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Image credits: © Chevrolet. GM Corp
MSRP: $54,095
2012 Chevrolet Camaro ZL1 news, pictures, and information | ||
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Camaro ZL1 Joins the 11-second Club
The 2012 Chevrolet Camaro ZL1 is officially in the '11-second' club, as engineers recently turned an 11.93-second/116-mph quarter-mile elapsed time run in a showroom-stock Camaro ZL1 automatic. A Camaro ZL1 manual ran an 11.96-second ET at 117 mph.Only a few other production vehicles can run the quarter-mile as quickly as the ZL1. Fewer yet can also run 0-60 in 4 seconds, reach a top speed of 184 mph and lap the famous Nürburgring in 7:41.27 – all wîth the street-legal, factory-issued components and no time-consuming equipment adjustments at the racetrack.
'The ZL1 is great at everything and we're very proud of that,' said Tony Roma, Camaro ZL1 program engineering manager. 'You can take it to the drag strip and run 11-second quarter-miles all day long. You can also take it to a road course, where it's balanced, handles well, and does exactly what you want – including lapping Virginia International Raceway's Grand Course in under three minutes – and yet the ZL1 is sophisticated enough to use as a daily driver. It's a supercar you can drive every day.'
For perspective, the Camaro ZL1 is so quick that some drivers who experiment wîth 'drag radial' tires or full racing slicks may find themselves going too quick for most NHRA-sanctioned racetracks, where a five-point roll bar is required for vehicles running 11.49 or quicker. The 11.93-second ET in a stock ZL1 tested by the engineers wore the factory-issued Goodyear Eagle F1 Supercar G:2 tires developed specifically for it, putting the car only a scant 0.44-second away from that additional racing safety requirement.
Tuned for the drag strip
The original, special-order 1969 Camaro ZL1s are still revered for their legendary performance on the drag strip and Chevrolet was keenly aware that customers for the new, 21st century edition would undoubtedly test its straight-line mettle in quarter-mile increments.
The Camaro team re-engineered 30 percent of a Camaro 2SS to make the ZL1, including special modifications just for the drag strip.
'We know many of customers will take their ZL1 to the drag strip,' said Gordon Rojewski, driveline development engineer – and who is also an experienced drag racer and owner of a turbocharged, 920-horsepower street car. 'Some may just go once, to experience the full potential of the 580-horsepower LSA engine. Others may be more serious, going every other weekend wîth a set of slicks in the trunk. As such, we set out to make sure the ZL1 would perform for them – on the first pass and on the 100th.'
For example, to withstand the heavy loads of repeated hard launches, the ZL1 features a stout 9.9-inch rear differential mounted in a robust cast iron center section. It also features a standard differential cooler that can lower the temperature by 100 degrees F for improved performance and longevity.
The ZL1 also features asymmetrical half-shafts: a 60mm hollow shaft on the right and a 33mm solid shaft on the left. The different torsional stiffness rates of the shafts work in conjunction wîth the limited-slip differential to minimize the chance of wheel hop at launch. Engineers modified the rear suspension, as well, to accommodate an 18-inch wheel, for owners who want to fit a set of drag-radials wîth taller sidewalls to improve their ETs.
Even the ZL1's exclusive Performance Traction Management (PTM) was tuned for the drag-strip. It integrates third-generation Magnetic Ride Control, launch control, traction control, electronic stability control and electric power §teering response to enhance performance. Launch control (manual transmission only) automatically modulates engine torque for the best-possible acceleration without excessive wheel spin. When the driver pushes the throttle to the floor, the system holds a predetermined engine speed until the driver releases the clutch. Then, the system modulates engine torque 1,000 times per second to maximize the available traction.
Mode 5 of launch control is uniquely calibrated for drag strips that use VHT or similar traction-enhancing compounds on the starting line. In addition to validating the system for the stock tires, engineers also tested it wîth 18- and 20-inch racing-type drag radial tires in anticipation of the specialty tires many drivers will use at the track. Drag radials are very soft and provide nearly the traction of a full racing slick, allowing the car to launch at a higher rpm without wheel spin, which can translate into an even quicker ET.
Proven wîth 1,000 hard launch tests
To test the chassis and suspension components to ensure they were up to repeated hard-start launches typical at the drag strip, engineers subjected the ZL1 to the grueling 'Woodward Avenue Schedule' at the GM Milford Proving Ground.
Named for the famous cruising route that cuts north through Detroit's suburbs and has been the venue for untold thousands of unofficial launch capability demonstrations since the 1960s, each test cycle is a hard-launch, standing-start drag race up to 100 mph. The ZL1 was subjected to 1,000 test cycles before its driveline was stamped 'approved'.
'The Woodward Avenue Schedule was a really brutal test, but it told us the Camaro ZL1 would live up to the way we knew our customers would drive it on the track,' said Rojewski.
The Camaro ZL1 is on sale now wîth a suggested retail price of $54,995 – including a $900 destination charge. The 6L90 six-speed automatic transmission includes TapShift control and is a $1,185 option. The Camaro ZL1 convertible goes on sale this summer.
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 million cars and trucks a year. Chevrolet provides customers wîth fuel-efficient vehicles that feature spirited performance, expressive design, and high quality. More information on Chevrolet models can be found at www.chevrolet.com.
