Camaro News Blog

The latest Camaro News and updates

Month – July 2010

GM’s New On*Star Smartphone App

GM has officially announced their future iPhone and Android Smartphone On*Star App and has released a video providing details in to its workings. It seems like a fantastic function that any GM owner will enjoy coupling with their vehicle, as it allows (and is not limited to) such features as remote start, door locks, and vehicle monitoring. The App provides distance beyond what the remote key-fobs give, as it can be utilized anywhere you have phone service. I can see this being incredibly handy when leaving work, a mall, or a sporting event on a hot day as it allows you to start the vehicle (and consequently the A/C) from far enough away for the vehicle to be cool inside by the time you reach it. The monitoring of fuel levels, tire pressure, and other basic vehicle statistics via the phone is also fairly incredible. While it doesn’t seem like an absolute necessity, it is a very nice touch. I see no reason why somebody, with the capability to, wouldn’t utilize it to some manner. The video below is short but sweet, and provides some solid information and insight in to the phone application’s function. It’s a smart move by GM in the proper technological step, and I imagine we’ll be seeing other, more “luxurious”, brands begin implementing similar systems in the near future.

Camaro SS vs. Mustang GT500: All-Out Bonneville Speed Test

I just came across this article from Popular Mechanics and had to share it. It is a ton of fun, and really highlights the Camaro spirit. The comparison between the two vehicles is, in no way, fair. Their price tags and performance numbers show that, but the showing by the Camaro is nothing to scoff at. Its numbers are incredibly impressive, and only lends credence to the idea that the Z28 will smoke its GT500 brethren. The article itself is a very fun read too, and shows the greater drivability of the Camaro. So, enjoy the article, as I definitely did, and have fun reading his interesting story of putting a Camaro to the very brink and then reeling it right back in:
Camaro vs Bonneville
Bonneville’s stark, flat and seemingly endless salt surface has made it the country’s unofficial temple of speed. It’s also the best place to find out the real top speed of two iconic muscle cars.

It’s a question to gall anyone who loves fast cars: What’s the point in driving a high-powered machine when a Prius can easily surpass the highest speed limit in the land? The annoying thing is, the maudlin pragmatists who look at a Porsche 911 GT2 and say, “Well, that guy’s just going to get a lot of speeding tickets” are mostly right. In terms of performance, our cars have outgrown our roads.

You can go to a dragstrip and get a good run through the lower gears; you can go to a road course to exploit the limits of a car’s chassis and brakes. But top speed is a different matter. Even a four-cylinder Mazdaspeed3 breaks 150 mph. Cue the chorus of downer realists: So where are you gonna do that?

Bonneville, that’s where.

The bonneville salt flats, home of every land-speed record worth having, is a destination that all gearheads need to visit at least once. I’ve never been there. But as luck would have it, PM auto editor Larry Webster has wrangled a permit for the salt on a rare day when nobody else has it booked. All I need is a car.

Or better yet, two cars. I arrive in Ann Arbor, Mich., to meet the screaming-red weapons with which I’ll assault the salt. For this mission, we selected two of America’s feistier machines, the Chevrolet Camaro SS and the Ford Mustang Shelby GT500. With 426 hp under the hood of the Camaro and a full 540 horses propelling the Stang, these are definitely two cars that should put on a good show on the salt.

There’s only one problem: The Mustang and the Camaro have 155-mph electronic speed limiters. And running into a 155-mph speed limiter on the Bonneville Salt Flats would be like going to an all-you-can-eat buffet and leaving only pleasantly full. If we’re going to drive 1700 miles to go flat-out in Utah, we want to fully answer the question, what’ll she do?

Hence, a few days earlier, Webster brought the cars to Lingenfelter Performance Engineering in Decatur, Ind. Lingenfelter, in addition to its more involved performance packages, sells portable engine-computer reprogrammers. Plug them into the Mustang and Camaro OBD (onboard diagnostics) ports, and a few seconds later the cars forget they ever had a speed limiter.

Suitably modified, we depart Ann Arbor. I’ve recruited my friend Murph, who is happy to drive muscle cars to the Salt Flats. I’m behind the wheel of the Mustang, Murph’s in the Camaro. We’ve got multiple bags of beef jerky, walkie-talkies and three days to get to Bonneville.

