That’s why when you are given the chance to drive a concept car you should cherish it and remember it and then of course brag about it later. Matt Nauman was one such lucky man who was able to test drive the Chevy Camaro convertible. He was only allowed to drive it in the parking lot because it is not yet licensed for on-road travel. But that doesn’t take away his experience.

Nauman described the Camaro as nostalgic. The Painted Hugger Orange with dark gray sport stripes, the Camaro convertible looked fresh and powerful. The light seats, leather and suede-like Alcantara inserts, with black seat-backs set a bold tone. The cockpit features deep conical gauges with silver-white faces, an oddly chunky three-spoke steering wheel and a huge shifter shaped like a bottle of Pierre Cardin cologne. Four gauges in front of the shifter are a bit hard to see.

Under the hood is a big V-8. Large wheels, 21-inchers up front and 22-inchers in back, complete the muscular profile. It’s a low, wide, sleek car. Not overdone, certainly, but bold in its color and its head-turning quotient. Door handles are subtle afterthoughts, but the dual exhaust and chrome gas-tank lid are exclamation points.

Nauman stated that, “It was easy to imagine getting into that first Camaro back in September ‘66 as I stepped inside the convertible concept. I was driving Hot Wheels during the heyday of the muscle cars, but I’ve now been in the Camaro convertible and Dodge Challenger concepts as well as the new Mustangs, including the Shelby GT500, so I feel like I’m almost part of it all over again.”

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He said Camaro’s Adelaide showing was also a great opportunity to gauge the Australian motoring public’s appetite for the iconic sports legend. “ Chevrolet Camaro’s engineering and design work is happening right here, right now, at Fishermans Bend,” Mr Stolfo said.
“We are very excited about helping style the look and developing the thrilling drive performance that are hallmarks of this iconic nameplate.

“We also want to see whether Australian buyers would want a Chevrolet Camaro in local dealerships. This motor show is an excellent opportunity to put that appetite to the test.”
The all-new Camaro will begin with early production versions at the end of 2008 and will go on sale in the first quarter of 2009. A production convertible model will be added later that year.

The front-engine, rear-wheel-drive sport coupe will feature an independent rear suspension, and will be offered in a variety of models with the choice of manual and automatic transmissions and V-6 and V-8 engines. Chevrolet General Manager Ed Peper said: “We intend to make the all-new Camaro relevant to younger buyers while retaining its appeal to current fans.

“The beauty of the best Camaros is that they have always been beautiful to look at with performance that rivals expensive European GTs. Yet they were practical enough to drive every day and priced within the reach of many new-car buyers.” Mr Welburn said the overall proportions, long hood and powerful fender forms say, ‘This is a front-engine, rear-wheel drive performance vehicle’.

The prominent front grille and hood bulge hint at the power of the Corvette-inspired V-8 engine. Large wheels and tyres, exposed high-performance brakes and prominent fender shapes signal that the Camaro Concept has the handling and braking to go with the powertrain. The cockpit of the Camaro nestles between sharply defined fender forms, a design element inspired by fighter planes and the new Corvette.

The same purposeful design is reflected in the interior of the Camaro Concept. The gauges and splash of orange trim hint at classic first-generation Camaros, but the overall design and execution reflect the no-nonsense functionality that drivers expect from a high-performance Chevrolet sports car. The Camaro Concept features the latest generation of GM’s legendary small-block V-8. This concept version of the LS2 is rated at 400 horsepower (298kW).

The Camaro Concept’s six-speed manual transmission provides a wide spread of ratios for aggressive acceleration off the line, confident passing and merging and efficient highway cruising. Modern sports cars are about more than just straight-line speed, so the Camaro Concept features a sophisticated rear-wheel drive chassis.

Its independent front and rear suspension features progressive-rate springs and gas-pressurized dampers. Four-wheel vented disc brakes with 14-inch rotors provide confident stopping under all conditions. Enhancing both the performance and appearance of the Camaro Concept are unique five-spoke cast alloy wheels, 21 inches in the front and 22 inches in the rear.

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Along with the Phase III and SS-427 Camaros, the Super Series may have generated more interest then the original Baldwin-Motion supercars built by Rosen from 1967-1974. Those were the pavement melting Camaros, Chevelles, Novas, Corvettes, and Chevrolets Motion Performance guaranteed would go mid 11s with a qualified driver. Now it’s 2007 and Motion Performance is back in the supercar business in ways never dreamed of 40 years ago.