ZL1: Chevrolet Camaro Enters The Realm Of Advanced Performance Technology
- LSA 6.2L supercharged engine will produce an estimated 550 horsepower (410 kW) and is matched wîth a six-speed manual transmission wîth a dual-disc clutch system- Packed wîth performance technologies, highlighted by Magnetic Ride Control, and advanced materials – including a vented carbon fiber hood insert. Extensive aerodynamic development designed for high-performance driving
- Development ongoing, targeting launch at the beginning of 2012
CHICAGO – The 2012 Chevrolet Camaro ZL1 debuted today at the Chicago Auto Show. It is the highest-performing Camaro and the most technically advanced car ever developed in its class. The new ZL1 continues the momentum of Camaro, propelling it into an entirely new realm of leading-edge performance technology. It is planned to launch at the beginning of 2012.
Motivated by a supercharged V-8 engine producing an estimated 550 horsepower (410 kW), the Camaro ZL1 will be the fastest Camaro ever offered by Chevrolet. And more than just power, the ZL1 features technologically advanced and highly developed chassis and suspension systems that help it deliver balanced, track-ready handling and braking power to complement its high engine output. Rigorous development of the ZL1 is ongoing, and official estimates of the car's capabilities will be released later in 2011, as testing nears completion.
'Camaro ZL1 is about high-tech performance and design, and is a type of car no one has ever brought to this §egmènt previously,' said Rick Scheidt, vice president of Chevrolet marketing. 'It's the most technically advanced Camaro ever, so we've chosen a name from the most elite and exclusive Camaro in history.'
The ZL1 name is derived from the all-aluminum racing engine of the same name, which was developed in the late 1960s and installed into a handful of regular-production 1969 Camaros. Only 69 were built wîth the engine, but they've achieved mythical status among enthusiasts, as they represented the pinnacle in Camaro performance – until now. The 2012 ZL1 model is designed to be a major leap forward for the Camaro, bringing a new level of performance capability to the §egmènt.The central goal of the car's development was creating something new – a Camaro intended to reach optimal lap times on top road-racing circuits and excellent driving dynamics on the street. To achieve that goal, engineers evolved many of the existing Camaro's systems, as well as incorporated new technologies such as electric power §teering and Magnetic Ride Control, the world's fastest-reacting suspension system.
 | Vital Stats |
| Engine : 6.2 L., 8-cylinder Power: 550 hp Torque: 550 ft-lbs | |
6-speed Manual | |
'Everything about the ZL1's design is directly related to its technology and serious performance, especially aerodynamics,' said Ed Welburn, vice president, Global Design. 'Our designers' goal was to execute that function-oriented design wîth beautifully sculpted forms, creating an imposing, powerful persona. Function becomes the aesthetic. The intent is a car that delivers on the attitude it projects.'Major elements of the ZL1's design are a new front fascia and hood wîth air extractors, designed in tandem to create aerodynamic downforce to aid handling. The car's hood includes a signature center section constructed of carbon fiber and rendered in satin black finish. New rocker panels, wide tires, 20-inch wheels and exhaust tips portray the car's handling and power.
The ZL1 badge appears on the grille, hood and the brake calipers, all key areas portraying the technology within.
Tech overview
Supporting the dynamic track and street performance of the ZL1 is the LSA 6.2L supercharged engine, which will produce an estimated 550 horsepower (410kW) and 550 lb.-ft. of torque (677 Nm), wîth specific features for the Camaro. Built on GM's legendary all-aluminum, small-block V-8 architecture, the LSA features an intercooled supercharger system, premium heat-resistant aluminum-alloy cylinder heads and other details designed to ensure its exceptional performance is delivered wîth smoothness and refinement. Components and design elements that contribute to the LSA's performance include:
- Balanced, lightweight reciprocating assembly- High-strength hypereutectic pistons
- Sixth-generation Eaton supercharger wîth four-lobe rotors
- Piston oil squirters.
Because the Camaro ZL1 uses electric power §teering, the engine does not incorporate a conventional hydraulic power §teering pump on its accessory drive system. This enhances performance, because no engine power is used to turn a §teering pump pulley.
Camaro ZL1 is a complete high-performance car, not just a Camaro wîth more power. Key technical highlights include:
Transmission – The high-performance Tremec TR-6060 six-speed manual is matched wîth the LSA engine. It is the 'MG9' version of the transmission, wîth a higher torque capacity. It is used wîth a dual-mass flywheel and twin-disc clutch for easy operation and shift smoothness. A new, shorter-throw shifter actuates the gear changes.
Exhaust – ZL1 is equipped wîth a dual-mode exhaust system, which alters the sound level and character in response to engine rpm. First used on the legendary Corvette, and specifically tuned for Camaro ZL1, the dual-mode exhaust will give the car a signature sound.Drivetrain – It is revised wîth a stronger driveshaft and rear axle system, featuring a larger and stronger cast iron differential housing, stronger axles and heavy-duty limited-slip differential. This patent-pending system is designed to ensure that ZL1's tremendous power is delivered smoothly to the ground.
