Z/28 Reviews

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Z/28 CAMARO TECH BACKGROUNDER PRESS RELEASE:

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POPULAR MECHANICS REVIEW:

Nice to hear test driver Adam Dean's comment [WATCH VIDEO HERE] about getting 70-80 laps (flat out) on the tires...

2014 Z/28: The Baddest Camaro Ever
It costs more than a ZL1, has less horsepower, and only comes with one speaker. So why would you want a Z/28? Because it’s the most aggressive, driver-focused Camaro ever made. Oh, and it’s warrantied for driving on the track.



Track Monster
If you haven’t watched the video (we highly recommend you do), that’s the footage of the Camaro Z/28 lapping Germany’s Nürburgring Nordschleife in 7 minutes, 37.47 seconds with a partially wet track. That’s better than the dry track time of the current Porsche 911 Carrera S, and Camaro Chief Engineer Al Oppenheiser says the Z/28 will eventually get close to the 7 minute, 30 second mark.

Lapping a track as fast as possible is the Z/28’s primary purpose. Unlike the all-around performance of the 580-hp Camaro ZL1, the Z/28 gives up comfort in the name of speed. The stereo only has one speaker, and it’s only there in the first place because it’s needed to make turn signal and warning chimes. Air conditioning is optional, and the trunk carpeting is gone. Of course, it only comes with a manual transmission.



Adding Lightness
The engineering strategy with the Z/28 focuses on losing weight. More than 190 parts are different compared to the Camaro SS, and the total curb weight is 3837 lbs.—300 lbs. less than the ZL1 and about 100 lbs. below the SS.

Forty-eight pounds of that weight savings come from the wheels and tires. The rest comes from obsessive commitment to slimming down. Throwing out the floor mats was worth 4 lbs., but GM engineers didn’t stop there. They even went so far as to omit the extra wiring for parts that were left out, like for the speakers—a savings of just 1.1 pounds. And the rear glass is .01 of an inch (0.3 mm) thinner, good for 0.9 lb.



505 Wild Horses
Starting with the 7.0-liter LS7 V-8 engine from the Corvette Z06 is a good start, but the Z/28 gets extra goodies including Mahle pistons, titanium connecting rods, titanium valves, and custom-designed exhaust headers. Oppenheiser says the pistons are “basically indestructible,” and only show signs of wear after 50 hours at wide-open throttle on the test bench. Total output is 505 hp and 481 lb-ft of torque. In a nod to Camaro heritage, the acoustic engine cover has the number 427 over each cylinder bank, even though this engine is technically a 428.

In keeping with the track theme, the Z/28 comes with a dry-sump oil system, a first for the Camaro. At the rear axle is a helical limited-slip differential that cut 0.7 second from the car’s time on GM’s Milford Road Course. And the engine, transmission, and differential all have cooling circuits.



A Real Racing Suspension
The Z/28 uses Dynamic Suspension Spool Valve (DSSV) dampers made by supplier Multimatic. If you haven’t heard of that before, that’s because this is the first time it’s been on a regular production vehicle (we’re not counting the Aston Martin One-77 as regular). But it’s been a big deal because it debuted in Champ Car (now IndyCar) racing in 2002. Since then, DSSV dampers have won 4 F1 world championships and were on 20 of the 56 cars in the 2013 24 Hours of LeMans.

Tradition shocks work by restricting oil flow around a metal disk. The spool valve instead guides oil through specially shaped ports that allow for consistent performance and nearly limitless flexibility in shaping the force-displacement curve. The Z/28 also has two spool valves per damper, one for rebound and one for compression, so that either motion can be tuned independently.

In addition to the dampers, the Z/28 comes with 85 percent stiffer front and 65 percent stiffer rear springs, and almost all of the suspension bushings are stiffer as well. The anti-roll bars are actually smaller by a tiny margin.



Downforce Where It Counts
It’s impossible to miss the front splitter that juts out from the Z/28’s chin, or the massive rear spoiler with a profile like a skateboard half-pipe. As you’d guess, every element, including the flaps ahead of the front tires, are functional. The shapes were tuned in GM’s wind tunnel and at the Windshear rolling road wind tunnel in North Carolina.

“You really need the rolling road to optimize the aero for these lower areas,” says Tom Peters, GM’s chief of exterior design for performance cars. At 150 miles per hour, the Z/28 makes 440 pounds more downforce than the Camaro SS, and actually has net aerodynamic downforce. And if you’re worries about that front splitter getting torn up, you’ll be glad to know it’s made of injection molded plastic and can be replaced for a few hundred dollars.



Endless Stopping
Two-piece carbon-ceramic brakes are fitted to all four wheels for maximum stopping durability. The front rotors are 15.5 inches, the rears 15.4, and should last through 20 sets of pads. During track driving in most cars, the brake pads can get knocked away from the rotor due to cornering loads, resulting in a soft brake pedal. Like the Cadillac CTS-V, the Z/28 is programmed to have the ABS system gently push the pads right back up against the discs, making for consistent, solid brake feel.



Widest. Tire. Ever.
305/30-ZR19 tires sit at all four corners and are the widest front tire ever put on a production car. The Pirelli Trofeo R rubber on the Z/28 is actually an off-the-shelf tire originally designed for Porsche racecars. GM Engineers went with a 19-inch diameter not only for weight savings, but also because the tire sidewall is stronger and results in more predictable handling. Cornering grip is said to be around 1.08 g. GM test driver Adam Dean (the hot shoe behind the wheel in the Nüburgring video) says they last about 70 to 80 laps on GM’s track. Replacement is pricey. We found them online for $538 each.



