Since its debut, the key criticism leveled contrary to the Chevrolet Camaro Z/28 is that its activities like a fancy group of tires while on an otherwise poor-handling car. Put those tires on every other car and yes it would smoke the Camaro with a track, roughly the theory goes (dont worry that theres nothing stopping competing automakers from doing such a thing). But can it hold water?
As it takes place, we recently experienced a Camaro Z/28 and also a Camaro 1LE at your workplace for separate tests when a perception struck. What if we swapped the tires? Would the 1LE, already an automobile with superb handling, meet or beat the Z/28s track performance because of the same tires? Is the Z/28 simply a super-expensive tire and wheel package?
Heres what were dealing with: The 1LE can be a $3500 handling package for ones standard 426-hp Camaro SS that includes stiffer monotube shocks, thicker anti-roll bars, stronger rear axle half-shafts, a strut tower brace, quit e a few aerodynamic aids, and, most essential for this test, 285/35R20 Goodyear Eagle F1 SuperCar G:2 tires on all four corners. The Z/28, meanwhile, is usually a limited-edition, track-ready $75,000 car that has a larger, 505-hp V-8, spool-valve shocks, stiffer springs, smaller anti-roll bars, a whole lot larger aerodynamic aids, less weight, a strut tower brace, carbon-ceramic brakes, and again essential to this test, 305/30ZR19 Pirelli P Zero Trofeo R tires in any respect four corners.
Normally, a tire swap would require buying two groups of tires for every car and getting a shop dismount and remount them. That would mean having the non-stock tires per car from the stock size, that may be difficult if either isnt offered from the others size. It would also show that each car would be utilizing different width tires versus the other. The 1LE can be running 285-width Trofeo Rs rather compared to Z/28s 305-width Trofeo Rs, so when it comes to performance, tire width can c reate a big difference.
Thankfully, none of this is really a problem. The Camaro fans will likely be happy to learn that you could bolt the Z/28s wheels and tires to your 1LE (and presumably another Camaro) without clearance issues. No, even if its just at the front. Howd that happen? Stick your hand beneath the fender of an 1LE and you will find theres little clearance between inside fringe of the tire and also the suspension. Chevrolet s elegantly simple solution for mounting even wider tires within the Z/28 would have been to jack up the wheels offset, effectively pushing the wheel farther out of the chassis. This created extra room between your inside side of the tire plus the suspension, so Chevrolet could widen the wheel to fill that extra room without affecting clearances. A few fender flares etc to cover the exposed rubber (for legal and aerodynamic reasons) and youre simply done.
Going another way, the 1LEs wheels fit just as well around the Z/28, thou gh they appear a little funny. The 1LEs larger diameter wheel just clears the Z/28s massive brakes. Clearances verified, were able to hit the track.
The Drag Strip
Logically, youd expect wider, stickier tires to boost grip and so improve an autos launch for the drag strip, and choosing correct. The 1LE on its stock Goodyear tires hits 60 mph from your stop in 4.5 seconds and runs the quarter mile in 13.0 seconds at 109.1 mph. Fitted while using Z/28s Pirelli tires, the 1LE hit 60 mph in 4.3 seconds and ran the quarter mile in 12.7 seconds at 111.7 mph. Thats a substantial improvement.
Using exactly the same logic, you would possibly expect skinnier, less sticky tires to hurt an autos launch, and selecting wrong. What? Yep. The Z/28 on its stock Pirelli tires hit 60 mph in 4.0 seconds and ran the quarter mile in 12.3 seconds at 117.2 mph. On the 1LEs Goodyear tires, the Z/28 hit 60 mph in 3.9 seconds and ran the quarter mile in 12.2 seconds at 117.1 mph, a reduced but still significant improvement.
Whats happening here? Per test driver Carlos Lago, both cars were quicker to launch about the 1LEs Goodyear tires. There was less likelihood of bogging the engine as well as the tires chattered nicely right within the limits of grip and right inside the meat in the power band. On the Z/28s Pirellis, both cars were trickier to produce. It was either hero or zero: The cars launched nicely or they stalled and chugged over line. The Pirellis just arent great drag-racing tires.
