Ignition Tests out the Camaro ZL1 at Inde Motorsports – Video
Camaro ZL1 at Inde Motorsports
Ignition took their turn with the Camaro ZL1 and got Randy Pobst to drive one around the Inde Motorsports Ranch
Ignition, MotorTrend's new YouTube TV Show decided to take out the Camaro ZL1 for its second episode. It's a fun video, and it highlights some of the performance aspects of the ZL1. In the video they confirm a 3.8 second 0-60 time, as well as a 12.1 second 1/4 mile time with allusions to the vehicle being able to go sub-12 with proper tires and no other modifications. They also tested the claim by Chevrolet that the ZL1 would pull a full lateral G, and while the computer inside the vehicle apparently read over 1 their own independent test confirmed that it went right up to a full 1.0 G on the skidpad. All of these numbers are, when combined with the ZL1's 7:41 second Nurburgring time, truly supercar territory at a sub-supercar price and combine to make the new ZL1 the world's most impressive muscle car. I won't talk too much or take up too much of your time here, honestly, because the video's a great one. Pay special attention to Pobst, a truly great driver, talking about the brilliance of the vehicle.
2013 Camaro ZL1 vs 2013 Nissan GT-R R35
R&T Pitted a Camaro ZL1 against a 2013 Nissan GT-R R35
Road and Track ignores price differences, drivetrains, and target markets and gives us one of the strangest head to head match-ups imaginable: 2013 Camaro ZL1 versus 2013 Nissan GT-R
All right, so, I love the Camaro. I unabashedly and unashamedly love the Camaro. You may say that I'm incredibly biased and incredibly unfair against other cars, in fact, my love for the Camaro is so intense. However, all of that considered, I would never expect the Camaro to compete with the Nissan GT-R R35. This isn't meant to be a knock to the Camaro, either, but simply a nod to the power that is the $100k, 545HP, AWD Supercar that is the Nissan GT-R--a car that's famous for competing with quarter-million dollar rides on a daily basis.
So, when I saw that Road and Track had pitted these two vehicles against one another I groaned. I expected this to end up being another case of a media outlet displaying a bias towards European and Japanese cars setting up an unfair comparison as reason to lambaste the American automotive entry. The ZL1 is impressive. The ZL1 is powerful. It's beautiful, inspiring, fun, sexy, cool, and above all else affordable by comparison to other vehicles that provide equivalent amount of vehicle, and I was afraid that by comparing it to a Nissan GT-R R35--the 2013 GT-R R35 of sub 3-second 0-60 times and Nurburgring near-record laps--the comparison would undermine the ZL1, but then something surprising happened: The ZL1 held its own, and then some.
Let's go ahead and get this out of the way. The GT-R R35 is the superior track car to the ZL1. It puts out 545HP to a brilliant continuous AWD transmission and strikes fear in to the hearts of turbo Porsches and Ferraris all across the globe, but it's not so superior that this comparison didn't end up being warranted.
On the track the GT-R bested the ZL1 by a little over 2 seconds. Now, 2 seconds is a lot on a track time, but not so much so when you consider that the price tag of the GT-R is, at minimum, $96,820 compared to the ZL1's base price of $54,995. If your primary concern is track time, I'd be willing to wager that the extra $41+k saved by purchasing the ZL1 could be used to make it lap any track quicker than the GT-R, and still have enough left over to buy the losing GT-R driver a beer to help drown his sorrows.
Now, the GT-R is an easier drive, but, the Camaro ZL1 is, by all definitions, a more enjoyable drive. A skilled racer behind the wheel of the ZL1 will get a great deal of enjoyment and much more involvement and personal reward from their experience, and may even be able to cut track time discrepancies down at stock on a warmer day.
Of course, performance isn't all there is to a car. Road and Track actually stated they preferred the interior of the Camaro ZL1, as well as the standard cruising driving experience.
Ultimately, the comparison ends up being a great deal of fun, and it's awesome to see the ZL1 hold its own against a supercar nearly twice its price. The ZL1 really surprised even my biased expectations coming in to this comparison. Also of note, when watching the video, is to listen to the differences in exhaust tones. Wow, the Camaro ZL1 sounds MUCH MUCH better than the whiny tones of the GT-R.
So, what do you think? Me, I'd save my $41k and take the ZL1 over the GT-R any day of the week.
Camaro ZL1 Reviews Are Coming Out, and They’re Great!
Camaro ZL1 Reviews
Major automotive publications begin rolling out their Camaro ZL1 Reviews, and they're very very good!
So, by today most of the major automotive publications have had a chance to get behind the wheel of the Camaro ZL1, and over the last week we've seen some great reviews from them hitting the web. There's a lot of them, and I haven't had a chance yet to get behind the wheel of one, so I'll just give you some of my favorite snippets from them and include the links to the original reviews(as well as a few parenthetical remarks from yours truly). Before we get in to them, let me just say, these are incredibly exciting. The ZL1 looks to be such an amazing and exciting vehicle.
From AutomobileMag.com where they decided to compare the ZL1 to the Grand Sport Corvette for the basis of their review:
"During development, one ZL1 endured 600 clutch-dumping launches as part of the most demanding driveline durability testing program in the history of General Motors." (Sounds like a monster of a driveline in this new Camaro!)
"Third-generation Magnetic Ride dampers charge and discharge faster than earlier examples, allowing for more precise control of damping rates. Their flexibility and bandwidth also allow the ZL1 to use the same springs as the Camaro SS. Sport and tour buttons just ahead of the shifter adjust the dampers accordingly, and a third mode -- track -- is available when Performance Traction Management is active. Unlike most cars, in which sport mode alters throttle calibration for quicker acceleration with less pedal travel, the ZL1 makes the throttle-pedal mapping less aggressive to allow for finer modulation."