Suspension – The suspension features completely revised tuning and the inclusion of §egmènt-exclusive Magnetic Ride Control. ZL1's Magnetic Ride system will include driver selectable modes (Tour and Sport) tailored for the preferred style of driving. It uses advanced magneto-rheological science to produce shock damping wîth the highest level of precision, enabling body control optimized for excellent performance in everyday driving as well as track situations. This technology appears on only a small roster of some of the world's finest performance cars. Other chassis elements are redesigned to support the car's high-performance limits. Rear stabilizer bars have drop links repositioned outboard of the control arms. This makes the bars more effective in controlling body roll in turns, wîth crisp response to driver commands.
Brakes and Steering – Camaro ZL1 features an advanced track-capable braking system, developed in conjunction wîth experts from Brembo. The large 14.6-inch (370 mm) two-piece front rotors have six-piston calipers; the 14.4-inch (365 mm) rear rotors have four-piston calipers. ZL1 marks the entry of a new electric power §teering system to Camaro. It is being developed to ensure precise control and feedback to the driver, wîth greater variability of effort for high-performance driving. Exterior – ZL1's signature from the front is the redesigned fascia and aluminum hood wîth a raised, carbon fiber insert. The fascia includes a front splitter and new vertical fog lamps. The fog lamp area includes air intakes designed for brake cooling. The hood features front-mounted air extractors that direct air precisely over the car. Visually, this center section, in satin black carbon fiber, communicates the car's high-performance intent as a visual contrast to the car's exterior color. Functionally, the air extractor is a key in connecting airflow closely to the bodywork, creating aerodynamic downforce. The carbon fiber center section reduces the mass of the hood. High-intensity discharge (HID) headlamps and fog lamps are standard. The rear of the car includes a diffuser and spoiler, also functional elements that enhance the car's aerodynamics.
Wheels and Tires – New-design, 20-inch forged aluminum wheels, which are lighter than the 20-inch wheels used on the Camaro SS, are used wîth new Goodyear Supercar F2 ties developed specifically for the ZL1.
Interior – ZL1 is tailored for high-performance driving. The front seats feature microfiber suede inserts. Other enhancements include a redesigned §teering wheel, alloy pedals, Head-Úp Display wîth unique performance readouts and the 'four-pack' auxiliary gauge system featuring a boost readout.
Production details
All of the Camaro exterior colors will be offered wîth the ZL1, but black is the only interior color. The unique exterior features are complemented wîth a black center section on the hood. Inside, the Camaro ZL1 has heated leather seats wîth microfiber inserts and ZL1 logos embroidered on the front headrests. Microfiber suede is repeated as an accent on the instrument panel, adding a richer look to the interior. The ZL1 will include the same content as the current 2SS package and include the following new or unique features:
- Six-way power driver and passenger seats
- Únique instrument panel and door panel inserts; and ZL1-logo sill plates
- Steering wheel audio controls wîth Bluetooth capability
- Wireless PDIM and ÚSB-port
- Boston Acoustics premium audio system
- Rear parking assist
- Rear camera system (displayed in the inside rearview mirror).
Engineers have already driven Camaro ZL1 prototypes extensively at demanding road courses in the Ú.S. and Germany, wîth final testing being completed through the balance of 2011.Source - Chevrolet
Firmly Planted: Camaro ZL1 Designed for Downforce
With supercar levels of performance and technology, the 580-horsepower (432-kW) Camaro ZL1 can reach 170 mph (273 km/h) on the famed Nürburgring's Nordschleife course in Germany. To maintain stability and §teering response at that speed, the ZL1 features an aerodynamic design that generates downforce to press the tires against the track.'The Camaro ZL1 lapped the Nürburgring in an incredible 7:41.27 seconds, which would not have been possible without work of our aerodynamics team,' said Al Oppenheiser, Camaro chief engineer. 'The design of the ZL1 creates downforce like a race car, harnessing air pressure to press the tires against the track for extra grip and control at high speeds.'
Most production cars are designed wîth some lift at speed slip through the air for improved fuel economy. The Camaro LS and Camaro SS are no exceptions, enabling the Camaro LS to deliver 323 horsepower (241 kW) and up to 30 mpg on the highway.
Design for high-speed track capability takes in other considerations.
For the ZL1 – the fastest Camaro ever – the aerodynamics team set out to generate downforce for improved handing at speed while minimizing the amount of increased drag that could reduce fuel economy and the vehicle's top speed. With the computer-assisted design recommendations, engineers tested full-scale clay models and full-size prototypes in the General Motors' wind tunnel – shaping clay and trimming foam board by hand to affect changes and measure them immediately.
Outside of the aerodynamics laboratory, engineers tested the ZL1's aero aids on GM's Milford Road Course, other race tracks and the unique 'rolling road' wind tunnel at the Auto Research Center in Indianapolis.
When the dust settled and the wind-tunnel blades came to a stop, the Camaro ZL1 produced 65 pounds of downforce at an equivalent 150 mph (241 km/h) – compared to 200 pounds of lift in a Camaro SS – which was offset by an increase of only 40 counts of additional aerodynamic drag.
'From the driver's seat, the added downforce makes a huge change in the feel, and responsiveness of the ZL1 at high speeds,' said Oppenheiser. 'One of the best examples of how aerodynamics improved the performance of the ZL1 is the ‘Fuchsröhre,' or Foxhole at the Nürburgring. In the ZL1, you can take that sweeping left-hand corner flat-out in fifth gear – nearly 160 mph (257 km/h). That's a great testament to the confidence-inspiring stability and control the aerodynamic design helps give the Camaro ZL1.'