While the cars remain true to their big-block heritage, today’s Baldwin-Motion SS-427 and Phase III Camaros are light years ahead of their forebears, bristling with the latest technology in brakes, suspensions, and audio systems. Clocking a 10-second quarter-mile, and then cruising home with the air on and Ludacris kickin’ from a 2,200-watt Sony 10-speaker Xplod audio system is what you’d expect from these guys. If the Phase III and SS-427 Camaros carry on the Motion tradition, the SuperSpeedster lays out big time braggin’ rights for the Sarasota, Florida-based company.

And don’t think Rosen is just loaning out his name and cashing the checks; he’s a big part of the development and engineering of each car. “Mr. Motion” is still magic with a big-block engine. His camshaft designs and techniques for building ultimate Rat motors weren’t learned overnight. He’s been doing this sort of thing since the early ’60s when he opened a dyno shop in Brooklyn, New York.

That means the SuperSpeedster’s massive 540 cubic inch engine, fitted with a Kinsler Cross Ram fuel injection, has the potential to tear your head clean off. Motion starts with a aluminum block with a 4.50-inch bore and 4.25-inch stroke to produce 540 cubic inches. The bottom end features a forged crank with Eagle 6.535 H-beam rods and 10.0:1 forged pistons. The Dart heads were treated to a complete cleanup, focusing on the chambers and valve seats as well as port and polish job. The Comp Cams stick is a secret grind by Rosen and bumps a roller valvetrain. Topside is a rare pair of original Motion valve covers and that exquisitely precise Kinsler Cross Ram with sequential electronic fuel injection for optimum performance and drivability.

The engine is set back 13 inches for superb front to rear weight distribution and is mated to a Tremec five-speed transmission. A trip to the state of the art chassis dyno cell at Areocomp Racing in Sanford, Florida, gave us an idea of just how well the Motion 540 engine runs. At 5,500 rpm the engine produced 522.2 rear wheel horsepower and 534.4 lb-ft of rear wheel torque at 5,000 rpm. We can tell you that there’s lots more grunt in this engine because the charts were still climbing straight up before they shut it down. It’s safe to say that the Motion 540 is making an easy 725 horsepower at the flywheel on pump gas, and it wasn’t even breathing hard.

To get all that power planted firmly on the asphalt, a Motion independent rear suspension, with cast aluminum unequal-length upper and lower control arms with toe-control links and Penske coilover shocks is used. Nestled in the center of the narrowed rear is a Dana 44-4 Hydra-Lok speed sensing limited-slip differential, connected to the Tremec by a Precision Shaft Technologies driveshaft. Up front is an aluminum independent SLA setup with Penske coilovers and stabilizer bar.

By today’s standards, a performance car has to have a balance between acceleration, and braking, steering and cornering. The SuperSpeedster’s steering is a variable ratio, power-assisted rack and pinion setup. The braking system is up to the task as well. Two-piece, 14-inch Baer/Motion Extreme-Plus rotors are cross-drilled and slotted, and fitted with dual opposing Motion six-piston calipers. The front 18×10-inch Bonspeed wheels are fitted with 285/30ZR18 Michelin Pilot Sport tires, and massive 19×12 Bonspeeds at the rear ride on 345/30ZR19 Michelin Pilot Sports.

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Virtually overnight, the conservative Chevrolet image became synonymous with high performance. Over the years, the small block V8 has maintained this image, especially because of its use in the high-performance Corvette. With this legacy in mind, GM engineers built the LS1, recognizing this as the opportunity to evolve the small block to the ultimate pushrod V8 engine for the 21st century.

The LS1 is characterized by lots of power and immediate responsiveness. It retains the small block’s simplicity and elegance of design, while maintaining an exceptionally compact and efficient package size. One of the most exciting LS1 features is its all-aluminum block, designed for stiffness, strength and low mass. A unique crankshaft design and replicated ports improve engine breathing, allowing the engine to fulfill its mission-to produce power. How much power? Try 340 massive horses under the hood and 350 lb.-ft. of raw, tire-grabbing torque.

