550-Horsepower Chevrolet Camaro Makes Debut

Paradoxically, General Motors, the company that has received plaudits for its partially electric Chevrolet Volt, is also courting less environmentally conscious drivers who crave performance with the new 550-horsepower model of the Camaro sports car. The new Camaro debuted on February 9 at the Chicago Auto Show.
This rendition of the Camaro ZL1 performance coupe will be substantially more powerful (and likely more expensive) than the 426-hp 2011 Chevrolet Camaro SS available currently.
“It’s the most technically advanced Camaro ever,” raved Rick Scheidt, the president of Chevrolet’s marketing team, in an announcement, “so we’ve chosen a name from the most elite and exclusive Camaro in history.”
The ZL1 moniker last appeared on an aluminum racing engine designed by General Motors during the 1960s and was installed in only a handful of 1969 Chevy Camaros.
The new ZL1 shares the same supercharged 6.2-liter V8 engine that powers Cadillac’s CTS-V series of high-performance luxury vehicles.
On the bulging hood of the 2012 Camaro ZL1, a sizeable pair of air ducts jut into a panel made of carbon fiber. The vehicle’s front end sports what GM refers to as a “Transformers 3” bumper, a reference to the movie in which the new Camaro played a prominent role.
“Everything about the ZL1’s design is directly related to its technology and serious performance, especially aerodynamics,” said General Motors global design vice president Ed Welburn in the announcement.
A six-speed manual transmission with a dual-mode exhaust system will come standard on the Camaro Zl1. With the dual-mode exhaust, the tailpipes open at high speeds for enhanced performance. The same system is installed in Chevrolet Corvettes. Also like the Corvette, the 2012 Camaro ZL1 will come equipped with the “magnetic ride” adjustable-suspension system.
Although it may seem like a contradiction for the same company that manufactures the Chevrolet Volt to introduce a performance machine like a ZL1, the move is all part of a big-picture strategy, according to Todd Lassa, an editor for Motor Trend magazine in Detroit.
“You have to have both,” he explained, “and you have to look at the competition for this car, and it’s the Ford Mustang.”
Ford offers the Mustang coupe at several performance levels, such as the 550-horsepower Mustang Shelby GT500, with which the Camaro ZL1 will have to compete head to head, according to Lassa.

2011 Chevrolet Corvette Grand Sport

Combinations of performance and efficiency of any Sports car of  was release from Chevrolet Corvette Grand Sport.The Grand Sport has the wider wheels and fenders of the Z06, along with beefed-up brakes and a more-premium suspension. It also has a dry-sump engine (manual-transmission versions) to go along with a bunch of smaller changes.

Grand Sport, this low-rent interior was another sore point, especially big, unsupportive seats that looked as if they were full of bread. 1.06 g to hit very fast, open car dedicated to the roll-over chintzy and there is more daunting for inspiration. Car seats are a disgrace to this level, and their continued use, after years of criticism makes us wonder whether GM is close to keep alive the contract.

The Grand Sport is visually distinguished from the standard Corvette by the Z06’s wider (by 3.3 inches) bodywork, along with unique fender vents and wheels (18-inchers up front, 19s at the rear). The borrowed Z06 brakes are good for a stellar 150-foot stop from 70 to 0 mph in this car, and they offer solid pedal feel and good modulation.

2012 Chevrolet Camaro Convertible Review

When it comes to sports cars, managing expectations is something that professional auto journalists forget at their peril. On paper, the Chevrolet Camaro, when it launched in 2009, seemed like a “can’t lose” proposition – it shares a chassis with the sublime Pontiac G8, and was available with GM’s excellent direct-injection V6 making 305 horsepower (nearly as much as a V8 Mustang at the time) or an LS3 V8 making 426 horsepower, with a pair of 6-speed gearboxes and the kind of styling that makes a grown man’s heart skip a beat.