Faster on a Track. A Lot Faster
GM’s Milford Road Course is a combination of several corners from tracks all over the world, and is so demanding that only 35 GM Employees are allowed to drive at full speed. Of course, we’d expect GM to tell us that the Z/28 beats the Ford Mustang on its home court, but we didn’t expect it would be almost 3 seconds quicker than the more-powerful ZL1. Look closely at the data, and you’ll see that it’s all about the grip: the Z/28 corners harder than the Mustangs and other Camaros.

Riding Shotgun
We got to ride shotgun around the MRC with Dean WATCH VIDEO HERE, which turned out to be a pretty good day on the job. Watch closely, and you’ll see that Dean drives smoothly throughout the track. We asked him if the Z/28 was easier to drive than the ZL1, and he explained that there’s a lot more grip, which generally makes things easier. But because it means you’re also faster, “you really have to be at the top of your game when you’re driving flat out,” he said.



Want One? Get In Line
Chevrolet won’t say exactly when the Z/28 goes on sale, but it should be around March 2014. There’s also no word on pricing, except that it will cost more than the ZL1. That means the window sticker will be at least $60,000 and possibly more. Production will be similarly exclusive: GM will make just three to four thousand units per year. That means the Z/28 is not only the fastest Camaro in the lineup—it’s also the most rare.

[OldScoolCamaro]

...that SEMA all black production Z/28 is stunning....drop dead gorgeous.

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Z/28 aero analysis:

http://www.camaro5.com/forums/showthread.php?t=330089

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Recaro: "Devil is in the detail": ORIGINAL ARTICLE HERE

Recaro: 'Devil is in the detail' of Chevy Camaro Z/28 performance seats



Michael Wayland
on December 22, 2013 at 7:30 AM, updated December 22, 2013 at 2:11 PM

AUBURN HILLS, MI- When General Motors Co. unleashes the Chevy Camaro Z/28 next year, it will be performance-focused all the way down to its seats.

The resurrected vehicle – scheduled to arrive in dealership spring 2014 – comes standard with seats from Recaro, a seat manufacturer that has become synonymous with performance and racing.

Recaro has made such a name for itself that GM North America President Mark Reuss singled out the company when unveiling the vehicle at the 2013 New York International Auto Show in March.

And the seats, which are also available in the 2014 Chevy SS 1LE package and ZL1 models, are Michigan-made at Recaro’s North American headquarters in Auburn Hills.

The more than 100,000-square-foot facility isn’t your average manufacturing center either. The seats are primarily made by human hands, not automated machines. Every single seat is meticulously sewn together and examined for any and all flaws from the hide the seats are made out of to an out of place stitch.

2014 Chevrolet Camaro Z/28
Recaro seats of the 2014 Chevrolet Camaro Z/28 (courtesy image)
“The devil is in the detail,” said Markus Kussmaul, vice president of Recaro North and South America, during a tour of the facility with MLive earlier this year. “It’s really millimeters, or inches, which changes a seat from a perfect visual appearance to wrinkles, problems, life-cycle issues.

"There's really a lot of knowledge going into it.”

The company’s strict attention to detail can be easily seen throughout the facility, which employs upwards of 200 people at times. The detail is everywhere – from the first stitch to the final inspection and shipping.

Consumers may not think of it when they sit in their car how much time and effort goes into making a seat, but it’s a complex process. For Recaro, the new Camaro seat is a particularly interesting challenge. It features more than 100 primarily handcrafted pieces.

“The more lines you have on a trim cover, the more complex it gets. This is why the Camaro is complex,” Kussmaul said. “The complexity for us doesn’t come from the functions of the beat because that is pretty much a given.”

In keeping with Chevrolet’s desire to keep the weight down on the track-capable Z/28, the standard Recaro seats in the vehicle will only be manually adjustable. This offers a combined weight savings of 8 pounds for the driver and passenger seat versus the power versions of the Recaro seats available on the ZL1, SS and 1LE models, according to Recaro.

That 8 pounds combines with other weight-saving measures -- taking out the trunk carpet and insulation, installing thinner glass for the rear window, making air conditioning optional and removing all but one speaker – make the Z/28 about 300 pounds lighter than a supercharged Camaro ZL1.

As for the seats themselves, they feature aggressive bolsters to ensure both passengers and drivers remain firmly planted, even in high-energy driving situations; “RECARO” embossed under the “Z/28” logo in the head rest and fine quality leather hides that include Miko suede inserts.

“Camaro is such a fun car, it’s just absolutely incredible to take it to that next level and that we can be a part of that,” said Tom DeGiorgio, production manager at the Auburn Hills facility. “The real impact hasn’t hit yet because nobody’s going to see a Z/28 on the road until spring.”

DeGiorgio said employees take pride in all of their work, but there’s just something special about the Camaro Z/28 seats.

“It’s awesome to build that seat for that kind of car,” said Latakdis Coleman, Recaro line leader for the Camaro seats. “I really do like working Camaro lines.”

Recaro continues to grow its offerings and become available for more vehicles. In the U.S., Recaro seats can be found GM’s Cadillac CTS V Series wagon, coupe and sedan and Ford Motor Co.’s Mustang, Fiesta ST and Focus ST.

Kussmaul said the Auburn Hills facility has plenty of room for expansion, as automakers continue to choose the company for their performance and racing vehicles.

“This is really a win-win," he said. “We won’t sell a seat without the car, so we have a real interest that the OEMs support us and we have an interest to support them.”

Expect that "win-win" to continue into the future in the U.S. Some analysts expect the U.S. auto industry in 2014 to top 16.5 million vehicles sold, which should mean more Recaro seats on the road.

Michael Wayland covers the automotive industry for MLive. Email him at MWayland@mlive.com & follow him on Twitter @MikeWayland or Google+.

