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Camaro ZL1 will have 580 Ponies under the hood.


Camaro engineers on Thursday offered media members a preview of the upcoming Ford Mustang Shelby GT500-fighter, and the tale of the tape is impressive, especially in terms of grunt: The 6.2-liter, supercharged LSA V8 will make 580 hp at 6,000 rpm, and 556 lb-ft of torque at 4,200 rpm, besting Chevrolet's original targets for the engine's output and bettering its efficiency in Cadillac's CTS-V by 24 hp and 5 lb-ft. 

For those keeping score against the GT500, the ZL1 trumps the top-of-the-range Mustang's ratings by 30 hp and 46 lb-ft.
As the Camaro team explained, the engine's improved numbers come thanks to “a unique induction system, with a lower-restriction air filter, dual ‘bell mouth' inlet paths, and improved airflow through the supercharger housing. Other changes include a higher-efficiency supercharger intercooler and electric power steering system, which consumes less engine power than hydraulic-steering systems.”
However, Camaro chief engineer Al Oppenheiser and his colleagues made it clear that they intend the ZL1 to be far more than a drag-racer right out of the box.

“[This car] is track-ready from the showroom,” Oppenheiser said, then pointed to the list of standard equipment to make his point: A liquid-to-liquid oil cooler lifted straight from the Corvette ZR1, deep-sump oil pan, rear-differential cooler and, according the Oppenheiser, a fuel system with additional pickups that should feed the engine during hard cornering even when the gas tank is low on fuel.
The ZL1 also comes with the third-generation of Magnetic Ride Control, which reacts faster than before and now adjusts the suspension up to 1,000 times per second. Chevy said the new design “uses new twin-wire/dual-coil dampers at all four corners. The smaller dual-coil system--with one coil at either end of the damper--replaces the larger single-coil design of the previous generation.

“The new design allows even more precise control of the electrical current and magnetic flux, allowing greater range than before between the softest setting for ride comfort and the firmest setting for track driving.”
Meanwhile, the latest version of Performance Traction Management is also present, with five settings spanning conditions from “wet” to “race.”
From a driver-interface standpoint, the decision to adopt electronic power steering might appear an odd choice for an overpowering, rear-drive performance car, but team Camaro insisted that the system is the best solution for controlling such a powerful automobile at speed while also making it comfortable for drivers at relatively low speeds in “real-world” scenarios. “Hydraulic steering wasn't going to get it done,” Oppenheiser said.

Likewise, he stressed that the optional, six-speed Hydra-Matic 6L90 automatic gearbox is “not for poseurs who don't know how to shift.” We'll almost always choose the six-speed Tremec manual transmission, but at least the auto box has been built for performance, with three different driving modes including a “manual” setting that only shifts when a driver commands it; automatic upshifts will not occur even at the engine's redline, and we were promised that it will select and hold the appropriate low gear into corners in order to match the manual-equipped ZL1's performance.

“Contrary to what we could have done [by taking the easy way out with a simple, off-the-shelf transmission], the automatic is not a compromise,” Oppenheiser said. “We spent a lot of time working on it for the track.”
Other ZL1 items of note include Brembo brakes (six-piston front, four-piston rear), an active exhaust system like the one featured on the Corvette, and aerodynamic elements including a “belly pan” beneath the car (Chevy would not reveal final downforce numbers). Variable stiffness halfshafts, and strengthened joints and suspension parts are intended to help reduce wheel hop under acceleration. As for rubber, Goodyear designed ZL1-specific Eagle F1 tires (285/35 ZR20 front, 305/35 ZR20 rear).
Chevy still will not confirm final details such as price (expected to fall in the low $50,000-range) or production numbers--figure on about 5,000 ZL1s built per year in General Motors' Oshawa, Ontario, assembly plant. But from what we've seen at this point, the Camaro ZL1 has plenty to look forward to when first drives occur in about two months--test drives timed to coincide with dealerships opening their books for orders. The preliminary spec sheet, like the Corvette's, promises top-notch speed, ride and handling at the limit, while also enough comfort for daily driving and road trips.
Speaking of which, we have reason to expect that fans who make the trip to Florida's Homestead-Miami Speedway for NASCAR's Sprint Cup Series season finale in November might well find themselves on hand for the definitive ZL1 production car's official public debut. 

