Camaro ZL1 580HP

Are you guys ready for GM press release on the new Camaro ZL1 – This thing is amazing. Thank you Chevy!

GM PRESS RELEASE:

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

• 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

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.

“Like the Magnetic Ride Control, the Performance Traction Management system improves the ZL1 experience as a daily driver and on the track,” said Oppenheiser. “By offering five distinct modes of traction management, the driver can select what’s best for them based on their experience and the driving conditions. As a result, novice drivers will find the ZL1 is very enjoyable to drive, while expert drivers will find PTM supplements their driving skill without interfering with their intentions.”

See more picture here – Camaro ZL1

Give your Garage that finishing touch and make your friends jealous with this 1967 Chevrolet Impala SS 14″ vintage factory Hubcap Wall Clock .

As with most vintage hubcaps this one has a few scratches and dings which adds to its charm. Only requires 1 AA Battery which is Included. Click here for more information SS Hubcap Wall Clock

The Detroit automaker’s Chevrolet brand — presenting sponsor of the Dream Cruise — is using the annual car event to help celebrate its centennial.

Chevy has a fleet of events starting Wednesday, leading up to the Dream Cruise Saturday:

- From 1 to 9 p.m. Wednesday, the GM Design team will host a car show at the Northwood Plaza on the southwest corner of Woodward Avenue and 13 Mile Road. The show, which will continue through Saturday, will feature personal vehicles owned by members of the design team.

- On Thursday, Chevrolet will host a parade starting at 2 p.m. featuring 50 Chevrolet Volts, 20 employee-owned Chevrolet heritage vehicles, the new Camaro ZL1 and Chevrolet Sonic, and vehicles from the GM Heritage Collection.

- On Friday, Camaro Chief Engineer Al Oppenheiser will participate in the Motown Muscle breakfast and panel discussion from 8:15 to 9:30 a.m. at Duggan’s Irish Pub in Royal Oak.

- On Saturday, Chevrolet’s base camp will be the Birmingham Triangle at Woodward and Old Woodward.

Chevrolet displays and activities start at 8 a.m. Saturday and run through the conclusion of the cruise at 9 p.m. About 60 cars will be on display. Also on display will be vehicles from the “Transformers” movies and a selection of Indy 500 pace vehicles. Guy Fieri, host of “Diners, Drive-Ins and Dives,” is bringing two of his personal Camaros and will sign posters from 11 a.m. to 1 p.m.

Detroit-area Chevrolet Dealers will parade from Eight Mile Road to Pontiac to Big Beaver Road, starting at 9 a.m. Saturday.

If those events aren’t enough, Chevy is also offering a “Where’s Waldo?” type of promotion, called the “Chevrolet Dream Cruise Spotter’s Guide.” The list helps people identify certain vehicles, ranging from the 1955 Chevrolet Bel Air Convertible to the 2012 Chevrolet Camaro ZL1.

The Dream Cruise annually draws 1.5 million people and 40,000 classic cars to Woodward between downtown Pontiac and 8 Mile Road.

69 Chevelle COPO

Throughout the 1960s, Chevrolet did a very nice job of giving its high-performance customers what they wanted: many different RPO sheetmetal choices. But Chevrolet Engineering’s Product Promotion office, led by manager Vince Piggins and some of his staff, including Bill Howell and Paul Prior, had other serious thoughts. It was late in the decade-late 1968 / early 1969. Piggins, with the concurrence of drag racer Dick Harrell and dealership  owner Fred Gibb, had already created the 1969 ZL1 Aluminum 427 Camaro for competition in the two SS/B classes (stock and automatic) and the iron L72 427 ‘69 Camaro into the pair of SS/C classes.

What to do for NHRA’s SS/D manual and automatic transmission classes? Piggins, Howell, Prior and others collectively thought that the Chevelle sport coupe with the L72 427 engine would fit perfectly. So they began talking to many people in the know, including dealerships nationwide. In short order, the necessary Central Office Production Order (COPO) system for the SS/D ‘69 Chevelle sport coupe commenced. It really got carried away-in a good way. (See the COPO breakdown sidebar.) In the next few months, dealerships ordered somewhere between 350 and 375.
1969 Chevy Chevelle Side View
Here is one of 12 Yenko 9562…

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1969 Chevy Chevelle Side View
Here is one of 12 Yenko 9562 L72 427 Chevelles in Garnet red. We also dig Dover white and Daytona yellow. The Yenko 5-spoke wheels really set the car off.