"Rather than focus on reducing drag to, say, hit 200 mph, the ZL1 team aimed to maximize high-speed stability with downforce. The hood extractor, front splitter, and rear spoiler create enough downforce to eliminate lift as the ZL1 nears its top speed of 184 mph."
"On a 2.75-mile road course at Inde Motorsports Ranch, twenty-one turns make the case for the ZL1. We expected the intoxicating effect of more power and assumed there would be significantly improved body control, but we were skeptical that the ZL1 would revolutionize the way the Camaro handles. In fact, it does. "
"The fast, balanced steering of the ZL1 is much more confidence-inspiring than the Camaro SS's hydraulic power steering. The effort, the damping, and the return are tuned for a perfectly natural weight, but the electric rack does filter out most of the front-end feel. That's even more true when compared with the Corvette, which boasts an equally quick rack with a robust hydraulic assist. While both cars deliver satisfying shifts, the Camaro's shorter, snappier throws are more inviting than the Corvette's longer shifts."
From Autoweek.com:
"Packaging in the Camaro allows better intake and exhaust flow, with a 30 percent reduction in flow restriction compared with the CTS-V."
"Its shifter was developed by Chevrolet, using slightly longer throws than the Hurst package in the Camaro SS, and was optimized for a road course rather than drag racing."
"The ultimate Camaro also offers something you can't get in a Mustang GT500 or Boss 302: an automatic transmission... There's another technology in the ZL1 that you can't get in a Mustang, and it's significant. GM's Magnetic Ride Suspension (MRS), now applied in supercars such as the Audi R8 and the Ferrari FF, has been upgraded for the ZL1. The Gen III MRS gets a faster processor and four smaller magnets in each shock, rather than two larger ones. The objective is quicker reaction time."
"The ZL1 comes standard with track stuff you don't get on a GT500, including a transmission cooler, differential cooler and brake-cooling ducts, and its aerodynamics have been optimized for high speed."
"Chevy says development included a 24-hour, high-speed flog at GM's proving ground in Milford, Mich., with a 150-mph-plus top speed each lap and an average of 88 mph, stopping only to change tires and brakes."
Here's Car and Driver's review. It's my favorite one of the bunch:
"It features GM’s second-most-powerful engine: With 580 horsepower, it’s behind only the truly absurd, 638-hp Corvette ZR1. No surprise that during its development it was known simply as the “HP.” And it carries the most sophisticated adjustable dampers and stability-control system any amount of money can buy. For this, GM asks a base price of $56,295, which includes a $1300 gas-guzzler tax; all the go-fast parts are standard issue."
"The ZL1 is not your old-school, all-ate-up-with-motor muscle car, although its name derives from such a vehicle. It is built with the GM Performance Division mantra of “go, stop, and turn” in mind. Track ability was always part of the HP program from back when everyone assumed the car would be called the Z28."
"Get everything right, and the ZL1 hits 60 mph in 4.1 seconds and passes 1320 feet in 12.3 seconds at 119 mph—or better, as the cold and dusty track at Inde was less than ideal for acceleration runs. Few cars costing less than $60,000 can claim such feats. And the ZL1 sounds angry, with a throaty bass-boat rumble backed by a faint supercharger whine. The V-8 fires up with a roar, and the exhaust crackles when you back out of full throttle."
"Starker is the transformation of the ZL1’s handling characteristics from those of a stock SS. In the latter, the driver is always fighting the car—it understeers on turn-in and oversteers on corner exit, all served up with a healthy dollop of body roll. The ZL1 does exactly what you want all the time, with no surprises. Front grip is tenacious enough that you actually get a sense of the tires biting in as you turn the wheel. Power comes in so creamily and with such linearity that it’s easy to forget you’re driving a 580-hp car. The brake pedal feels solid but still offers enough travel for smooth application, and it shows no fade. The ZL1 goes around the track with a composure that would shock many BMW M3 fans." (Comparisons to an M3 are huge praise from C/D who are famous for their love of the BMW M-Series vehicles)
"We saw 0.98 g on a dusty skidpad (did we mention Tucson is in the desert?). This is supercar territory."
"Each body alteration either improves cooling or reduces lift. Or, in the case of the bulging center section of the hood, which is made of carbon fiber (and covered in clear-coat paint for an additional $600), both."
"Should you wish to save some fuel, or suffer a fit of social responsibility, you can comfortably drive the ZL1 gently, but that seems contradictory to the car’s whole mission. Isn’t 580 horsepower supposed to be—and feel—ludicrous?"
"What’s crazy is that the ZL1 is not crazy; it’s comfortable and easy to drive. With the ZL1, General Motors has made the Camaro into a true GT car—daily driver, long-range missile, and track-day special all in one. "
For the purposes of their review, MotorTrend ran the Camaro up against the fastest production Mustang available right now, the Boss 302:
"For 2012, Chevy aims to redefine the ponycar completely in one electronically optimized fell swoop. The 2012 Chevrolet Camaro ZL1 takes the once-simple formula for all-American performance and reworks it into a recipe for a modern cyborg warhorse. Literally leaning on suspension technology originally developed for Cadillacs and Corvettes, the Camaro achieves better-than-Boss levels of handling with the highway ride quality of a CTS-V."
"With professional racer Randy Pobst behind the wheel, the ZL1 laps the 2.2-mile Inde Motorsports Ranch circuit 2.45 seconds faster than the Boss. That's huge."
"The Camaro felt far more composed on the track than the Mustang. "I can put this thing right where I want it!" barked Randy as he slid the car around with one hand. Although heavier than the Mustang, the ZL1 still changes direction easily and is capable of pulling higher g-forces mid-corner. The constantly variable damping rates make the Camaro feel as though its tires sink into the track. Bumps that shook the Boss simply disappeared and never upset the ZL1. More important, more of the track became usable since curbing wouldn't throw the Camaro into a tailspin."
