2014 Chevrolet Camaro Z/28 Laps Nurburgring in 7:37.47

[Lord T]

(from General Motors Press Release)

Track-capable Camaro Z/28 Validated at Nürburgring

Z/28 undergoes 10 hours or 1,000 miles of testing at Nordschleife
Fastest lap completed in 7:37.40 in rainy conditions

DETROIT – Chevrolet today revealed a video of the all-new, 2014 Camaro Z/28 lapping Germany’s challenging Nürburgring road course in 7:37.40, a time comparable with some of the world’s most prestigious sports cars.

The Z/28’s lap is four seconds faster than the Camaro ZL1, and beats published times for the Porsche 911 Carrera S and the Lamborghini Murcielago LP640. The Z/28’s lap was completed on less-than-ideal conditions, with damp pavement and pouring rain near the end of the run.

"One of the challenges of testing at the 'Ring is that the track is so long that conditions can change radically in a single lap," said Al Oppenheiser, Camaro chief engineer. "Adam Dean, the development driver for Z/28, did a heroic job driving in deteriorating conditions. Based on telemetry data from our test sessions, we know the Z/28 can be as much as six seconds faster on a dry track."

In terms of lap times, the Z/28’s improved speed came from three areas:

-Increased grip: The Z/28 is capable of 1.08 g in cornering acceleration, due to comprehensive chassis revisions

-Increased stopping power: The Z/28 features Brembo carbon-ceramic brakes capable of 1.5 g in deceleration, and consistent brake feel lap after lap

-Reduced curb weight: The naturally aspirated Z/28 weighs 300 pounds less than the supercharged Camaro ZL1, with changes ranging from lightweight wheels to thinner rear-window glass.

The heart of the Z/28 is the 7.0L LS7 engine. The LS7 uses lightweight, racing-proven, high-performance components, such as titanium intake valves and connecting rods, CNC-ported aluminum cylinder heads and a forged-steel crankshaft to help produce an SAE-certified 505 horsepower (376 kW) and 481 lb-ft of torque (652 Nm). Air-conditioning is available, but only as an option.

A close-ratio six-speed manual transmission is the only transmission offered and power is distributed to the rear wheels via a limited-slip differential featuring a helical gear set, rather than traditional clutch packs. The new design enables the driver to apply more power and get through corners faster, by making the most of the capability of individual-wheel antilock brake function during corner entry braking, mid-corner speed and corner-exit traction.

The team spent a week at the Nürburgring as part of the Z/28's performance-validation regimen, accumulating a total of 10 hours and nearly 1,000 miles on the track. Each lap took less than eight minutes to complete, despite having to overtake slower traffic at times. These hours are part of the grueling 24-Hour Test, which simulates a full year's worth of track use of track days or amateur-level competition at the hands of an owner.

“Passing the 24-Hour Test is a requirement for all cars we call 'track capable,’” said Wayne McConnell, director of global vehicle performance. "The test pushes the car at 10/10ths on the track for a total of 24 hours. During the test the only mechanical changes allowed are replacing the brakes and tires.”

The 24-Hour Test is broken into a number of segments over the course of several days – and even at different tracks – to evaluate performance in precisely measured and carefully monitored increments. Crucially, each valid test lap must be run within 2 percent of a target lap speed to count toward the 24-hour total.

The 24-Hour Test was first used in the early 1990s for the fourth-generation Corvette. Back then, the 300-horsepower Corvette was Chevrolet’s most powerful vehicle, and the 24-Hour Test measured 15 channels of data. Today, the 2014 Camaro LS offers a 323-horsepower V-6, while the Camaro Z/28’s racing-proven LS7 7.0L small-block V-8 delivers 505 horsepower, and the 24-Hour Test measures 130 channels of data.

“Our cars' performance and capability have advanced tremendously in the past 20 years, which required us to continually improve the parameters of the 24-Hour Test," said McConnell.

"Today’s test pushes the car harder than the vast majority of customers ever will. As a result, when we call a car ‘track capable’ we are confident that it will perform reliably and consistently for our customers.”

 

[Lord T]

2014 Chevrolet Camaro Z/28 Laps Nurburgring in 7:37.47

No one expected GM to show a 500-hp naturally aspirated 2014 Chevrolet Camaro Z/28 coupe at the New York auto show earlier this year, but ever since the automaker did, bow-tie fans have been eagerly awaiting Nürburgring lap times. Now, Chevrolet has released a new video showing an in-car view of the 2014 Camaro Z/28 as it laps the famed track in 7 minutes, 37.47 seconds — in the rain.

With that time, the Chevrolet Camaro Z/28 slots in between the Ruf RT12 (7:35), and 991 Porsche 911 Carrera S (7:37.9). That time is also ahead of the supercharged C6 Corvette ZR1 on Michelin Pilot Sport ZP run-flat tires (7:38) and the Camaro ZL1 (7.41:27) coupes as well as the C6 Corvette Z06 (7:42.99) — the car that shares its engine with the Camaro Z/28. The 7.0-liter LS7 V-8 makes 505 hp and 481 lb-ft of torque in the Camaro Z/28.

