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Chevrolet Camaro ZL1 - The Beast Is BackChevy’s new race-ready ZL1 Camaro once again prowls the streets From the June, 2012 issue of Camaro Performers By Steven Rupp Photography by General Motors
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The year was 1969 and the muscle car and pony wars were going full tilt. To squash the competition, GM built 69 all-aluminum 427ci, big-block-powered Camaros dubbed the ZL1. These beasts were built for dragstrip brawlin,’ and were pretty spendy in 1969 dollars. For the next 30 years they held the title as the most powerful Camaro ever fielded by The General. Then the ’10 SS Camaro was introduced, and at 426 hp, it became the new holder of “the-most-powerful-Camaro” title. But it wasn’t by much, and it didn’t seem to have the over-the-top pseudo race car vibe the ’69 ZL1 had. That was when GM tied up the accountants and untethered the right team of engineers to come up with a new Camaro worthy of the ZL1 moniker. The GM gearheads started out by stealing the supercharged 6.2L LSA V-8 from the Cadillac CTS-V program, and then stuffed in every wiz-bang technological go-fast widget in the GM arsenal. This wouldn’t be a Camaro with a blower, some fake scoops, and a sticker package, either. This would be a new animal designed to rule road courses and highways instead of just the dragstrip. When the dust cleared, over 30 percent of the SS was changed during the creation of the ZL1. One big part of the aero upgrades... One big part of the aero upgrades to the Camaro is the ZL1’s rear spoiler. This wind-tunnel-designed widget contributes about 150 pounds of downforce and only costs one measly count of drag. Plus, it looks bitchin. In addition to being the most powerful Camaro ever produced, it’s also the highest tech. Performance Traction Management and Gen III Magnetic Ride Suspension keeps the Camaro firmly mated to the asphalt under full throttle, while huge Brembo brakes reels it all down from speed. Other trinkets and extra-cost options available on a select number of other makes and models, like brake cooling ducts and a differential cooler are standard fare on the ZL1. In fact, the option list on a ZL1 is pretty short. Extra fuel pickups were added to the fuel tank for high-g maneuvers; weight balance is 52 percent front, 48 percent rear; and the list of refinements goes on. The ZL1 is the first Camaro to feature electric power steering, which adjusts steering effort to match the driving conditions. GM also performed a plethora of aerodynamic tweaks to get the car pushed down to the pavement at speed. On its standard Goodyear Supercar F2 tires, it rips from 0 to 60 in 3.9 seconds, has a top speed of 184 mph, and one full g of lateral grip. Together, it all makes for a Camaro like none before it. MSRP is right at $55,000, and that’s a lot of proverbial bang for the buck. After all, a well-optioned SS will set you back $35,000, and trust us, dumping $20K into an SS won’t bring it close to the performance of a ZL1. It’s a track-ready production car, and if that’s not worthy of wearing the ZL1 badge, then we’re not sure what is.  The interior of the ZL1 is...  The interior of the ZL1 is much like the SS, but just a touch better. For 2012, there’s a new and much improved steering wheel. The flat-bottomed wheel is designed to give the driver’s legs more room for heel/toe operation and has a smaller diameter compared to a standard ’12 SS wheel. For comfort on those cold track days, the suede-paneled seats are heated. Other standard technologies include Bluetooth and USB connectivity, a nine-speaker Boston Acoustics audio system, and parking assist with a rearview camera display hidden in the rearview mirror.  GM really nailed just the...  GM really nailed just the right aggressive look with the design of the front fascia, but it’s more than just a pretty face. Instead of designing a traditional front air dam, GM incorporated a racing-style splitter to help the Camaro generate downforce. Best of all, it’s not so low that driving around town is a PITA. Working with the splitter are tire deflectors. These push airflow around the rotating wheels and tires, reducing both lift and drag. The deflectors make the ZL1 less sensitive to pitch changes compared to a traditional air dam, resulting in more stability at high speeds.  The proven 6.2L supercharged...  The proven 6.2L supercharged LSA V-8 migrated over from the Cadillac CTS-V and received refinements such as forged connecting rods and high-flow stainless steel exhaust manifolds. The Roots-style blower utilizes an efficient four-lobe rotor set and a space-saving intercooler.  The ZL1 is the first sports...  The ZL1 is the first sports car to feature the third generation of Magnetic Ride. This high-tech suspension system uses valve-less damping and Magneto-Rheological (MR) fluid technology to vary the suspension firmness to match the driving and road conditions. The new two-wire, dual-core damper design provides up to 40 percent greater damping force capability for better body control. In addition, the fall-off rate is faster, which means you’ll have a better ride when cruising down the highway. The ECU calculates optimum damping forces 1,000 times per second. This means that at 60 mph the system adjusts the car once every inch!  