"The Camaro clearly came out on top of this fight. Although the Boss 302 is probably the best Mustang ever built, it just feels and performs like it's a generation behind. Randy summed it up: "The Mustang Boss 302 Laguna Seca was my favorite American musclecar -- until today." It isn't the lack of power; it isn't the lack of amenities. It's simply a lack of technology."
Popular Mechanics did what they do best in their review (which is to say offer solid information in an annoying slideshow format whose embedding stopped functioning for me on slide 4 of 7 and required reloading and starting over at slide 1. We should be past this slideshow format in web journalism, guys!):
"The ZL1's headline-grabbing figure is 580 hp, which, admittedly, is an addictive amount of giddyup to have under your right foot. But focusing solely on the power overlooks the fact the ZL1 is probably the first Camaro in history that turns better than it sprints."
"Depending on the driver's skill, PTM can make the ludicrously quick ZL1 feel somewhat safe when pushing the car to its limits." (Never underestimate how important driver confidence is to performance and lap times.)
"Approaching a gentle but very fast right-hand kink at Arizona's Inde Motorsports Ranch, we cut the corner just a touch too tightly, dropping the right-side wheels into a hole next to the track surface. Running at 100 mph, that's the sort of mistake that can turn ugly in an instant. The ZL1, however, bounced out of the hole, immediately regained composure, and carried on as if we'd driven perfectly. That's the kind of forgiving nature that's rare in a car as fast as the ZL1. "
"We'd be just as happy to pilot the ZL1 on a mountain road or road course as we would on a drag strip."
"Many onlookers will focus on this horsepower war, but that misses the point of the ZL1. While we've always appreciated the style and, of course, the power of previous Camaros, the ZL1 is the first one that we actually want to drive. And for all it delivers, the asking price is a bargain."
Jalopnik's review begin feeling almost bitter and grumpy, but it quickly got very positive in favor of the Camaro ZL1:
"The ZL1 itself gives me my first scare a couple of laps in as I come around the 180-degree turn that empties onto the straight. I've decided the tires—and my abilities—are as warmed up as they're going to get. Gunning it on the straight to catch up to the Bondurant race instructor playing leader in a Camaro SS, the ZL1's tremendous torque pitches the back end of the car back and forth over the width of the drag racing road surface. The sensors that send information to the PTM system are doing a full reading roughly about every inch, so within a quarter-of-a-second the relatively timid Mode 2 has set the ZL1's fishtail back on a straight line and I'm at 100 MPH with no tail flash in sight.
I'd modulated the throttle when the back end started getting squirmy because that's what one does when getting a lot of unwanted wheel slip. But according to the Camaro's engineers, I didn't have to. In fact, had I kept the throttle smashed to the floor, the car would have still done what was necessary to keep the ZL1 from spinning out into a wall."
"You'd have to really hate cars not to enjoy throwing a ZL1 around a track."
"That is the ZL1 in a nutshell: an incredible, frighting behemoth of a car, entirely too powerful for its own good, but reined in by clever engineer-wranglers who have worked very hard to allow even terrible drivers to keep themselves safe."
"You can't ever grade over the rough disappointments of youth, but you can leave them behind. And with cars as mad and indignant as the Camaro ZL1, you can sure as hell make an adulthood worth remembering."
The reviewer for MotorAuthority absolutely loved the Camaro ZL1 and gave it my favorite comparison of all the reviews--a 2012 Porsche 911:
"I realized, while mentally re-visualizing the last set of laps, that from turn-in to apex, under fast entry speeds with a fair amount of trail brake, the ZL1 felt, acted, and moved almost exactly like the 2012 911 did under similar circumstances."
"Wait for the lights, step off the clutch, and WHAM! it's off, scrabbling and chirping down the 60-foot, making the most of the tsunami of torque-producing atmosphere being crammed down the gullet of the V-8 engine by the supercharger."
"It's not that the ZL1 isn't really, really good on a road course. Its 7:41 Nurburgring time says it is, as does my own first-hand experience. It's even outfitted from the factory with transmission and differential coolers--bits the ZL1's main rival, the Ford Shelby GT500, makes optional add-ons."
"The ZL1 is a true driver's car, and regardless of its ultimate pace in comparison with sports cars or supercars in its price, power, or performance categories, it delivers an experience that, at times, is on par with the very best of them."
So, there you have it. Six of the world's biggest automotive publications have great great things to say about the Camaro ZL1. Anyone else as excited as I am to get behind the wheel of one and see for themselves?
A History of Greatness: GM Produces 100-Millionth Small Block Engine
GM Produces 100-Millionth Small Block Engine
A ZR1 LS9 Engine just produced by Chevrolet was the 100-Millionth manufactured by the company.
In the past 56 years, since Chevrolet began producing small block engines, the bowtie emblazoned automotive company and the small block engine has been synonymous with one another. In that time, every iconic car produced by Chevrolet has been known and linked to their famous small-block engine design in some manner. Most recently, the fifth generation Camaro has become a small block powered icon on both road and track, much like it's LS small block powered big brother, the Corvette.
The sheer number there--100,000,000 for those who like lots of zeroes--really highlights the durability, reputation, and potential of the small block and speaks to the iconic nature of the GM engine. It is fitting then to also consider that the first small block, introduced in 1955, was built for the first generation Corvette and the 100-millionth produced was a hand-crafted work of art LS9 made specifically for the sixth generation Corvette's special edition ZR1--the fastest Corvette ever produced.