Update: Chevrolet released more information regarding the 2014 Camaro Z/28′s Nürburgring lap time. While the 7:37.40 lap time puts the Camaro Z/28 in good company, Chevrolet claims the track-capable muscle car would go faster in more ideal conditions:

“One of the challenges of testing at the ‘Ring is that the track is so long that conditions can change radically in a single lap,” said Al Oppenheiser, Camaro chief engineer, in a release. “Adam Dean, the development driver for Z/28, did a heroic job driving in deteriorating conditions. Based on telemetry data from our test sessions, we know the Z/28 can be as much as six seconds faster on a dry track.”

In order for the Camaro Z/28 to be considered track capable, it had to go through GM’s “24-Hour Test” where the car is pushed at 10/10ths on the track for a total of 24 hours. Only brakes and tires are replaced during testing. The Camaro Z/28 accumulated 10 hours and nearly 1000 miles on the track alone, with every lap coming in under eight minutes even with traffic.

With a focus on lap times, much of the sound deadening and audio system has been removed, while air conditioning is optional. The Camaro Z/28 is 300 pounds lighter than the supercharged ZL1 model. Other track-oriented updates include thinner rear glass, shocks featuring individual adjustment of bumper and rebound settings for both high- and low-speed wheel motions as well as 305/30ZR-19 Pirelli PZero Trofeo R tires — possibly the widest front tires available on a production car — on all four corners. GM claims the Camaro Z/28 can pull 1.085 lateral g average and up to 1.5 g in braking with its large Brembo brakes.

 

[Lord T]

2014 Chevrolet Camaro Z/28 Coupe

Like many of us, the Camaro entered its fourth decade carrying a little extra baggage. Thick in the haunches and laden with the obligatory accouterments of the modern automotive era, Chevrolet still managed to squeeze mind-blowing performance from it, namely in the form of the Camaro ZL1, a car that goes, stops, and turns better than any 4120-pound, 580-hp car has a right to. But for Al Oppenheiser, chief engineer of the Camaro program, that was just a warm-up. The next step in the shape-up plan was the Camaro SS 1LE, a lighter, tighter, track-tuned car, followed by the surprise appearance of the even more track-focused Z/28 at the New York auto show. Clearly, Mr. Oppenheiser is not only a man with a plan but also has the friends in high places to make it happen. To give us a taste of its most recent and lightest-weight efforts, Chevrolet invited us out to GM’s Milford Road Course to provide some ballast for a cadre of hot shoes for a Nürburgring-worthy workout in a trio of Z/28s.

Hang Tight

Moments into the first hot lap, it becomes apparent that grip was high on the list of the Z/28 team’s objectives. Halfway into the deeply dished turn affectionately known as “Pahrump 2” we’re pulling more than 1.00 g, and the chassis remains rock solid. Not only a test of the suspension, this corner was intentionally designed to starve engines of oil, a job it fails at miserably with the Z/28. While the driver and passenger strain to keep the horizon in their sights, the Z’s dry-sump system—the first ever in a production Camaro—remains unfazed, supplying the rotating assemblies of the 7.0-liter engine with a steady stream of motor oil.

Speaking of the engine, it’s no secret the LS7 was chosen because it’s 64 pounds lighter than the LSA found in the ZL1. Producing 505 horsepower and 481 lb-ft of torque (10 more than it makes in the Corvette), its internals read like a who’s who of horsepower weekly: Mahle pistons, a K&N air intake, and Pankl titanium connecting rods. Oppenheiser says the connecting rods survived a 50-hour torture test running at redline with little to no wear. Z/28-specific exhaust headers are fitted, funneling into a 3.0-inch exhaust that tapers 2.75 inches at the rear. Engine oil is cooled by the same liquid-to-liquid system found in the Corvette ZR1. Word is all Z/28 engines will be built at the GM Performance Build Center in Bowling Green, Kentucky.

Milford’s Nürburgring-like high-speed esses pass beneath us with nary a wiggle or twitch from the chassis. (Check out the Z/28’s 7-minute and 37-second run on the real Nürburgring here.) Much of the credit goes to the 305/30-ZR 19-inch Pirelli Trofeo R tires that reside at each corner. Wheel size is staggered slightly—19-by-11.0-inch front, 19-by-11.5-inch rear—to improve rear-tire handling at the limit. Chevrolet tells us going with the 19-inch tire-and-wheel package saves 48 pounds over a 20-inch setup and lowers the center of gravity by 1.29 inches. Engineers told us they were experiencing radical tire-bead slip to the tune of a full rotation or more during hot lapping, so they successfully devised a system of knurling the bead area to keep the tires tight. Engineer Mark Stielow says the wear pattern is surprisingly even, which speaks to the overall balance of the package.

