Brembo Brakes & Aisin Manual Transmissions

Brakes
This is where GM separates the men from the boys, employing ample 4-piston Brembo stoppers (front and rear) on the SS. The fixed aluminum calipers should provide excellent stopping power, and were affixed to the chassis with road racing in mind. GM says pedal feel and feedback are optimal, as is fade resistance with the massive 14x1.26-inch front and 14.4x1.1-inch rear rotors. The LS and LT models receive single-piston 12.64x1.18-inch front and 12.4x0.9-inch rear brakes. To reduce weight, aluminum rear calipers are used. ABS is standard on all models, as is StabiliTrak electronic stability control (with traction control). On the SS, Competitive/Sport mode will be selectable for performance driving, with Launch Control (with the manual trans) for more consistent and quicker take-offs. This may also help safeguard the rearend at the track.

Drivetrain
Helping to achieve 26mpg in the V-6 models and 23mpg in the V-8 SS are a quadruplet of six-speed transmissions. The V-6 models will get either the Hydra-Matic 6L50 automatic with TAPshift or an Aisin Warner AY6 manual trans. Gearing is as follows: 6L50-4.07, 2.37, 1.55, 1.16, 0.85, 0.67. AY6-4.48, 2.58, 1.63, 1.19, 1.00, 0.75. For comparison's sake, the SS's gearing for the TR6060 manual is 3.01, 2.07, 1.43, 1.00, 0.84, 0.57, and the 6L80 automatic's gearing is 4.03, 2.36, 1.53, 1.15, 0.85, 0.67.

Though independent rear suspensions have gotten a bad rap in terms of strength and durability, GM assures us that every Camaro that rolls off the Oshawa, Ontario assembly line can take virtually anything you can dish out and then some...that is, before you start heavily modifying it. By using staggered (1.7:1 ratio) axle halfshaft diameters, a trick learned on the CTS-Vs, the GM engineers say they have eliminated axle-breaking wheel hop. The two different diameters manage to balance out the power distribution, instead of loading up just the one side as it comes out of the limited-slip differential, and prevent the same (or resonant) frequency that can cause the rear to bounce violently under load. While the more sophisticated rear (compared to a solid axle) does come at the cost of increased weight, the penalty was reduced with an aluminum center section (just like in high-dollar drag racing rears!).

In terms of handling and ride quality, even the best solid rear axle can't compete with an IRS. And in a marketplace where the consumer is thinking more often and more critically about handling, GM simply couldn't afford not to put in an IRS according to Vince Muniga of Product Development Communications. "It's the 21st century. When we looked at where we needed to be, a solid rear axle simply wasn't in the equation. The car handles much better [with the IRS], and it was what we needed to do to push forward. When everyone drives it, they will see it is a step above the competition."

Powertrain
Engine options are limited to two highly efficient and economical variations designed with today's skyrocketing gas prices in mind. The LS and LT models receive a 3.6L DOHC direct injection V-6 (LLT) with continuous variable valve timing and an 11.3 to 1 compression ratio. This do-it-all workhorse makes a respectable 300 horsepower at 6400 rpm, and 273 lb-ft of torque at 5200, yet runs on regular and manages an estimated 26mpg on the highway. The up-level SS gets the Corvette's 6.2L pushrod LS3 V-8 rated to 422hp at 5000 rpm and 408 lb-ft at 4500 rpm (with the manual trans). Those who prefer to let the computer do the shifting for them get the nearly identical L99 motor that uses Active Fuel Management to achieve the same 23mpg as the LS3. With the 19-gallon fuel tank, range should be just under 500 miles per visit to the pump for premium petrol. Automatic, L99-equipped SSs are rated at 400hp and 395 lb-ft of torque. Both the V-6 and V-8s rely on high-energy, distributorless, coil-on-plug ignition systems. Look for a more in-depth breakdown of Camaro's engines in a future issue.