Of course, the transition from the first small block to the modern pinnacle LS9 is a long one, filled with numerous exciting and memorable engines. In 1992 Chevrolet first introduced its second-generation Small Block, known as the LT1, in to its Corvette. This engine became an absolute staple on tracks across the globe, and adorned various vehicles from that Corvette, to the F-Body Camaro and Firebird, and the B-Body Impala SS and Caprice Police car. The LT1, which featured a newly developed reverse cooling, is still being used in races all across the globe today.
Following the second generation, Chevrolet then introduced their first LS Engine in 1997. This third generation small block, which was first placed in the C5 Corvette, was an even greater step forward. The LS engines are all-aluminum small blocks, and the first of them, the LS1, was rated a naturally aspirated 350HP and 365 lb ft of torque--numbers that, today, are still incredibly impressive for a naturally aspirated 5.7L engine. The LS engine was then featured, in some form, in numerous different vehicles and even had a more powerful, LS6 version introduced in the C5 Z06 Corvette in 2001. This LS6 featured the same 5.7L displacement as its LS1 brethren, but put out a stomach churning 405HP and 400 lb ft of torque.
Those numbers were fairly mind-shattering for a naturally aspirated engine of the LS6's size and weight, at least, until 2005 when the first of the fourth generation small block was released. In 2005 the Corvette went from its fifth generation vehicle to the now current sixth generation, and with the change in body also came the biggest change: the introduction of the Chevrolet LS2. The LS2 was almost identical to the LS6 engine in performance and displacement, but also featured a much more even Torque curve through-out the RPM range, and had the potential to be modified for incredible gains. It was from this base LS2 that the LS7--the now revered 505HP and 470 lb ft torque monster--was produced and introduced to the 2006 Corvette. Just one year after the update of the small block, this engine seemed to be where everything was building, and the Z06 became the undeniable greatest performance bang for the buck on the globe. Within the year, there were Z06's running against quarter-million dollar European exotics on racetracks all across the globe, and each one came with the distinctive sound and tone that only a Chevrolet small block V8 can deliver through the exhaust.
Of course, Chevrolet wasn't finished there (thankfully, they're dedicated to the production of envelope-pushing performance machines) and we saw such engines as the 430HP LS3 (now outfitting the base-level C6 Corvette and the Chevrolet Camaro SS), the LSA (a 556HP Supercharged monster that can be found in the world's fastest production sedan, the Cadillac CTS-V and will also hit the streets in the body of the new super-Camaro ZL1 this year), and the engine that would be made as number 100,000,000--the LS9.
The LS9 is an absolute marvel worth talking about as well, especially considering that everything before it brought us to this point. The LS9, which can only be found in the top of the line Corvette ZR1, produces an amazing supercharged 6.2L engine based on the LS3 block and putting out a ferocious 638bhp and 604 lb ft of torque. Those numbers, in combination with the Corvette's lightweight body and wide, aggressive stance, have produced a vehicle that runs track times that best it's $250,000+ competitors. Today, the ZR1 is the undeniable greatest bargain on wheels that exists for the performance minded consumer, and, as such, is the only engine fitting to be given the designation as number 100,000,000 of its kind.
Of course, Chevrolet's not stopping at 100,000,000 and the future of the small block engine holds a great deal of excitement. Already, official reports have come out that Chevrolet is updating their engine for the seventh-generation of their Corvette, and we may see the introduction of such features as direct injection and an upgraded combustion chamber design, as well as the improved performance and efficiency numbers to match. GM enthusiasts should expect to see the next small block engine first hit the streets in the C7 Corvette, scheduled for release some time in 2014.
Camaro ZL1 Preview Video – Chief Engineer Al Oppenheiser Talks About the New ZL1 Camaro
There's not a whole lot more that we can say about the Camaro ZL1 that isn't already public knowledge. The ZL1 is going to be a certifiable monster on both the road and track thanks to its LSA powerplant, aerodynamic exterior upgrades, improved exhaust, intake, and Brembo brakes. Of course, even when you already know all of this about the ZL1, it's nice to hear it straight from the horse's mouth, and that's exactly what this video does. Al Oppenheiser, the chief engineer for the Chevrolet Camaro line, proudly displays a new ZL1 Camaro in all of its glory at a GM Oshawa Plant Homecoming Event. The ZL1 in the video is absolutely gorgeous, too. Done up in red with black stripes and a carbon fiber active hood "mohawk"--as Al calls it--the new ZL1 Camaro is definitely an eye-opener. The new aggressive body pieces, including improved front splitter, side rockers, and rear spoiler, really give the new Camaro a more aggressive look when coupled with the 19x20 offset wheel stance. Other visual touches showcased in the video, such as vertically stacked fog lights, new rear diffuser, and huge gaping air intake scoop work really well together to make this one of the best looking Camaros you'll see anywhere. Al's definitely a proud father, and it's worth watching the video just to see the aspects of the vehicle in question as he goes over each one, so enjoy!
P.S. - It's definitely worth the wait on buffering to watch this car in full 1080p video glory.
800HP Lingenfelter Camaro
Before his death, John Lingenfelter built an engine for a '69 Camaro that exceeded 220 miles an hour. That is brutally fast. To put that into some perspective, an Agusta A109E police helicopter tops out at 193 mph. The Kawasaki ZX14R (1400CC) superbike's top speed is 213 mph when unrestricted. The Lamborghini Diablo GT's top speed is 214 mph. To say that the man liked speed is an understated remark. Lingenfelter Performance Engineering (LPE) has become an industry leader, and set a somewhat high bar for the standard for creating the most lethal, precision tuned, beastly machines on the road. LPE has once again outdone themselves and brought our beloved Camaro's a Lingenfelter package that sets the bar absurdly high.