But the suspension isn’t just along for the ride; nearly every component has been reworked for the Z/28. Compared to a standard SS, the springs are a whopping 85-percent stiffer in front and 65-percent in the rear, and all of the bushings have been stiffened to improve steering feel and help achieve the car’s 1.08-g maximum lateral cornering figure. Interestingly, the team was able to fit smaller stabilizer bars, down from 28 to 25 mm in front, and 27 to 26 mm out back. Part of the change was made possible by the use of Multimatic DSSV (Dynamic Suspensions Spool Valve) dampers, which make their first appearance in a volume production vehicle in the Z/28. Essentially they trade shims used to tune traditional dampers for shaped ports. The result is improved transient response, thermal stability, minimal fade, easier and more predictable tuning via Multimatic’s proprietary software. Overall, the Z/28 has 190 unique parts in comparison to the SS.

Shifty Motives and Private Diets

Because of the engine’s prodigious output, hyperactive rowing of the close-ratio Tremec TR6060 six-speed transmission was not required to lap the circuit. When needed, however, the driver snicked them off easily, thanks to the combination of double- and triple-cone synchronizers on all gears. First gear in the Z/28 is a 2.66:1 ratio compared with a stock SS’s 3.01, all the gears following suit except for fourth, which is 1.00 for both cars. The rear end carries a 3.91:1 final-drive ratio (the SS’s is 3.45). Using a Torsen helical limited-slip instead of a traditional unit allows for the ABS to function for individual wheel sides and provides rapid torque coupling when powering out of a corner. This change alone cut 0.7 second off the car’s lap times at Milford. A liquid-to-liquid cooler similar to the one in the ZL1 cools both the transmission and the diff. Oppenheiser says a specific break-in plan will be outlined in the owner’s manual to ensure the powertrain and the driveline enter the world with performance and durability in mind.

No opportunity to drop pounds from the Z/28 was overlooked. In addition to the aforementioned weight savings made with the engine and running stock, the team shaved 28 pounds by dumping the A/C (you can still get it as an option), 21.1 by fitting Brembo carbon-ceramic brakes, 10.3 by lightening the rear-seat assembly, 10.1 by omitting some sound deadening, and more through a variety of measures. All in, it weighs 300 fewer pounds than a Camaro ZL1. A specific front splitter, rear spoiler, hood vent, rockers, and fender-lip flares conspire to produce 440 more pounds of downforce at 150 mph than in the Camaro SS.

Lapping the circuit during a cool-down lap, it’s clear that compromise wasn’t a part of the team’s agenda. The car is tight and free of the rattles that often plague track-focused vehicles. The Z/28’s best time on the Milford course is 1:53.71. That’s 2.87 seconds quicker than a ZL1 and 5.14 seconds quicker than the SS 1LE. And here’s where it gets personal: Engineers say the Z/28 betters their best lap time in a 2012 Mustang Boss 302 Laguna Seca by 5.34 seconds.

Oppenheiser says they think they can sell 3000 to 4000 Z/28s over the next two to three years and figures the cars should start showing up in showrooms late in the first quarter of 2014. The Z/28 is expected to be pricier than the ZL1, but firm numbers haven’t been set. When your author asked Oppenheiser whether there is a driving principle that keeps him and his team on constant watch, he eloquently replied, “Yeah, to beat the shit out of anything Ford puts on the road. And that goes for the whole company from top to bottom.”

 

[Lord T]

2014 Chevrolet Camaro Z/28 Coupe

Like many of us, the Camaro entered its fourth decade carrying a little extra baggage. Thick in the haunches and laden with the obligatory accouterments of the modern automotive era, Chevrolet still managed to squeeze mind-blowing performance from it, namely in the form of the Camaro ZL1, a car that goes, stops, and turns better than any 4120-pound, 580-hp car has a right to. But for Al Oppenheiser, chief engineer of the Camaro program, that was just a warm-up. The next step in the shape-up plan was the Camaro SS 1LE, a lighter, tighter, track-tuned car, followed by the surprise appearance of the even more track-focused Z/28 at the New York auto show. Clearly, Mr. Oppenheiser is not only a man with a plan but also has the friends in high places to make it happen. To give us a taste of its most recent and lightest-weight efforts, Chevrolet invited us out to GM’s Milford Road Course to provide some ballast for a cadre of hot shoes for a Nürburgring-worthy workout in a trio of Z/28s.

Hang Tight

Moments into the first hot lap, it becomes apparent that grip was high on the list of the Z/28 team’s objectives. Halfway into the deeply dished turn affectionately known as “Pahrump 2” we’re pulling more than 1.00 g, and the chassis remains rock solid. Not only a test of the suspension, this corner was intentionally designed to starve engines of oil, a job it fails at miserably with the Z/28. While the driver and passenger strain to keep the horizon in their sights, the Z’s dry-sump system—the first ever in a production Camaro—remains unfazed, supplying the rotating assemblies of the 7.0-liter engine with a steady stream of motor oil.