FAST FACTS

1. The Camaro Convertible’s power soft-top folds in 30 seconds and shuts with a single driver-operated latch.2. Pricing for the Camaro Convertible starts at $30,000 even, including an $850 destination fee. V8-powered SS models start at $37,500. 3. The Camaro V6 is now rated at 312-hp, while V8-powered SS models make 400-hp with the 6-speed automatic or 426-hp with the 6-speed manual.

Imagine our disappointment when we sampled the Camaro, in both V6 and V8 guise, and found that it just didn’t work. With a driving position that has you sitting on top of, rather than inside the seat, the visibility of a WWII machine gun nest, nest and a steering system that used Cream Of Wheat as hydraulic fluid, the Camaro Coupe is unpleasant to drive, even with a sweet V8 soundtrack and the ability to make bystanders gawk in wonderment.
On the upside, the chassis isn’t that bad, and the LS3 V8 delivered all of the magic that we expect from a Chevrolet small-block. But as a closed top sports car, we found ourselves longing for the lighter, less powerful, but more rewarding Ford Mustang GT every single time.

V6 OR V8: IT’S YOUR CHOICE BUT IT WILL COST YOU

On paper, the Camaro Convertible isn’t too far off from the coupe. A 3.6L V6 making 312-horsepower and 272 lb-ft of torque appears as the base engine and can be paired with either a 6-speed manual or 6-speed automatic gearbox, while the LS3 V8 is available exclusively with the 6-speed manual, and pumps out a brawny 426-horsepower V8 and 420 lb-ft of torque. Automatic V8s get an L99 V8 with 400 horsepower and 410 lb-ft of twist.
Fuel economy is pretty respectable with V6s returning between 17-18 mpg in the city and 29 mpg on the highway, while V8s deliver 16 mpg in the city and 24-25 mpg on the highway.
As expected, the Convertible starts at a much higher base price than the coupe, with a base V6 retailing for $30,000, including an $850 destination charge. Part of the price hike is attributable to the fact that there is no base-trim LS model for the drop-top. Plus, the automatic transmission is included in the price.
Upgrade to leather with the 2LT, heads-up display and 4-pack gauges for $33,500 or step into a V8 with Brembos, a limited slip differential and a rear spoiler for $37,500. Add on leather and 20-inch wheels and you’ll be pushing $40,000.

DROPPING THE TOP LETS THE CAMARO SHINE

When AutoGuide was invited to drive the Camaro Convertible, we approached it with some trepidation. Taking the roof off a coupe is always a dicey proposition; with it goes much of the cars’ rigidity, and even the most solidly engineered chassis has the habit of turning into a bowl of Jell-O, as cowl shake and other dynamic nastiness sets in.
We assumed that without a roof, the Camaro Convertible would be as sporty as Depends adult diapers, but GM was so sure of the Camaro Convertible that it brought both a V6 and V8 Mustang convertible for media to drive against the Camaro V6 and V8 ragtops.
As it turns out, giving the Camaro a soft top was one of the best things Chevrolet has done for this vehicle. The dreadful claustrophobia present in chop-top coupe is gone, although the diminutive windshield is still present, along with bus-like steering wheel and the plush front seats. GM might be pushing the PR spin too hard, however, stating that the Camaro Convertible is not a “boulevard cruiser” and touting the car’s “couple-like dynamics.”
We managed to sneak out for a brief solo drive on the streets of San Diego a day before the official event program began, and our SS, with its 6-speed manual and V8 engine, made us feel incredibly alive as the V8 crackled through the rpm range up and down San Diego’s Gas Lamp Quarter. The first song that came on the XM Satellite radio system was, appropriately enough, “Fat Bottom Girls” by Queen, a fitting choice for a car that weighs between 3,986 and 4,116 pounds, truly gargantuan figures for a so-called sports car.
A stiffer structure, including 4 additional braces, revised damping and softer compound tires in the front (the latter two will also be available on the coupe) have helped retain rigidity and improve steering feel compared to the first batch of cars released at launch in 2009. Chevrolet claims better torsional stiffness than a BMW 3-Series convertible, and despite the numbers proving them right, we had to do everything in our power to avoid cackling during the media briefing. As it turns out, Chevrolet engineers had the last laugh.