[ParisTNDude]

I remember how "giddy" we all were when we had heard the ZL1 tech data and everyone agreed it would trounce the current GT500...which it did. Then, Ford announced it's new GT500 HP figures and we all felt that sinking feeling in our stomachs. I'm hoping Ford doesn't have an "ace in the hole" that would kill our enthusiasm for the Z28. I'm believing they will try.

At any rate...the new Z28 is so great that I doubt anyone will ever sell a used one...unfortunately, that would be my only hope of getting one. It would be tough to do without AC in Tennessee, but I'd sure like to give a Z28 a try!!!

[lsaterz28]

Look forward to seeing and rideing in the New Z/28.Would love to have one in our garage next to our 68 Z/28.

[102SS]

Time to re mortgage the house

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From GM High-Tech Performance -- an interview with Darren Bohne, the Assistant Program Engineering Manager for Z/28: ORIGINAL ARTICLE HERE

2014 Chevrolet Camaro Z/28 - The Inside Story Interview
How GM built and tested the most extreme Camaro ever
By Rick Jensen, Photography by Courtesy of GM
GM High-Tech Performance, January 14, 2014

If you bleed GM performance like we do, you were blown away by the 2014 Z/28’s introduction. When the new Z took the stage at this year’s New York International Auto Show, it joined an already stellar Camaro lineup that includes the LS, SS, 1LE, and ZL1. With the race-ready Z/28 slated to roll off the Oshawa line in early 2014, Chevrolet will dominate the Mustang at all trim levels, on all roads—and on all tracks.

You may have noticed that the “slash” is back. “Z/28” is the General’s latest alphanumeric riddle (it applies to the 2014 model…and the 1960s one…but not the slash-less 1970s-2000s Z28s…got that?). Z/28 joins ZR-1 and ZR1, LS-6 and LS6, and many other vehicle and engine names that we enthusiasts (and GM, for that matter) can’t seem to keep straight. But as Z/28 hearkens back to those heady days of high-revving, sharp-handling 1967 Camaros on SCCA circuits, this track warrior is clearly worthy of those Z/28 badges.

How worthy? The 2014 Z/28 is powered by a high-revving, dry-sump LS7 with an integral liquid-to-liquid engine oil cooling system. It wears massive carbon-ceramic brakes, 305mm gumballs at all four corners, an aero package, and a precision-tuned suspension with high-tech race dampers.

The Z/28 went through an “intensive lightweighting program”: In addition to weight removal from unsprung components, the interior sound deadening and trunk carpeting was tossed, the rear window got thinner (3.2mm) glass, a smaller battery was used, and the tire inflator kit was tossed (except for RI and NH-bound Zs). Lighter rear seats and no trunk pass-through save weight, too. Engineers wanted to remove the entire audio system, but had to keep it for the seatbelt warning chime—so it has a grand total of one speaker. Air conditioning is an option, a manual trans is standard. Even the manual-adjustment Recaro buckets are light. Combined, the Z/28 is 100 pounds lighter than an SS, and 300 pounds lighter than a ZL1.

The hard numbers are befitting of a true race car: 500-plus horsepower/470-plus lb-ft of torque, which could translate into high-3-second 0-60 sprints, and low 12s in the quarter. 1.5 g in deceleration, 1.05 g in lateral acceleration. And while “downforce at track speeds” is all of the aero info that GM is releasing at this point, you can count on significant aerodynamic enhancements, as well.

We were just as hot and bothered by those parts and specs as you were, and wanted to learn more about Z/28’s backstory. So we connected with Darren Bohne, the Assistant Program Engineering Manager for Z/28 and all-around good guy, who told us how the most extreme Camaro ever built was born.

GM High-Tech Performance: We heard that your team made nearly 200 changes to the Z/28 to improve its track performance. What was the main focus of those changes?

Darren Bohne: The Z/28’s focus on lap time is a three-pronged approach. Go, stop, and turn. The driveline, combined with the brakes/wheels/tires, is able to make this car the fastest track Camaro ever. When you look at the parts list that makes up the unsprung mass, we touched every one of the part numbers, except for things like lug nuts. And we even asked the question: What can we do to make the lug nuts lighter?

GMHTP: Compared to a 2014 Camaro SS, how does Z/28’s suspension and chassis differ?

DB: When we started engineering the Z/28 we looked at every part of the chassis; the biggest changes were going after unsprung mass in the tires, wheels, and brakes.

In addition to their individual performance benefit, the smaller tire/wheel package allowed us to bring the car’s center of gravity down 33mm compared to an SS. By using Multimatic’s DSSV (Dynamic Suspensions Spool Valve) Dampers with increased spring rates, we’ve developed a very track-focused package that delivers on the promise of being the most track-capable Camaro ever.

GMHTP: Can you provide some insight on how the Multimatic spool-valve dampers were chosen for the Z/28?

DB: On the ZL1, we have MR [dampers] for their great ability on both the street and the track. But with the specific focus of the Z/28, we chose to go with a passive damper that was tuned for one thing—the fastest lap times. Multimatic’s DSSV dampers fit the bill, and they also have mass-related benefits.

GMHTP: What were your team’s expectations for the DSSV dampers, and how were they dialed in at the track?

DB: We knew that Multimatic’s DSSV dampers had to give us very precise wheel control throughout the operating range, as well as be stable over long track sessions.

GM and Multimatic engineers spent time together using computer modeling and 4-post testing to determine the correct valve before ever going to the track. Instead of trying to flow fluid through a standard shim, the DSSV dampers allow us to control fluid flow through a calculated valve opening that can be adjusted for piston speed. This gives us very tight control over the dampers.

From there, the team headed to the track to make any necessary fine-tuning adjustments to get the most out of the car. The DSSV dampers gave us independent control over the low speed and high speed operating range. In addition, they’re not susceptible to significant changes due to temperature, so you have consistent handling, lap after lap.