Enter Don Yenko
A stellar Corvette road racer in his youth, Don Yenko followed in his father’s footsteps in running the family dealership in Canonsburg, Pennsylvania-a town of 8,000 south of the “Steel City,” Pittsburgh. Yenko also did his math and felt that the corporate COPO system, which he’d begun using in 1967 for some 427 Camaros, would benefit him greatly in 1969. Yenko told Piggins that the COPO 427 Chevelle was a winner, but he wanted around 100 of them to further modify into “Yenko SC 427 Chevelles.” He’d already done so with the Camaro for two years in 1967 and 1968. The Chevrolet Product Promotion department was struttin’ its stuff!

Of the 350 +/- COPO 1969 Chevelles produced, Don Yenko ordered 99 of them. The remaining 251 +/- Chevelles were ordered and sold through other Chevrolet dealers nationwide.

Today, these Chevys are considered “real estate” due to what they once represented back in the day. No one knows if every COPO performance car was indeed drag raced, as intended, against Fords and Mopars. Those COPO cars that remain today and have paperwork to prove authenticity are generally considered museum pieces.

How did COPO L72 427 Chevelles with various options come about?
1969 Chevy Chevelle 427 Engine
Does the 1969 COPO Chevelle…

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1969 Chevy Chevelle 427 Engine
Does the 1969 COPO Chevelle have any ancestors? Yes, the 1965 Z16 SS 396, the 1967 COPO 427 Chevelle (total unknown) and this 1968 Dick Harrell dual quad 427 Chevelle (total unknown).

Chevrolet, via Vince Piggins’ Product Promotion department, decided to assign at least 12 different COPO numbers and letters to Chevelles with different transmissions, suspension components, tires, brakes, and bucket seats.

COPO Chevelle Special Features:
- Super Sport blackout grille with bow tie emblem
- Super Sport hood
- Black rear cove panel
- 12-bolt differential with 4.10:1 gearing (code KQ)
- Standard Malibu interior
- Either SS emblem or Bow Tie emblem on steering wheel
- L72 425hp 427 (code MQ with four-speed transmission or code MP with TH400 automatic transmission).
- Optional: Side body stripes, RPO NC8 chambered exhaust.

1969 Yenko Chevelle Breakdown
Of the 99 built, 55 had a four-speed manual transmission, bench seat and standard steering. Six of these had a vinyl roof. Thirty-seven more were TH400 automatics with power steering, rear radio antenna and a vinyl top. One automatic transmission car had no vinyl top. Body colors included: Le Mans blue -20, Fathom green -18, Butternut yellow -16, Hugger orange -14, Garnet red -12, Daytona yellow -12, Dover white -5 and Olympic gold -5.

Supercar Reunion
Every year, the Yenko Sports Car Club hosts a Super Car Reunion in the St. Louis suburb of Collinsville. Every COPO and dealer-built car is invited. A show /display, drag races and seminars are included.

Click here to see Chevelle COPO photos

69 Chevy Camaro SS

Danny’s lifelong love affair with cars goes all the way back to a sunny afternoon in 1964 when he first laid eyes on his dad’s brand new Ford Galaxy 500. His fascination with all things automotive stuck with him throughout his childhood days when classmates would pay him to whip up sketches all the way to his graduation from the prestigious College of Creative Studies in Detroit Michigan where he earned his degree in Industrial Design.

Having since worked as a designer for General Motors, Ford Motor Company and the Chrysler Corporation, automotive design remains one of the great loves of Danny’s life. He pours himself into his paintings out of an overwhelming appreciation for the industry and his desire to capture an image in its most genuine form.

Having completed pieces for a variety of famous personalities including Bill Cosby and Jay Leno, Danny’s artistic ability is now well recognized and appreciated for the obvious passion he brings to each piece. Danny continues to showcase his work at car shows and automotive events throughout the Detroit area. Click here to see some of his amazing work

Rick Flair Camaro SS

I came across a blog post featuring famous people next to there new Camaro. I’m not really into the celebrity culture, but being that the Camaro is not quite exotic (though it did win International Design Car of the Year at this year’s NY Auto Show) I was curious as to who else is proud to be seen next to or behind the wheel of one of these muscular machines. Those of you who frequent TMZ or whatever other entertainment sites the kids are into these days may already be familiar with the following celebrity Camaro owners:

• Brad Pitt
• Lebron James
• John Cena
• Rick Flair
• Nate Clements
• Jim Jones (You can barely make out his Camaro in the 3rd photo down)

Camaro SS

After decades of being the No. 1 brand in Northeast Ohio, Chevrolet fell behind Ford last year. Chevy dealers don’t want that to be a trend.