Its also worth noting that changing the diameter, width, and weight with the wheels and tires changes their rotational inertia, which affects both acceleration and braking. This isnt easily tested with your equipment, but we suspect the real difference wouldnt be too significant. Additionally, changing wheel and tire diameter also alters the effective gearing, which could affect acceleration. This was noticeable within the figure eight, in which the shift points changed dependant on which wheels and tires were for the car. As with rotational inertia, though, measuring its influence on acceleration is tough.
Braking
While brakes have a tendency to get the many credit for stopping a vehicle, the reality is the tires certainly are a huge factor. No matter what size the brakes are, they dont do any good if your tire doesnt need enough grip to translate that brake force into stopping power. A better list of tires is able to reduce stopping distances measurably without the change for the brakes.
Here, again, you should predict the wider, stickier tire would stop better, and would certainly be right. The 1LE on its stock Goodyears stops from 60 mph in 101 feet. Give it the Z/28s Pirellis and it alsoll stop from exactly the same speed within a seriously impressive 94 feet.
This time, the alternative is also true. The skinnier, less sticky Goodyears cant stop quite as well. On its stock Pirellis, the Z/28 stops from 60 mph in 97 feet. On the 1LEs Goodyears, the Z/28 stops in 100 feet. No special explanations here. The Pirellis only need more grip under braking.
The Skidpad
While the skidpad will show you what a vehicles absolute steady state handling limit is, it isnt much of an real-world test as you dont ever drive in continuous circles at the steady speed. Still, it is really an instructive number that indicates how an automobile should perform for the limit within a corner. Here, again, a wider, stickier tire ought to have an advantage.
Fit the 1LE with all the Z/28s Pirellis and you should definitely see a benefit. With its stock Goodyear tires, the 1LE pulled 1.02 g average for the skidpad. Upfitted together with the Pirellis, the 1LE pulls a much more impressive 1.05 g average. The numbers dont look big, but a 0.03g average improvement is significant.
Putting the Z/28 within the 1LEs Goodyears also makes a difference, yet not the exact opposite effect you could possibly expect. On its stock Pirellis, the Z/28 pulls 1.06 g average (0.01 g more versus the 1LE around the same tires). Downgraded for the Goodyears, the Z/28 pulls 1.04 g average. Not only is the fact still 0.02 average g more compared to the stock 1LE around the same tires, the difference between two tires performance is smaller for your Z/28 than it is with the 1LE (plus 0.03 g average with the 1LE, minus 0.02 g average with the Z/28).
The Figure Eight
Where the skidpad isnt able to apply to real-world driving, our unique figure-eight test sees the slack. Consisting of two 200-foot-diameter skidpads separated by 500 feet center-to-center, the figure eight tests cornering, acceleration, braking, along with the transitions between each. Here, the tires must grip under braking, wait through the corner, and set the power down for the exit. Once again, the wider, stickier tire really sh ould have the advantage.
The 1LE, on its stock Goodyears, completes the figure eight in 24.1 seconds at 0.85 g average. On the Z/28s Pirellis, the 1LE completed the figure eight in … 24.1 seconds at 0.83 g average. Not only made it happen not gain a plus, the 1LE actually recorded a cheaper average g figure inside the corners.
The Z/28, meanwhile, was hobbled, and not as much as youd expect. On its stock Pirellis, the Z/28 temps the figure eight in 23.6 seconds at 0.84 g average. On the 1LEs Goodyears, the Z/28 ran the figure eight in 24.1 seconds at 0.84 g average.