Speaking of the engine, it’s no secret the LS7 was chosen because it’s 64 pounds lighter than the LSA found in the ZL1. Producing 505 horsepower and 481 lb-ft of torque (10 more than it makes in the Corvette), its internals read like a who’s who of horsepower weekly: Mahle pistons, a K&N air intake, and Pankl titanium connecting rods. Oppenheiser says the connecting rods survived a 50-hour torture test running at redline with little to no wear. Z/28-specific exhaust headers are fitted, funneling into a 3.0-inch exhaust that tapers 2.75 inches at the rear. Engine oil is cooled by the same liquid-to-liquid system found in the Corvette ZR1. Word is all Z/28 engines will be built at the GM Performance Build Center in Bowling Green, Kentucky.

Milford’s Nürburgring-like high-speed esses pass beneath us with nary a wiggle or twitch from the chassis. (Check out the Z/28’s 7-minute and 37-second run on the real Nürburgring here.) Much of the credit goes to the 305/30-ZR 19-inch Pirelli Trofeo R tires that reside at each corner. Wheel size is staggered slightly—19-by-11.0-inch front, 19-by-11.5-inch rear—to improve rear-tire handling at the limit. Chevrolet tells us going with the 19-inch tire-and-wheel package saves 48 pounds over a 20-inch setup and lowers the center of gravity by 1.29 inches. Engineers told us they were experiencing radical tire-bead slip to the tune of a full rotation or more during hot lapping, so they successfully devised a system of knurling the bead area to keep the tires tight. Engineer Mark Stielow says the wear pattern is surprisingly even, which speaks to the overall balance of the package.

But the suspension isn’t just along for the ride; nearly every component has been reworked for the Z/28. Compared to a standard SS, the springs are a whopping 85-percent stiffer in front and 65-percent in the rear, and all of the bushings have been stiffened to improve steering feel and help achieve the car’s 1.08-g maximum lateral cornering figure. Interestingly, the team was able to fit smaller stabilizer bars, down from 28 to 25 mm in front, and 27 to 26 mm out back. Part of the change was made possible by the use of Multimatic DSSV (Dynamic Suspensions Spool Valve) dampers, which make their first appearance in a volume production vehicle in the Z/28. Essentially they trade shims used to tune traditional dampers for shaped ports. The result is improved transient response, thermal stability, minimal fade, easier and more predictable tuning via Multimatic’s proprietary software. Overall, the Z/28 has 190 unique parts in comparison to the SS.

Shifty Motives and Private Diets

Because of the engine’s prodigious output, hyperactive rowing of the close-ratio Tremec TR6060 six-speed transmission was not required to lap the circuit. When needed, however, the driver snicked them off easily, thanks to the combination of double- and triple-cone synchronizers on all gears. First gear in the Z/28 is a 2.66:1 ratio compared with a stock SS’s 3.01, all the gears following suit except for fourth, which is 1.00 for both cars. The rear end carries a 3.91:1 final-drive ratio (the SS’s is 3.45). Using a Torsen helical limited-slip instead of a traditional unit allows for the ABS to function for individual wheel sides and provides rapid torque coupling when powering out of a corner. This change alone cut 0.7 second off the car’s lap times at Milford. A liquid-to-liquid cooler similar to the one in the ZL1 cools both the transmission and the diff. Oppenheiser says a specific break-in plan will be outlined in the owner’s manual to ensure the powertrain and the driveline enter the world with performance and durability in mind.

No opportunity to drop pounds from the Z/28 was overlooked. In addition to the aforementioned weight savings made with the engine and running stock, the team shaved 28 pounds by dumping the A/C (you can still get it as an option), 21.1 by fitting Brembo carbon-ceramic brakes, 10.3 by lightening the rear-seat assembly, 10.1 by omitting some sound deadening, and more through a variety of measures. All in, it weighs 300 fewer pounds than a Camaro ZL1. A specific front splitter, rear spoiler, hood vent, rockers, and fender-lip flares conspire to produce 440 more pounds of downforce at 150 mph than in the Camaro SS.

Lapping the circuit during a cool-down lap, it’s clear that compromise wasn’t a part of the team’s agenda. The car is tight and free of the rattles that often plague track-focused vehicles. The Z/28’s best time on the Milford course is 1:53.71. That’s 2.87 seconds quicker than a ZL1 and 5.14 seconds quicker than the SS 1LE. And here’s where it gets personal: Engineers say the Z/28 betters their best lap time in a 2012 Mustang Boss 302 Laguna Seca by 5.34 seconds.

Oppenheiser says they think they can sell 3000 to 4000 Z/28s over the next two to three years and figures the cars should start showing up in showrooms late in the first quarter of 2014. The Z/28 is expected to be pricier than the ZL1, but firm numbers haven’t been set. When your author asked Oppenheiser whether there is a driving principle that keeps him and his team on constant watch, he eloquently replied, “Yeah, to beat the shit out of anything Ford puts on the road. And that goes for the whole company from top to bottom.”

 

[MASTERBAKER]

 

[safado]

NY Speed Limit still the same....

now they talking bout speeding cameras...

 

[Lord T]

Doing 160 mph in the rain on some Trofeo R tires!

It take a certain (crazy) dude to do that....

 

[DiGeneral]

I don't follow lap times at the Ring. Can anyone give some of the faster times of other cars, to compare to the Z28's time?