So when organizers of the Cleveland Auto Show tried to see if several different brands wanted to get together to create an indoor test track at the I-X Center, Chevy dealers said no. They wanted the whole track for themselves.

“I think it’s going to be packed from open to close,” said Rob Patterson, Chevrolet zone manager for much of Ohio and western Pennsylvania.

There will be two free indoor test tracks at the show this year – the Chevy track and Camp Jeep, a smaller course at that brand’s exhibit. The Jeep exhibit was a popular feature at several auto shows in 2007 and 2008, but it was not in Cleveland last year.

Patterson said at the GM track the visitor can drive either at Chevy Malibu, a Camaro or an Equinox crossover. At the Jeep exhibit, the show visitor is a passenger in a vehicle driven by a product specialist.

Auto show chairman Gary Adams said he was surprised when the Chevrolet dealers group snapped up all of the space for the test track. Because of the large amount of space needed, he had assumed that no brand would want to take on all of the expense alone.

“It’s costly because it’s indoor space,” Adams said.

Adams and Patterson declined to share the cost of the new exhibit, but both said it was a major investment by Chevrolet dealers.

Patrick O’Brien, general manager of Pat O’Brien Chevrolet in Westlake, said he was excited about getting show visitors behind the wheel of a Camaro. He said the muscle car could attract a lot of attention to the display.

“It’s a great car, and not a lot of people have gotten a chance to drive one,” O’Brien said.

Though it’s 1,000 feet long, the indoor test track isn’t the ideal place to try out such as powerful sports car. Adams said the show is hoping speeds will stay well below 20 miles per hour.

“I’d love to get it up around 80, but that’s probably not a good idea indoors,” Adams said.

Story by Robert Schoenberger, The Plain Dealer

1970 Chevelle SS

How to spot a genuine SS Chevelle / El Camino
by: Daniel Carr (Part 3)

In 1970, there were two different SS packages available. One was the “Z25″ SS-396 and the other was the “Z15″ SS-454. There were only two engine choices for the SS-396: the 350 and 375 horsepower versions. It was a confusing year for 396 buyers. The 396 engines now actually displaced 402 cubic inches, but were still called a “396″ when installed in an SS. There was also a new 330 horsepower “LS3″ big-block “400″ engine option available for the non-SS Malibu and El Camino Custom. To confuse things even further, there was a 400 cubic inch 2-bbl small-block available (only in the ‘70 Monte Carlo).

The Malibu “400″ big-block was also actually a 402, and was basically an overbored version of the 325 horsepower 396 motor that had been available on the ‘68 and ‘69 SSs. The “Malibu 400″ package, produced from ‘70-’72 on the Chevelle and El Camino is fairly scarce today. The reason is that many of these big-block vehicles have been converted to SS clones. In stock form, the Malibu 400 and El Camino 400 carried “400″ emblems on the fenders.

A very limited number of SS Chevelles with the 375 HP 396 and the “L89″ aluminum heads were produced in ‘70.

There were two engines available for the ‘70 SS-454 : the 360 horsepower “LS5″ and the 450 horsepower “LS6″. The ‘70 LS5 Chevelle is actually rarer than the ‘70 LS6 Chevelle. The LS6 was only available in the ‘70 Chevelle, the ‘70 El Camino, and the ‘71 Corvette. It was never available to the public in *any* other cars. The ‘70 LS5 motor used in the Corvette was identical to the Chevelle LS5, but for marketing reasons the Corvette rating was 390 horsepower. There was purported to be one known LS6 Chevelle with the L89 aluminum head option, but it is now generally believed that this car (and its documentation) is fake. Chevrolet also had an experimental LS7 engine that was supposed to be available in the ‘70 Corvette, but never materialized. However, the LS7 heads were available over the counter at GM dealers in ‘71 and ‘72. No factory built LS7 cars were ever sold to the public.

The ‘70 & up SS now had a completely different dash than the non-SS models. The ‘70 SS would have either “SS/396″ or “SS/454″ emblems on the fenders (and on the tailgate of the El Camino). The Chevelle SS had a white “SS” logo in the black rubber pad on the rear bumper. Both the Chevelle SS and El Camino SS had a large “SS” grille emblem (without any engine size).