The LS1 has many refined features that contribute to the overall power of the engine. One of the most notable of these features is the 10:1 compression ratio, which helps maximize LS1’s power output. Also, friction-reducing cast-steel roller rocker arms add stiffness to the valve train structure, enabling higher engine speeds. The intake manifold is made of a new lightweight composite material that saves weight and helps air flow more smoothly into the engine, resulting in enhanced performance. The hydraulic roller valve lifters minimize friction for long-lasting durability, and help prevent internal power loss.

This important engine attribute is enhanced in part by a new accessory drive system. The use of direct-mount accessories and the elimination of fasteners and attachment holes contribute to overall noise and vibration reduction. LS1’s hollow-camshaft design also helps reduce noise and vibration.

Several features help reduce engine emissions in the LS1. The “coil near plug” ignition system produces high ignition energy, which results in increased combustion and better emissions. The dual-wall air-gap exhaust manifold improves catalytic converter light-off, which helps lower emissions. Also, a sophisticated Sequential Fuel Injection (SFI) system helps make the LS1 emissions-compliant for years to come.

Overall, the new LS1 small block features a long list of improvements and new features that fifth-generation Corvette owners will appreciate. These improvements are all designed with one goal in mind: to provide the Corvette owner with world-class sports car performance. With the time-proven small block V8 design to build on, the LS1 is clearly the most technologically advanced pushrod V8 engine GM has ever produced, and is definitely up to the task of powering the legendary Corvette.

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He ordered the no-option “B4C” package, known for its light curb weight, hardtop roof, and bare-bones musclecar attitude. Tom didn’t check off on any fancy options that could slow the car down. It took him six long years to arrive at the desired result he was looking for.

The day Kempf picked this car up from the dealership, he drove it straight to a chassis dyno to get his baseline numbers. The car put down an anemic 286 rwhp, a little below average for an LS1-equipped F-body. Immediately, Kempf went the bolt-on modification path, and raced the car. Not being satisfied, he built a 382ci setup.

He went racing some more. The Z28 continued to get quicker, and Kempf’s wallet got lighter. Eventually, it ran 10s on motor with a 422ci stroker, but that wasn’t good enough. Next at bat was a 414ci stroker, equipped with a bottle of nitrous. This Camaro ran three LS1TECH.com racing seasons in the 9-second zone, with a best of 9.20 at 150 mph on the bottle, but Tom wasn’t satisfied.

Kempf assembled an impressive team of Gen III performers from his home state of Michigan. Stenod Performance, in Troy, Michigan, handled the chassis chores and fabrication work on the custom turbo system. Wheel to Wheel Powertrain, in Madison Heights, Michigan, designed and assembled the bulletproof 370ci Gen III engine. Together, this team built this Z into a 1,569hp Camaro that has gone a best of 8.08 at 176 mph. The current 370ci engine isn’t anything too exotic. It is however, a nice list of matched components from popular companies, assembled with precision by W2W.

The engine block is the ever-popular LSX family 6.0L iron block, sourced from a late model GM pickup truck. It has been fortified with billet mains, and now has bronze lifter bores. Diamond Pistons provided the 8.5:1 CR slugs, which hammer a set of GRP aluminum rods. These rods ride on a set of Clevite bearings and spin the Callies billet crankshaft.

Futral Motorsports spec’d out the solid roller camshaft and COMP Cams lifters. A Meziere electric water pump keeps the coolant circulating. Down below, a dry- sump oiling system keeps the engine lubed. Induction duties are handled by a GM Performance Parts single-plane, carb-style intake manifold and 105mm Wilson throttle body.

The forced induction flow is guided into the cylinders by a set of CNC ported heads by ET Performance. ARP head studs and copper head gaskets keep the combustion events inside the engine. Peeking through the nose of the car is the Precision 101mm turbo, set at 30 psi boost. The compressed air passes through a custom air-to- water intercooler system that rides shotgun in the passenger seat.

The Stenod turbo header system uses 1-7/8-inch primaries and has a huge 5-inch downpipe. The combo chugs C16 race fuel through a set of Lucas 160 lb/hr injectors, supplied by an Aeromotive belt-driven pump. The engine is controlled by a Big Stuff 3 system, which fires off the spark signals to a set of OEM truck coil packs.