 

[Lord T]

I don't follow lap times at the Ring. Can anyone give some of the faster times of other cars, to compare to the Z28's time?

Sure! The Nurburgring track is a 12.9 mile long course with over 1,000ft of elevation changes from the lowest point to the highest.

Here's a list of some of the top times, and the number beside it is the year it was set:

1. Radical SR8LM-6:48.00 ('09)
2. Radical SR8-6:55.00 ('05)
3. Porsche 918 Spyder-6:57.00 ('13)
4. Gumpert Apollo Speed-7:11.57 ('09)
5. Dodge Viper SRT-10 ACR-7:12.13 ('10)
6. Porsche 918 Spyder-7:14.00 ('13)
7. Lexus LFA Nurburgring Package-7:14.64 ('12)
8. Donkervoort D8 RS-7:14.89 '05
9. Porsche 911 GT2 RS-7:18.00 '10
10. Radical SR3 Turbo-7:19.00 '03
11. Chevrolet Corvette ZR1-7:19.63 '12
12. Dodge Viper ACR-7:22.1 '09
13. Chevrolet Corvette Z06 Z07 Package-7:22.68 '11
14. Gumpert Apollo Sport-7:24.00 '07
15. Nissan GT-R-7:24.22 '11
16. Maserati MC12-7:24.29 '04
17. Pagani Zonda F Clubsport-7:24.65 '05
18. Lamborghini Aventador LP700-4-7:25.00 '11
19. KTM X-Bow R-7:25.00 '11
20. Ferrari Enzo -7:25.21 '02
21. Nissan GT-R-7:26.70 '08
22. Porsche 911 GT3 RS 4.0-7:27.00 '11
23. Ferrari 458 Italia-7:28.00 '09
24. McLaren MP4-12C -7:28.00 '10
25. Porsche Carrera GT-7:28.71'03
26. Mercedes SLS AMG GT-7:30.00 '12
27. Porsche 911 GT2-7:31.00 '07
28. Porsche 911 Turbo S-7:32.00 '10
29. Pagani Zonda F-7:33.00 '05
30. Porsche 911 GT3 RS-7:33.00 '10
31. Koenigsegg CCX-7:33.55 '06
32. Koenigsegg CCR-7:34.00 '04
33. Audi R8 GT-7:34.00 '10
34. Nissan GT-R Spec-V-7:34.46 '09
35. RUF RT12-7:35.00 '05
36. Chevy Camaro Z/28-7:37.40 '13
37. Porsche 911 Carrera S-7:37.90 '11
38. Porsche 911 Turbo-7:38.00 '06
39. Lexus LF-A-7:38.00 '10
40. Lamborghini Gallardo LP 570-4 Superleggera 7:38.00 '10
41. Ferrari 430 Scuderia-7:39.00 '07
42. Lamborghini Murcielago LP640-7:40.00 '06
43. McLaren Mercedes SLR-7:40.00 '03
44. Porsche 911 GT3-7:40.00 '09
45. Chevrolet Camaro ZL-1 7:41.27 '11
46. Porsche 911 GT3-7:42.00 '06
47. Radical SR3-7:42.00 '02
48. Lamborghini Murcielago LP 670-4 SuperVeloce-7:42.00 '09
49. Chevrolet Corvette Z06-7:42.90 '05
50. Porsche 911 GT3 RS-7:43.00 '03
51. Pagani Zonda C12 S-7:44.00 '02
52. Audi R8 V10 5.2 FSI-7:44.00 '09

 

[yourreplacement]

^^^^^^

 

[Real2DaC0re]

Sure! The Nurburgring track is a 12.9 mile long course with over 1,000ft of elevation changes from the lowest point to the highest.

Here's a list of some of the top times, and the number beside it is the year it was set:

