Perhaps the most impressive thing about the fifth-gen platform is its high ceiling with modifications, particularly on V-8 models. Although V-6 models can easily rival their larger displacement counterparts in stock form, with the help of supercharger and turbocharger kits, the lack of aftermarket support for direct-injection fuel components constrains the power potential. The Gen IV V-8, on the other hand, is perhaps the most supported engine the aftermarket has ever seen. From whisper-quiet 1,500-hp fuel pump setups to big-block type displacement, LS engines are peerless in the aftermarket community. A simple cam swap can yield 50 to 100 hp, and even more with a good set of headers and cylinder heads. It is downright easy to make great power increases.
As impressive as the Coyote 5.0L and the late-model Hemi are, there are no 1,000-hp naturally aspirated Coyotes, 1,500-hp Hemi street cars, or 800-hp Pro Touring cars running around with either engine. Yet this is not at all uncommon in the LSx community. LSx engines offer incredible power potential and the reliability and variety of modifications is extensive. You can build the ultimate fifth-gen Camaro to do whatever you want, from drag racing, to drifting, road racing, autocross, circle track, standing mile, top speed racing, hill climbs, rallies, and just about anything else you can dream of. This book provides the tools to make those dreams a reality.
Sixth-Gen: A Look Ahead
The 2016 Camaro was unveiled on Belle Isle in May 2015 amid throngs of onlookers and reporters. It was announced that the lighter Alpha platform would be used in production at the Lansing Grand River Assembly Plant, though employing 70-percent unique components.
The basic structure is a unitized body frame with one- and two-sided galvanized steel. The length was reduced from 190.6 to 188.3 inches, height by 1.1 inch (to 53.1), and the wheelbase from 112.3 to 110.7 inches. The new architecture was credited for losing more than 200 pounds (133 in just the body) and gaining 28 percent of structural rigidity. Aluminum suspension pieces and a laser-brazed roof were just a few added measures to shed mass.
Like the later fifth-gens, the sixth-gen has a narrow upper grille and hood vents on the SS for a very slippery design. The front fascia has an “air curtain” to guide air around the wheel rather than through the wheelhouses. The sixth-gen spent 350 hours in the wind tunnel to achieve its shape, which reduces drag on the LT (for better fuel efficiency) and improves downforce on the SS (for better performance).
Despite some speculation that CAFÉ standards were just too strict, Chevrolet proudly announced that the Gen V LT1 small-block would power the SS. Sporting 455 hp and 455 ft-lbs of torque, the direct-injection 6.2L V-8 has every bit of muscle that the SS needs to stay true to its heritage while embracing the latest technology.
Like its pony car competitor at Ford, Chevrolet announced that the LT1 would be joined by a turbo 4-cylinder, as well as the latest 3.6L V-6. At 275 hp and 295 ft-lbs of torque, the 2.0L turbo LTG Ecotec is on par with the V-8s of only a few generations ago. The new LGX V-6 makes an impressive 335 hp and 284 ft-lbs of torque. A Tremec TR3160 6-speed manual and 8L45 8-speed auto are the transmissions of choice for the smaller two engines, while the SS wields a TR6060 6-speed manual again and an 8L90 8-speed auto. Originally released on the 2015 Corvette, the 8L90 has Active Rev Match to blip the throttle during downshifts just like an F1 car. The torquey 11.5:1 LT1 and lighter weight allows for a 2.66 first gear on the TR6060, unlike the previous SS, along with 3.73 rear gears. The 8L90 affords a conservative 2.77 rear gear with its steep 4.56 first and 2.97 second.
The suspension is new and improved, though not a complete departure. An independent five-link rear suspension with twin-tube shocks and a stabilizer bar enhance the previous iterations by reducing “squat” during acceleration and reducing mass by 26 pounds. Magnetic Ride with monotube shocks are available on the SS for the first time, capable of reading and adjusting at 1,000 times per second as with the previous ZL1. The front suspension is a new double-pivot MacPherson-type strut arrangement with dual lower ball joints, stabilizer bar, and twin-tube struts; Mag Ride with inverted monotube struts is available on the SS.
After months of teasing, the 2016 Camaro was introduced at the 2015 Detroit Belle Isle Grand Prix. Thus the sixth-generation was born.
Along with the new quick-ratio electronic steering assist, the SS was designed to be lighter and more nimble feeling. The engineering team also used the terms linear and communicative to describe the steering feel on the sixth-gen. The 20-inch wheels are still the standard with Goodyear Eagle F1 Asymmetric 3 run-flat tires, and 18-inchers with all-season Goodyears on the LT. Brembo brakes are available on all models, topping out at 13.6 inches on the SS.
From extensive testing, Chevrolet knows that switching the lower grille angle from 20 to 13 degrees creates a 1-percent improvement in cooling. A belly pan is used underneath the car that stretches from the grille to the center of the car to reduce lift by 30 percent, as well as drag. Although the hip line is reminiscent of the fifth-gen, the lines are unique and seem to hint at the new era of aerodynamic testing and thought.
Brembo brakes are available on all models, up to 13.6 inches on the SS.
The greenhouse isn’t a huge improvement in site line, but Chevrolet did manage to update the interior appropriately. This treatment is less nostalgic and more cutting edge.
Three engine options are offered for the 2016 Camaro: 455-hp V-8, 335-hp V-6, and 275-hp turbo 4-cylinder. All three are fuel-efficient direct-injection engines with Variable Valve Timing. The LT1 V-8 also has Active Fuel Management like the previous L99.
Despite commonalities of the Alpha platform, 70 percent of the Camaro is unique, including the dimensions, suspension geometry, and powertrain.
Aluminum front and rear suspension pieces with composite links reduce weight by 21 percent.
CHASSIS: SUSPENSION, BRAKES, WHEELS AND TIRES
As I mentioned in the Introduction, the fifth-generation Camaro came factory-equipped for world-class handling. Those demanding even greater capabilities