Do you like speed, power and the reliability of a 3-year 36,000 mile warranty? How do you feel about 800 horses and 800 lb/ft of torque? With Garrett ball bearing turbochargers- that's right- two of them, and enough custom goodies from Lingenfelter, this package is enough to make even the grumpiest of old men click their heels with joy and grin from ear to ear. The Lingenfelter package consists of a complete teardown and removal of your stock LS3 (or L99) and replacing it with a LS7.
A raw meat eating, Mustang devouring, snarling warrior of an ass-kicking LS7.
The LS7 that ousts your (once thought to be pretty boss in itself) original engine consists of the following:
- Chevrolet LS7 7.0 L aluminum block
- Chevrolet LS7 aluminum heads
- Callies 4340 forged steel crankshaft - 4.000" stroke
- Lingenfelter CNC porting of LS7 cylinder heads
- Lingenfelter multi-angle valve job, cc, surfacing & assembly
- High temperature Inconel exhaust valves
- Competition Cams dual valve springs, titanium spring retainers, 10 degree locks
- JE Forged aluminum pistons and tool steel pins
- Manley 4340 forged steel "I" beam connecting rods
- Computer balanced crankshaft & rotating assembly
- File fit rings, heavy duty rod & main bearings, head gaskets, head bolts
- Professional assembly and blueprinting of engine
- Properly sized fuel injectors and high capacity fuel system
Basically in a nut shell, this thing is built to the hills, and ready to romp on the most unsuspecting of combatants (and this isn't even half of it). One of the most beautiful things about the LPE package, is the exterior of the car can remain as original as you want to keep it. Meaning you could leave everything exactly the same on the outside as the day it was born. Personally I'm a big fan of the "sleeper;" all go and no show. So when that kitted up Mustang rolls up next to you with a single chambered exhaust and a cam at the strip thinking he's the bee's knees- you can tear his world up from the inside out. And on top of that, as if the above build wasn't enough to make you pee your pants a little bit- remember Lingenfelter loves speed. Big power and big speed don't come from naturally aspirated cars. As much as I hate to admit it- it's true. The real cohunes behind this monster build are the twin Garrett turbochargers that when all things are said and done, put your right foot in its most ecstatic state and your back into the seat. Hard.
These ball bearing pups come hand in hand with the glory of no expense spared, and no shortcuts taken to provide you with the most reliable setup and the best warranty you're going to get on ANY heavily modified Chevrolet anywhere. A 3-year, 36,000 mile warranty is embedded with your new engine when it rolls out of the bay doors in Decatur, Indiana. I know what you're thinking, "WAIT! So you're saying I can have my cake and eat it TOO?!" The answer my friend, is yes.
- Twin Garrett oil lubricated & liquid cooled true ball bearing turbochargers
- Lingenfelter turbo compressor housings & exhaust housings with integral waste gates
- Lingenfelter super high efficiency air to air charge coolers
- Lingenfelter 304 Stainless steel 4 into 1 custom exhaust manifolds & turbo outlets
- Lingenfelter belt driven turbocharger scavenge pump & turbo oil drain reservoir
- Lingenfelter custom molded silicone air ducts
- Two S&B 360 degree conical air filters
- Stainless steel / ceramic heat shields & stainless clamps
- Port matched LS7 intake manifold
The two beauties that so mercilessly force air into that engine are so meticulously tuned to each motor, that once the car has been assembled it receives a custom tune and upon pickup of the vehicle you are presented with the complete dyno sheet and tune history, along with the Lingenfelter certificate of authenticity. Another trademark of LPE monster builds is that the original drivability is not sacrificed, and on the Camaro- the highway MPG is not affected whatsoever. And of course, after your 800 stamping horses are under your right foot, mile one of your thirty-six thousand mile warranty begins. I know I keep harping on the warranty, but when you start playing with forced induction, and extreme horsepower, there is A LOT that can go wrong. A simple air/fuel miscalculation at a certain engine speed could spell disaster and put you out hundreds if not thousands of dollars. Peace of mind on a professional installation is worth its weight in gold. Especially considering how new this generation of Camaro is- it's not like you could go pick up another shell for 800 bucks at the local yard. This is a $45,000 investment, so protect it!
Here are the finishing touches in the package:
- 160 Degree thermostat
- Ported & polished LS3 throttle body
- Professional engine installation, testing & tuning
- Chassis dyno report before & after installation
- Excellent drivability, highway mileage not adversely affected
- Lingenfelter 3 year/ 36,000 mile warranty
- Lingenfelter certificate of authenticity
The whole package rings in at just under $65,000 from start to finish. But honestly, if you're going to be pushing that kind of power, and looking for the best route to go- look no further. The history and lineage that is Lingenfelter is simply unsurpassed. Look up some videos of the Lingenfelter 'Vettes. They were (and still are) a real force to be reckoned with, and now the Camaro can join that elusive club of insane power, and unsurpassed reliability. The LPE Camaro not only meets the stringent demands that John Lingenfelter would have laid down, but surpass even the wildest dreams of what a warranty equipped, 800 HP monster muscle car could ever be expected to do. And do it with air-conditioning, and a radio with factory leather.
Good on ya Lingenfelter!
GHL Cat-Back Exhaust Review
A lot of people have recently started running pretty fantastic sales and specials on the GHL Camaro Cat-Back exhaust, and the price (I was able to pick mine up for $599.99! Under $600 for a Cat-Back? Yes please!) was so unbeatable that I had to get one.
GHL has been making exhausts for a number of years now, and the work they do has been very well reviewed, so I was confident going in. The exhaust arrived in a single, tall, box, and everything was packaged well and efficiently within it. I opened it up, took everything out of the bubble-wrap, and inspected the various pieces--everything looked awesome! The tips are over 4" in diameter, and made from high-quality, well-finished stainless steel. The enlarged dual round exhaust tips also have a fantastic visual appearance when installed on the vehicle. The mufflers are actually kind of small, compared to what I've seen from other companies, so I was a little worried that the volume and tone may be too aggressive at first sight, but (and I'll address the sound later) I was very thankfully proven wrong on that point. The rest of the piping, back through the x-pipe, is all made from the same high-quality stainless steel, and is very obviously an improvement in quality and construction over the stock Camaro exhaust. So, just looking at it, I immediately knew this thing was going to be a hit in many ways.