CAMARO CONVERTIBLE: A MUSTANG KILLER?

To demonstrate the Camaro’s potential for spirited driving, Chevrolet had us drive through a set of twisty mountain roads outside San Diego that were downright challenging. We were a little thrown off by the presence of anti-motion-sickness wrist bands (something we’ve seen before) and a paramedic. Naturally, journalists’ egos can be gargantuan, and soon enough, we found ourselves at the back of a three-car pack, with a 5.0 Mustang leading, a mauve SS in the middle, and AutoGuide’s silver SS manual in the rear. Halfway through the 25-mile route, we had overtaken both cars, and it’s a credit to the driving dynamics of the Camaro that we were able to do so.
Much of the route was extremely treacherous, with two-lane roads barely wide enough for our gargantuan muscle car’s width, and daunting elevation changes that required frequent use of the Camaro SS’ stellar Brembo brakes. Make no mistake – on a road like this, the substantial heft and less than precise steering work against the driver, but if one take’s a deep breath and has a little faith in the car, the Camaro can demolish a given stretch of road, even if it won’t do so with the same gusto of a car like the 3-Series, Porsche Boxster or the Mazda MX-5. Nevertheless, we were blown away by what we could do with the Camaro Convertible.
The Camaro’s capabilities were amplified when we ran the same route in the opposite direction with the Mustang 5.0. While the Ford V8 sounds magnificent, the inferiority of the live axle is amplified to extreme levels, as we battled transient lateral movements on anything but perfect pavement, along with a jittery ride and a demeanor that was decidedly less confident than the Camaro.
While the Mustang Coupe is the clear victor over the tintop Camaro, the convertible ‘Stang felt like a disheveled mess, with far less composure at the limit than the Chevrolet. Make no mistake, both cars have equivalent trade-offs, but when it comes to going fast while getting a dose of vitamin D, we have to hand it to the car from the Bowtie brand.
One Chevrolet engineer noted that on most convertibles, key suspension components have to be softened, since the compromised structure can no longer handle the stiffness, but the Camaro’s rigid structure allowed Chevrolet to keep the same springs, damping and anti-roll bars as the coupe. If there’s an explanation for the Camaro Convertible’s driving dynamics (and the Mustang’s relative shortcomings), that’s about as convincing as we’ve found.

INSIDE: IF YOU’VE SEEN THE COUPE, YOU’VE SEEN THE CONVERTIBLE

Spending time inside the Camaro felt like a throwback to a time when a gallon of gas cost cents, not dollars. That being said, the gauges, especially the low-mounted instruments ahead of the gear shifter, aren’t exactly easy to read, and seem to be there for purposes of form rather than function. Apart from the big swaths of plastic on the doors, none of the materials look cheap, and everything seems to be designed and assembled to a fairly high standard. If you’ve seen a Camaro coupe, then you already know what to expect, and while it’s not our taste, buyers who had an original Camaro in high school will certainly delight in the retro touches.
We were impressed with the Z-folding power top, which uses a single latch design like the MX-5 and Chevrolet Corvette. The top takes less than 30 seconds to fold, and doesn’t look awkward when raised – we’re especially partial to the tan top, which seems to look good on most color choices.

THE VERDICT

The Camaro coupe was never at home in its put-upon role as Chevrolet’s affordable sports car, and it doesn’t have the chops to keep up with the Mustang around a road course. But without a roof, the Camaro really shines, as the emphasis shifts from the numbers to the qualitative experience delivered behind the wheel.
While the lack of steering feel and vehicular obesity problem mean the Camaro will never be a true sports car, it would be grossly unfair to not give the car credit for doing a damn good job of delivering what its target demographic expects. Ironically it’s the version considered by most enthusiasts to be “soft” that does the best job of delighting the driver.
Above and beyond of course, is the popping, backfiring V8 mixed with the California sunshine and classic rock coming through the stereo. Cruising with the top down might be looked down upon by the “hardcore” sports car set, but the pragmatist in us acknowledges that the overwhelming majority of Camaro buyers gravitate towards this kind of activity, rather than tearing up a track day or a winding back road. For this kind of driving, the Camaro reigns supreme, and to not acknowledge this would be dishonest. It’s hard to see why one would buy the coupe, when the convertible is arguably superior. Chevrolet estimates that only 20 percent of Camaros will be ragtops, but if consumers get wise to this car, we predict the mix will be far higher.