GMHTP: Speaking of trick race-ready parts: Can you describe how the 15.5-inch front/15.3-inch rear Brembo carbon-ceramic brakes (CCMs) affect the overall feel of the Z/28? What was it like track testing with them?

DB: The best CCM brakes feedback came from our drivers after their first few test sessions. With their output capability paired up with the Trofeo R tires, some of our best drivers were taking the Z/28 so much deeper into the corners than they thought possible. The first time into the corner, the guys felt pretty good braking between the 2 and 1 markers. By the end of the session, they were coming back in and saying, “Did you know you can wait until .75 to brake?!”

GMHTP: So…305/30ZR19 PZero Trofeo R tires at all four corners. Can we get some backstory on those steamrollers?

DB: The Trofeo Rs have been a really good match for the hardware on this car. With the braking capability of the carbon-ceramics, along with the aggressive aero package, we needed a tire that would really stand up to the test. We looked at some other tires that were a close fit for the Z/28, but in the end, we went with the Pirelli for its performance.

And the tires gave us a surprise: Originally, we were going to fit the Z/28 with even larger, 325mm rear tires. However, in testing we found that the 305mm tires were actually faster, because they were a better fit for the balance of the car.

GMHTP: How did your team get the Z/28 to 1.05g in lateral acceleration? Was the huge handling difference mostly thanks to the 305mm tires?

DB: The lower center of gravity and the 305mm tires were a big enabler to get that 1.05g lateral. Also, the alignment settings have been adjusted to work best with the tire package.

GMHTP: What can you tell us about Z/28’s aero bits?

DB: The Z/28 incorporates a lot of serious aero content. We’re not ready to talk about specific numbers here, but I can assure you that the things we have done to this car have really added to the performance.

From the aggressive front splitter, to the fender flares and extended rocker panels, all the way back to the rear spoiler and functional diffuser, we have made sure that we manage the air to get everything we can from it. We have a great aerodynamics team on this program, including a former fighter pilot, and he has been militant about making sure that we get the air where it needs to be to get the fastest lap times.

GMHTP: How much of the aero package was based on an existing GM vehicle like the ZL1, and how much was created especially for the Z/28?

DB: We learned a lot on the ZL1—it not only shows up on the Z/28, but also on the 2014 LS and SS models. For example, adjusting the balance of the grille openings allows us to more efficiently use the available airflow for cooling and drag.

GMHTP: Where did the Z/28’s track-ready trans/diff coolers come from? Are they new or existing parts?

DB: With Chevrolet having such a strong performance lineup, we were able to pull many of the parts together from existing parts bins and make little to no changes to them. One of the coolest new parts that I am excited about is the rear differential cooler. The ZL1 has an incredible differential cooler setup, and we wanted to make sure the Z/28 would, as well.

I had an outstanding designer spend some time looking at the ZL1 and find a way to come up with a similar package for the Z/28 using the transmission fluid to cool the rear differential. However, the ZL1 has a unique differential. The great thing about the Z/28 diff cooler is it’s integrated into the rear cover of a standard SS differential. So for the guys who are spending time on the track in the SS or 1LE Camaros, we hope to offer this as an accessory to them as well.

GMHTP: Did Z/28 need any additional reinforcement or bracing due to the heavy lateral loads?

DB: We started with such a great platform on the Camaro that we didn’t have to add any structural enhancements. With the SS, 1LE, and ZL1 already going through the extremes of the 24-hour testing, we are very familiar with what this car is capable of.

GMHTP: Is the Performance Traction Management system the same calibration as other GM performers like ZR1, or specifically tailored to the Z/28?

DB: It is the same in function, but calibrated specifically for the application.

GMHTP: What changes had to be made to the Z/28’s engine bay/hood to fit the LS7?

DB: The main changes to the engine were the exhaust manifolds. The current Z06 manifolds wouldn’t clear the framerails, so the powertrain team did an outstanding job of coming up with high-flow, 3 into 1 manifolds that fit the Camaro engine bay.

GMHTP: Tell us about the little, non-visible things built into this Z/28 that will really make a difference in overall performance?

DB: The things you haven’t seen yet are items like the springs and bushings. We increased stiffness anywhere from 100-400 percent on the various components to get the most out of them at the racetrack. While this may be too aggressive for some people as a daily driver, the mission of this car is clear.

GMHTP: Is there any specific racing class (SCCA, etc.) that the Z/28 is optimized for? How do you see it being used by owners—will any of them street drive this monster?

DB: Currently, there is no specific SCCA class for the Z/28. We are working to get some of the parts homologated for racing, but there’s nothing to announce yet. We believe most will be used by weekend track warriors who want a street-legal/track-capable car they can drive to the track, run some laps, then drive home. Z/28 will be too track dedicated for many people to drive as a daily driver, but you certainly can.

Special thanks to Darren Bohne and Monte Doran of GM for their assistance with this article.

SPECS
Engine: LS7 7.0L V-8, 427cid, 11.0:1 compression
HP/TQ: 500/470
Drivetrain: TR6060 6-speed manual (2.66 First gear), 3.91 rear gears with limited slip differential and cooler
Suspension: Z/28-specific adjustable monotube shocks, progressive-rate springs, stabilizer bars, bushings
Brakes: Brembo 6-piston fixed front calipers, 15.5 x 1.4 in Carbon Ceramic Matrix front rotors; 4-piston rear calipers, 15.3 x 1.3 in Carbon Ceramic Matric rear rotors
Wheels: 19x11 front, 19x11.5 rear
Tires: Pirelli PZero Trofeo R 305/30ZR19 front, 305/30ZR19 rear
Curbweight: 3,720-lbs (estimated)

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CHEVY SHOWS OFF NEW Z/28 AT BARBER MOTORSPORTS PARK

By Dawn Kent Azok
on February 07, 2014 at 6:00 AM, updated February 07, 2014 at 6:12 AM



BIRMINGHAM, Alabama -- Barber Motorsports Park is providing the backdrop this week as Chevrolet introduces its new Camaro Z/28 to journalists from top auto enthusiast magazines.