In order to run numbers like this 3,500-lb Z28 does, a stout drivetrain and suspension are required. Kempf selected a JW race-prepped TH400 transmission, and a 5,000-stall Neil Chance converter. A custom chrome moly driveshaft turns a set of 3.50 gears inside of the Stenod custom 9-inch-based rear end.

Moser 35-spline axles spin the wheels out back. Stenod designed a custom coilover rear suspension setup, and Harlan Engineering designed the lightweight aluminum control arms and the anti-roll bar. An off-the-shelf Spohn torque arm keeps the rearend pointed in the right direction. Afco double-adjustable shocks are used front and rear. Up front, a Stenod custom chrome moly K-member, along with a Flaming River manual rack-and-pinion steering assembly are used.

The Camaro rides on a set of Weld Alumastar wheels, which conceal a set of Aerospace drag brakes. Mickey Thompson Front Runners and 315/60R15 drag radials are the tires of choice. As you probably noticed by now, it doesn’t appear that Kempf cuts any corners when it comes to his hot rod.

Even the appearance is showcar worthy, with its shaved antenna, stretched rear quarter-panels, custom fabricated fiberglass hood, and a killer flame paint job by Jesse James at Stenod. The interior sports a custom racing seat by TB-America, and a removable Grant steering wheel. The 25.5 NHRA-spec rollcage was completed by Stenod for the new certification requirements.

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A few camaro enthusiasts noticed option code JL8, which put a set of Corvette disc brakes on all four corners of the Z/28. Chevy said 206 people ponied up the $500.50 they charged for the JL8 option, but real numbers indicate only about 56 JL8 Camaros were actually delivered from the factory. The few that survive are the most desirable Z/28s built.

Including its original window sticker, dealer order form, and original factory shipper invoice, it was bought by auto writer Dave Emanuel and featured in several articles on Z/28 performance written by him in the 1970s.

There are fourteen factory options on it, including 4.10 Positraction rear, rear deck spoiler, cockpit instrumentation, cowl induction hood, and M21 close-ratio four-speed, in addition to the Z/28 package and the JL8 disc brakes. Emanuel also ordered it in Le Mans Blue (the most desirable color among today’s Camaro collectors), with the fold-down rear seat, center console, Endura front bumper, sport steering wheel, AM radio, and deluxe interior trim.

It is fitted with the standard four-barrel Holley carburetor, but also comes with one of the rare and desirable Holley Cross Ram dual four-barrel intake manifolds, still in the original factory packaging. Carefully restored and in better than showroom condition, there is probably no better 1969 Z/28 anywhere. The engine and all-important components are numbers-matching and original to the car. It is not a “clone,” a “replica,” or a “tribute.” It is a real, factory ordered JL8 Z/28 and is the best ‘69 Z/28 in the world.

In 1967, Chevrolet introduced Regular Production Order (RPO) Z28 (the slash didn’t come until 1968) to publicize the new Camaro, then racing in the SCCA Trans-Am series. The conservatively rated 290-hp, 302-ci small block V8 (basically a de-stroked 327) featured special cylinder heads, an aluminum intake manifold, a huge 750 CFM Holley four-barrel carb and specially selected components. It was an engine built to live at sustained high rpm.
Even the accessory drive pulleys were special deep-groove units to retain the fan belt at high engine speeds.

With aftermarket or GM “over-the-counter” exhaust headers installed and a competent tune, the 302 made far in excess of the 290-hp insurance-friendly rating. This engine, coupled with Z28-specific parts such as power disc brakes, quick-ratio steering, big E70/15 tires on 7″ wheels, and heavy duty suspension made it instantly competitive.

By 1969, Chevrolet had fine-tuned the Z/28 package and one could order a very purposeful Z right from the factory. The subject of this profile is one such car. With any Camaro, documentation is key and very few cars have it. While the validity of the proclaimed number of 56 cars leaving GM with the JL8 option is debatable, in the end it’s rare to find a real factory JL8 car with documentation.

A well known “real” car, our subject vehicle is without question an excellent factory JL8 Z/28. Owned for many years by Emanuel, it was later owned by a master fabricator who spends his days building hot rods for Roy Brizio, who’s often compared talent-wise to Boyd Coddington or Chip Foose, but builds more traditional-looking cars.

