Chevy Camaro Z/28 Sticks It

SOUTH HAVEN, MI – If there’s one overwhelming impression the ’14 Chevrolet Camaro Z/28 leaves after a day at the track, it’s this: “sticky.”

The $75,000 Z/28, revived as a top-of-the-range variant for the sports car line for the first time since the previous-generation Camaro went out of production more than a decade ago, receives a number of performance upgrades making it a race-track wrecker.

Most notable of the tweaks are four insanely adherent Pirelli P Zero Trofeo R motorsport-compound tires. They are as wide as a linebacker’s bottom, measuring 11.5 ins. for the drive wheels. Cutouts are few, giving the tires big, fat contact patches with the pavement. Along with new chassis and brake hardware, the tires allow drivers to pull upwards of 1.05 g in the corners, as well as 1.5 g in deceleration, and bring even the trickiest turn or chicane to its knees.

The tires also are a lightweight variety and wrap around 19-in. aluminum wheels, which are relatively small for a Camaro but lower the Z/28’s center of gravity to further impart grip.

Brembo carbon-ceramic matrix brakes serve as the backbone to the Z/28’s stopping power. The lightweight brakes are as large as the Camaro engineering team risked going, with 2-piece front rotors measuring 15.5 x 1.4 ins. matched to 6-piston calipers. The 2-piece rear rotors are only slightly smaller at 15.3 x 1.3 ins. and use 4-piston calipers.

During recent testing at GingerMan Raceway here, the tire, wheel and brake package combine to accommodate head-scratchingly-late braking into the turns. The Z/28 exits with few worries over the back end breaking loose.

The novice racer might appreciate the adhesion most, because it offsets whatever the driver might lack in daring.

Another testament to its stickiness comes along pit lane after running the 2-mile (3.2 km) GingerMan road course, as stones and debris come unglued from the Pirellis and spray the wheel wells.

Expert GM drivers used the setup to demolish Germany’s famed Nurburgring in an astonishing 7:37.47. The Z/28’s time was four seconds faster than the more power-dense Camaro ZL1 and, according to GM, quicker than published loops by the Porsche 911 Carrera S and the Lamborghini Murcielago LP640.

Small-Block Barks

However, the mash-up of advanced rubber, aluminum and ceramic only scratches the surface of the Z/28, which after an initial 440-unit production run for ’14 has begun ’15 output without changes.

There’s also the 7.0L LS7 V-8 under its hood. The former Chevy Corvette Z06 engine makes 505 hp and 481 lb.-ft. (652 Nm) of torque.

GM claims the fourth-generation small-block V-8 gives the Z/28 a 7.6:1 power-to-weight ratio.

We would only say, on a much less technical note, when you kick this dog in the ass, it barks. The Z/28’s howl is epic, too, with active exhaust-valve control to limit back pressure and optimize engine power with throaty growls from its dual pipes, or to limit noise for cruising and idling.

Power goes to the pavement via Tremec’s TR6060 6-speed manual transmission. GM and supplier Tremec optimized the gearbox to match the power characteristics of the LS7 V-8 and coupled it to a close-ratio, short-throw shifter. It clicks authoritatively into gear, although given this high-revving V-8 on this particular track, shifts are rare.

GM also went heavy on the Z/28’s aerodynamics, creating hundreds of pounds of extra downforce compared with other Camaro models. The wings of a unique front splitter stick out so far it’s difficult not to trip over them walking around the car.

Other Z/28-specific aero tricks include a special front fascia with a cutout to the Chevy bow-tie logo for added engine cooling and ducts for brake cooling; a “wicker bill,” or small vertical tab at the back edge of the rear spoiler to reduce oversteer and increase high-speed stability; a carbon-fiber hood extractor for engine cooling; a belly pan to reduce front-end lift and help cool the driveline; and front wheelhouse liners to help smooth out underbody airflow.

Aggressive-looking rocker moldings and fender flares also contribute to better airflow around the vehicle but serve an aesthetic role as well. The 19-in. wheel package ran the risk creating an unsightly gap between the tire and body, so the flares were added to meet design specifications.

Underbody Built for Sin, Interior Not So Much

A performance limited-slip rear differential was tailored to the Z/28 and gives the car even more traction in the corners. It works with a Performance Traction Management system that allows the driver to determine how much throttle and braking intervention is provided by the vehicle.

It’s an intelligent bit of technology that enhances the driving experience, although the console-mounted button and IP interface are clunky and it’s easy to get lost paging through the choices. Time to take it back to the drawing board, GM.

It’s also time the interior of the Camaro got updated. It’s late in the product cycle, of course, and the Z/28 does add some distinctive interior elements to complement its excellent Recaro racing seats, but this cabin has begun showing its age badly.

A full Camaro redesign comes in 2016.

As expected, engineers throw a paddock-full of new technology at the chassis of the Z/28 meant to lighten, stiffen and stabilize the car. The tech-suite includes the first application of DSSV, or Dynamic Suspensions Spool Valve, damper technology from Multimatic on for mainstream brand.

Previously reserved for one-off exotics and race cars, DSSV hydraulic dampers are meant to improve the predictability, accuracy and repeatability of damper performance, GM says.

Just don’t expect the technology to smooth out the morning commute, because this suspension, unlike GM’s in-house Magnetic Ride Control used on the ZL1, is tuned entirely for the track and not for a millimeter of the interstate.

GM for years wanted a lightweight, grip-heavy and high-powered, naturally aspirated Camaro to wear the storied Z/28 badge. It sticks the landing perfectly with this one.

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’14 Chevrolet Camaro Z/28 Specifications