About 100 people are visiting Birmingham and the park over a 10-day span, including Chevrolet engineers, as well as writers, photographers and videographers for Motor Trend, Road & Track, Car and Driver, Hot Rod and others.

One magazine alone brought a 14-person crew to sit in briefings about the car, drive it around the track and capture images.

The new Z/28, which Chevrolet unveiled about a year ago, is scheduled to arrive in dealers' showrooms in April. They have begun taking pre-orders.

With a starting price of about $75,000, the four-passenger, front-engine, rear-drive coupe features a 505 horsepower 7.0-liter V-8 engine. It is billed as the fastest track Camaro ever built.

Detailed specifications, as well as impressions of the Z/28's driving performance, are embargoed until the magazines' May issues, which will hit newsstands in April.

"Their stories always set the tone, so they're very important to us," said Michael Albano, Chevrolet's director of communications. "It's critical we get off to a good start, and Barber has provided us the perfect platform for that."

Several factors play into choosing a site for an event like this, including the capabilities and persona of a vehicle, he said. For instance, the company held a similar event for its new Silverado pickup in Texas.

The Z/28 is built for a track, so that element was key. Barber stood out because of its technically challenging track that shows off the car's capabilities.

"You're never in a steady state," said Al Oppenheiser, chief engineer for the Camaro. "There's always something challenging, whether it's the elevation change, whether it's the corners, it's a great place to evaluate the Z/28 we're offering."

The park's immaculate grounds and museum filled with vintage and modern sports cars and motorcycles are another benefit.

"It's my first time here, and I told the track guys it's not our last," Oppenheiser said.

The group is staying at the Westin Hotel and frequenting local restaurants including Five, Dreamland Bar-B-Que and Todd English P.U.B.

Barber also has helped other automakers with debuts of new and updated models, including the Cayenne, Cayman and Boxster for Porsche, the Lotus Elise and the Honda Odyssey.

The park, which opened in 2003, has a long relationship with Porsche, as the site of the only Porsche Sport Driving School in the U.S.

The automaker's general counsel, who spoke this week at a meeting of the Kiwanis Club of Birmingham, said the company plans two more vehicle launches at the park later this year.

Produced at the Camaro plant in Canada, this is the first new Z/28 introduced by Chevrolet since 2002.
It's expected to be popular among enthusiasts who want a street-legal ride that also has high-performance capabilities they can enjoy on a track.

More than 190 parts were changed in the new Z/28, relative to the current Camaro SS, in the name of improving performance, Oppenheiser said.

"We didn't spare any detail in taking weight out or in a faster lap time," he said.

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Info from Pirelli on P-Zero Trofeo R tires, also uploaded as attachment to original post in thread:

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28 Ways Chevrolet Camaro Z/28 Rules the Road Course: ORIGINAL ARTICLE HERE

28 Ways Chevrolet Camaro Z/28 Rules the Road Course
2014-02-17

DETROIT – Lightweight, nimble and incredibly powerful, the original Z/28 was designed for road racing. The 2014 Z/28 carries the same spirit, with every detail engineered specifically to create the ultimate track-capable Camaro.

To enable the Z/28 to quickly lap the most challenging road courses, engineers and designers focused on strengthening three key areas during development:

Increased grip: The Z/28 is capable of 1.08 g in cornering acceleration, due to comprehensive chassis revisions

Increased stopping power: The Z/28 features Brembo carbon ceramic brakes capable of 1.5 g in deceleration, and consistent brake feel, lap after lap

Reduced curb weight: The naturally aspirated Z/28 weighs 300 pounds less than the supercharged Camaro ZL1 and 55 pounds lighter than the Camaro 1LE - with changes ranging from lightweight wheels to thinner rear-window glass.

To enhance the balance and overall driving feel of the Z/28, 100 percent of the unsprung mass – suspension, wheels, tires and brake system – differs from the Camaro SS.

“Like the first-generation Z/28, the new model is a road racer first and foremost. It features a wide range of state-of-the-art exterior performance modifications, and weight-reduction measures. It was bred for the track, pure and simple,” said Mark Stielow, Camaro Z/28 engineering manager.

Exterior Design and Aerodynamics

With the driving goal focused on peak performance capability, nothing on the exterior is without purpose. It shares several racing-inspired, design best practices and lessons learned with the 2014 Corvette Stingray. New and revised exterior content was developed to improve aerodynamics, powertrain cooling and brake-system cooling, helping the Z/28 produce 150 pounds of downforce at 150 mph.

Here are 28 features that helped the Camaro Z/28 lap Germany’s famous Nürburgring road course four seconds faster than the Camaro ZL1.

1. Rear spoiler with ‘wickerbill’

The aerodynamic coefficient of drag goal was achieved with original Camaro SS content and an accessory rear spoiler, but to meet the downforce requirements for Z/28, the spoiler was modified with a “wickerbill” – a small, vertical tab at the edge of the spoiler. Although an aesthetically minor change, it helped improve rear lift performance by 70 counts. That allows the Z/28 to handle turns at higher speeds and deliver greater overall high-speed stability.

2. Unique front fascia

The Z/28’s unique front fascia is based on the Camaro SS, but the fog lamps, air dam and the upper-base grille are replaced with covers that reduce weight from deleting fog lamps, an air duct support bracket, an airflow-optimized grille for enhanced cooling and a modified fascia bottom that incorporates provisions for the brake cooling ducts. They funnel air from the lower grille to the wheelhouse liners and the unique splitter.