Seven elements contribute to the downforce of the ZL1:
1. Front fascia – The front fascia channels air for engine and brake cooling. The lower opening is larger than in a Camaro SS, providing greater airflow to the engine's intercooler heat exchanger. Even the grille 'fins' were shaped for optimal airflow. The corners of the front fascia, too, were reshaped to minimize lift, while the brake-cooling ducts in the outer corners of the lower grille opening provide a direct, high-flow path to the brake rotors. Cooling the brakes helps extend their life, particularly n the race track.
2. Hood – The ZL1's hood has a vented, carbon fiber insert, contributing to both engine cooling and aerodynamic downforce. With traditional sealed hoods, air trapped in the engine bay creates lift at the front axle. With the ZL1, the specially shaped vents draw air up through the engine bay – allowing a significant volume of air flow while keeping the front tires firmly connected to the pavement.
3. Front splitter – Instead of a traditional front air dam, the ZL1 incorporates a racing-style splitter to help create downforce. Únlike some competitors' vehicles that come wîth an add-on splitter, the ZL1's does not have to be installed at the track – it is installed at the factory, and is designed wîth enough ground clearance for all driving conditions.
4. Front tire deflectors – The deflectors push airflow around the rotating wheels and tires more efficiently, reducing lift and drag. And by using deflectors in place of a traditional air dam, the downforce is less sensitive to pitch changes, making the ZL1 feel more stable at high speeds.
5. Belly pans – The ZL1 has two of them: one beneath the engine cradle and one at the rear of the engine assembly, just in front of the transmission. (posted on conceptcarz.com) Both extend the width of the chassis out to the wheelhouse opening, to minimize airflow turbulence under the car. NACA-style ducts are incorporated into the rear belly pan for transmission cooling.
6. Rocker panels – Although subtle in appearance, the carefully shaped rocker panels help reduce lift and drag, while also contributing to stability during high cross winds. They also provide stone protection wîth the ZL1's wider tires.
7. Rear spoiler – One of the most dramatic aero enhancements comes wîth the ZL1's rear spoiler, which contributes approximately 150 pounds of down force at the cost of only 1 count of drag. It is taller and wider than the Camaro SS spoiler and incorporates the center high-mounted stop lamp.
The Camaro ZL1 goes on sale later in 2012. A convertible model will also be offered for the 2013 model year, starting in the summer of 2012. Pricing will be announced later.Source - Chevrolet
The Chevrolet Camaro was introduced in 1967 as a compact car specifically built to provide competition for the highly popular Ford Mustang. This pony car was built atop of the same F-Body platform as the Pontiac Firebird, which had a similar production lifespan of 1967 through 2002.
During the preproduction stages of the Chevrolet Camaro, General Motors codenamed the vehicle 'Panther'. The name 'Camaro' was decided upon before production began. The word 'Camaro' in French is slang for 'friend' but in pony-car slang, the name means 'Mustang killer'.
During its production lifespan, there were four generations produced. The first generation lasted from 1967 through 1969. The second generation lasted from 1972 through 1981. The third generation lasted from 1982 through 1992. The fourth generation lasted from 1993 through 2002. The fifth generation is believed to begin production in 2007; a concept was shown at the 2006 Detroit Auto Show.
When the car was introduced in 1967, it was available in two bodystyles, a coupe and convertible. It shared many mechanics with the Chevrolet Nova and built atop a unibody chassis. The base engine was a 3.7 liter inline-six cylinder capable of producing 140 horsepower. Power was sent to the rear wheels courtesy of a Saginaw three-speed manual gearbox. A Muncie four-speed manual and a two-speed PowerGlide automatic were offered as optional equipment. Near the end of 1967, a Turbo Hydra-Matic 350 became available on the SS396. In 1969 the TH350 was offered on the Camaro as optional equipment, in place of the PowerGlide which was no longer offered. 14 inch wheels were standard.
To compete in the pony-car arena, General Motors offered a 5.7 liter eight-cylinder engine in 1967 that produced nearly 300 horsepower.
The Camaro was highly customizable, with over seventy factory and forty dealer options available. the z28 option was not mentioned in the sales literature so many buyers were unaware of its existence. Due to the lack of press about the Z28 option, only 602 examples were produced. The package included many performance enhancements such as a 4.9 liter small-block engine, front disc brakes, Muncie 4-speed gearbox, suspension improvements, 15 inch Rallye wheels, and power steering. The aesthetics of the vehicle were segregated from the other Camaro's with racing stripes being placed on the hood. The Z28 package was offered by GM specifically to comply with the Sports Car Club of America (SCCA) Trans Am racing series that required an engine size of five-liters or less. Also, the vehicle must be sold to the general public.
The SS (Super Sport) package included many performance and aesthetic upgrades and was popular with more than 34400 examples created. Under the hood was a 5.7 liter eight-cylinder engine with a 6.5 liter big-block offered as optional equipment in 1968. On the grille, horn button, and gas cap were SS badging. Non-functional air-inlets adorned the front hood.
The RS (Rally Sport) package was basically a cosmetic upgrade. The headlights were hidden, the taillights received minor alterations, and the exterior rocker trim was revised. RS badging could be seen throughout the vehicle. This was the most popular option ordered in 1967 with over 64840 examples produced.