1. Radical SR8LM-6:48.00 ('09)
2. Radical SR8-6:55.00 ('05)
3. Porsche 918 Spyder-6:57.00 ('13)
4. Gumpert Apollo Speed-7:11.57 ('09)
5. Dodge Viper SRT-10 ACR-7:12.13 ('10)
6. Porsche 918 Spyder-7:14.00 ('13)
7. Lexus LFA Nurburgring Package-7:14.64 ('12)
8. Donkervoort D8 RS-7:14.89 '05
9. Porsche 911 GT2 RS-7:18.00 '10
10. Radical SR3 Turbo-7:19.00 '03
11. Chevrolet Corvette ZR1-7:19.63 '12
12. Dodge Viper ACR-7:22.1 '09
13. Chevrolet Corvette Z06 Z07 Package-7:22.68 '11
14. Gumpert Apollo Sport-7:24.00 '07
15. Nissan GT-R-7:24.22 '11
16. Maserati MC12-7:24.29 '04
17. Pagani Zonda F Clubsport-7:24.65 '05
18. Lamborghini Aventador LP700-4-7:25.00 '11
19. KTM X-Bow R-7:25.00 '11
20. Ferrari Enzo -7:25.21 '02
21. Nissan GT-R-7:26.70 '08
22. Porsche 911 GT3 RS 4.0-7:27.00 '11
23. Ferrari 458 Italia-7:28.00 '09
24. McLaren MP4-12C -7:28.00 '10
25. Porsche Carrera GT-7:28.71'03
26. Mercedes SLS AMG GT-7:30.00 '12
27. Porsche 911 GT2-7:31.00 '07
28. Porsche 911 Turbo S-7:32.00 '10
29. Pagani Zonda F-7:33.00 '05
30. Porsche 911 GT3 RS-7:33.00 '10
31. Koenigsegg CCX-7:33.55 '06
32. Koenigsegg CCR-7:34.00 '04
33. Audi R8 GT-7:34.00 '10
34. Nissan GT-R Spec-V-7:34.46 '09
35. RUF RT12-7:35.00 '05
36. Chevy Camaro Z/28-7:37.40 '13
37. Porsche 911 Carrera S-7:37.90 '11
38. Porsche 911 Turbo-7:38.00 '06
39. Lexus LF-A-7:38.00 '10
40. Lamborghini Gallardo LP 570-4 Superleggera 7:38.00 '10
41. Ferrari 430 Scuderia-7:39.00 '07
42. Lamborghini Murcielago LP640-7:40.00 '06
43. McLaren Mercedes SLR-7:40.00 '03
44. Porsche 911 GT3-7:40.00 '09
45. Chevrolet Camaro ZL-1 7:41.27 '11
46. Porsche 911 GT3-7:42.00 '06
47. Radical SR3-7:42.00 '02
48. Lamborghini Murcielago LP 670-4 SuperVeloce-7:42.00 '09
49. Chevrolet Corvette Z06-7:42.90 '05
50. Porsche 911 GT3 RS-7:43.00 '03
51. Pagani Zonda C12 S-7:44.00 '02
52. Audi R8 V10 5.2 FSI-7:44.00 '09

I wonder why Ford don't do this track? I think the Mustang wouldn't come close to the Camaro.

 

[Backshot Bully]

I wonder why Ford don't do this track? I think the Mustang wouldn't come close to the Camaro.

cause ford and mustangs suck at all the people who think fords and mustangs even compare to chevrolet and camaros/corvettes

 

[Ruff Ryder]

Nice lap time for the new Z.

I wonder why Ford don't do this track? I think the Mustang wouldn't come close to the Camaro.

I would like to see the Shelby GT 500 do some laps around the 'ring to see if they can get all that 662 HP to the ground.

 

[ugk]

I want to build a Nurburgring in the US.. come on black people. let's pool our money together and do it

 

[3rd__Optic]

I wonder why Ford don't do this track? I think the Mustang wouldn't come close to the Camaro.

I'm thinking that this new mustang coming out will be a different story. They seem to be building the anticipation of something incredibly awesome coming. They're shooting for word appeal too.

From My Samsung Gee S4

 

[blkpole9]

Nice and can I get that with T-tops

 

[Backshot Bully]

I'm thinking that this new mustang coming out will be a different story. They seem to be building the anticipation of something incredibly awesome coming. They're shooting for word appeal too.

From My Samsung Gee S4

good luck with that new ugly design shit will barely get purchased in the U.S.

 

[billybob2]

I want to build a Nurburgring in the US.. come on black people. let's pool our money together and do it

it would be nice to have like a 10 mile straight way, I mean you would have like 10 miles of just taking your car to the limit

 

[Hey Julian!]

I want to build a Nurburgring in the US.. come on black people. let's pool our money together and do it

There as move to do it outside of Vegas. Making an exact replica and charge for runs around the track to the public. Manufacturerer could set-up shop to test vehicles as well. Plans fell through though.

http://www.motorauthority.com/news/1074010_nurburgring-race-track-may-get-las-vegas-twin

 

[Lord T]

 

[Lord T]

Nice lap time for the new Z.



I would like to see the Shelby GT 500 do some laps around the 'ring to see if they can get all that 662 HP to the ground.

I think that is why we haven't seen a time from the GT500. There were spy photos of the GT500 testing there before it was available.

I think Ford realized it would be a black eye if they're putting down that much hp and and still don't turn a time better than the ZL1 posted. On a course like that, the ZL1's magnetic Ride Control is pure magic.

The GT500 beasts on the ZL1 on the strip though.

 

[ugk]

There as move to do it outside of Vegas. Making an exact replica and charge for runs around the track to the public. Manufacturerer could set-up shop to test vehicles as well. Plans fell through though.

http://www.motorauthority.com/news/1074010_nurburgring-race-track-may-get-las-vegas-twin

Yeah man, I remember reading about that..

Shit, I have no idea why it fell through though. A Nurburgring in the US could pull in some major dough.. especially if you place in the right place where US automakers can test their vehicles.

 

[Lord T]

Yeah man, I remember reading about that..

Shit, I have no idea why it fell through though. A Nurburgring in the US could pull in some major dough.. especially if you place in the right place where US automakers can test their vehicles.

Very true!