It’s quickly evident that getting to Bonneville while resisting Bonneville-esque velocities will test our restraint. Our path takes us through Iowa, Nebraska and Wyoming, states that offer a lot of room to run. We’re barely out of Michigan when a Subaru STI comes charging up on the GT500′s bumper. While there are scenarios where an STI will trump a GT500–a wet autocross track, a winter rally stage–I can say that straight-line third-gear acceleration is not one of them. Subaru dispatched, I slow to the speed limit and hope that nobody with a badge witnessed my little moment of weakness. Save it for the Salt Flats.

Early in the trip, we trade cars, and I soon bond with the Camaro, while Murph is happy to stick with the Mustang. You don’t learn much about cars like this on the highway, but we do agree that the Camaro is more comfortable, thanks to its softer suspension. On one choppy section of highway, Murph radios, “These expansion joints are giving me a nice kidney massage.” In the Camaro, I’m comfortably numb.

As we make our way west, we meet curious bystanders wherever we stop. Everyone wants to know where we’re going with these two red muscle cars. A guy named Andrew, on tour with a band called the Fall of Troy, gives us CDs. An entrepreneurial trucker hands us bottles of American Shine car-wash concentrate. And a gentleman in Wyoming gives me a little keepsake–a $140 speeding ticket.

This happens on the third day, when I pull off an exit for a rest stop soon after leaving our hotel in Laramie. As I wait for Murph at the bottom of the exit, a state trooper drives down the ramp and turns on his lights. He approaches the window, tells me I was doing 90 mph in a 75-mph zone and asks for my license. “Don’t worry,” he says, “I’ll get you out of here in a minute.” I sit in the car and ponder how I was speeding and stopping at the same time.

The trooper doesn’t ask why a Mustang GT500 and a Camaro SS from Michigan are convoying through his fair state. All he cares about is writing the ticket as fast as possible and getting back up to his position, where 5 minutes later he pulls over a fresh victim. On one hand, I’m angry that I didn’t see him. On the other, maybe this is cosmic penance for the 30,000 miles I have spent behind the wheel of a Camaro without one speeding ticket. I was overdue. Also, I could say that my ticket amounts to one dollar for each mile per hour I was traveling shortly before he bagged me. (In Wyoming? Possibly.) So it’s kind of a bargain when you look at it that way. And hey–a speeding ticket en route to a place with no speed limit? Thank you for the delicious irony, Wyoming Highway Patrol.

As we make our way into Utah, a new problem is brewing. We’re not planning to hit the salt until tomorrow, but Mother Nature has other ideas. When we pull over for a break, Murph is frowning at his iPhone. “The forecast is calling for rain tomorrow,” he says. “Maybe even snow.”

This is unacceptable news. I’m not driving 1700 miles to find out that Walley World is closed. So we have two options: Gamble that the forecast is wrong, or try to get there before dark and hope that nobody else is using the salt. I’m a pretty terrible gambler, so we decide to make a push for the flats.

The salt comes into view. Or, more accurately, swallows up the highway. While the land-speed area is north of the interstate, the sprawling bright emptiness of the salt is everywhere. Just before the Nevada state line, we exit I-80 and take a desiccated two-lane toward the edge of the salt. Somewhere out there are the faded pair of parallel stripes that demarcate the race course.

It seems unbelievable that this place exists in modern America. I expected a gatehouse, a fence, someone to come out and frown at the cars and tell us that our tires’ valve stems are out of compliance and that we’d need to come back with proper paperwork.

But there is no gate, no fence, no tech inspection. We have the permit, filed through the Bureau of Land Management, but there’s nobody here to see it. In fact, the only other humans in this alien landscape are a distant fashion model and a photographer. The model is wearing a wedding gown. I pick up the walkie-talkie and caution Murph, “Once we get past 170, we’re gonna have to keep our distance from the bride.” Personally, I like to maintain at least a mile of separation from matrimonial fashion shoots during instrumented top-speed testing.

We’re in a race against the encroaching rain clouds and the fading daylight, so we head directly to the course. The race groove reaches out over the horizon, smoother than the surrounding salt, as if the countless passes by land-bound rockets have ironed its creases. I still feel like we’re about to do something wrong, so we set up our base camp deep out on the salt. Nobody driving past on the highway will happen to see us, because we’re hiding–behind the curvature of the Earth.