The RS and SS packages could be ordered together, creating the RS/SS Camaro. The combination included both the aesthetics of the RS and the performance of the SS. A Camaro RS/SS convertible with a 6.5 liter engine paced the Indianapolis 500 race in 1967.
With over 220900 examples produced in 1967, the Camaro proved to General Motors that the public was starved for small, performance, pony-cars.
In 1968 the Camaro received minor aesthetic and mechanical improvements. Side market lights were added, the grille became more pointed, and the taillights were now segregated. The side vent windows were removed. Performance was improved slightly by the staggering of the shock absorbers. On some of the models, the single-leafs were replaced by multi-leaf springs.
Buyers became aware of the Z28 package in 1968 and ordered nearly 7200 examples. The RS continued to be the most popular option with 40977 examples produced. The SS accounted for 27884 of the 235147 total Camaro's produced in 1968.
For 1969 the Camaro became safer and faster. General Motors mandated that the Camaro could not come from the factory with engines larger than 6.6 liters. To bypass this rule dealerships such as Yenko Chevrolet, Dana Chevrolet, and Nickey Chevrolet offered the Camaro with the 7 liter, big-block, L-27 corvette engine producing 425 horsepower. These performance options became so popular that in 1969 Chevrolet began offering two Central Office Production Orders (COPO) options, numbers 9560 and 9561. The COPO 9561 option included the L-72 Corvette engine. In total, there were 1015 Camaros equipped with the L-72 Corvette engine.
The COPO 9560 option included a 7-liter, big-block, ZL-1 engine. The engine was constructed of aluminum to help reduce the overall weight. The engine was reported to have produced around 430 gross horsepower but in reality it was closer to 550. With only 69 examples produced it is one of the rarest and fastest of all Chevrolet Camaros.
Most of the 1969 Chevrolet Camaro mechanics remained unchanged. The aesthetics was a different story. The grille was redesigned and the headlights now sat farther back adding to the aggressive features of the car. Newly reshaped door, rear quarter panel, and rear valence gave the 1969 Camaro a smooth, low, and wide stance. The production of the 1969 Camaro, which continued into December of 1969, was the final year for the first generation Camaro.
The second generation Camaro began production near the middle of 1970. The body had been redesigned and the suspension was greatly improved. The rest of the mechanics remained mostly unchanged from the prior years. The biggest change was the base engine, which was now a 4.1 liter inline-six capable of producing 155 horsepower. There was no convertible option offered, only a 2+2 coupe configuration.
The big-block eight-cylinder had been bored to 402 cubic-inches but still retained its 396 badging. The Rally Sport, Super Sport, and Z28 packages were still available. The Z28 now featured a 5.7 liter engine that produced 360 horsepower.
1972 was not a good year for the Camaro. For 174 days production ceased at GM's assembly plant in Ohio due to a UAW strike. This resulted in 1100 Camaro's failing to meet 1973 Federal bumper safety standards. In total, only 68,656 examples were production. Less than a thousand were the SS package so General Motors decided to no longer offer the package after 1972. This meant the big-block 396 cubic-inch engine was no longer offered.
The Camaro, much like the rest of the industry, had to adapt to new government and insurance safety and emission regulations. This meant new safety features like larger bumpers needed to be affixed to the car that could protect the vehicle and its occupants at certain speeds. Engines were detuned to comply with safety and emission concerns. The cars became safer but their performance was seriously crippled. This was true for the Camaro in 1973 when its highest producing engine was a 350 cubic-inch V-8 that produced 245 horsepower.
New for 1973 was an LT option which included impact-absorbing bumpers. The Camaro grew in size in 1974 due to a forward sloping grille and new aluminum bumpers. Rectangular bumpers replaced the round taillight designs. Sales of the Z28 package continued to decline so the decision was made to discontinue the option after 1974.
Horsepower was measured in NET rather than gross rating beginning in 1975. This meant that the reported horsepower was much lower than in prior years. The 350 cubic-inch V8 was now rated at about 155 horsepower.
In 1977 the Z28 was re-introduced in an effort to revitalize the muscle-car persona of the Camaro. The base Camaro's were outfitted with air-conditioning and an automatic transmission. A Borg-Warner Super T-10 four-speed manual gearbox could be ordered as optional equipment.
1978 marked the first year for the T-top option on a Camaro. The Camaro was given larger taillights and new bumpers.
As vehicles became safer, they became slower. The public shifted from wanting performance to luxury. Oil embargos and rising fuel costs had made the engines smaller but more fuel efficient. For 1979 the LT package was replaced with a luxurious Berlinetta that included special wheels, paint, emblems, and interior.
1979 was a very strong year for Camaro sales with 282,571 examples being sold.
1980 and 1981 saw very few changes. The hood scope on the Z-28 was revised to help siphon air to the engine.
In 1981 sales were down considerable to just over 126,000. This would be the final year for the second generation Camaro.
In 1982 General Motors introduced the third generation of the Camaro. The vehicle was stylish and versatile, earning the coveted Motor Trend magazine's Car of the Year. Both aesthetically and mechanically, the vehicle was improved. The suspension was upgraded making it more capable in the corners and at speed.