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Inside there are 30th Anniversary front floor mats, Arctic White seats with black-and-white houndstooth inserts and five-color 30th Anniversary logo a “30” with the red, white and blue Camaro badge embroidered on the headrests. Arctic White leather is a further option, and the package is available on coupe or convertible, the latter with an Arctic White top.

Under the special cosmetics it’s a Z28, and that means there’s a 5.7-liter V8 under the hood. The LT1 engine is a torquey pushrod V8 in the classic sense, developing 325 lb-ft of torque at 2400 rpm, while producing 285 bhp at 5200 rpm. That’s tire spinning muscle and power that can reach speeds to get you in very very much trouble with law enforcement officialdom.

Of course, if there’s a V8, there’s gotta be a rumble and the Z28 rumbles with the best of them. No need to buy custom pipes. The dual exhaust is one of the best stereo sets you could ever want, whether at full throttle or burbling overrun. It plays to the tune of premium unleaded, however, with a 16/27 city/highway EPA mileage rating.

The Z28’s V8 is connected to either a 6-speed manual or 4-speed electronic automatic transmission. The six ratio manual provides a gear for everything you could want to do in a Camaro that doesn’t require the skills of a contortionist.

Everything from the sturdy shift lever to the cogs themselves will stand up to anything this side of gearbox abuse, and with two overdrive gears, there’s no excuse for poor gas mileage on the Interstate. Believe the EPA. On the other hand, this Borg-Warner box has the accursed CAGS system. Standing for Computer-Aided Gear Selection, it’s as awful as its acronym sounds.

Devised to return higher gas mileage on the EPA city mileage cycle, it forces a first-to-fourth gear shift under light acceleration. The fix is shift at slightly higher revs. Just wait for the CAGS warning light to go out.

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With key Camaro styling cues, it recalls the classic Camaros of the late 60s and 70s without being too much of a retro pastiche, a trick Ford has pulled off successfully with its latest Mustang, the Camaro’s closest rival. The prototype on show in Detroit is finished in a bright ‘Hugger Orange’ tri-coat pearlescent paint with grey side stripes, with 21″ orange/grey wheels up front and 22″ on the rear.

Details such as gill-like air intakes in the rear bumpers, a race-type fuel filler and a bonnet air scoop have been carried over from the coupe, but there have been minor changes to the windscreen and rear seating area to allow for the folding canvas roof and tonneau cover, and a different rear spoiler added. The concept’s cabin reflects the same orange shade, but toned down by black and silver Alcantara/leather seats and aluminium detailing.

GM hasn’t given away much about the Camaro’s tech spec as yet, but this concept does feature a new V8 thought to be a 400bhp-plus version of the latest Corvette engine. Like the coupe, this convertible will be rear-wheel drive, however, with all-round independent suspension and four-wheel disc brakes.

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Coupes include removable T-tops roof panels and body-color roof halo, whereas convertibles have a black top. Inside, the front headrests bear the 35th anniversary logo, a special trophy/rear shelf mat, an Ebony leather interior trim and a special-issue owner’s portfolio; while the 35th anniversary badge is inscribed on all 2002 Camaros sport’s dashboard. The exterior looks just like the 1998-2001 models, which is quite aggressive looking.

Available options packages transform Camaro into something sportier than its original image. The Sports Appearance package is available on Camaro Z28 that includes rear fascias while the SS Performance/Appearance Package adds more meat to the already muscular Z28 coupe or convertible.

Also, all Z28s get an upgrade with standard installation of a Monsoon AM/FM Premium Sound system with in-dash CD. Then, standard safety and security items include front air bags, battery run-down protection, theft-deterrent system, engine oil life monitor and daytime running lamps. Z28 is just another high quality vehicle in Chevrolet Camaro’s fleet. It continues the legacy of delivering top performing cars with its line-up.

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The 302 also features a carbon fiber driveshaft. The chassis has been stiffened with Hotchkis springs, sway bars, rear control arms, panhard bar and strut tower brace. Koni double adjustable shocks and Baer Racing 14-inch cross-drilled brake rotors and PBR calipers help with cornering. The 302’s interior is complete with an L.G. Motorsports roll bar, special Recaro seats with five-point safety belts and a Billet Hurst six-speed shifter.

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