2011 Chevrolet Cruze Review

Never mind the Cobalt. Forget you ever heard the name Cavalier. The newest compact C-car from Chevrolet is the Cruze – a globally engineered vehicle designed not just to compete in the growing small-car segment, but to win.

FAST FACTS

1. Base LS models get a 1.8L 4-cylinder, while the majority of Cruze models offer a new turbocharged 1.4L 4-cylinder with 138-hp at 4900 rpm and 148 ft-lbs of torque at 1850 rpm.2. Standard features include power windows, air conditioning, power locks with remote keyless entry, 10 airbags and StabiliTrak. 3. No fuel economy numbers have been released, but Chevy expects the Cruze ECO model with a six-speed manual to achieve 40-mpg highway. 4. The base-model Cruze LS starts at $16,995, with ECO and LT trim levels (1.4T) priced at $18,895 and the LTZ model toping out at $22,695.

And for the first time, well, ever, this isn’t just marketing hype behind a lackluster model with a typically low-grade interior.

TINY 4-CYLINDER GETS TURBO-POWER, EXCEPTIONAL FUEL ECONOMY

Already on sale in 60 countries worldwide, this global platform still has a few surprises for its North American debut. Most notably is the launch of a new turbocharged 1.4-liter 4-cylinder engine, designed to deliver the power and driving experience of a larger powerplant with class leading fuel economy. In fact, Chevy claims an ECO model (with a 6-speed manual transmission) will get 40-mpg on the highway. An automatic ECO model will get slightly less, with standard models most likely in the mid 30s range – although no official numbers have yet to be released.
The engine looks tiny in the cavernous space under the hood, its puny turbocharger about the size of a fist. Yet despite its size, the 1.4 delivers both power and fuel economy. During our day with the Cruze, we registered an average of 27-mpg (under what can easily be considered harder than average driving conditions). As for power, the little engine makes a total of 138-hp and 148 ft-lbs of torque, with that torque number coming on strong at 1850 rpm.
The engine isn’t without its faults, however. Being so small, the lack of power before the turbo kicks in is noticeable, something that is compounded by the time it takes for the 6-speed automatic to kick down a gear or two. We also noticed it’s a bit loud with plenty of low speed acceleration sound coming through the firewall and into the cabin.

BIGGER THAN A COMPACT, AND FEELS IT

On the highway though, it’s whisper quiet and incredibly smooth, thanks to both an abundance of weather stripping as well as a lengthy wheelbase, wide stance and an innovative rear end suspension.
While technically still a semi-independent setup, Chevy engineers have incorporated what they call a Z-link in the rear that allows for separation of the lateral and vertical movements in the rear suspension. As a result, the rear bushings don’t have to serve double-duty, meaning they do a much better job at providing an adequate ride. While a true independent rear end is the most ideal solution, it’s also an expensive one and with the exception of Honda, no other automaker has gone this route.
The fact that we get the Z-link suspension (as well as the 1.4T engine) is a sign that Chevy wants to position the Cruze as a leader in the compact segment in North America. In other markets, including Europe where Chevy slots in below the Opel brand, the Cruze comes with a standard torsion beam setup.
Added benefits of the Z-link suspension include light weight, low cost and compact dimensions, allowing the Cruze to deliver a cavernous trunk volume of 15 cubic feet.
Steering is reasonably direct for an electric system and better than some we’ve tested recently. It’s not overly responsive or weighted very heavily, instead delivering more of a highway-oriented feel.
Still, when pushed, there’s adequate grip and the chassis is quite stable. We were impressed with the car’s road holding capabilities without the larger 18-inch wheels, complete with wider, lower profile tires – standard on top-trim LTZ models.

