Advanced Tech Tailors 2016 Camaro Driving Experience
New Drive Mode Selector makes most of performance in multiple drive settings
DETROIT – New technologies in the 2016 Chevrolet Camaro will enable drivers to tailor the car to the moment, whether it’s heading to work, touring the Pacific Coast Highway or lapping a road course.
“We wanted to build on the flexibility of the current Camaro ZL1, which is great for grand touring, commuting, the drag strip and track days,” said Aaron Link, Camaro lead development engineer. “The new Camaro will be even more adaptable, with up to eight vehicle attributes adjusted to fit a driver’s preference.”
As a result, the all-new Camaro will set the technological benchmark for the segment.
Most of the features can be changed via the new Drive Mode Selector, which includes Snow/Ice, Tour, Sport and – on SS models – Track settings. Calibrations for throttle progression, steering, stability control and more are optimized for each setting.
For the first time the Camaro SS will be available with Magnetic Ride Control, previously available only on the Camaro ZL1. The active damping system offers three preset programs – Tour, Sport and Track – that adjust the ride and handling balance. From there, it reads road and driver inputs at 1,000 times per second, and automatically adjusts the dampers for optimal performance.
Additionally, there is an enhanced dual-mode exhaust system. New electronically controlled valves can bypass the mufflers under spirited acceleration, delivering improved performance and greater sound levels. It also offers personalization options, from a “stealth” mode to a more aggressive “track” mode.
The engineering team spent 9 million hours of computational time honing the driving experience of the all-new 2016 Chevrolet Camaro before the first prototype turned a wheel. The structural modeling led to the Gen 6 Camaro being 28 percent stiffer than the current model.
“The modeling abilities of computer aided engineering are advancing at incredible rates,” said Jim Karlavage, Camaro program engineering manager. “Today, we can accurately model opportunities to add torsional strength without adding unnecessary mass. The result is a lighter, stiffer structure that benefits every aspect of the driving experience.”
The more rigid body structure allowed the engineers to more precisely calibrate the steering and suspension systems because they didn’t have to compensate for chassis flex. The lighter structure also enabled the size and mass of elements such as the wheels, tires and brakes to be scaled accordingly.
“The structural weight savings are compounded by opportunities to reduce un-sprung weight,” said Karlavage. “The result is a more nimble driving experience that rewards the driver with satisfying feelings of responsiveness and control.”
2016 Chevrolet Camaro Preliminary Specifications
Overview
| Body style / driveline: | four-passenger, front-engine, rear-drive coupe |
| Construction: | unitized body frame, one- and two-sided galvanized steel |
| EPA vehicle class: | coupe |
| Manufacturing location: | Lansing, Mich. |
Engines
| 2.0L Turbocharged I-4 VVT DI | 3.6L V-6 VVT DI | 6.2L V-8 VVT DI | |
| Displacement (cu in / cc): | 122 / 1998 | 222 / 3640 | 376 / 6162 |
| Bore & stroke (in / mm): | 3.39 x 3.39 / 86 x 86 | 3.74 x 3.37 / 95 x 85.6 | 4.06 x 3.62 / 103.25 x 92 |
| Block material: | cast aluminum w/ cast-in-place iron bore liners | cast aluminum w/ cast-in-place iron bore liners | cast aluminum w/ cast-in-place iron bore liners |
| Cylinder head material: | cast aluminum | cast aluminum | cast aluminum |
| Valvetrain: | DOHC, four valves per cylinder, continuously variable valve timing | DOHC, four valves per cylinder, continuously variable valve timing; Active Fuel Management | overhead valve; two valves per cylinder; Active Fuel Management |
| Fuel delivery: | direct high-pressure fuel injection | direct high-pressure fuel injection | direct high-pressure fuel injection |
| Compression ratio: | 9.5:1 | 11.5:1 | 11.5:1 |
| Horsepower (hp / kW @ rpm): | 275 / 205 @ 5600* | 335 / 250 @ 6800* | 455 / 339 @ 6000* |
| Torque (lb-ft / Nm @ rpm): | 295 / 400 @ 3000-4500* | 284 / 385 @ 5300* | 455 / 617 @ 4400* |
*SAE certified.
Transmissions
| Tremec TR3160 6-speed manual (2.0T and 3.6L) |
Tremec TR6060 6-speed manual with Active Rev Match (6.2L) |
Hydra-Matic 8L45 8-speed automatic (2.0L and 3.6L) | Hydra-Matic 8L90 8-speed automatic (6.2L) | |
| Gear ratios (:1): | ||||
| First: | 4.40 | 2.66 | 4.62 | 4.56 |
| Second: | 2.59 | 1.78 | 3.04 | 2.97 |
| Third: | 1.80 | 1.30 | 2.07 | 2.08 |
| Fourth: | 1.34 | 1.00 | 1.66 | 1.69 |
| Fifth: | 1.00 | 0.74 | 1.26 | 1.27 |
| Sixth: | 0.75 | 0.50 | 1.00 | 1.00 |
| Seventh: | — | — | 0.85 | 0.85 |
| Eighth: | — | — | 0.66 | 0.65 |
| Reverse: | 3.99 | 2.90 | 3.93 | 3.82 |
| Final drive ratio: | 3.27 | 3.73 | 3.27 (2.0L) 2.77 (3.6L) |
2.77 |
Chassis/Suspension/Brakes
| Front: | MacPherson-type strut with dual lower ball joints, twin-tube struts and direct-acting stabilizer bar; Magnetic Ride Control with monotube inverted struts (avail. on SS) |
| Rear: | independent five-link with twin-tube shocks and direct-acting stabilizer bar; Magnetic Ride Control with monotube shocks (avail. on SS) |
| Steering type: | ZF rack-mounted electric, power-assisted and variable ratio |
| Brakes: | four-wheel disc with four-channel ABS/TCS w/ DRP |
Dimensions
| Wheelbase (in / mm): | 110.7 / 2811 |
| Overall length (in / mm): | 188.3 / 4784 |
| Overall width (in / mm): | 74.7 / 1897 |
| Overall height (in / mm): | 53.1 / 1348 |
| Track, front (in / mm): | 62.5 / 1588 (LT) 63 / 1601 (SS) |
| Track, rear (in / mm): | 63.7 / 1617 (LT) 62.9 / 1598 (SS) |
| Headroom (in / mm): | 36.6 / 930 (front) |
| Legroom (in / mm): | 42.6 / 1083 (front) |