 

[a1rimrocka]

Z28 comes with 305's in the front

 

[Lord T]

The key thing to keep in mind about the 2014 Camaro Z/28 is that it isn't just another crosstown rival for the Ford Mustang. Sure, the 1LE and Boss 302 are perfectly matched for a fight, and heavyweights ZL1 and Shelby GT500 equally so, but really, there isn't a clear competitor from Ford or even Chrysler for this even more extreme Z/28. (At least, not yet.) Chevy is dead set on testing new waters with its track-focused Z/28, and firmly states that this car is not to be treated as a daily driver. To that end, Chevy is extending the factory warranty on the Z/28 to include track use – the company stands behind the full performance capabilities of this car.

Chevy has taken out everything that wasn't a legal necessity or didn't improve performance. Of course, the larger V8 engine adds some heft, as do added bits of aero and the higher caliber chassis, suspension, braking and wheel/tire components. The end result, however, is a Camaro that weighs 3,837 pounds – some 300 pounds less than a ZL1 coupe – and has enough added aero to produce 440 pounds of downforce at 150 miles per hour. The functional aerodynamic enhancements include a front splitter, large rear spoiler, hood vent, reshaped rockers and Gurney lip fender flares.

More than 190 of the Z/28's parts are unique, with each one focused on solely making this thing the most capable track car in the Camaro lineup. In addition to the LS7 tweaks, the Z/28 marks the first application of a dry sump lubrication system in a Camaro, designed to better handle frequent high revving and the higher g-forces of the Z/28's improved cornering ability. Of course, things get super hot under extreme driving conditions, so to keep it all in check, there's a liquid-to-liquid cooling system for the engine oil (identical to the system used in the Corvette ZR1), and the transmission and differential are kept cool with a high-capacity liquid-to-air system that's similar to what Chevy uses in the Camaro ZL1.

Compared again to the ZL1, the Z/28 is less powerful, but as we've learned before, engine output isn't everything. Surely, no one will complain about the Z/28's naturally aspirated 7.0-liter V8, officially rated at 505 horsepower at 6,100 rpm and 481 pound-feet of torque at 4,800 rpm. Yes, you could argue that that using GM's supercharged 6.2-liter LSA V8 from the ZL1 and Cadillac's V models would have been a good choice, but simply put, the Bowling Green-assembled LS7, which was also used by the last-generation Corvette Z06, weighs less and still absolutely rocks.

A few tweaks were made to the LS7 during Z/28 development. Pankl titanium connecting rods were added, Oppenheiser says the connecting rods survived a 50-hour torture test running at redline with little to no wear. Mahle pistons, and a revised air intake with K&N cold-air induction and exhaust headers were added as well. The 505-hp rating may be the same as the LS7-powered Corvette Z06, but the extra massaging here in the Camaro is what yielded the 481 lb-ft number – 11 more torques than in the 'Vette. The only transmission available is a Tremec TR6060 six-speed manual, with close-ratio gearing and a 3.91 final drive ratio – up from 3.45 in the Camaro SS.

To keep everything steady, Chevy has fitted a beefier Torsen helical limited-slip differential, which we're told cuts lap times on the Milford Road Course by 0.7 seconds. This improved setup is specifically designed to optimize track performance, with built-in programming for corner entry, mid-point and exit.

Perhaps most importantly, the suspension has been heavily reworked, with springs that are 85-percent stiffer up front and 65-percent stiffer in the rear, optimized for the new Multimatic DSSV (Dynamic Suspensions Spool Valve) dampers. These state-of-the-art dampers were first pioneered in the Champ Car series in 2002, and to this day are used in Formula One by Red Bull Racing. DSSV dampers are also found in DTM, Formula 3 and the Ferrari 458 Challenge, and were installed as factory equipment on the Aston Martin One-77. The Camaro Z/28 marks the first mainstream application of the DSSV dampers.

Naturally, higher-quality stoppers were fitted: lightweight, carbon ceramic brakes at all four corners. Up front, the big rotors measure 15.5 inches with fixed, six-piston calipers (in an asymmetric layout for improved clamp-force distribution), and at the back, large 15.4-inch rotors are used with four-piston fixed calipers.

 

[Lord T]

Z28 comes with 305's in the front

Yep!

Here's the press release on the tires

Designed for racetrack driving on dry asphalt.

Developed to provide even greater performance - on the occasion of Track Days - when fitted to the most powerful vehicles such as Porsche, Ferrari, BMW, Lamborghini, including the MY2012.

With P ZERO™ TROFEO R you can fully appreciate the performance of extreme vehicles in complete safety, especially on the track.

In extreme conditions, typical of racetrack driving, it reacts with precision to commands. On dry asphalt, even in the most demanding sessions it ensures high levels of grip and constant trajectories.
P ZERO™ TROFEO R is not recommended for use in very wet track conditions.

Specific for racetrack driving, it is approved for road use, enabling travel to the track. In the event of very wet asphalt, with the risk of aquaplaning, prudent driving at reduced speed is recommended.

P ZERO™ TROFEO R has brand new HAOF (highly aromatic oil free) compounds and a redesigned tread pattern that have produced extraordinary results: on the one hand, a notable improvement in stability and, above all lateral grip in the dry, on the other hand, a notable reduction in wear.

