Contrary to appearances, the 1LE’s red brake calipers were otherwise identical to the SS.
Although the ZL1 was incredibly fast on the track, the 1LE was the pure track car.
It is worth noting that the FE4, FE6, ZL1, and Z/28 use a revised rear sway bar design that moves the drop links outboard of the control arms. Camaro program engineering manager Tony Roma said it “makes a bar with the same diameter four to five times more effective” than the previous design. A matched set of sticky, 285-mm Goodyear Eagle F1 Supercar G:2 tires complement the bars, rather than using the staggered Pirelli P-Zero’s on regular SS coupes. Although the suspension bushings and spring rates carry over, heavier-duty wheel bearings, toe links, and rear shock mounts are borrowed from the ZL1. The rear shocks are switched to monotube (from twin on the SS), symbolic of the 1LE’s singular purpose.
That was until the 2014 Z/28 was created.
As the sun sets on the fifth-gen platform, it will be remembered for its combination of cutting-edge technology, impressive performance, and nostalgic looks that helped reinvigorate the muscle car wars.
By comparison, the Camaro ZL1 and Z/28 are completely different animals from even the road racing–inspired 1LE-equipped SS. The ZL1 is a high-tech marvel that provides the “best of both worlds” approach to handling by using Magnetic Ride Control. This sophisticated electronic system changes the shock valving on the fly using Magneto-Rheological fluid that changes viscosity by way of an electromagnet.
The ZL1’s MR system is not simply a warmed-over version of what was found in the C6 Corvette. The old single-wire design was replaced with a dual-wire version 3.0 that uses two smaller magnets and new ride height sensors. This MR is part of a new Performance Traction Management (PTM) that integrates it with launch control, traction control, stability control, and the electric power steering. The new PTM is so fast you can actually floor it at a corner exit and let the computer do all the work, managing the vehicle dynamics. PTM can modulate engine torque 1,000 times per second to reach the very edge of traction.
The forged 19-inch Z/28 wheels were the lightest of the bunch and combined with massive carbon ceramic brakes for unparalleled performance.
The Brembo carbon ceramic brakes are one of a handful of parts not available to the general public, helping to ensure there are no Z/28 clones.
In terms of hard parts, stiffer cradle and suspension bushings were used to match the increased grip. A set of 25-mm front and 28-mm solid sway bars match the staggered 285- and 305-mm Supercar rubber. And the stiffer progressive-rate rear springs spec at 70 to 45 N/mm. The front is identical to the FE3/FE4’s 27 N/mm.
The Camaro Z/28 takes the ZL1’s passion to the next level. Minus the use of Magnetic Ride, the Z/28 uses the same advanced Performance Traction Management system as the ZL1, but calibrated for the Z/28’s components and intentions. Multimatic Dynamic Suspensions Spool Valve dampeners, such as those used in Formula One racing, have a more singular purpose than Magnetic Ride: track domination. Hundreds of hours of hot lapping and combing through data allowed the engineers to precisely tune the inverted monotube struts and aluminum-body monotube shocks. These dampeners are designed to be consistent lap after lap in providing optimum wheel control and are stiffer and more responsive than the 1LE, for example.
The springs are also considerably stiffer, at 50 N/mm front and 91 N/mm rear because ride quality isn’t a real concern. This allowed a smaller set of 25-mm front and 26-mm rear sway bars. The key, though, is a set of R-compound Pirelli PZero Trofeo R tires that measure a whopping 305 mm at all four corners.
With 1.08-g capable during lateral acceleration, higher durometer bushings are needed to keep from distorting and possibly even tearing. The lower control arm ride link “travel limiter” (aka front sway bar end link) bushing is 50-percent stiffer, which also improves steering feel. The rear upper control arm bushings are 400-percent stiffer; a 25-percent increase to the inner and outer lower trailing link bushings help prevent toe change under high loads. Like the 1LE, the Z/28 also comes with a strut tower brace for additional chassis stiffening. It has less weight to carry around the track thanks to a strict diet plan. Thinner rear window glass (from 3.5 to 3.2 mm), lightweight rear seat with no trunk folding/pass-through, no air conditioning, removed wiring/sound system, and a 19-inch wheel include some of the measures taken by the engineering team to strip around 100 pounds.
From the Z/28 all the way down the lineup, the Camaro offers impressive braking. The Z/28’s carbon ceramic Brembos are, of course, the best of them. Measuring 15.5 inches in the front and 15.3 inches in the rear with six-piston front and four-piston rear calipers, brake fade is not a concern on the Z/28. In addition to face-planting occupants at 1.8 g and stopping from 60 to 0 mph in less than 100 feet (according to Motor Trend), the carbon brakes also shed more than 21 pounds in unsprung weight.
Two-piece rotors, though steel, were used on the ZL1 for the same reason. The ZL1 is no slouch, using a similar set of six- and four-piston calipers, but with smaller (14.6-inch front, 14.4-inch rear) rotors.
The SS also uses a fixed aluminum caliper from Brembo, with four pistons in the front and a single piston in the rear to clamp 14- and 14.4-inch one-piece rotors. The LS/LT fills its 18- and 19-inch wheels with 12.64-inch front and 12.4-inch rear brakes with floating, single-piston alloy calipers. Although dwarfed by the rest of the lineup, by normal standards these are a pretty substantial set of brakes.
Whether you are an avid road racer, drag racer, or street enthusiast, the fifth-gen Camaro has the capabilities to perform admirably. From its intimidating lap times at the Nürburgring, success in the Grand-Am and SPEED World Challenge series, countless wins in the NHRA, and the sheer volume of cars sold in the United States, the 2010–2015 Camaro is hell-bent on domination. And the origin of this success is sheer determination. From inception, the Camaro was built with adversarial intentions and not much has changed.
Out of the box, the fifth-gen Camaro SS made more power and was a vastly superior handling car to the little Blue Oval pony. The Mustang’s live rear axle proved to be its Achilles’ heel in terms of handling and ride quality. Unfortunately, though, the Camaro’s straight-line acceleration suffered due to its weight. The lighter pony car was at least .1 second faster in the quarter-mile (and frequently .2 faster for 0–60) when the 2011 model debuted. The even-heavier Dodge Challenger suffered the same fate and was usually one- to two-tenths slower than the Camaro in the quarter-mile. Its weight and softer suspension also proved to be a detriment to handling, despite its independent rear suspension.
When comparing the ZL1, outgoing 662 hp GT500, and the 700 hp Challenger Hellcat, things become more interesting. Despite being the heaviest of the group, the Hellcat had the second fastest (11.7 at 125 mph during a Motor Trend test) run on the GT500’s heels. In the same test, the ZL1 ran a respectable 12.2 at 116 mph. Typically the GT500 runs in the range of 11.6 at 125 mph. But the straight axle Shelby and the understeer-happy Hellcat can’t hold a candle to the ZL1 through the twisties.