3. Front splitter

The Z/28’s front splitter is a large aero panel that provides downforce at the front of the car, enhancing cornering capability and high-speed stability. Designed to withstand 250 pounds of downforce at its tip, it is matched with an aero closeout panel under the front of the engine compartment that also enhances aero characteristics – along with molded-in aero features forward of the front wheels.

4. Hood extractor

A functional carbon fiber hood extractor provides increased engine cooling by allowing hot air an exit route. The design is similar in function to the extractor featured on the Camaro ZL1.

5. Rocker moldings and wheel flare moldings

Specific rocker moldings provide aggressive styling and improved aerodynamic performance, while unique wheel flare moldings cover the Z/28’s wide tires. Deflectors at the bottom-front corners of the front wheel flares contribute to the car’s downforce-producing aerodynamics.

6. Front wheelhouse liners

Unique wheelhouse liners with closeouts work with the vehicle underbody to make the most of airflow.

7. Belly pan

The Z/28 underbody incorporates a belly pan that helps reduce front lift. Developed using computational fluid dynamics and wind-tunnel testing. It provides an aero benefit and contributes to drivetrain cooling. Modified NACA duct profiles are designed to draw air into the underbody tunnel area, where the highly energized air provides extra cooling for underbody components affected by the exhaust heat energy of the LS7 engine.

Weight Reduction

Making the most of mass is a key component of the Z/28’s performance capability, contributing to a balanced feel and a high power-to-weight ratio. With a curb weight of 3,820 pounds and 505 horsepower (376 kW), the Z/28 has a power-to-weight ratio of 7.6:1 – or one horsepower for every 7.6 pounds of the car’s mass. That compares favorably to other performance coupes, including Audi RS 5 (8.9:1), BMW M3 (8.9:1) and Porsche 911 Carrera (8.7:1).

The Z/28’s curb weight is approximately 300 pounds less than the ZL1 and about 55 pounds less the 1LE, despite features that add mass, including a dry-sump oiling system with a 10.5-quart reservoir, higher-mass chassis and suspension components such as the support brackets for the front splitter. Engineers offset the mass of those necessary features with a targeted weight-loss program that trimmed the Z/28 to the essential elements of performance.

8. Thinner rear window glass

Reducing the thickness of the rear window glass from 3.5 mm to 3.2 mm saved 400 grams.

9. Lightweight rear seat

Although it looks like the rear seat in the SS, the Z/28’s rear seat is 4.7 kilograms lighter due to reduced seat foam and a fixed seatback design with no folding/pass-through feature.

10. Lightweight wheels and tires

The Z/28’s 19-inch aluminum wheels save 8.7 kilograms compared to Camaro SS wheels. Their thin split-spoke design features a back-cut at the rim, reducing mass at the outermost area of the wheel – and reducing spin inertia by 5 percent, for enhanced performance. They are matched with track-capable tires that save 13.2 kilograms per vehicle, compared to the SS.

11. Carbon ceramic brake rotors

Lighter than comparably sized steel brake rotors, the Z/28’s carbon ceramic rotors save 9.6 kilograms, while also reducing un-sprung weight for immediate, responsive handling.

12. No Air conditioning

Because the Z/28 is intended for the track, air conditioning was deemed non-essential component. The deletion saved 12.9 kilograms. Air conditioning is available as an option.

Powertrain

The Camaro Z/28’s powertrain is rooted in the 7.0L LS7 engine that made the Corvette Z06 an instant performance icon. With an SAE-certified 505 horsepower (376 kW) and 481 lb-ft of torque (652 Nm), it complements the lightweight vehicle components to give the car its 7.6:1 power-to-weight ratio while delivering the power to accelerate strongly out of corners and achieve high straightaway speeds.

A close-ratio six-speed manual transmission is the only transmission offered and power is distributed to the rear wheels via a limited-slip differential featuring a helical gear set, rather than traditional clutch packs. The new design enables the driver to apply more power and get through corners faster, by continuously adjusting the torque bias to maximize available traction.

The differential works in unison with Chevrolet’s proprietary Performance Traction Management system, which allows drivers to adjust the level of throttle and brake intervention to match their capability and driving environment.

13. LS7 engine with dry-sump oiling

The racetrack-bred LS7includes features designed for the high-rpm environment of the track, including a durable forged-steel crankshaft, lightweight titanium connecting rods and high-flow cylinder heads with lightweight titanium intake valves. It also features a racing-style dry-sump oiling system that helps ensure adequate oil pressure during high-load cornering.

14. Air intake system

The LS7 uses a unique open air box intake system to make the most of high-rpm airflow into the engine. It features a K&N conical air filter and delivers the highest airflow performance of any production Camaro filter system. The air cleaner seals around bottom of the hood, reducing the chance of recirculated hot air being drawn into the engine.

15. Track-capable fuel system

Engineered to meet the fueling demands of the high-output LS7 engine during aggressive driving maneuvers, the road course-ready fuel system is designed to keep the primary fuel pump reservoir full even under hard cornering and maximize the amount of fuel available during high-performance maneuvers around the most grueling road courses.

16. Active dual-mode exhaust system and high-flow converter assembly

The 2014 Z/28’s dual-mode exhaust system is engineered to provide high-flow and muscular sound character under aggressive acceleration, while attenuating noise levels in cruising conditions. It actively controls valves that change the flow path of the exhaust for the desired performance, depending on transmission gear and engine speed. With the valves open, the system produces less back pressure and more power from the engine. Additionally, the converter assembly has been modified to increase flow and horsepower.