This was the first year the Camaro was equipped with a factory fuel-injected engine. A four-speed automatic gearbox replaced the three-speed unit. A five-speed manual gearbox was also available. Due to rising concerns of oil shortage, a four-cylinder engine was offered for part of 1982.
6000 examples of the Z28 Camaro were sold to commemorate the return of the pony-car to the Indianapolis 500. The special-edition vehicles were painted in two-tone silver and blue paint with orange pin-striping.
To honor the International Race of Champions, Chevrolet introduced the IROC-Z in 1985. The package included an improved suspension, decal package, and a 305 cubic-inch L98 Tuned Port Injection system borrowed from the Corvette. The IROC-Z was featured on Car and Driver magazine's Ten Best List for 1985.
The L69 small-block engine was offered from 1983 through 1986. The LB9 small-block was introduced in 1985; the L98 small-block was introduced in 1987; the LO3 was introduced in 1988. The LB9, L98, and LO3 stayed in production until 1992.
1992 was the final year for the third generation Camaro. 1993 marked the beginning of the fourth generation which persisted until 2002.
New technology and material made the fourth generation greatly improved over the prior years. Weight was reduced with the use of plastic body panels sitting atop a steel space frame. Performance was increased thanks in part to a better suspension system. In 1993 Chevrolet offered the LT1 eight-cylinder engine, which had been in production for a year on the Corvette, on the Camaro. A six-speed manual gearbox was offered with the LT1 engine.
The Camaro returned to the Indianapolis 500 as the honorary pace car in 1993. To commemorate this historic accomplishment, Chevrolet offered a limited quantity of special edition Camaro's, painted in a black and white color scheme.
The design and mechanics remained mostly unchanged over the next few years. Minor revisions were made to comply with newly introduced emission standards. Mechanical changes were made to correct problems that had been found throughout the years.
In 1996 the RS package and the SS package were re-introduced. The RS was an appearance option for the six-cylinder Camaro's while the SS was both an appearance and performance package for the eight-cylinder cars.
1997 marked the 30th anniversary of the Camaro. A 30th Anniversary Package was offered to honor this accomplishment. The vehicles were painted white with orange stripes. 100 of the Anniversary Camaros were given the LT4 engine with 330 horsepower; a thirty-eight thousand dollar price tag accompanied the vehicle.
The interior of the Camaro was modernized in 1997 and again in 1998, although the 1998 improvements were minor in comparison to what transpired the prior year.
The body design was drastically changed in 1998, mainly in the front. Round headlights replaced the square design. The headlights were flush, inline with the rest of the body. A new grille and bumper were used, both positioned a little differently to mimic the headlight changes. A new powerful, lightweight, all-aluminum LS1 power-plant retired the LT1 unit. The OHV LS1 was borrowed from the Corvette and slightly detuned to produce just over 300 horsepower. To handle this extra power, the disc brakes were enlarged and the suspension was upgraded.
Total production for 1998 was 48490. This was disappointing for General Motors, especially with the newly revised body and powerful options. The lowest production year for the Camaro occurred in 2001 with just over 29000 examples being produced. This was due to low sales and production ceasing early to begin work on the 35th Anniversary 2002 cars.
2002 marked the final year for production of the fifth generation Camaro. The styling and mechanics were unmodified, carrying the same design from 1999.
A special 35th Anniversary Edition was offered and could be ordered on all trim levels and packages. The 35th Anniversary SS Camaro could only be ordered as a convertible or with T-Tops. Around 3000 examples of the 35th Anniversary Edition were created. Total production for the year was just over 42,000.
On August 27th, 2002 production ceased. The Camaro had accomplished its goal, to provide competition for the Ford Mustang and other compact, low-priced, sports cars. Outfitted with large, Corvette engines, matted to effective gearboxes and given great suspension and brakes, the Camaro was truly a performance machine that was capable and fun to drive. It was fairly practical with room for more than two passengers. It was economical with sticker-prices in the range that many could afford. The production of the Camaro has ceased, but its future has not yet been written. Expect to see this legendary vehicle on the roadways in the near future.
By Daniel Vaughan | May 2011
For more information and related vehicles, click hereDuring the preproduction stages of the Chevrolet Camaro, General Motors codenamed the vehicle 'Panther'. The name 'Camaro' was decided upon before production began. The word 'Camaro' in French is slang for 'friend' but in pony-car slang, the name means 'Mustang killer'.
During its production lifespan, there were four generations produced. The first generation lasted from 1967 through 1969. The second generation lasted from 1972 through 1981. The third generation lasted from 1982 through 1992. The fourth generation lasted from 1993 through 2002. The fifth generation is believed to begin production in 2007; a concept was shown at the 2006 Detroit Auto Show.
When the car was introduced in 1967, it was available in two bodystyles, a coupe and convertible. It shared many mechanics with the Chevrolet Nova and built atop a unibody chassis. The base engine was a 3.7 liter inline-six cylinder capable of producing 140 horsepower. Power was sent to the rear wheels courtesy of a Saginaw three-speed manual gearbox. A Muncie four-speed manual and a two-speed PowerGlide automatic were offered as optional equipment. Near the end of 1967, a Turbo Hydra-Matic 350 became available on the SS396. In 1969 the TH350 was offered on the Camaro as optional equipment, in place of the PowerGlide which was no longer offered. 14 inch wheels were standard.