A standard feature on the...  A standard feature on the ZL1 is the Performance Traction Management (PTM) system. This integrates magnetic ride control, traction control, launch control, electronic stability control, and electric power steering response to up the Camaro’s performance quotient. First introduced in the ZR1 Corvette, the PTM’s launch control feature (in manual trans cars only) automatically modulates engine torque for optimal acceleration. For those brave and skilled enough, there’s Mode 5 where all the aids are turned off.  One iconic aspect of the ZL1...  One iconic aspect of the ZL1 is its vented carbon-composite hood. In a standard SS, air trapped in the engine bay creates unwanted lift at the front of the car. The vents allow huge volumes of cool air to move through the bay while keeping the front Goodyear tires slammed to the asphalt.  One option that really sets...  One option that really sets the Camaro apart from the competition (code for Mustang GT500) is the availability of an automatic transmission. The 6L90 automatic was specifically designed for the ZL1 Camaro. It allows for Second-gear starts while cruising around town and 3port Mode for more aggressive driving. With 3port, the transmission stays in the lower gears longer and adjusts for more aggressive shifts. In full-manual mode, the trans will not upshift, even at fuel cutoff. Notice the NACA-style air ducts that aid in transmission cooling. You can also see the transmission pan’s sump, which comes in handy during high-g turns.  The engineers managed to reduce...  The engineers managed to reduce airflow restrictions by 30 percent, and they also optimized the intercooler brick for better airflow. The result is a supercharged engine that puts out 580 hp at 6,000 rpm and 556 lb-ft of torque at 4,200 rpm. Is it too early to order up a smaller blower pulley?  A boost gauge was added to...  A boost gauge was added to the gauge pack to help track atmospheric pressure under the blower. The ZL1’s six-speed manual trans is a tricked-out version of the Tremec TR6060 found in the SS. It features a stronger output shaft, an additional mainshaft roller bearing, refined synchos, and a GM-designed short-throw shifter. Mating the trans to the blown LS engine is a twin-disc clutch with a dual-mass flywheel.  We got to drive the new Camaro...  We got to drive the new Camaro at Virginia International Raceway (VIR), and let’s just say the car is a blast. Unfortunately, the weather turned nasty and dropped a ton of rain on us so track time was limited, with most of our seat time coming on the surrounding roads. The ZL1 sounded mean when you wanted it to, quiet when it needed to be, and was just generally badass. The magnetic suspension helps make the 4,000-plus-pound car feel much lighter than it is, and the electric power steering had a great feel at both low and high speeds.  The ultimate test of any performance...  The ultimate test of any performance car is running at the famous Nurburgring in Germany, where the ZL1 recently logged a lap time of 7:41.27. To put things in perspective, the fastest time is 6:48.00 in a pseudo race car: the Radical SR8LM. A ZR1 Corvette falls into 9th place with a 7:19.63. The ZL1 Camaro slots into the 40th spot, a touch slower than a Porsche 911 Carrera S and a bit faster than a 911 GT3. Most notable is that none of those cars comes close to the ZL1’s $55,000 sticker price. In case you’re curious, a Camaro SS ran the course in 8:20.00, which landed it in 152nd place. We heard that Ford ran the new GT500, but instead of lap times, all we’ve gotten is the sound of crickets.  The ZL1 has two belly pans;...  The ZL1 has two belly pans; one beneath the engine cradle and one near the rear of the engine area just forward of the transmission. Both pans extend the entire width of the chassis and minimize airflow turbulence under the car. This helps the ZL1 create 65 pounds of downforce at 150 mph. At the same speed, a standard SS generates 200 pounds of lift.  Brembo brakes are standard...  Brembo brakes are standard fare on the SS, but for the ZL1 they’re even more capable. Designed for serious track use, the fronts feature 14.6-inch two-piece rotors mated to massive six-piston calipers. Out back, 14.1-inch rotors are paired up with four-piston calipers. Our eyes hurt after slamming on the brakes a few times.  The ZL1 is ready to hit the...  The ZL1 is ready to hit the track right from the dealer. This is due to standard factory options like integrated engine and transmission oil cooler, a rear differential cooler, and brake-cooling ducts. The drivetrain was also beefed up with stronger axles, heavier-duty axle bearings, an iron diff case, and stiffer cradle bushings. Specific to the ZL1 is a dual-mode exhaust system, which uses vacuum-actuated valves to quiet the car during driving, yet lets it rock at idle and wide-open-throttle.
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