17. TREMEC TR6060 six-speed manual transmission

Used in the Camaro ZL1 and Cadillac CTS V-Series, the TREMEC TR6060 six-speed manual has the capability to stand up to high-performance engines, with short throws, smooth gear synchronization and excellent shift feel. Design features include a combination of double-cone and triple-cone synchronizers on all gears. Double-cone synchronizers have two friction surfaces to affect gear acceleration and triple-cone synchronizers have three friction surfaces – the greater the friction surface, the easier the transmission is to shift.

18. 5.1-ratio short-throw shifter

The Z/28 uses a 5.1-ratio short-throw shifter that provides quicker, more precise-feeling gear changes – similar to ZL1 and SS 1LE models.

Chassis and Suspension

The Z/28’s performance focus is maximum cornering, braking and lap times. Comprehensive chassis and suspension changes, including a lower center of gravity, specific stabilizer bars, higher-rate coil springs and other chassis and suspension features, enable more than 1.05 g in lateral acceleration and 1.5 g in deceleration. Racing-bred dampers, tires and carbon ceramic brakes play important roles in predictable and consistent maximum performance with every lap.

19. Strut tower brace

The Z/28 uses the same tower strut brace as the Camaro SS 1LE to provide extra chassis stiffness by tying the towers together. It transmits the load of each strut tower during cornering via tension and compression of the strut bar, which shares the load between both towers and reduces chassis flex.

20. Zero-preload limited-slip differential

A high-performance, zero-preload limited-slip differential is employed to make the most of cornering capability and cornering exit traction. It features a concentric helical gear set that generates friction proportional to the input torque and allows continuous torque biasing and differentiation to be managed between the drive wheels. A conventional limited-slip differential uses preloaded clutch plates and springs to create a fixed amount of friction that is always present).

As torque increases from the engine, the separation forces in the gears increase to drive increased friction, maximizing the capability of individual-wheel antilock brake function during corner-entry braking, mid-corner speed and corner-exit traction. On the track, that translates into quicker lap times, by allowing the Z/28 to put down more power in the turns, with greater traction, greater handling precision and enhanced steering centering. The axle ratio is 3.91.

21. Differential cooler

The Z/28’s differential cooler pulled from the knowledge gained in developing the ZL1, which is unlike that found in other sports cars. It incorporates an integral heat exchanger, eliminating the need for an external pump, wiring, relays, temperature sensors and fan. This innovative system pumps overcooled transmission fluid to a heat exchanger inside the differential housing, which removes excess heat from the differential fluid, reducing temperatures by more than 100 degrees F, helping the differential maintain cool, stable performance throughout the most aggressive road course sessions.

22. Uprated lower control arm ride link “travel limiter” bushing

This higher-durometer part offers 50-percent greater stiffness at high load than the SS, improving steering feel and brake force deflection steer while providing more consistent performance for continuous road-course driving. Additionally, the lower control arm lateral link handling bushing is revised on all 2014 Camaros for more consistent track performance.

23. Uprated rear upper control arm bushing and lower trailing link bushings

The “P-bracket” bushing for the rear upper control arms is redesigned with increased durometer and eliminated voids to improve lateral stiffness during hard cornering, as well as toe-change compliance during braking. The stiffness rate of this part is increased 400 percent, compared with the SS component. Similarly, 25-percent stiffer lower inner and outer trailing links bushings deliver improved lateral stiffness during hard cornering and reduced toe-change compliance during hard braking.

24. Higher-rate coil springs and smaller-diameter stabilizer bars

Engineers increased the stiffness rate of the Z/28’s coil springs – the amount of energy required to compress them – by 85 percent in the front and 65 percent in the rear. The specific tuning of the springs reduces body movement, which allowed the engineers to use smaller, lighter stabilizer bars to maximize grip during hard braking, cornering and acceleration. The solid stabilizer bars are 25mm in diameter in the front and 26mm in the rear – compared to the 28mm front and 27mm solid bars used on the Camaro SS 1LE.

25. DSSV® damper technology

The Z/28 is the first high-volume production road car to employ racing-derived DSSV® or Dynamic Suspensions Spool Valve damper technology from Multimatic. The dampers rely upon a pair of self-piloted spool valves to control fluid through tuned port shapes rather than conventional deflected disc dampers. The design of the inverted-monotube front strut and aluminum-body monotube rear hydraulic dampers offers maximum response, stiffness and tuning optimized for the track, with the highest level of damper predictability, accuracy and repeatability. In short, they deliver optimal wheel control and vehicle control – and they provide almost double the stiffness when compared to the dampers on the Camaro SS 1LE.

26. Performance Traction Management

Performance Traction Management, or PTM, is an advanced system that integrates the chassis mode selection, Traction Control and Active Handling Systems, tuned specifically in the Z/28 for optimal road-course performance and consistency. PTM allows the driver to press the accelerator pedal to wide open at the exit of the corner and manages acceleration based on the given vehicle dynamics. Five performance levels or modes are available to accommodate a variety of driving conditions.

27. Nineteen-inch wheels and Pirelli PZero Trofeo R tires

A major contributor to the lateral performance of the Z/28 is the wheel-and-tire combination, featuring the widest front wheels/tires of any comparable sports coupe. Engineers incorporated a comparatively smaller, 19-inch package, with P305/30/ZR19 tires front and rear – mounted on 19x11-inch front wheels and 19x11.5-inch rear wheels – which contributed to lowering the center of gravity 33mm, for enhanced handling. The forged aluminum wheels are lighter and stiffer than comparable SS wheels, and they’re used with Pirelli PZero Trofeo R motorsport compound tires. Designed for summer use on the street, the tires’ unique compound was developed for the track and provides a large contact patch for maximum grip. They also offer a 29.5-pound weight advantage over Camaro SS tires.