To compete in the pony-car arena, General Motors offered a 5.7 liter eight-cylinder engine in 1967 that produced nearly 300 horsepower.
The Camaro was highly customizable, with over seventy factory and forty dealer options available. the z28 option was not mentioned in the sales literature so many buyers were unaware of its existence. Due to the lack of press about the Z28 option, only 602 examples were produced. The package included many performance enhancements such as a 4.9 liter small-block engine, front disc brakes, Muncie 4-speed gearbox, suspension improvements, 15 inch Rallye wheels, and power steering. The aesthetics of the vehicle were segregated from the other Camaro's with racing stripes being placed on the hood. The Z28 package was offered by GM specifically to comply with the Sports Car Club of America (SCCA) Trans Am racing series that required an engine size of five-liters or less. Also, the vehicle must be sold to the general public.
The SS (Super Sport) package included many performance and aesthetic upgrades and was popular with more than 34400 examples created. Under the hood was a 5.7 liter eight-cylinder engine with a 6.5 liter big-block offered as optional equipment in 1968. On the grille, horn button, and gas cap were SS badging. Non-functional air-inlets adorned the front hood.
The RS (Rally Sport) package was basically a cosmetic upgrade. The headlights were hidden, the taillights received minor alterations, and the exterior rocker trim was revised. RS badging could be seen throughout the vehicle. This was the most popular option ordered in 1967 with over 64840 examples produced.
The RS and SS packages could be ordered together, creating the RS/SS Camaro. The combination included both the aesthetics of the RS and the performance of the SS. A Camaro RS/SS convertible with a 6.5 liter engine paced the Indianapolis 500 race in 1967.
With over 220900 examples produced in 1967, the Camaro proved to General Motors that the public was starved for small, performance, pony-cars.
In 1968 the Camaro received minor aesthetic and mechanical improvements. Side market lights were added, the grille became more pointed, and the taillights were now segregated. The side vent windows were removed. Performance was improved slightly by the staggering of the shock absorbers. On some of the models, the single-leafs were replaced by multi-leaf springs.
Buyers became aware of the Z28 package in 1968 and ordered nearly 7200 examples. The RS continued to be the most popular option with 40977 examples produced. The SS accounted for 27884 of the 235147 total Camaro's produced in 1968.
For 1969 the Camaro became safer and faster. General Motors mandated that the Camaro could not come from the factory with engines larger than 6.6 liters. To bypass this rule dealerships such as Yenko Chevrolet, Dana Chevrolet, and Nickey Chevrolet offered the Camaro with the 7 liter, big-block, L-27 corvette engine producing 425 horsepower. These performance options became so popular that in 1969 Chevrolet began offering two Central Office Production Orders (COPO) options, numbers 9560 and 9561. The COPO 9561 option included the L-72 Corvette engine. In total, there were 1015 Camaros equipped with the L-72 Corvette engine.
The COPO 9560 option included a 7-liter, big-block, ZL-1 engine. The engine was constructed of aluminum to help reduce the overall weight. The engine was reported to have produced around 430 gross horsepower but in reality it was closer to 550. With only 69 examples produced it is one of the rarest and fastest of all Chevrolet Camaros.
Most of the 1969 Chevrolet Camaro mechanics remained unchanged. The aesthetics was a different story. The grille was redesigned and the headlights now sat farther back adding to the aggressive features of the car. Newly reshaped door, rear quarter panel, and rear valence gave the 1969 Camaro a smooth, low, and wide stance. The production of the 1969 Camaro, which continued into December of 1969, was the final year for the first generation Camaro.
The second generation Camaro began production near the middle of 1970. The body had been redesigned and the suspension was greatly improved. The rest of the mechanics remained mostly unchanged from the prior years. The biggest change was the base engine, which was now a 4.1 liter inline-six capable of producing 155 horsepower. There was no convertible option offered, only a 2+2 coupe configuration.
The big-block eight-cylinder had been bored to 402 cubic-inches but still retained its 396 badging. The Rally Sport, Super Sport, and Z28 packages were still available. The Z28 now featured a 5.7 liter engine that produced 360 horsepower.
1972 was not a good year for the Camaro. For 174 days production ceased at GM's assembly plant in Ohio due to a UAW strike. This resulted in 1100 Camaro's failing to meet 1973 Federal bumper safety standards. In total, only 68,656 examples were production. Less than a thousand were the SS package so General Motors decided to no longer offer the package after 1972. This meant the big-block 396 cubic-inch engine was no longer offered.
The Camaro, much like the rest of the industry, had to adapt to new government and insurance safety and emission regulations. This meant new safety features like larger bumpers needed to be affixed to the car that could protect the vehicle and its occupants at certain speeds. Engines were detuned to comply with safety and emission concerns. The cars became safer but their performance was seriously crippled. This was true for the Camaro in 1973 when its highest producing engine was a 350 cubic-inch V-8 that produced 245 horsepower.
New for 1973 was an LT option which included impact-absorbing bumpers. The Camaro grew in size in 1974 due to a forward sloping grille and new aluminum bumpers. Rectangular bumpers replaced the round taillight designs. Sales of the Z28 package continued to decline so the decision was made to discontinue the option after 1974.
Horsepower was measured in NET rather than gross rating beginning in 1975. This meant that the reported horsepower was much lower than in prior years. The 350 cubic-inch V8 was now rated at about 155 horsepower.
