The “Flowtie” is unique to the Z/28 and has a hollow center to allow better airflow. It is emblematic of how dedicated the team was at improving the Z/28’s performance in every way imaginable.
The heat extractor, though not carbon fiber, was carried over from the SS, as was the thinner upper grille and reshaped bumper.
This refresh was a last hoorah for the Camaro, now that the sixth-gen was on the horizon.
Although a radio is intact, it actually had only one speaker to save weight. Air conditioning was optional. Anything that wasn’t essential was stripped.
The taillights were the biggest difference incorporated throughout the 2014 lineup. From the square double light to these large, rectangular versions, this gave a refresh to the fifth-gen’s styling, along with the new front end.
From 2010 to 2014, there were quite a few interior differences, from the MyLink interface, to the steering wheel, gauge cluster, and rearview mirror. However, these were subtle improvements rather than a complete redesign.
The 1LE still used a matte-black hood, albeit with a hood scoop.
The addition of the Z/28 also meant you could have Recaro seats in other models.
The 2014 Camaro 1LE package was not immune to the overhaul and looked like a mini Z/28.
The COPO Camaro program was reintroduced in 2011. It is built strictly for racing and does not carry a VIN (so it is unable to be registered for street use). Since its inception, there have been several changes, but the overall specs remain the same. It has a Strange Engineering 9-inch solid axle, several engine configurations, manual and automatic trans options, Aeromotive fuel system, long-tube headers, special fiberglass hood, and lightweight 15-inch drag wheels with either a 30 × 9-inch radial or bias-ply slick (depending on trans choice).
For the first year, COPOs were available in five production-based color options, though this Summit White version with blue graphics is perhaps the most recognizable. Year to year the colors and graphics changed.
Several engine configurations were available over the years depending on NHRA rules, including a few Whipple supercharged combinations. One even used a specially designed 4.0L supercharger with a 327-ci LSX; the 2.9L is shown here. In 2013, the COPO switched from the Delco ECM to a Holley HP processor, and went with three naturally aspirated combos. For 2014 and 2015, a Whipple supercharged combo was brought back but packing 350 cubes this time.
The COPO Camaro is very much a turnkey race car, built in Michigan. It comes with everything it needs for NHRA legality, including a certified chrome-moly roll cage, window net, and restraints.
The compact and lightweight nature of the pushrod V-8 architecture kept the LS series of engines in production for more than 15 years, originating with the 1997 Corvette and 1998 Camaro/Firebird. In fact, the Gen V LT1 in the 2014 Corvette Stingray isn’t exactly a radical departure. Many of the same basic design attributes can be found in the Gen III and Gen IV engines, such as the LS3, L99, LSA, and LS7 found in the fifth-generation Camaro.
The Gen IV small-block Chevy LS3 first appeared on the 2008 Corvette. The Camaro version is nearly identical with four notable exceptions: the oil pan, exhaust manifolds, air intake, and accessory drive system. These differences account for the variance in horsepower from the 2008–2013 Corvette to the 2010–2015 Camaro, although the exhaust system is mostly to blame. Chevrolet saved the freer flowing exhaust systems for the ZL1 and Z28. Both versions even rely on the same camshaft (204/211 duration at .050, .551, and .525-inch lift, 117 LSA) and composite intake manifold with a 90-mm electronic throttle body. The LS3 uses a 4.065-inch bore and 3.62-inch stroke for 376 ci of displacement. For those unfamiliar, the LS3 is a traditional cam-in-block arrangement with hydraulic roller lifters, pushrods, and 1.7-ratio steel rocker arms commanding two valves per cylinder (for a total of 16).
Even the automatic in the Camaro SS had six speeds. General Motors named it the 6L80; the “6” stood for the number of gears and the “80” was a strength rating. The extra gears kept the engine in its powerband longer, while cruising on the highway with a conservative rear-end ratio. General Motors is already up to eight gears now, which may seem excessive. However, it is an effective way of increasing fuel efficiency without losing performance.
The Tremec TR6060 is a beefier version of the T56 used in the fourth-generation Camaro. Gear ratios and internals vary per model, but they all have triple synchros and an integrated mid-plate and bellhousing.
Internally there was no difference between the 6.2L LS3 V-8 in the 2010 Camaro SS and the 2008–2013 Corvette. The L99, however, was specific to the Camaro SS and came only with an automatic transmission. Although it looks no different from the LS3 from the outside, its Variable Valve Timing (VVT) camshaft and Active Fuel Management (AFM, formerly known as DoD, Displacement on Demand) made the internals quite a bit different. In case you are wondering, the accessory drive system, oil pan, exhaust manifolds, and engine cover are unique to the Camaro.
The 3.6L LLT V-6 powered the LS and LT