2017 Chevrolet Camaro ZL1 Coupe Drive Review

2017 Chevrolet Camaro ZL1 Coupe Drive Review
The 2017 Chevrolet Camaro ZL1 is made from some of the most magnificent automotive weaponry. Its magnetorheological plates interpret the roadway 1000 times per second. An electronically commanded limited-slip differential boundaries force between the rear wheels with microchip-commanded exactness. A wet-sump deviation of the Corvette Z06’s powered 6.2-liter LT4 V-8 delivers astonishing pushed. The Camaro ZL1 packs 650 horsepower, with the drivetrain weaponry to put it to the ground and the bodies to quarrel it around any lines, all for $63,435. Imagine a Dodge Challenger SRT Hellcat that can corner, a ford Mustang Shelby GT350 with an additional 124 horsepower, and a BMW M4 with impressive steering. The Camaro ZL1 is all of these things and more.

If the ZL1’s elements database sounds acquainted, you probably accept this vehicle as a Corvette Z06 with four rooms. But the ZL1 offers its own try to Chevy’s armament of performance environments with its brand-new 10-speed automatic transmission, GM’s first use of the 10R shell created jointly with Ford. While Ford team governed the 10-speed designing effort, the ZL1’s Hydra-Matic 10R90 is a high-torque use created by Chevrolet engineers exclusively for their own use.

Their changes include a dissimilar torque device converter, GM-exclusive regulate rules and uprpmd elements in the graspings, the planetary travelers, and the product wheel to act with the LT4’s inhumane 650 lb-ft of torque. The actual supernatural, though, is in the adjusting. ZF’s applauded eight-speed automatic, used by BMW, Fiat Chrysler, Jaguar Land Rover, and the Volkswagen group, finally has an applaudable rival. In traffic, the transmission walked through the ratios virtually imperceptibly. At any speed, it translations with borderline agitations and never hunts for the right ratio. When you require pushed, the shell executes a fast yet creaseless downshift without any grey stages. Mat the valve from 60 mph, and the shell executes a perfect 10th-to-third transition that wakes the LT4 like a sleeping feline thrust with a bovines push.

Switching between the ZL1’s driving methods brings only insignificant changes to the transmission calibration. The motor cuts fuels on upshifts for faster gear exchanges and a wholesome blat in Sport and Track, yet the computer still targets the same translation components.

However, once you commence steering enthusiastically in Sport or Track method, one of three performance rules for the transmission is automatically initiated. The first stage holds wheels when you raise off the valve and matches revs on downshifts, the most battleful one constantly holds the worst viable gear. The controller supervisors valve and restraint signals and side g’s to activate performance shifting or to revert to the grade rule after a period of soft-pedaling. The only path to rewrite which performance rule is progressive is to examination where in the 7500-rpm tachometer the needle is disbursing its moment.

It’s a slightly bizarre and cloudy path to regulate the transmission inference, but it works surprisingly well. All it takes is an individual area of rigid driving to initiate the behavioral change. The complete amount of wheels removes a lot of the emotion from manually boating through the subordinates, not to mention that these bat-actuated translations feel significantly sedate and clunkier than when the shell is left to its own inclinations. Engineers did try to codes the dissatisfaction of supplying through six, seven, or eight gears by writing code that leaps to the worst viable gear when you hold the left bat, but we found the system to be wildly inconsistent. Sometimes the downshift was nearly fast. Other times, whole seconds passed before the translation occurred. And sometimes, inexplicably, there was no translation at all, no concern how long we held the bat. To select gear, go with the six-speed manual shell. Its stagehand is excelled by a well-weighted leather translation knob, the appreciable grasping ride offers impressive feedback, and it’s increased with no-raise shifting and rev equaling (that can be switched off). Plus, the manual’s gangling adapting allows the ZL1 to knocked 61 mph in first gear, a boon for decreasing the zero-to-60-mph metric.

The brand-new 10-speed transmission, the component of the electronically commanded diff, and an additional 70 horsepower make this ZL1 both faster and more bountied than the preceding-generation ZL1. Yet the gigantic transformation might derive from the change to the lightweight, more active Alpha architecture from the preceding Zeta platform. Chevrolet bays a weight savings of more than 200 pounds analyzed to the prior ZL1. The vehicle still is not light, at almost 4000 pounds with the automatic shell, but the ZL1 car decisions with supernatural state. Supplied with staggered-width Goodyear Eagle F1 SuperCar 3 tires, the ZL1 isn’t quite as objective as the fifth-generation Z/28, nor is it fastened to the pavement like that vehicle, which wore 305-section Pirelli P Zero Trofeo R latex at all four corners.

Weighty electrically assisted power steering with a variable-ratio framework leads the vehicle into lines with poise and exactness. The chauffeur feels the talk of the front latex or the creaseless secession of the rear tires immediately and clearly. Understeer is easily decreased with cleanable driving or a heavy compression of the valve. GM’s awesome Performance Traction Management offers five increasingly permissive friction and steadiness environments to support set a fast and fail-safe lap moment irrespective of the chauffeur’s ability stage.

A brand-new line-lock feature (yes, the Mustang had one first) clamps down on the front brakes for up to 15 seconds so the chauffeur can lukewarm the rear tires before a resistance run or fog the gathering at a vehicle show. The open-regulate rule now offers both automatic and practice environments. The latter allows the chauffeur to choose the open rpm and the amount of wheel slip, from five to 15 proportion in 0.5-proportion processes.

Tied into the deeply reinforced Recaros with red seatbelts, we beaten the ZL1 through and assured in its compact restraint ride and natural steering, the transmission automatically holding the lowest gear and the pipes blasting irritate through the valleys. We should note that we weren’t supplied a possibility to drive the ZL1 convertible, so we can’t say if Chevy has suppressed the fears present in other Camaro ragtops.

With the 2017 Camaro ZL1, Chevrolet mixed its most cacophonous, most able weaponry into a monster of a vehicle at an agreement value. More tire and less weight make it exclusive, but it’s simultaneously a vehicle that you can live with every day and move on any expanse of pavement.

Starting Price $63,435
Vehicle Type 2 door coupe, front engine, rear wheel drive
Engine supercharged, intercooled pushrod 16-valve V-8, direct fuel injection
Transmission -- 6-speed manual, -- 10-speed automatic, manual shifting mode
Horsepower 650 hp @ 6400 rpm
Torque 650 lb-ft @ 3600 rpm
Displacement 376 cu in, 6162 cc
Wheelbase 110.7 in
Length 188.3 in
Width 74.7 in
Height 52.4 in
Curb weight 3900-4000 lb
Passenger volume 85 cu ft
Cargo volume 9 cu ft
0-60 mph 3.5-3.9 sec
0-100 mph 7.3-7.7 sec
Top speed 195 mph
Fuel economy (city/highway) 14-16/20-21 mpg
Pros great energy, 10 speed automatic
Cons occasional nonresponsive paddle downshift operation, not much weight loss, seems aged