image: Roadandtrack




Press Release



Camaro ZL1 Delivers 580 Horsepower and Exclusive Technologies
Supercharged, 6.2L LSA V-8 delivers 580 horsepower (432 kW) and 556 lb.-ft. of torque (754 Nm)
ZL1 power complemented by exclusive Magnetic Ride Control and Performance Traction Management
Track-capable standard equipment includes high-performance fuel system, as well as engine, transmission and differential coolers
DETROIT - The 2012 Chevrolet Camaro ZL1's supercharged 6.2L engine is SAE-rated at 580 horsepower (432 kW) and 556 lb.-ft. of torque (754 Nm) - making it the most-powerful production Camaro ever.
The ZL1's outstanding power is complemented by advanced powertrain and chassis technologies, including exclusive Performance Traction Management and third-generation Magnetic Ride Control.
"The Camaro ZL1 delivers supercar performance and technology in the sports-car segment," said Al Oppenheiser, Camaro chief engineer. "For sheer power, the ZL1 delivers more horsepower than a Ferrari 458, more torque than an Aston Martin DB9 V12, and a better power-to-weight ratio than a Porsche 911 Carrera GTS.
"The Camaro ZL1 also features exclusive chassis and traction technologies," Oppenheiser said, "to offer the best of all worlds - including balanced handling for the track, acceleration for a drag strip, and the comfort of a daily driver."
The most-powerful production Camaro ever
The 2012 Camaro ZL1's surpasses the advertised power of the legendary 1969 Camaro ZL1's 427 cubic-inch big block by more than 150 horsepower (112 kW) - while meeting modern emissions requirements. And, the new ZL1 is backed by General Motors' five-year / 100,000-mile powertrain warranty.
"The torque is going to make the ZL1 a car you won't want to get out of," said John Rydzewski, assistant chief engineer for small block engines. "Not only will the ZL1 have more power and torque than the competition, we're making it available with an optional automatic transmission, to appeal to a wider group of sports car enthusiasts."
The all-aluminum LSA supercharged V-8 is part of GM's legendary small-block engine family. For a solid foundation, the engine's lower end uses six-bolt main bearing caps that clamp and lock in the forged steel crankshaft to the deep-skirt block. Its 1.9L Roots-style blower uses an efficient four-lob rotor set and compact intercooler to deliver boosted air into the high-flow cylinder heads.
For the Camaro ZL1, the LSA features a unique induction system, with a lower-restriction air filter, dual inlet paths, and improved airflow through the supercharger housing. Other changes include a higher-efficiency supercharger intercooler and electric power steering system, which consumes less engine power than hydraulic-steering systems.
The ZL1 will be offered with either a six-speed manual or automatic transmission. The Tremec TR-6060 "MG9" manual features 30 percent more torque capacity than in the Camaro SS. The higher torque capacity results from a strengthened output shaft, high-strength rear housing, and additional roller bearing. The MG9 has also been tuned for improved shift feel, with a dual-mass flywheel, twin-disc clutch, and triple synchros for smooth, precise shifts.
Similarly, the Hydra-Matic 6L90 automatic has been strengthened to handle the torque and horsepower produced by the 6.2L supercharged small block. The 6L90 features a strengthened input gearset with two additional pinion gears, additional clutch plate, and a strengthened output shaft and gearset. To make the ZL1 perform equally well on street and track, the 6L90 features three distinct drive modes:
  • Drive: The shift pattern is calibrated for optimal fuel economy, including second-gear starts, while the shift feel is tuned for a smooth driving experience. Engaging the tap-shift feature on the steering wheel or shift lever engages temporary manual mode.
  • Sport: The shift pattern is calibrated for more aggressing driving, including first-gear starts for maximum performance. The shift feel is also more aggressive, with a performance algorithm that holds the transmission in lower gears during aggressive driving.
  • Manual: Here, the 6L90 offers the driver true manual control, with no automatic up shifts, and staged upshifts for incredibly fast shifts and maximum performance.
Other track-ready features of the ZL1 include:
  • An engine-oil cooler, identical to the system on the Corvette ZR1. The integral liquid-to-liquid system is so effective that both the manual and automatic transmissions are deemed to be fully track-capable with the standard factory-installed cooling package.
  • A rear-differential cooler, which pumps transmission fluid to a heat exchanger, reduces temperatures in the differential by more than 100 F.
  • A high-performance fuel system delivers fuel to the LSA engine under any performance driving condition. For example, the system features additional fuel pickups on the primary side, and the secondary fuel pickup is moved outboard for continuous fuel access during high-g cornering under low fuel conditions.
Magnetic Ride Control 3.0 adjusts damping 1,000 times per second
The Camaro ZL1 will feature the third-generation of Magnetic Ride Control (MRC).
MRC employs valve-less damping and Magneto-Rheological (MR) fluid technology. MR fluid is a suspension of iron particles in a synthetic fluid. When the system is activated, the particles are magnetized and aligned into fibrous structures, changing flow resistance. By controlling the current to an electromagnetic coil inside the piston of the damper, the system varies the suspension firmness to match the road and driving conditions.
"Traditional suspension systems at some point compromise ride quality for road-holding grip and body control," said Oppenheiser. "With Magnetic Ride Control, we can offer customers the best of both worlds: A comfortable ride that makes the ZL1 appropriate as a daily driver and the incredibly precise body control that makes the ZL1 so enjoyable on the track."
For the third-generation, MRC uses new twin-wire/dual-coil dampers at all four corners. The smaller dual-coil system - with one coil at either end of the damper - replaces the larger single-core design of the previous generation.
The new design allows even more precise control of the electrical current (and magnetic flux), allowing greater range between the softest setting for ride comfort and the firmest setting for track driving. The new dual-coil design also enables faster response, with damping levels now adjusted up to 1,000 times per second - about one adjustment per inch of vehicle travel at 60 mph - making the system exceptionally responsive to changing driving and road conditions.
There are three settings for MRC in the ZL1: Tour, Sport, and Track.
Exclusive Performance Traction Management for the race course, and the drag strip
The Camaro ZL1 will also offer Performance Traction Management (PTM) as standard equipment, which is exclusive to General Motors. First introduced on the Corvette ZR1, PTM is an advanced system that integrates magnetic ride control, launch control, traction control and electronic stability control, to enhance performance on the racetrack and drag strip.
For example, the launch control feature (manual transmission only) automatically modulates engine torque for the best possible acceleration without excessive wheel spin. When the driver pushes the throttle to the floor, the system holds a predetermined engine speed until the driver releases the clutch. Then, the system modulates engine torque 100 times per second to maximize the available traction. The system is capable of approaching a skilled driver's best effort and repeats it consistently.
Similarly, on a road course, the driver can apply full throttle when exiting a corner and PTM will automatically manage acceleration dynamics to maximize exit speed based on available traction.
Five PTM performance levels or modes are available to accommodate the given ambient and track conditions, driver experience/vehicle familiarity and driver comfort levels. They include:
  • Mode 1 - Traction control set for wet conditions, with stability control on and Magnetic Ride Control set on Tour.
  • Mode 2 - Traction control set for dry conditions, with stability control on and Magnetic Ride Control set on Tour.
  • Mode 3 - Traction control set on Sport 1, with stability control on and Magnetic Ride Control set on Sport.
  • Mode 4 - Traction control set on Sport 2, with stability control off and Magnetic Ride Control set on Sport.
  • Mode 5 - Traction control set on Race, with stability control off and Magnetic Ride Control set on Track. Launch control tuned for VHT-prepped drag strips.

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