deck is stacked in favor of the Z/28. To appease that argument, Chevrolet also boxed up the Camaro and shipped it to Germany. More specifically, the automaker and some of its finest drivers jumped in the good seat to set times at the Nurburgring. The fastest lap the Z/28 was able to run was a very impressive 7:37.40, which was enough to beat the times of the Porsche 911 and the Lamborghini Murcielago. Oh… and it was raining when Adam Dean laid down his fast video run.

The folks at GM tell us the unofficial fastest time set in the dry is in the 7:31 range. They can't come out and claim that, of course, because a 'Ring-Based gentleman's agreement says that it has to show up on video. So, the Chevy team plans to go back and get the time they feel the car deserves and is capable of hitting… with video proof.

Of course, a package like this won't come cheap. The ZL1 is now the second most expensive street-legal production Camaro. The Z/28 will slot above it in the price department. That's fine, since it slots above it in the overall performance department as well. Still, you're losing a few amenities you might be used to. Air conditioning is the only available optional extra. If you check that box, you also add in all of the extra speakers that Chevy took out, minus the one they left per the federal mandate for the chime that lets you know the door is open.

Chevrolet themselves have stated that this is a car they want purchased by people who are going to drive it hard on the racetrack. The automaker knows a few will be socked away by folks looking to get rich at Barrett-Jackson 2050, but that's not why this car has been created. The volume is low, with expected production to be in the 3,000 to 4,000 range over the course of two years. Chevy wants the majority of those buyers to be men and women looking to put a hardcore track machine in their garage, which can also be driven to and from the course.

For years now, the Camaro has been sort of falling by the wayside as the Ford Mustang progresses down the path from Pony Car to bonafide world-class sports car. Now though, it seems the Camaro has not only caught up… but blazed a path for both machines to follow. As they compete with each other, they will find new foes to battle from Germany and Japan…

The American Sports Car, led by the Camaro Z/28, has just declared a round of thermonuclear global war...

…would you like to play a game?
I stopped reading after, "Chevrolet hasn't created a daily driver dream machine." I'll wait until they do so.
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Old 10-28-2013, 04:46 PM   #47
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Quote:
Originally Posted by FINALLYSATISFIED View Post
I stopped reading after, "Chevrolet hasn't created a daily driver dream machine." I'll wait until they do so.
Isn't that a ZL1?

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Old 10-28-2013, 06:06 PM   #48
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FROM ROAD & TRACK

Mercedes-AMG C190 to get high tech suspension … from the Z/28?
Upcoming baby SLS; will share Multimatic dampers with the Z/28.

By David Gluckman October 28, 2013 / Photos by Multimatic



What do Red Bull F1 cars, all 77 Aston Martin One-77s, the 2014 Camaro Z/28, and 20 of this year’s 56 Le Mans entries have in common? They all use a relatively new damper design from a company called Multimatic. Now, add AMG’s next solo project to that list.

The Mercedes C190—that’s its internal code name; you can call it SLC or baby SLS—is AMG’s follow-up to the SLS. It's a small sports car aimed at the 911. And, as the list above suggests, it’s going to have a pretty serious suspension. Canadian OEM supplier Multimatic has been putting its Dynamic Suspension Spool Valve (DSSV) dampers on race cars for a while, and it recently hit on a new manufacturing process that brings down the time and expense required to machine the special spool valves. The solution came from a company that laser-cuts medical devices, incidentally.

Multimatic

That means more applications on “affordable” road cars like the Z/28 and the Mercedes-AMG coupe. The spool valve replaces the shims in a conventional damper, providing better consistency damper to damper, more precise control of the force-velocity curve, and repeatability from impact to impact. No worries about the orifice changing shape over time. The other cool part: The use of two spool valves per damper completely decouples the compression and rebound curves, so they can be tuned independently.

While I’ve never even touched a One-77, after a ride in Chevy’s track-aimed Camaro, I can say that this suspension works incredibly well. The key is that a driver can hammer on a car for lap after lap of a track like the Nürburgring with the added confidence that the suspension will react the same way every time, just how the engineers intended. And we can infer that the little AMG that’ll wear these dampers should be as track-focused as the other metal on that list. It’s a good sign, anyway, and a signal that there are probably more DSSV applications to come.
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Old 10-28-2013, 07:59 PM   #49
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Car & Driver Lightning Lap 2014 Contender?

Will anyone on this forum miss reading and watching Car & Driver's Lightning Lap 2014? There will be some tough competition from the C7 Corvette, but I'm betting on the Z28. Dang! This thing is awesome.
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Old 10-28-2013, 09:27 PM   #50
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amazing that the Mutimatic is from a F1 car . for this price range thats incredible that the Z-28 has this .
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Old 10-28-2013, 10:12 PM   #51
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Z/28 Reviews

Have you all read that Mercedes AMG wants to use the Z-28 shocks for thier upcoming performance car? Wow, first Ferrari and now Mercedes! That speaks volume for GM technology. See link for details.
http://www.camaro5.com/forums/showthread.php?t=325405
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