The SS models also had a hood with a large bulge in the rear center. Hood stripes were an extra cost option with this hood. There was also a “Cowl Induction” option available. It had “Cowl Induction” emblems on either side of the bulge and a door on the top of the bulge that would open automatically when the engine needed extra air. The Cowl Induction option was NOT standard on any SS – it was always an extra cost item. The Cowl Induction option came with hood stripes. You could, however, delete the Cowl Induction stripes at no cost.You could get the stipes without the Cowl Induction option (at additional cost). All of the ‘70-’72 SS cars came with hood pins, except for some of the early ‘70 models (those built around April of 1970 or earlier) that were not ordered with Cowl Induction.

The ‘70 SS came with the same wheels used on the ’69s.

1969 Chevelle SS For Sale

How to spot a genuine SS Chevelle / El Camino
by: Daniel Carr (Part 2) 

From 1969 on, the SS was no longer a separate model. Instead, it was now an “SS” option package added to a 300 Deluxe model, Malibu model, or El Camino Custom model. 1969 was the only model year that the SS package could be ordered on the base model Chevelle 300 Deluxe (as a 2-door coupe or a 2-door post sedan). The only SS option in ‘69 was the “Z25″ SS-396 package. The ‘69 and up cars are harder to authenticate because the VIN can not be used to confirm if the car is an SS. 

There were two colors that were exclusive to the ‘69 SS. “Monaco Orange” (code 72) and “Daytona Yellow” (code 76). If either of these paint codes appear on the cowl tag (and the cowl tag is genuine) then that would prove the car to be a genuine SS. 

VIN tag doesn’t tell you much

If someone had a nice ‘69 Malibu, and a rusted out ‘69 SS, it would be easy for them to simply move the SS equipment over to the Malibu. As long as they did not alter or move the VIN plates or cowl tags, this would be perfectly legal, and since the VIN tag doesn’t tell you much, there would be almost no way for you to know. 

From ‘69 on, single-piston disk brakes were STANDARD equipment with the SS package. These brakes are easier to find parts for than the earlier four-piston disk brakes. 

Chevrolet literature indicates that the only way to get a 396 was with the SS package. However, there appears to be at least one late-production Chevelle that was built with a 396 and all the required SS equipment, but the “Z25″ SS-396 option was not listed on the car’s build sheet. It is believed that this car came from the factory with “SS” emblems, but that is not 100% certain. 

Again in 1969, the only available SS engine was the 396 (in the same flavors as in 1968). In 1969, however, it was possible (if you knew who to talk to) to order something called a COPO 427 Chevelle. COPO stands for “Central Office Production Order”. The COPO program allowed dealers to order equipment that was not usually available (such as special paint, special engines, etc.) Unlike the ’68s, the ‘69 Chevelles had their 427 engines installed at the FACTORY, not the dealership. This makes the ‘69 427s more legitimate in the eyes of collectors today. You didn’t necessarily have to go to Yenko or some other special dealer in ‘69 to get a 427 Chevelle. Your local dealer could usually get you one if you filled out the right paperwork. While the ‘69 COPO 427s had basically the same equipment as the SS-396s, they were not generally considered SSs because they did not have any external “SS” or “427″ identification. They were the ultimate sleepers. Any genuine ‘69 COPO 427 Chevelle is quite valuable today. There are also unconfirmed reports of a ‘69 COPO 427 El Camino. 

In addition, there was an “L89″ aluminum head option available for the ‘69 375 HP 396. Few were ordered. 

1969 SSs had “SS/396″ emblems on the front, back, fenders, door panels, on the dash above the glove box, and on the standard SS steering wheel. The ‘69 SS also had the twin-bulge hood like the ’68s, but the bolt holes where the hood hinges attached were slightly different. The ‘69 SS came with 14″ SS wheels with “SS” center caps. The ‘69 SS stripe option consisted of a black, white, or red stripe which ran along the upper body sides. There are also reports of a few ‘69 SSs with dealer-painted hood stripes, similar to the stripes used on many ‘70-’72 SSs. 

Another rare car, produced only in ‘69, was an SS Chevelle built on the 2-door post sedan, the “Chevelle 300″. This was the only year that a 2-door post sedan SS was produced. Most of the ‘69 SSs, and all the ‘70-’72 SSs, were built upon the 2-door Malibu pillarless coupe.