Development continues on the 2012 Chevrolet Camaro ZL1. Step 1 was its introduction at the 2011 Chicago Auto Show. Yesterday's announcement at GM's Milford Proving Ground rating its 6.2-liter supercharged V8 at 580 horsepower at 6,000 rpm and 556 pound-feet of torque at 4,200 rpm was Step 2. Step 3, with official 0-60 and quarter-mile numbers, will come later this year.
The SAE-certified figures will make the 2012 Camaro ZL1 the most powerful production Camaro ever when it goes on sale by the end of the first quarter next year.
The ZL1's LSA V8 sees gains versus the Cadillac CTS-V's 556-hp application due to an improved induction system (with 30 percent less airflow restriction) and a more efficient supercharger and intercooler. The ZL1 also has variable-ratio, variable-assist electric (gasp!) power steering, the first ever on a Camaro.
Chevy officials are also clearly proud of the ZL1's "track-capable standard equipment," including engine oil, transmission and differential coolers, as well as a high-performance fuel system with additional pickups for continuous high-g corners during low-fuel conditions.
The ZL1's Magnetic Ride Control system is version 3.0, now utilizing twin-wire/dual-coil dampers at all four corners, replacing the previous-gen single-coil design. MRC has three settings — Tour, Sport and Track — and it can adjust damping levels up to 1,000 times per second.
The Corvette ZR1's five-mode Performance Traction Management system (also with a full "Holy crap, everything's off!" setting) comes standard on the ZL1 as well. Besides the five different modes to adjust the car for driver skill and road conditions, manual-transmission ZL1s will get launch control. Unlike the Ford Mustang Boss 302's system, which is really just an rpm holder, once the driver releases the clutch on the Camaro ZL1, the system will modulate engine torque 100 times per second searching for maximum traction.
The ZL1's Tremec TR-6060 "MG9" manual transmission has been beefed up over the gearbox found in the Camaro SS using a stronger output shaft and rear housing. The Hydra-matic 6L90 automatic sees a strengthened input gearset with two additional pinion gears, an additional clutch plate and a stronger output shaft to handle the ZL1's prodigious torque. The automatic will feature Drive, Sport and Manual modes, with the Manual mode holding gears to the rev limiter.
The ability to bring Chevy's beast to a halt will be handled by six-piston Brembo front calipers clamping on 14.6-inch rotors. What appears to be a highly functional ducting system directs air to reduce front rotor heat. The rear four-piston brakes are unchanged from the Camaro SS.
Three prototype ZL1s were on hand at Milford during yesterday's announcement. Two of the ZL1s, both a manual and an automatic, were fresh from a "24 Hour" engineering test accomplished last week, with dirt, bugs and brake dust still caked on the cars. The "24 Hour" part is in quotes, though, because the test actually occurred over an eight-day period, and the automatic was only run for 12 hours.
Still, the point of the exercise was to run the cars "flat-out" around GM's 2.9-mile Milford Road Course, the manual completing 2,000 miles, averaging 88 mph and frying more than a few Goodyear Eagle F1 G:2 tires. Important for track-day junkies, the Camaro team found it could burn through four tanks of fuel per set of front brake pads, not a bad feat considering the force required to slow down such a fast and heavy car. While a Chevy official said they could've made the 24 hours without changing rotors, they did swap out the fronts for a fresh set once, but that same official guaranteed us this brake setup will withstand any track duty you throw at it.
What will all of this add up to? According to Camaro Chief Engineer Al Oppenheiser, it will make the ZL1 "track-ready right from the showroom."
Inside Line says: — The more we learn about the ZL1, the more it appears to be the real deal. — Mike Monticello, Road Test Editor
The SAE-certified figures will make the 2012 Camaro ZL1 the most powerful production Camaro ever when it goes on sale by the end of the first quarter next year.
The ZL1's LSA V8 sees gains versus the Cadillac CTS-V's 556-hp application due to an improved induction system (with 30 percent less airflow restriction) and a more efficient supercharger and intercooler. The ZL1 also has variable-ratio, variable-assist electric (gasp!) power steering, the first ever on a Camaro.
Chevy officials are also clearly proud of the ZL1's "track-capable standard equipment," including engine oil, transmission and differential coolers, as well as a high-performance fuel system with additional pickups for continuous high-g corners during low-fuel conditions.
The ZL1's Magnetic Ride Control system is version 3.0, now utilizing twin-wire/dual-coil dampers at all four corners, replacing the previous-gen single-coil design. MRC has three settings — Tour, Sport and Track — and it can adjust damping levels up to 1,000 times per second.
The Corvette ZR1's five-mode Performance Traction Management system (also with a full "Holy crap, everything's off!" setting) comes standard on the ZL1 as well. Besides the five different modes to adjust the car for driver skill and road conditions, manual-transmission ZL1s will get launch control. Unlike the Ford Mustang Boss 302's system, which is really just an rpm holder, once the driver releases the clutch on the Camaro ZL1, the system will modulate engine torque 100 times per second searching for maximum traction.
The ZL1's Tremec TR-6060 "MG9" manual transmission has been beefed up over the gearbox found in the Camaro SS using a stronger output shaft and rear housing. The Hydra-matic 6L90 automatic sees a strengthened input gearset with two additional pinion gears, an additional clutch plate and a stronger output shaft to handle the ZL1's prodigious torque. The automatic will feature Drive, Sport and Manual modes, with the Manual mode holding gears to the rev limiter.
The ability to bring Chevy's beast to a halt will be handled by six-piston Brembo front calipers clamping on 14.6-inch rotors. What appears to be a highly functional ducting system directs air to reduce front rotor heat. The rear four-piston brakes are unchanged from the Camaro SS.
Three prototype ZL1s were on hand at Milford during yesterday's announcement. Two of the ZL1s, both a manual and an automatic, were fresh from a "24 Hour" engineering test accomplished last week, with dirt, bugs and brake dust still caked on the cars. The "24 Hour" part is in quotes, though, because the test actually occurred over an eight-day period, and the automatic was only run for 12 hours.
Still, the point of the exercise was to run the cars "flat-out" around GM's 2.9-mile Milford Road Course, the manual completing 2,000 miles, averaging 88 mph and frying more than a few Goodyear Eagle F1 G:2 tires. Important for track-day junkies, the Camaro team found it could burn through four tanks of fuel per set of front brake pads, not a bad feat considering the force required to slow down such a fast and heavy car. While a Chevy official said they could've made the 24 hours without changing rotors, they did swap out the fronts for a fresh set once, but that same official guaranteed us this brake setup will withstand any track duty you throw at it.
What will all of this add up to? According to Camaro Chief Engineer Al Oppenheiser, it will make the ZL1 "track-ready right from the showroom."
Inside Line says: — The more we learn about the ZL1, the more it appears to be the real deal. — Mike Monticello, Road Test Editor