CRUZE DRIVES AS NICE AS IT LOOKS

And the Cruze looks like it drives, with a design that’s handsome and that speaks to the vehicle’s size. In higher-end trim levels or with the optional RS aero package, we might even say it’s elegant, the added brightwork adding class and the skirt package delivering a lower look that brings to mind sporty European sedans.
We don’t normally dedicate much time to design elements as they’re often best appreciated though photography, but a few items on the Cruze are worth pointing out. For starters there’s the strong bodyline and three-window design that adds length to the car. The high beltline gives a sophisticated look – but isn’t so high so as to affect visibility (Camaro we’re looking at you). Then there’s the bold front end. And finally, the elongated look of the headlights helps make the car appear even wider than it is, while the sweeping corners of the lights reduce the appearance of the front overhang – an unavoidable part of a front-wheel drive car.
Technically a mid-size car rather than a compact, due to its spacious interior, the Cruze looks even more impressive when next to the narrow track, tall-bodied competitors.
And while it does feel larger on the highway, on the few twisty roads we could find on our drive route through Virginia, just outside Washington, D.C., it also felt like it was taking up a significant portion of the lane – an unusual feeling for a compact car.

INTERIOR DESIGN, MATERIALS AND CRAFTSMANSHIP ALL FIRST-RATE

Inside, there’s a proper sedan feel as well, with a spacious cabin that’s as distant from the Cobalt as Chevy’s Corvette ZR1 engine is from the original Vette’s inline-six.
Base models come well-equipped with power windows, locks, remote entry and AC. There are also 10 standard airbags and StabiliTrak. But it’s not the features that impress us most, but the design, materials and craftsmanship. We can’t say the interior is high quality, because this is a compact car after all. Then again, in LTZ trim with heated power leather seats, plus a leather wheel and shift knob, we guarantee you’ll be impressed. We just wish you could get items like cruise control or steering wheel mounted audio controls without having to pony-up for the $21,395 2LT trim level.
What makes the Cruze’s interior so good is what GM interiors have been lacking for so long, namely, style and materials that not only look high-grade, but feel it too. Nice piano black accenting on the modern center stack leads up into a dual-cockpit design. Buttons are soft to the touch and the silver-rimmed knobs with soft rubber surfaces turn with smooth operation. Plus, all the controls are where they should be, making for excellent ergonomics.
As the exterior suggests, there’s plenty of space inside for the driver to get comfortable. Front seats are relaxing while the optional leather is soft to the touch and not the third-rate hide you’d expect on an economy car. The rear seat isn’t as spacious as we expected though. Headroom isn’t an issue for taller passengers, but legroom is still tight for the 6-foot crowd.

THE COMPETITION

The day before our drive, Chevy marketing execs commented that they understand those shopping for the two leaders in this segment (the Honda Civic and Toyota Corolla) won’t search out the Cruze and so they’re planning grassroots marketing initiatives to get potential customers in the Cruze and its rivals. We were given a taste for this, driving all three cars back to back
Improved as the Cruze may be, it still doesn’t deliver the Civic’s driver-oriented feel, although the Cruze was nicer on the highway with less wind noise. A more appropriate competitor is the Corolla, and the direct comparo showed two cars with remarkably similar comfort-oriented rides. The Corolla’s engine/transmission combo was much smoother, although it’s interior and exterior design is lacking considerably when compared to the Chevy.
We would have appreciated the opportunity to drive it against the just-released 2011 Volkswagen Jetta. Not normally rivals, both Chevy and VW have swapped their compact car philosophies for 2011, with Chevy now focused on delivering a more up-scale product, while Volkswagen is hoping to draw in buyers with a less sophisticated, lower cost alternative.