The install, as with the install for all Camaro Cat-Back exhausts, was quick and easy. It took me less than an hour to get the old exhaust off, and get this new one on, doing the work underneath a lift. Everything bolted up and lined up well, and looked perfectly placed underneath the Camaro carriage. If you have any experience with vehicle installs, and have access to a lift, a cat-back exhaust is the sort of install for a Camaro that can definitely be done from home, which means that at $600, this exhaust is definitely a steal! That being said, the GHL hardware, while sufficient, isn't as solid as some of the other companies. If you can find access to an upgraded set of clamps and bolts for install, I'd recommend going with them, as Stainless Steel clamps and bolts in general tend to have some issues holding their lubrication, and have a history of being difficult to work with. Even if you do end up buying improved hardware, the price is still WELL below what you'll pay from any other company right now, and the piping, mufflers, and tips are of comparable quality to what any other company offers. From behind, the pronounced and aggressive appearance of the 4 1/4" rolled edge exhaust tips gave the vehicle a fantastic modified appearance. I love that powerful, muscle look that the round exhaust tips offers for the Camaro.
Once installed, I was excited to get this Camaro started up and check out the tone! At start-up, the increase in volume was immediately noticeable. The system is definitely louder than stock, but it's by no means deafening. This isn't the sort of exhaust that's going to wake up the neighborhood or draw you a ticket, but it's also the sort of exhaust that offers such a muscle-y and powerful tone that on the road, it's certain to draw envious looks from more than a few other drivers. And muscle-y and aggressive are the perfect descriptors for the tone. When revving it up through the RPM range the GHL Camaro exhaust emits a deep, throaty, rumble--just the sort of tone that provides the perfect combination of classic and modern, which the Camaro specializes in so well. Combining that tone with minimal drone under load (note, there is some drone, especially around the 3600-4200rpm range, for whatever reason, but it's nowhere near the drone levels that systems like the Magnaflow and Flowmaster) gives an exhaust that offers the better of two worlds. A throaty, strong growl outside, and a gentle hum inside.
During decel, however, the smaller mufflers lack the ability to even out the decel pop noise, that is common with larger (read, V8) exhaust systems. That popping tone, which, at around 2500-2000RPM when decelerating is already noticeable on the stock Camaro, is definitely more noticeable with the GHL exhaust. It's not obnoxious, by any means, and some people even love that noise because it hearkens back to the classic muscle-car days, but it is there. I'm not a huge fan of it, personally, but even given my natural disposition to that tone, it hasn't been a personal bother at all while driving. The Decel pop can even be avoided by a couple of different means. The first is, quiet simple, dropping in to Neutral whenever decelerating at a rate to cause the popping tone. By doing that, you're allowing the engine to drop RPMs in a more natural manner so that the tone doesn't exist. You can also tune the vehicle to change the deceleration rate, and, at the cost of 1-2mpg create a much more even tone. This is something that I'm considering doing, and it's not all bad, either. The 1-2mpg are lost, but a proper tune will also allow for the exhaust system to put out even more power. And, at maybe $300, the full cost of the GHL (with tune) still comes in below the cost of many competitor's cat-back exhaust systems.
So, I mentioned the tune, and I mentioned horsepower, and that leads me to my last point on this review: performance. We know the exhaust is well-built, well-designed, gorgeous, and has a fantastic tone--but how does it perform? I can't say for certain, as I did the install myself and didn't have ready dyno access, but a few things are known for certain. Aftermarket exhaust systems allow for greater air-flow, and greater air-flow means that the engine runs more efficiently. Efficiency is the name of the game when it comes to HP, too, so you can be certain that this GHL provides extra HP. How much, exactly, is difficult to say. A lot of competing companies will offer different exhaust performance numbers, and you have to remember to take them all with a grain of salt. If I were trying to sell you an exhaust, I'd publish the best numbers that I could too, and what this usually means is that those exhausts that claim 16, 18, even 20+ HP are getting those numbers post-tune, and on a generous dyno. There are many many ways to eek out extra numbers on the back-end of a dyno if you know how to manipulate it to your cause, and that's what a lot of companies do. Realistically, any and every exhaust will give you a similar performance gain. There's some variance, as the more aggressive systems ultimately do allow for greater air flow, and, ultimately greater HP, but the 9-14 range is pretty much how it is for all cases. Trust me--I've dyno'ed multiple systems with multiple people on multiple vehicles, and those numbers are the standard across the board. So, let's assume the GHL gives 11-12 HP extra (right in the mid-range of them), then. That's the sort of HP that's noticeable, but not super-obvious while driving. I can honestly say I felt like the Camaro had more pick-up with the GHL exhaust on it, but I also wonder how much of that feeling comes from also hearing how much more aggressive the vehicle sounds. No matter what, the performance is along the same lines of what any other exhaust will offer, and at a steal of a price. Again, too, if you tune your GHL, you'll still come in below the cost of a Corsa/Borla/Magnaflow/Etc. exhaust system, and be getting every bit of power there is out of your exhaust--putting it ahead of those more costly competitors in performance.
So, here's a short list of the pros and cons for the GHL Camaro Cat-Back Exhaust, and my final thoughts on it.
Pros: Beautiful exhaust system--the polished stainless steel and large round exhaust tips look great; fantastic sound; minimal drone; equivalent performance numbers to competitors; solid construction on the piping; GREAT price.