With the Mustang parked, I plug in our GPS-based VBOX data logger, put on my helmet and race suit and head out in the Camaro to get a feel for the course. The salt offers more traction than I had expected. I stop and drop the clutch, and the Camaro lays black stripes before hooking up and getting on its way. Bend the car into a wide turn, and the tires squeal. I’ve heard the salt be compared to a wet road, but I’d say it’s more like worn asphalt when the oil is weathered away–granular but grippy, the world’s loneliest parking lot.

Heading down toward the far end of the course, I push the Camaro to about 140 mph and find it completely stable. I make a U-turn and decide to give it the business. If it’s okay at 140, I reason, it’ll be okay at 170, or whatever velocity I attain once I push into the performance zone unlocked by the Lingenfelter boys.

There’s just one problem. As I try to upshift from fourth gear to fifth–up and to the right–the shifter balks. I coast along at 140 mph, trying to slot the shifter into gear, but it’s having none of this. Have I discovered a Camaro performance foible, transmission synchros that get grouchy at autobahn speeds? Actually, no. After I slow down and carefully guide the shifter into fifth gear, I realize that the problem isn’t the Camaro. It’s me.

I’m so jacked up on adrenaline, and so afraid to mistakenly hit third gear, that I was muscling the shifter past the gate for fifth gear. And the next gear over from fifth is not seventh. It’s reverse. Happily, I can report that the Chevy Camaro SS will not let you shift into reverse at 140 mph.

Once I calm my nerves, I turn around for another pass and get a clean shift into fifth, the top-speed gear (the sixth gear on both the Camaro and the Mustang is there purely for highway fuel economy). The Camaro easily hits 170 mph, but from there the last few miles per hour creep up in tiny increments. I’m pressing so hard on the gas that my right leg is quivering. But when the VBOX reads 174.4 mph, that’s all she’s got. The car is completely benign–no wandering, no scary front-end lift. The blunt Camaro is docile even when I squeeze hard on the brakes. I concede that Chevy’s muscle car isn’t perfect, but it’s mildly amazing that when I say, “The Brembos easily hauled it down from 174 mph,” I could be talking about either a $300,000 Ferrari or a $32,000 Camaro.

With the Camaro in the books, it’s time to turn to that unholy handful of supercharged Mustang. I head back toward our base, and as Murph comes into view, I slow down so that I’m not barreling up on him like a maniac. But it seems like it’s taking forever to get there. I glance at the speedometer and discover that I’m still doing 130 mph. This place definitely alters your perception of speed.

Back in Decatur, the Lingenfelter dynamometer revealed that this particular Mustang put down 489 hp at the rear wheels, so every bit of its advertised muscle is accounted for. I leave the stability control engaged, and small bumps in the salt trigger subtle traction-control interventions up to about 100 mph. Fortunately, once you break into the really high speeds, the Mustang is just as glued down as the Camaro.

The GT500 is unique in that its speedometer is actually calibrated to a number commensurate with the car’s abilities. A stock GT500 is limited to 155 mph, so it makes sense that the car’s speedometer reads only to 160. Given that every hot-rod hatchback now has a speedometer that reads to Mach 10, the delimited Mustang offers a rare opportunity: the chance to pin the needle. Which it does, with extreme prejudice. At 160 mph, this thing still has a long way to go. In fact, at the 15,000-foot mark, where the Camaro was touching 170 mph, the Mustang is already at 180. And still pulling.

While the Camaro ran into a wall of aero drag at 174.4 mph, the GT500 bumps up against its redline, supercharger screaming, at 184.7 mph. The late Ford GT, with sleeker bodywork but only 10 more horsepower, is good for 200 mph, so it seems logical that the Mustang has a few more miles per hour to unlock. Given longer gearing, I’ll bet this thing could hit 190. Still, I’m impressed: If you had this car on the autobahn, you could pull up behind a Porsche 911 (top speed: 180 mph) and flash your headlights in the international signal for “get out of my way, slower car.” That’s a rapid Ford.

With nightfall creeping over the mountains, I sneak in a few more runs. It’s not every day that you’re alone on the Bonneville Salt Flats with nearly 1000 hp at your disposal, and I intend to make the most of it.