In 1977 the Z28 was re-introduced in an effort to revitalize the muscle-car persona of the Camaro. The base Camaro's were outfitted with air-conditioning and an automatic transmission. A Borg-Warner Super T-10 four-speed manual gearbox could be ordered as optional equipment.
1978 marked the first year for the T-top option on a Camaro. The Camaro was given larger taillights and new bumpers.
As vehicles became safer, they became slower. The public shifted from wanting performance to luxury. Oil embargos and rising fuel costs had made the engines smaller but more fuel efficient. For 1979 the LT package was replaced with a luxurious Berlinetta that included special wheels, paint, emblems, and interior.
1979 was a very strong year for Camaro sales with 282,571 examples being sold.
1980 and 1981 saw very few changes. The hood scope on the Z-28 was revised to help siphon air to the engine.
In 1981 sales were down considerable to just over 126,000. This would be the final year for the second generation Camaro.
In 1982 General Motors introduced the third generation of the Camaro. The vehicle was stylish and versatile, earning the coveted Motor Trend magazine's Car of the Year. Both aesthetically and mechanically, the vehicle was improved. The suspension was upgraded making it more capable in the corners and at speed.
This was the first year the Camaro was equipped with a factory fuel-injected engine. A four-speed automatic gearbox replaced the three-speed unit. A five-speed manual gearbox was also available. Due to rising concerns of oil shortage, a four-cylinder engine was offered for part of 1982.
6000 examples of the Z28 Camaro were sold to commemorate the return of the pony-car to the Indianapolis 500. The special-edition vehicles were painted in two-tone silver and blue paint with orange pin-striping.
To honor the International Race of Champions, Chevrolet introduced the IROC-Z in 1985. The package included an improved suspension, decal package, and a 305 cubic-inch L98 Tuned Port Injection system borrowed from the Corvette. The IROC-Z was featured on Car and Driver magazine's Ten Best List for 1985.
The L69 small-block engine was offered from 1983 through 1986. The LB9 small-block was introduced in 1985; the L98 small-block was introduced in 1987; the LO3 was introduced in 1988. The LB9, L98, and LO3 stayed in production until 1992.
1992 was the final year for the third generation Camaro. 1993 marked the beginning of the fourth generation which persisted until 2002.
New technology and material made the fourth generation greatly improved over the prior years. Weight was reduced with the use of plastic body panels sitting atop a steel space frame. Performance was increased thanks in part to a better suspension system. In 1993 Chevrolet offered the LT1 eight-cylinder engine, which had been in production for a year on the Corvette, on the Camaro. A six-speed manual gearbox was offered with the LT1 engine.
The Camaro returned to the Indianapolis 500 as the honorary pace car in 1993. To commemorate this historic accomplishment, Chevrolet offered a limited quantity of special edition Camaro's, painted in a black and white color scheme.
The design and mechanics remained mostly unchanged over the next few years. Minor revisions were made to comply with newly introduced emission standards. Mechanical changes were made to correct problems that had been found throughout the years.
In 1996 the RS package and the SS package were re-introduced. The RS was an appearance option for the six-cylinder Camaro's while the SS was both an appearance and performance package for the eight-cylinder cars.
1997 marked the 30th anniversary of the Camaro. A 30th Anniversary Package was offered to honor this accomplishment. The vehicles were painted white with orange stripes. 100 of the Anniversary Camaros were given the LT4 engine with 330 horsepower; a thirty-eight thousand dollar price tag accompanied the vehicle.
The interior of the Camaro was modernized in 1997 and again in 1998, although the 1998 improvements were minor in comparison to what transpired the prior year.
The body design was drastically changed in 1998, mainly in the front. Round headlights replaced the square design. The headlights were flush, inline with the rest of the body. A new grille and bumper were used, both positioned a little differently to mimic the headlight changes. A new powerful, lightweight, all-aluminum LS1 power-plant retired the LT1 unit. The OHV LS1 was borrowed from the Corvette and slightly detuned to produce just over 300 horsepower. To handle this extra power, the disc brakes were enlarged and the suspension was upgraded.
Total production for 1998 was 48490. This was disappointing for General Motors, especially with the newly revised body and powerful options. The lowest production year for the Camaro occurred in 2001 with just over 29000 examples being produced. This was due to low sales and production ceasing early to begin work on the 35th Anniversary 2002 cars.
2002 marked the final year for production of the fifth generation Camaro. The styling and mechanics were unmodified, carrying the same design from 1999.
A special 35th Anniversary Edition was offered and could be ordered on all trim levels and packages. The 35th Anniversary SS Camaro could only be ordered as a convertible or with T-Tops. Around 3000 examples of the 35th Anniversary Edition were created. Total production for the year was just over 42,000.
On August 27th, 2002 production ceased. The Camaro had accomplished its goal, to provide competition for the Ford Mustang and other compact, low-priced, sports cars. Outfitted with large, Corvette engines, matted to effective gearboxes and given great suspension and brakes, the Camaro was truly a performance machine that was capable and fun to drive. It was fairly practical with room for more than two passengers. It was economical with sticker-prices in the range that many could afford. The production of the Camaro has ceased, but its future has not yet been written. Expect to see this legendary vehicle on the roadways in the near future.
By Daniel Vaughan | May 2011
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