Cons: Hardware's sufficient, but not impressive; decel pop became a good bit more noticeable; that's it.
Final thoughts: The pros far outweigh the cons on this exhaust system. Far far outweigh them. Ultimately, the incredible price means that this exhaust just can't really be beat, and that's ultimately the name of the game, isn't it? The bang for the buck? It's all here. Even if you splurge on new hardware, a tune to even out the pop and give better performance, and somebody to install it, you're coming in just below what you'd pay for the Corsa Camaro Exhaust system, alone. At that price, how can you say no? I have to give the exhaust an A, all-around, for providing the ultimate economy solution for your Camaro exhaust needs, and for doing so in a gorgeous, great-sounding, well-built, aggressive package. GHL has hit a serious homerun here, and, when it has distributors like Southern Car Parts (my good friend Jim over there was the guy who alerted me to the deal that this exhaust was, and I have to give him a shout-out for that!) selling the thing at $599.99, they've certainly got a huge hit on their hands.
(Note: the photos and videos I've used here are from the www.SouthernCarParts.com website, and I'll get my photos from taking the thing out of its packaging loaded up here this evening, also.)
New Camaro 2LS Trim – 1 Extra MPG
In a move that's almost certainly motivated by Ford's release of 30MPG EPA numbers on their V6 Mustang, Chevrolet is adding a new trim package for their own V6 model Camaro. The new package, which will be known as the 2LS(derived from the already available LS trim), is an Automatic only trim that will not sacrifice HP numbers, but will offer an EPA rated 30MPG fuel efficiency. This 30MPG number is only 1 higher than the already impressive 29MPG efficiency rating for the Camaro, but presents a vehicle with equivalent fuel efficiency to the Mustang, and higher HP numbers, at the base V6 trim. For drivers who a V6 with a Manual transmission, they'll now be purchasing what will be known as the 1LS trim. The 1LS will be identical in numbers to the current LS trim level.
Chevrolet has achieved this extra 1MPG by changing the gearing ratio on the automatic Camaro. The trim itself has a few other features, though, beyond the enhanced MPG rating. The 2LS trim comes with: rear spoiler, 2.92 rear axle ratio, and standard 18″ LS steel wheels, and is set to retail for an MSRP of $24,700. All in all, this seems like a pretty intelligent and business-minded move by Chevrolet to do what was necessary to not be behind of Ford in any statistical category possible.
A Product Highlight of the PFADT Camaro Adjustable Coilovers
The Camaro's handling, while nice, is one area of the vehicle that could use some improvement. There are a number of ways to manage this, but few of them are as tested and undeniable as the installation of aftermarket suspension components. When upgrading your suspension, you have a number of options too. Many people choose to go, simply, with lowering springs. Affordable and simple, lowering springs will drop the Camaro's ride height, and, in doing such, give the vehicle a lower center of gravity and reduce body roll. Lowering springs don't, however, do anything to improve the other aspects of the suspension which affect the handling aspects of your vehicle: suspension dampening, spring rates, suspension geometry, and others. What other options exist for suspension then? Coilovers have become the most popular suspension modification on the market these days--even more popular than their more affordable counterparts--for a number of reasons.
Coilovers come in two different major forms: True Coilovers (which are a standard coil-over-shock set-up) and Sleeve Coilovers (which are simply spring coils meant to go over stock shocks). Sleeve Coilovers are also more affordable than True Coilovers, but they don't offer anywhere near the ride quality. Stock struts aren't designed to work with different coils, and by switching out to a sleeve set-up, a driver often time ends up with a worse ride than they began with (although it will lower their vehicle and stiffen the suspension of it some). True Coilovers, however, like the coilovers that PFADT currently offers for the Fifth Generation (2010+) Chevy Camaro, offer the driver a large number of vehicle bonuses and improvements. These kits function as replacements for both the Springs and Struts, and because of this are valved and designed to work with one another in greater harmony. True coilovers are typically adjustable, allowing for a skilled mechanic to fine tune the vehicle's suspension to an optimized ride ability and stiffness, and should offer a stiffer suspension, a lower center of gravity, and other vehicle bonuses without sacrificing ride quality.
So, then, if cost is not the primary concern (and, when deciding to upgrade your vehicle's suspension, it should not be) you know what sort of suspension set-up you want to go with. From here, there are a lot of options to explore from a lot different companies, but I'm going to focus on the one set-up I know from personal experience: the PFADT Coilovers for the 2010 Camaro. I recently purchased these, and, upon arrival, was amazed just by taking them out of their packaging. These suspension set-ups are near seamless--PFADT shows an incredible efficiency in their product manufacturing, and this is obvious just by looking at them--and their weight was impressively light. Installing them saves a Camaro almost 30 lbs from stock (just shy of 15 in both the front and rear), and shows much unnecessary material is used on the stock set-up. The install's not especially difficult with the right tools, but, not something I'd recommend any amateur or only modestly skilled mechanic try. The cost ( a few hundred dollars with a trusted local shop) is well worth the effort saved and the reward of the install.
Once installed and adjusted, the rewards that these coilovers offer the Camaro are immediately noticable. Visibly, the vehicle's lowered and has been gifted the benefits of a lower center of gravity. This lowering also improves the vehicle's downforce capabilities, and reduces its drag. Both of these aspects, which are achieved by diminishing the space between the bottom of the vehicle and the road where swirling wind can create vehicle slowing and performance diminishing drag, should provide immediate benefits. Upon pulling out of the parking lot, I felt a tighter steering from the vehicle, and an improved sense of grip while accelerating through a corner (admittedly, I was excited, and driving a little to quickly. I have to thank Escort for the 9500iX radar detector saving my ass twice on the ride home, heh. Always drive carefully and obey the law, kids!). The vehicle also went smoothly over the speed bumps in my neighborhood--something I had an incredible fear of with the lowered ride stance. The up and down motion was smooth and solid, and the ride quality itself (while obviously stiffer) felt as gentle during Sunday-driver neighborhood cruising as the stock did.