I don’t better my initial speeds, but my continued Salt Flats research does produce additional valuable information. For example, did you know that the Camaro SS lets you set the cruise control at 159 mph? It’s true. Although, when I set the cruise at 159 mph, the VBOX says I’m actually doing 165 mph. Besides that discrepancy, I find that the car lurches in an unsettling manner when you cancel the cruise control. Typical rough-around-the-edges Camaro, I suppose, stepping on its own feet every time you want to cancel the cruise control at 165 mph.

The fact that a Camaro is even capable of such a thing is properly amazing. And the Mustang, while expensive relative to the Chevy, is a bargain compared to the six-figure purebreds it can outrun. It seems unfeasible, on the face of it: You can take two attainable American muscle cars, drive them 1700 miles, run more than 170 mph on the Bonneville Salt Flats, then get back on the highway and drive to Los Angeles in reasonable comfort and without any mechanical complaint. The Camaro even managed 22 mpg on the highway. The Mustang? Well, you can lead a horse to a gas pump, but you can’t make it drink less than a gallon every 19 miles.

Our modern automotive lives are defined by their restrictions, the lure of speed always tempered by the reality of traffic jams and insurance premiums and points on our licenses. Even our muscle cars have speed limiters. That’s why the Bonneville Salt Flats are so glorious. Because no matter how beat-down you get by the entrenched web of radar guns and speed bumps, you can still get a fast car and go to Bonneville. You can put on a helmet. And you can crack a V8 throttle wide open and hold it there, reveling in the continued existence of a place where the only limits are horsepower and the horizon.

Transformers 3: Bumblebee Camaro

A lot of images and videos have been leaking from the Michael Bay filming of Transformers 3, but these here of the Camaro are some of the cooler ones. Great pictures and videos of the new Camaro, which supposedly shares a lot of traits with the new Z28. Worth a look, to see the Camaro, even though after the second Transformers film, there’s not much about this movie that excites me. Here are some cool videos, check them out and I hope you enjoy!

How to Choose a Borla Exhaust System

The Borla Exhaust have been HUGE sellers…Since they are so popular and I get the same questions, I wanted to share some thoughts before you make a decision on which one to go with…

There are several flavors for the Camaro now…..
In the ATAK Series you have the
Camaro ATAK CatBack Exhaust System
Camaro Axleback ATAK Exhaust
Camaro ATAK Catback Exhaust for Camaros with Ground Effects Package
Camaro ATAK Axleback Exhaust for Camaros with Ground Effects Package

Also note, the ground effects package systems DO NOT HAVE tips on them. The exhaust ends right where the rectangular opening is on the bumper.

Then you have the Borla Camaro Catback Touring System (which does not sound much different than stock. For the person who wants the increased performance with no additional change in exhaust note)

and then in the Borla Sport lineup (which is my favorite)…
Camaro Borla Sport Catback
Camaro Borla Sport Axleback Exhaust

and the only 3″ Borla system (OEM system and the other above systems are 2.5″)
Borla 3″ Camaro Sport Catback Exhaust If you get the 3″ system, you will also want to get a new Camaro Billet Tunnel Brace as the 3″ system will most likely touch your OEM tunnel Plate and rattle, which will drive you nuts!!!

Some thoughts before purchasing any of them…..

All of the Axle back systems require cutting them OEM system (which i am not a fan of, just in case you ever want to go back to stock). There is also one more “dirty”secret about the Axelbacks which needs to be known….When you install the Axleback it leaves in place the OEM Pre Muffler that is up towards the middle of the car. Not a big deal, but it DOES change the exhaust note slightly as compared to the Catback systems and does not make the system a true dual exhaust as the Catback does.

Both Axle Back and Catback systems are great systems and make a huge improvement in sound, but if you can afford to spring for the extra cash, do it right and get the Catback.

From a sound perspective, you have the touring which sound not much different than stock. Then the Sport (my favorite) which bumps it up a notch from the sound perspective, but not too much. At the ATAK which is the most aggressive sounding of them all.

All of Borla’s systems are awesome, but thought prospective shoppers would want to know the down and dirty on each one…

See ya,


Camaro Z28: It’s Real.