CRUZE PRICING MAY GIVE STICKER-SHOCK TO SOME

Which brings us to the Cruze’s price point. A quantum leap forward from the Cobalt it’s priced accordingly, starting at $16,995 – a $1,000 premium over the Jetta, and roughly $1,500 more than either the Corolla or Civic. It’s also an over $2,000 hike from its predecessor. And despite being well-equipped, that entry price is for the LS model with the best-to-ignore 1.8-liter engine. Getting into a 1.4T model will cost you $18,895, while the 2LT with heated leather seats and other options is $21,395 and the top-trim LTZ with automatic climate control, ultrasonic park assist and 18-inch wheels retails for $22,695.

THE VERDICT

Our biggest surprise in comparing the Cruze with perennial compact all-stars like the Corolla and Civic is that it’s actually worth doing now. Chevy has finally built a compact car to rival the Japanese and they’ve priced it accordingly.
With added size, style and features, Chevy has built the Cruze to be a top choice for those looking to down-size their car, without giving up features, or the sort of driving experience they’re used to.
Apart from some added refinement that is needed for the powertrain, the Chevy Cruze hits or even exceeds the mark on the all-important interior quality factor, while adding to the package with fuel economy, safety, a great ride and an incredible look.

2011 Chevrolet Camaro Convertible

2011 Chevrolet Camaro Convertible Specifications

Body
Wheelbase	112.3 / 2852
Drivetrain
Final Drive Ratio	3.27
Engine
Compression Ratio	11.3:1
Bore X Stroke	3.70 x 3.37 / 94 x 85.6
Horsepower	312 / 232 @ 6400
Engine & Transmission
Displacement cu in (cc):	217 / 3564
Torque lb-ft (Nm) at RPM:	278 / 370 @ 5200*
Exterior
Body Type	Convertible
Length	190.4 in.
Width	75.5 in.
Height	54.7 in.

2011 Chevrolet Camaro Convertible Pictures

[Source: General Motors]

On sale in February 2011

Well-tailored fabric top

Acoustical headliner for quietness and easy-to-use single latch Robust, reinforced structure supports a sports coupe-like driving experience

Better torsional stiffness than BMW 3-Series convertible

Product Information

LOS ANGELES – The segment-leading Chevrolet Camaro opens a new chapter as the 2011 Camaro convertible premieres at the Los Angeles International Auto Show. The new convertible begins production in January and goes on sale in February. It includes an enhanced body structure and well-tailored top mechanism – a combination designed to deliver sports coupe-like driving fun and precise quality.

“The launch of the new convertible opens Camaro design and performance to a new set of potential customers,” said Chris Perry, vice president of Chevrolet marketing. “The 21st century revival of Camaro is tremendously popular, so it’s a natural to now expand and elevate the product range in new directions.”

The convertible will be offered in similar model configurations as the Camaro coupe. The standard model will have a 312-horsepower direct injection V-6 engine delivering 29 mpg highway. The SS model will feature the 6.2L V-8 engine producing 426 horsepower. A six-speed manual transmission will be standard, with an optional six-speed automatic.

Camaro seized leadership in U.S. sales in its segment with the original coupe model that launched in spring 2009 as a 2010 model. The right to purchase one of the first convertibles was recently sold at the Barrett-Jackson auction for $205,000, with all proceeds donated to charity. The 2011 Neiman Marcus Edition Camaro convertibles, a group of 100 exclusive cars with custom-designed elements and priced at $75,000 each, sold out in only three minutes.

The Camaro convertible delivers great refinement, along with uncompromising, coupe-like driving dynamics. Its enhanced body structure helps prevent cowl or steering wheel shake, for a strong, confident feel in all driving conditions. The top has a smooth, tailored fit, with acoustical foam in the headliner that helps deliver a quiet ride with the top up.

Camaro convertible is offered in 1LT/2LT (V-6) and 1SS/2SS (V-8) trim packages and priced from $30,000 MSRP (including $850 destination). Nine production exterior colors are available, with tops offered in black or tan. Rear parking assist is standard on all convertible models.