Well, the drive home wasn't enough. I called up a friend, and, excitedly, we set off for a favorite patch of windy back-roads not too far from where we live. The highway trip was pleasant. The new coilovers handled poorly paved roads (courtesy of the DOT) at high speeds without issue, and when I decided to change lanes with a dangerously ferocious quickness, the car gripped and pulled me side to side without any hint of instability. Body roll seemed to be diminished, and responsiveness was clearly up. When we finally made it to our own little private 3-mile curvey mountain run, the fun really began. I took the first turn, a fairly wide and easy left curve with a soft outer shoulder, at speeds well above where I normally feel comfortable, and the improved suspension definitely helped with the vehicle's handling. The car gripped the inner-line of the curve, and as I accelerated out of it through a straight up-hill, there was no lag in the vehicle's directional correction. Later on the drive there's a tight, track-like downhill chicane turn that has always scared me before. With the new sense of confidence that my suspension instilled in me, I was able to maneuver through this difficult bit of cornering with relative ease. Needless to say, these new suspensions were a lot of fun. A LOT!
Well, I'll save you the story of the rest of our ride and go instead in to a discussion of the more technical specifics that go in to the performance of the coilovers. PFADT claims, on their website, to have close to a year to the research and development of their kit, and upon experiencing its performance, I'm inclined to believe them. The kit itself utilizes an inverted strut, which came out of necessity from high bending loads under intense driving conditions experienced with the standard strut set-up. The inverted set-up provides a more even split between the parts of the strut which deal with the wheel movement and the vehicle weight, and ultimately, because of the increased space for motion, provide a more even vehicle suspension feel. This even distribution is enhanced through PFADT's use a mono-tube design, which acts to "separate the shock fluid from the pressurized nitrogen" with a floating strut piston. In doing this, the weight handling-loads of the strut are more evenly distributed, and the system is able to more accurately respond to changing road conditions and vehicle movement.
The coilovers also offer incredible ride-height flexibility. Depending upon your personal preference, the complete True Coilover set-up for the Camaro allows for 1.5 inches of adjustability. This is incredibly important as the desires and requirements of various vehicles changes drastically from driver to drive. The flexibility offered allows for each individual to tune their suspension to best meet their needs--whether they be street performance, or high-end track performance. This is further improved through the utilization of click-dampening systems on the PFADT Camaro Coilovers. There are 20 degrees of ride dampening available that can be switched, relatively easily, through a single click-wheel located on each Coilover.
When it comes to spring use, PFADT's write-up concerning the spring rates on their coilovers is better than I could probably write, so I'll share it with you:
Another example of the Pfadt Coilover flexibility is the ability to use common motorsport springs in both the front and rear. While many other coilovers on the market demand the use of custom wound springs, which limits you to a limited number of spring rates, our system has hundreds of spring rates available in 25 lb/in increments. We have developed a spring rate combination that will work for most people, but the flexibility is there for those that need it. Standard rates are 275 lbs/in Front and 500 lbs/in Rear.
Part of the reason we can use standard sized race springs is our innovation in mounting the rear coilover. The factory uses a rubber mount for the shock shaft and a separate spring seat which takes a specific spring. Many other companies use this same arrangement and it is the reason spring rates are limited. Our system inverts the rear shock and integrates the shock and spring mount. This allows the use of standard springs and provides a smooth and low friction mounting system.
In all, these new PFADT True Coilovers for the Camaro are an absolute thing of engineering beauty. These coilovers provide incredible ride customization for the driver, and offer both incredible ride comfort and uncompromising performance. I'm incredible happy with my new suspension set up, and, at just over $2000 in cost (very affordable for such a detailed set-up, especially when considering that set-ups with less customization and adjustability options typically retail for more than double what the PFADT set-up costs) I'm convinced that no Camaro driver could go wrong with these. If I had to give my new suspension a letter grade (and I'm trying to be as objective as possible), I'd feel very comfortable and justified giving this PFADT set-up an A+!
Camaro Officially Outsells The Mustang in 2010- Ends Ford’s 24 Year Reign Atop the Pony Car Market
For close to a quarter-century Ford has maintained a stronghold on the American Pony Car market with its Mustang, but 2010 was the year that all changed. In the first full year of sales for the Camaro revival, the Mustang was unseated from its throne.
In 2010, the Camaro sold 81,299 to the Mustang's 73,716. That, ladies and gentlemen, is not only a victory, but a solid one at that. Of course, neither vehicle was ultimately hurting, as each saw their sales increase from the year prior. The Camaro by an impressive 32%, and the Mustang by 11%. This should not come as any news, however, as the Pony Car race has bolstered, and even been a large part of the revitalization of the American automotive industry. This is surprising, as it comes at a time when lawmakers are trying to push the American public towards the antithesis of the Pony Car-smaller, more fuel efficient, less powerful vehicles, like the Chevy Volt.
Of course, Ford contributes their loss in the sales race to the fact that this was the first full year of sales for the Camaro. This accreditation lacks the foresight of the fact that the Camaro performed this impressive feat with basically only two models on sale. The Mustang, however, had 7 vehicle models in its line-up. With the release of the Camaro and Camaro SS Convertibles this year, as well as the Z28 in the near future, one might speculate (with relative safety) that the Camaro will begin a new reign atop the vehicles sales race in their class. Further proof towards this are the numerous accolades and awards that have been bestowed upon the Camaro since its release. Whatever the case may be, 2010 was a great year not just for the Camaro, but for American Pony Cars in general, and the future only looks like it will be even brighter.