If you’ve read any articles of mine concerning the possibility of a Z28 before, you’ve noticed just how skeptical I have always been. Well, today, I drop that skepticism completely and trade it in for a nice set of unbridled optimism! The Camaro Z28 is very, very, real, and we now have spy shots of a tester to prove it.

Captured out in the wild running comparison tests with other Camaros and a Mustang GT 500, these images show a beautiful, supercharged, 6.2L, automatic transmission machine in full spy car camo. Even through the camo, the very large front intake screens are obvious. Couple that with the more aggressive front chin spoiler, rear diffuser, and quad-exit exhaust system (also the bad-ass black 5-spoke 20″ wheels), and you have got a gorgeous looking vehicle there.

The knowledge that this is a Supercharged 6.2L V8 also leads to some speculation. We can safely assume that it’s not an LS9, as that monster is reserved for the ZR1 and the ZR1 only. The LSA, with its 556BHP, seems very likely though, as that number puts it right in line with the 550HP Mustang GT500, against which it is being tested. It could of course be a new Supercharged LS3 or LS99, but it seems more likely, with the LSA on the books, they would use that powerhouse for the Camaro Z28. If they are, that’s great news, as reviews for that engine are fantastic. With the wide-open quad exhaust on the Camaro as well, and some tuning, they’ve probably got a few extra Horsies out of the LSA past what the Cadillac version of it was pushing. All in all, this news is incredibly exciting, and leads itself to wonderful dreams and worthwhile speculation. So, what do you think?

LS9 Supercharger for the Camaro SS

GM Performance Parts is now making a complete LS9 Supercharger system for the 2010+ Camaro SS. The Supercharger, which is employed in the supercharged 6.2L LS9 for the Corvette ZR1, will provide incredible boosts in HP and Torque, granting an LS3 Camaro SS upwards of 650 HP. Powered by a Roots style supercharger, and with an improved intercooler kit and gasket set, this entire package comes in at $7500 pricing. While that seems like an expensive modification, if you’re searching for the most power for your buck, I’m not sure this can be beat. At this price, you’re paying between $30 and $35 per HP added, which is a pretty great rate.

This supercharger kit will fit both the LS3 and the LS99 (with an LS3 conversion kit), and provides comparable performance boosts to each. The kit itself is not yet live on the GMPP website, but will have the Product Number #19244103 when it goes live. Definitely worth a look if you’re looking for the best $$:HP ratio out there.

Camaro Rated Highest J.D. Power “APEAL” for its Class

Every year J.D. Power does its APEAL Survey to test how much people enjoy “owning and driving their vehicles”. This year, the American automakers made some progress that has been unseen in 13 years, and passed the foreign, and specifically Japanese, automotive companies as the most coveted group. One of the vehicles leading the charge for the American auto companies was the Camaro, which should come as no suprise as the Camaro’s list of accolades only seems to grow with each day that passes. This is a great reward though, becomes it comes from owners of all vehicle varieties, discussing how they feel about their vehicles, and shows just how strongly the Camaro stacks up to, and surpasses, its competitors.

Quote from the APEAL Survey:

“…This year’s study asked 76,000 owners 90 days after purchasing their 2010 model-year cars “how gratifying their new vehicle is to own and drive.” The answer, for the first time since 1997, was that the domestic brands were more “appealing” as a whole than the imports (the domestics earned a score of 787 on a 1,000-point scale – 13 points greater than the imports)…”

Class awards for highest APEAL:
Subcompact: Honda Fit
Compact: MINI Cooper
Compact Sporty Car: Volkswagen GTI
Compact Premium Sporty Car: Mercedes-Benz E-Class Coupe
Entry-level Premium: BMW 3-series
Midsize Sporty Car: Chevrolet Camaro
Midsize Premium: BMW 5-series
Large Premium: Mercedes-Benz S-Class
Midsize: Ford Fusion
Large: Ford Taurus
Compact CUV/SUV: GMC Terrain

Compact MPV: Nissan Cube
Entry Premium CUV/SUV: Audi Q5
Midsize CUV/SUV: Ford Flex
Large CUV/SUV: Ford Expedition

Midsize Premium CUV/SUV: Audi Q7
Large Premium CUV/SUV: Land Rover Range Rover
Large Pickups: Chevrolet Avalanche
Midsize Pickup: Ford Explorer Sport Trac

Minivan: Volkwagen Routan

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