Auto-maniac

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. Preliminary testing shows the ZR1 builds on the highly respected Corvette Z06 in every performance category, from acceleration and braking, to cornering grip and top speed It all boils down to the power-to-weight ratio and the ZR1’s is exceptional  better than the Porsche 911 GT2, the Ferrari 599 and even the Lamborghini LP640. In fact, the ZR1 is expected to be the first production Corvette to achieve a top speed of at least 200 mph.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.

With a potent, 641-horsepower, a new LSX-based 454-cubic-inch small-block V-8 and the classic looks of the 1969 Camaro, legendary baseball player and ardent car collector Reggie Jackson has a muscle car as strong as his World Series batting record. Jackson partnered with GM Performance Parts (GMPP) and the GM Performance Division (GMPD) to build a one-of-a-kind modern muscle machine that serves as a developmental showcase for GM’s new LSX family of performance engine components. The powerful LSX 454 small-block engine is backed by a heavy-duty six-speed manual transmission and a sturdy 12-bolt rear axle with 3.91 gears. Additionally, Jackson’s Camaro features a host of custom features, including a scorching red hue derived from the Camaro concept vehicle, conchevroletorary suspension upgrades and a black leather interior with baseball-stitched upholstery. 

The 454-cubic-inch small-block V-8 in Jackson’s Camaro is based on GMPP’s new LSX Bowtie Block cylinder block and other engine components. The cast iron LSX block was designed for the creation of high-horsepower, large-displacement engines based on GM’s Gen IV small-block engine architecture. The iron block enables engine builders to use traditional displacement-enlarging techniques to create large-displacement small-block engines of 500 cubic inches or more. The LSX block is also designed with a thick deck and strategic cast-in strengthening features that support high-horsepower supercharged and nitrous-oxide combinations.

The cylinder heads are prototype LSX heads, which are derived from the LS7 7.0L engine found in the Corvette Z06. They feature six head bolts rather than five, for increased cylinder head sealing – an attribute that builders of supercharged engines will appreciate. Bridging the LSX heads is a new GM Performance Parts four-barrel intake manifold designed to match the rectangular ports of the LS7 head. The manifold is already available from GMPP, allowing customers to run a carburetor on LS7 crate engines. Atop the manifold is a Holley 850-cfm carburetor.

To complement the power packed into its 454 cubic inches, the LSX in Jackson’s Camaro was dressed with powder-coated accessories and custom rocker covers. The engine retains a classic look at first glance, but a second look reveals the individual coil packs and other features that identify it as a 21 st-century small-block. Stainless Works fabricated a custom exhaust system, including ceramic-coated headers. The LSX engine in the Camaro is backed by a beefed-up Tremec T56 six-speed manual transmission. It is equipped with a heavy-duty clutch to stand up to the engine’s considerable torque, channeling it via a custom aluminum driveshaft to a Detroit Speed & Engineering-built GM 12-bolt rear axle. The axle is fitted with an Eaton Detroit Locker Truetrac locking differential and 3.91 gears, which turn strengthened axles that are connected to 18-inch custom-design Budnik rear wheels and Goodyear high-performance rubber. Matching wheels and tires are found up front.

Although its engine and underpinnings are thoroughly modern, the silhouette of the car is pure vintage Camaro. Jackson pulled the car from his 100-plus personal car collection and, with the help of GMPP and GMPD, it was restored and transformed. And while it looks like an all-stock Camaro body, several subtle changes were made to enhance its appearance. The bumpers, for example, were brought in closer to the body, for a smoother, tighter appearance. The front-end features a 1969-vintage Rally Sport grille, complete with “hideaway” headlamps. The body also has classic Camaro styling cues, including a cowl-induction hood and rear spoiler. Other subtle changes include the relocation of the market lights. California-based Classic Industries supplied all of the restoration parts, including new chrome trim pieces. The instrument panel is fitted with carbon-fiber-face Auto Meter gauges, located in housings that mimic the angled gauge placement of the original ’69 Camaro interior. Also, the original seats were replaced with new bucket seats from a Cobalt SS. They were re-trimmed in black leather and feature baseball-style stitching. Pat Russell, of PJ’s Trim, hand-stitched the seats.