28. Brembo® carbon ceramic brakes

Large, robust and track-capable Brembo® carbon ceramic matrix brakes deliver exceptional braking capability, while weighing in 9.6 kilograms under the comparable Camaro SS brakes. The brakes offer unmatched levels of brake feel, lap after lap, with tremendous fade resistance, and the Z/28 is expected to produce 60-0 mph stopping distances of less than 120 feet. The system includes large, 15.5 x 1.4-inch two-piece front rotors matched with fixed monobloc, six-piston front calipers, and 15.3 x 1.3-inch two-piece rear rotors with four-piston calipers. They also feature high-performance pad material with increased pad surface area, and electronic pad-wear sensors.

Founded in 1911 in Detroit, Chevrolet is now one of the world's largest car brands, doing business in more than 140 countries and selling more than 4.9 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature spirited performance, expressive design, and high quality. More information on Chevrolet models can be found at www.chevrolet.com.

[brt3]

"Flying Car" Traction Logic Video: WATCH IT HERE

"Flying Car" Traction Logic Press Release: READ IT HERE

Performance Traction Helps Camaro Z/28 Soar on Track
Algorithm helps maintain momentum for faster lap times



DETROIT – Engineers call it "flying car" logic. On the 2014 Chevrolet Camaro Z/28, the Performance Traction Management system delivers faster lap times on an undulating race track by helping maintain the car's full power and momentum even if the tires briefly lose contact with the ground, in certain track conditions.

Created for track use only, the "flying car" logic woven into the Z/28's standard PTM system integrates the chassis mode selection, Traction Control and Active Handling Systems. Each is tuned specifically in the Z/28 for optimal track performance and consistency, and is activated by the driver pressing a button in the center console.

Without "fly car logic", the PTM would interpret the force reduction on the tires as a loss of traction and reduce torque to restore it. Such an intervention would likely slow the car and reduce momentum.

"PTM uses torque, lateral acceleration and rear-axle wheel slip to define the amount of traction control required, but when the car clears a rise on the track, it normally wants to decrease torque to increase traction," said Bill Wise, Camaro Z/28 vehicle performance engineer.

"The unique logic in the system uses the ride-height sensors to determine the reduction in force on the tires that's unique to track driving and allows the car to continue with uninterrupted momentum and, ultimately, a better lap time."

Technologies such as PTM and the track-oriented logic helped the Camaro Z/28 log a lap on Germany's legendary Nürburgring road course that was four seconds faster than the Camaro ZL1, and beat published times for the Porsche 911 Carrera S and the Lamborghini Murcielago LP640. The Flugpltaz section of the Nürburgring has a rise that engaged the logic during the Z/28's 7:37 lap time.

Additionally, PTM enables the driver to press the accelerator pedal to wide open at the exit of the corner and manages acceleration based on the given vehicle dynamics. Five performance levels, or modes, are available to accommodate a variety of driving conditions.

The track-oriented "flying car" logic is available in all PTM modes, but it is most effective in Mode 5, calibrated for the fastest lap times. The Z/28 represents the first non-Magnetic Ride Control application of PTM, pioneered on the Corvette ZR1 and incorporated in the Camaro ZL1. Engineers further refined it for the car on the road course at GM's Milford Proving Ground in Michigan and on Virginia International Raceway and Road Atlanta.

Like the Flugpltaz, a section of the Milford course proved particularly effective in calibrating the logic. It features a hill sandwiched between turns Pahrump 1 and 2, named for and based on a pair of challenging corners on the 3.4-mile-long road course at Spring Valley Motorsports Ranch, in Pahrump, Nev.

"The hill between Pahrumps 1 and 2 is ideal for testing the feature," said Wise. "The car noticeably lifts as it clears the top of the rise. Without the logic built into PTM, the torque reduction would unnecessarily slow the car. With it, the car receives full torque over the rise, which helps reduce the lap time – and it is part of the reason why PTM Mode 5 can be as good, or better, than a driver's best effort, on certain track conditions."

Complementing PTM, the Z/28's reflexes over rises and grip around corners are competition-derived spool-valve dampers, specific suspension bushings, coil springs and stabilizer bars, a unique zero-preload limited-slip differential and 19-inch wheels wrapped with Pirelli PZero Trofeo R motorsport-compound tires.

"The new Camaro Z/28 was bred on and for the track," said Wise. "From the hardware bolted to the chassis to the software such as the "flying car" logic, every element built into it was designed to help deliver faster lap times, with consistency, control and dependability."

Ready for the track
The 2014 Camaro Z/28 is the fastest Camaro ever on a track, with improved speed coming from three areas:
• Increased grip: The Z/28 is capable of 1.08 g in cornering acceleration, due to comprehensive chassis revisions
• Increased stopping power: The Z/28 features Brembo carbon ceramic brakes capable of 1.5 g in deceleration, and consistent brake feel, lap after lap
• Reduced curb weight: The naturally aspirated Z/28 is 55 pounds lighter than the Camaro SS 1LE, with changes ranging from lightweight wheels to thinner rear-window glass.

Power comes from the 7.0L LS7 engine, rated at an SAE-certified 505 horsepower (376 kW) and 481 lb-ft of torque (652 Nm). A close-ratio six-speed manual transmission is the only transmission offered and power is distributed to the rear wheels via a limited-slip differential featuring a helical gear set, rather than traditional clutch packs, for optimal traction.

Founded in 1911 in Detroit, Chevrolet is now one of the world's largest car brands, doing business in more than 140 countries and selling more than 4.9 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature spirited performance, expressive design, and high quality. More information on Chevrolet models can be found at www.chevrolet.com.

[Bjornage1]

Great discussion guys. Thanks for sharing. With the economy going as well as it is I can see production increasing. These cars are in demand and will continue to be!