Strong structure

The Camaro’s architecture was designed to accommodate a convertible model, which means customers enjoy the fun of top-down cruising with coupe-like driving dynamics. Four strategic reinforcements enhance the already-stiff body structure to eliminate common convertible maladies of cowl and steering wheel shake. They include:

A tower-to-tower brace under the hood

A transmission support reinforcement brace

Underbody tunnel brace

Front and rear underbody “V” braces.

“Our goal in development was to make the convertible match the coupe as closely as possible in ride quality, handling and overall performance,” said Al Oppenheiser, Camaro chief engineer.

A telling example of the Camaro convertible’s strength is evidenced in its suspension tuning – specifically, the lack of changes between the convertible and coupe models.

“To compensate for the reduced structure of an open car, engineers often will make the suspension softer, making the convertible a boulevard cruiser,” said Oppenheiser. “Instead, we took the more difficult, but better path of bolstering structure rather than softening the suspension. We didn’t change a strut, bushing or spring rate from the Camaro coupe.”

The result is a convertible that preserves nearly all the acceleration, road-holding and performance capabilities of the Camaro coupe.

Additional safety structural reinforcements are designed to improve noise and vibration characteristics, while also contributing to the elimination of cowl/steering wheel shake. They include a hydrofromed tube in the A-pillars, an inner reinforcement bracket in the windshield header, a reinforced front hinge pillar and reinforcements inside the rockers.

The structural changes to the Camaro convertible body give it superior bending and torsional stiffness than its closest competitor, and better torsional stiffness than the BMW 3-Series convertible.

Exceptional top refinement

At the outset, designers and engineers sought to eliminate the common appearance of convertible top support ribs and they succeeded, using composite knuckles rather than aluminum ones, as well as extending the top material below the belt line and revising the top’s stitch lines. The result is a top that has a smooth, taut and carefully tailored appearance that also retains the sleek roofline of the coupe.

The power-folding top retracts in about 20 seconds. It is built in partnership with the same manufacturer as the Corvette convertible top, and operates in a similar manner. That means it folds in a simple “Z” pattern and latches with a single, convenient handle located at the center of the windshield header. Other convertible models in this segment still offer convertible tops with dual latches, forcing drivers into two-hand operations reaching across the car.

Once the latch is turned to the open position, the push of a single button lowers the windows and activates the top. The car doesn’t have to be parked for the top to be activated, allowing for spur-of-the-moment lowering while stopped at a stoplight.

The top is made of thick, durable canvas and it features acoustical headliner material that provides a quiet, coupe-like ride when the top is up. It also incorporates a glass rear window and rear window defogger.

A folding, one-piece tonneau cover is standard on 2LT and 2SS models and optional on 1LT/1SS. It covers the folded top for a finished appearance. An accessory windscreen is available from Chevrolet dealers. It installs behind the front seats to limit wind buffeting when driving with the top down.

Additional details

A myriad of fine details distinguish Camaro convertible models, including:

The OnStar/XM/AM-FM radio antenna moves to the deck lid on LT models without the RS package

The radio antenna is embedded in the rear spoiler on RS-equipped LT and SS models

The trunk lock cylinder is moved to the rear seat area for a cleaner exterior appearance

A new subwoofer design is located in the trunk between the rear seats. Because the combined OnStar/XM/AM-FM radio antenna is mounted on the roof of coupe models, it had to be relocated on the convertible. On RS-equipped LT models and SS models, which include a rear spoiler, a small “shark fin” OnStar/XM antenna is mounted on the deck lid, while the AM/FM radio antenna is hidden inside the rear spoiler. This patent-pending design creates a sleeker appearance. For LT models without a rear spoiler (without the RS package), the combined antenna is located in the center of the deck lid.

The relocation of the trunk lock cylinder also cleans up the Camaro convertible’s appearance, moving from the panel between the taillamps to a discreet area between the rear seat back cushion and driver’s side interior panel. The change retains full, lockable access to the trunk, with the keyless remote fob also offering easy trunk access.