Treadwear is 60

From the reviews I've read on them so far In terms of grip and laptimes...

Trofeo>MSPC>Corsas>>Supersports

 

[M3MD]

I give Chevy a lot of credit to make a dedicated track car like this...and do a damn good job at that.

I especially love that they didn't use the supercharged LSA motor from the ZR1 and went with the naturally aspirated 7.0L V8!

One of the main reasons I went with the RS5....love NA motors!

 

[Real2DaC0re]

2014 Camaro Z/28 vs 2014 Mustang Boss 302

 

[SamSneed]

and no where in houston could you drive like that, second reason why i dont own a sports car, first is the roads and rain. cause when it rains all day streets become rivers and my rover comes in handy.

 

[soulcontroller]

 

[M3MD]

and no where in houston could you drive like that, second reason why i dont own a sports car, first is the roads and rain. cause when it rains all day streets become rivers and my rover comes in handy.

But this car particular is made for specifically for the track. GM doesn't recommend daily driving it

 

[DiGeneral]

Sure! The Nurburgring track is a 12.9 mile long course with over 1,000ft of elevation changes from the lowest point to the highest.

Here's a list of some of the top times, and the number beside it is the year it was set:

1. Radical SR8LM-6:48.00 ('09)
2. Radical SR8-6:55.00 ('05)
3. Porsche 918 Spyder-6:57.00 ('13)
4. Gumpert Apollo Speed-7:11.57 ('09)
5. Dodge Viper SRT-10 ACR-7:12.13 ('10)
6. Porsche 918 Spyder-7:14.00 ('13)
7. Lexus LFA Nurburgring Package-7:14.64 ('12)
8. Donkervoort D8 RS-7:14.89 '05
9. Porsche 911 GT2 RS-7:18.00 '10
10. Radical SR3 Turbo-7:19.00 '03
11. Chevrolet Corvette ZR1-7:19.63 '12
12. Dodge Viper ACR-7:22.1 '09
13. Chevrolet Corvette Z06 Z07 Package-7:22.68 '11
14. Gumpert Apollo Sport-7:24.00 '07
15. Nissan GT-R-7:24.22 '11
16. Maserati MC12-7:24.29 '04
17. Pagani Zonda F Clubsport-7:24.65 '05
18. Lamborghini Aventador LP700-4-7:25.00 '11
19. KTM X-Bow R-7:25.00 '11
20. Ferrari Enzo -7:25.21 '02
21. Nissan GT-R-7:26.70 '08
22. Porsche 911 GT3 RS 4.0-7:27.00 '11
23. Ferrari 458 Italia-7:28.00 '09
24. McLaren MP4-12C -7:28.00 '10
25. Porsche Carrera GT-7:28.71'03
26. Mercedes SLS AMG GT-7:30.00 '12
27. Porsche 911 GT2-7:31.00 '07
28. Porsche 911 Turbo S-7:32.00 '10
29. Pagani Zonda F-7:33.00 '05
30. Porsche 911 GT3 RS-7:33.00 '10
31. Koenigsegg CCX-7:33.55 '06
32. Koenigsegg CCR-7:34.00 '04
33. Audi R8 GT-7:34.00 '10
34. Nissan GT-R Spec-V-7:34.46 '09
35. RUF RT12-7:35.00 '05
36. Chevy Camaro Z/28-7:37.40 '13
37. Porsche 911 Carrera S-7:37.90 '11
38. Porsche 911 Turbo-7:38.00 '06
39. Lexus LF-A-7:38.00 '10
40. Lamborghini Gallardo LP 570-4 Superleggera 7:38.00 '10
41. Ferrari 430 Scuderia-7:39.00 '07
42. Lamborghini Murcielago LP640-7:40.00 '06
43. McLaren Mercedes SLR-7:40.00 '03
44. Porsche 911 GT3-7:40.00 '09
45. Chevrolet Camaro ZL-1 7:41.27 '11
46. Porsche 911 GT3-7:42.00 '06
47. Radical SR3-7:42.00 '02
48. Lamborghini Murcielago LP 670-4 SuperVeloce-7:42.00 '09
49. Chevrolet Corvette Z06-7:42.90 '05
50. Porsche 911 GT3 RS-7:43.00 '03
51. Pagani Zonda C12 S-7:44.00 '02
52. Audi R8 V10 5.2 FSI-7:44.00 '09

Good looking bro, puts things into prospective nicely.....

 

[a1rimrocka]

and no where in houston could you drive like that, second reason why i dont own a sports car, first is the roads and rain. cause when it rains all day streets become rivers and my rover comes in handy.

like M3MD said, it has a track-use warranty... main reason you wouldn't be driving it around Houston is because it doesn't even have AC or a stereo

 

[John Elway]

 

[Ruff Ryder]

and no where in houston could you drive like that, second reason why i dont own a sports car, first is the roads and rain. cause when it rains all day streets become rivers and my rover comes in handy.

That is why they make two car garages.