It uses the engine from the Corvette Z06 for mind-bending performance.

For fifty years, Chevrolet's Camaro has been the car of choice for hot rodders and amateur racers. It has provided a skeleton for engine transplants, bodywork for outlandish paint, and the canvas on which road racers project their Mark Donohue dreams. But no one has capitalized on the platform's flexibility more than Chevy itself.

Just look at the new Camaro ZL1. Judge this book by its cover. It's all splitters, scoops, spoilers, and shouting exhausts. It has big fenders only partially shrouding enormous Goodyear Eagle F1 Supercar tires—of a construction not offered anywhere else—in sizes of 285/30ZR20 up front and 305/30ZR20 in the rear. I'll save you the math—that's over 11 inches of rubber width in front and 12 in the rear.

The grille opening is not just huge; it's joined by other scoops and ducts needed to route cooling to a total of 11 heat exchangers throughout—for the engine, supercharger, oil, coolant, transmission, and so on.

But there's an important backstory. Shortly after the 2007-2008 financial crisis, General Motors' top management loosened the reins, giving engineering freedom to worship the performance gods. Cadillac V-series cars, Corvettes, and Camaros have been genuine hits more often than not since that period, and this latest ZL1 hits the mark.

Forget your ’60s muscle cars

Powered by 6.2-liters of supercharger, intercooler, direct-injected "LT4" V8 (shared with the Corvette Z06), the numbers boggle the mind. With 650hp (484kW) and 650lb-ft (881Nm) of torque, it's the most powerful Camaro ever, and that includes the halcyon muscle cars of the '60s and '70s. Indeed, the original ZL1—an all-aluminum Camaro from 1969, produced in minuscule numbers in order to homologate for various racing activities—would never stand a chance against the new ZL1. (That old ZL1 engine made an official 430hp (320kW) at 5,200rpm, but that dyno sheet ran shy of about another 2,000 usable and critical rpm.)

Reliable sources—folks who have built authentic old ZL1s in recent years and gone to the trouble of dyno testing them as they'd have been raced in 1969 with headers, maxed ignition, and open air cleaners—have netted anywhere from 550 to 575 hp (410-428 kW). But that's using race gas and without accessory drives running. The new one makes its 650hp fully dressed, air conditioning running without so much as a tick of overheating or threat of gasket failure. One other thing: that 1969 Camaro ZL1 engine option cost more than the base price of the car itself: $4,160 for the engine, $2,727 for the rest of the car.

Yes, the oldsters in the crowd will always look at the muscle car craze and the 1969 ZL1 through rose-tinted helmet visors, but the new car works brilliantly everywhere—even in traffic—not just on the dragstrip. The only downsides are the turret-like view out the side, plus a back seat that could be more accurately described as a torture device. In coupe form, it even offers surprisingly useable trunk space; the convertible carries less luggage, can't be ordered with the same electronic limited-slip differential, and weighs an extra 230 pounds (145kg).

I’m guessing this thing is fast, right?

Despite the crass petrolhead horsepower worship, the ZL1 does actually advance the automotive art forward. The optional ten-speed automatic transmission (61lbs/28kg heavier) operates arguably better than the six-speed manual. Not because it has four more gear ratios but because even with a torque converter, it shifts quicker than any human and quicker than Porsche's PDK twin-clutch transmission. Full-throttle upshifts go by in under 100 milliseconds. General Motors and Ford actually worked together to develop this Hydra-Matic. For the ZL1, it's significantly strengthened in Ford Mustang duty to cope with the ZL1's obscene torque. It can even skip down multiple gears at once.

Results? Zero to 60mph in 3.5 seconds. The standing quarter-mile in 11.4 seconds, when it scowling by at 127mph (204km/h). Top speed? An official 198mph, but I'm pretty certain a second Chevrolet test will net 200 actual mph. Oh, and it can corner at over 1G.
But can a 3,900lb (1,769kg) car handle well at all? Actually, yes. Specially calibrated magnetorheological dampers sample road input every millisecond, changing their fluid viscosity instantaneously through magnetic charging. (Normal high-performance shocks use oil that courses through a passageway—often pin-drilled orifices in tunable discs block a tube—to limit flow and therefore damper shaft travel and velocity.)

The ZL1's performance play includes the bodywork, too. Front fenders widen the body by 0.6 inches (16mm) per side. The huge grille helps prevent a meltdown. An aluminum hood uses a removable blank that allows greater underhood air extraction at the track plus a carbon-fiber insert for looks and lightness. That rear wing balances out downforce to about 150lbs (68kg) at top speed. And a redesigned rear bumper caps it all off.

With this level of performance, a base price of $64,235 (including gas guzzler tax and destination charge)—or $68,225 as tested with the 10-speed paddle-shift automatic, performance data recorder, carbon-fiber hood insert, and navigation—seems like a relative bargain.

It all adds up to a multi-talented track ringer, one that's at home in a straight line or a curvy bend, but also bringing home the milk and cookies. It's the opposite bookend to the Bolts and Volts driving Chevy's alt-fuel push. Performance yin to the electric yang.

It's catnip for track rats.

Source: http://www.sundylinks.com/2017/03/performance-overkill-2017-chevrolet.html

Sleek... And it comes in Manual drive too

The optional ten-speed automatic transmission (61lbs/28kg heavier) operates arguably better than the six-speed manual. Not because it has four more gear ratios but because even with a torque converter, it shifts quicker than any human and quicker than Porsche's PDK twin-clutch transmission. Full-throttle upshifts go by in under 100 milliseconds. General Motors and Ford actually worked together to develop this Hydra-Matic. For the ZL1, it's significantly strengthened in Ford Mustang duty to cope with the ZL1's obscene torque. It can even skip down multiple gears at once.

Impressive to say the least, but You can't be in a Car so sporty and racy and still allow it select gears for you. I'll still go with the three pedals (just to have a sense of control)

Cheverolet camaro one of my best car but i prefer the old model

You must love classic vintage cars

Iammehdi:
Cheverolet camaro one of my best car but i prefer the old model

dimexy247:
You must love classic vintage cars

Sure