Finally, the subwoofer – either an eight-inch unit with the base sound system or a 10-inch subwoofer with the available Boston Acoustics system – is relocated from the trunk to an area between the rear seat cushions.

Performance

Camaro LT convertible models are offered with a 3.6L direct injection (DI) V-6 that delivers more power through increased efficiency, while maintaining fuel economy and lowering emissions – including a 25-percent drop in cold-start hydrocarbon emissions. It is rated at 312 horsepower (232 kW) and 278 lb.-ft. of torque (370 Nm). Peak fuel economy with the direct injection V-6 is 29 miles per gallon on the highway.

Two 6.2L V-8 engines are offered in Camaro SS models, including the L99 on automatic-equipped vehicles and the LS3 on manual-equipped models. Both engines are derived from the LS3 that debuted on the 2008 Corvette, with an aluminum block (with cast iron cylinder liners) and aluminum cylinder heads. Horsepower for the L99 is 400 (298 kW) and torque is 410 lb.-ft. (556 Nm). The LS3 develops 426 horsepower (318 kW) and 420 lb.-ft. (569 Nm).

The L99 features the fuel-saving Active Fuel Management System, which saves fuel by shutting down half of the engine’s cylinders during certain light-load driving conditions, such as highway cruising.

All Camaro models can be equipped with either a six-speed manual or six-speed automatic transmission. The Aisin AY6 six-speed manual is standard with the 3.6L engine, and a Hydra-Matic 6L50 six-speed automatic is optional. A Tremec TR 6060 six-speed manual is standard on the SS, and the Hydra-Matic 6L80 six-speed automatic is optional.

About Chevrolet

Chevrolet is a global automotive brand, with annual sales of about 3.5 million vehicles in more than 130 countries. Chevrolet provides consumers with fuel-efficient, safe and reliable vehicles that deliver high quality, expressive design, spirited performance and value. In the U.S., the Chevrolet portfolio includes: iconic performance cars, such as Corvette and Camaro; dependable, long-lasting pickups and SUVs, such as Silverado and Suburban; and award-winning passenger cars and crossovers, such as Malibu, Equinox and Traverse. Chevrolet also offers "gas-friendly" solutions, such as the upcoming 2011 Chevrolet Cruze Eco model that is expected to deliver an estimated 42 mpg highway, and 2011 Chevrolet Volt that will offer up to 25-50 miles of electric driving and an additional 310 miles of extended range with the onboard generator (based on GM testing). Most new Chevrolet models offer OnStar safety, security and convenience technologies including OnStar Hands-Free Calling, Automatic Crash Response and Stolen Vehicle Slowdown. More information regarding Chevrolet models, fuel solutions and OnStar availability can be found at www.chevrolet.com. 

2009 Chevrolet Corvette ZR1

Chevrolet officially announced the 2009 Corvette ZR1 – an American supercar that brings the technology and engineering refinement of carbon-fiber, ceramics and electronics together in a distinctive design.

Supercharged LS9 Engine

The new LS9 6.2L small-block engine is the power plant the supports the ZR1’s performance capability. The enabler of the LS9’s performance and refinement is a large, positive-displacement Roots-type supercharger with a new, four-lobe rotor design. It is augmented with an integrated charge cooling system that reduces inlet air temperature for maximum performance. A sixth-generation supercharger developed by Eaton helps the LS9 make big power and torque at lower rpm and carries it in a wide arc to 6,600 rpm, as it pushes enough air to help the engine maintain power through the upper levels of the rpm band – the area where supercharged performance tends to diminish. Heavy-duty and lightweight reciprocating components enable the engine’s confident high-rpm performance. The LS9 engine is backed by a new, stronger six-speed manual transmission and a twin-disc clutch that provide exceptional clamping power, while maintaining an easy clutch effort. ZR1-specific gearing in the transmission provides a steep first-gear ratio that helps launch the car, and top speed is achieved in sixth gear – a change from the fifth-gear top-speed run-outs in the manual-transmission Corvette and Corvette Z06.