Whats occurring here? Test driver Kim Reynolds has a answer. In stock form, Kim says, the 1LE is razor-sharp. With the Z/28s tires, it merely felt mushy. The precision was gone, and then for no measureable gain. Conversely, Kim says the stock Z/28 is predictable and balanced. On the 1LEs tires, it became a smaller amount predictable and even more prone to oversteer. Given there seemed t o be no alteration of average cornering g, its reasonable to summarize that the Z/28s diminished performance could be the result of its inability to stop just as easily (despite having significantly larger brakes) or put the ability down as effectively. True, the Z/28 gives you a power edge on the 1LE, but inside the space of under 500 feet, 79 hp and 61 lb-ft dont come up with a lot of difference (and despite what we may think, our scales the Z/28s weight edge over the 1LE is simply 35 pounds).
Conclusion
From this test, you can conclude which the Z/28s advantage will not be simply a better list of tires. Mounting the Z/28s wheels and tires to your Camaro 1LE wouldnt allow the 1LE to fulfill or exceed the performance on the stock Z/28. In fact, by two of our tests, the 1LE fitted with Z/28 tires still did not outperform the Z/28 fitted with 1LE tires, a lot less the stock Z/28.
Tires, then, usually are not the be-all, end-all of handling. The y are part on the equation, and increasing the tires can improve performance. However, the tire also needs to work with all the suspension, the brakes, the steering, along with the chassis. Handling is holistic, and lots of variables could happen. Spring rates, shock rates (both compression and rebound), anti-roll bar stiffness, bushing stiffness, suspension geometry, alignment, chassis stiffness, and much more can all affect how well a motor vehicle handles. While improving any factor can increase performance, it as a whole have to be considered not just to more meaningfully improve performance, but additionally to retain or improve driving experience. After all, will it matter the dimensions of the skidpad numbers are when the car is unpleasant they are driving?
As it takes place, we recently experienced a Camaro Z/28 and also a Camaro 1LE at your workplace for separate tests when a perception struck. What if we swapped the tires? Would the 1LE, already an automobile with superb handling, meet or beat the Z/28s track performance because of the same tires? Is the Z/28 simply a super-expensive tire and wheel package?
Heres what were dealing with: The 1LE can be a $3500 handling package for ones standard 426-hp Camaro SS that includes stiffer monotube shocks, thicker anti-roll bars, stronger rear axle half-shafts, a strut tower brace, quit e a few aerodynamic aids, and, most essential for this test, 285/35R20 Goodyear Eagle F1 SuperCar G:2 tires on all four corners. The Z/28, meanwhile, is usually a limited-edition, track-ready $75,000 car that has a larger, 505-hp V-8, spool-valve shocks, stiffer springs, smaller anti-roll bars, a whole lot larger aerodynamic aids, less weight, a strut tower brace, carbon-ceramic brakes, and again essential to this test, 305/30ZR19 Pirelli P Zero Trofeo R tires in any respect four corners.
Normally, a tire swap would require buying two groups of tires for every car and getting a shop dismount and remount them. That would mean having the non-stock tires per car from the stock size, that may be difficult if either isnt offered from the others size. It would also show that each car would be utilizing different width tires versus the other. The 1LE can be running 285-width Trofeo Rs rather compared to Z/28s 305-width Trofeo Rs, so when it comes to performance, tire width can c reate a big difference.
Thankfully, none of this is really a problem. The Camaro fans will likely be happy to learn that you could bolt the Z/28s wheels and tires to your 1LE (and presumably another Camaro) without clearance issues. No, even if its just at the front. Howd that happen? Stick your hand beneath the fender of an 1LE and you will find theres little clearance between inside fringe of the tire and also the suspension. Chevrolet s elegantly simple solution for mounting even wider tires within the Z/28 would have been to jack up the wheels offset, effectively pushing the wheel farther out of the chassis. This created extra room between your inside side of the tire plus the suspension, so Chevrolet could widen the wheel to fill that extra room without affecting clearances. A few fender flares etc to cover the exposed rubber (for legal and aerodynamic reasons) and youre simply done.
Going another way, the 1LEs wheels fit just as well around the Z/28, thou gh they appear a little funny. The 1LEs larger diameter wheel just clears the Z/28s massive brakes. Clearances verified, were able to hit the track.
The Drag Strip
Logically, youd expect wider, stickier tires to boost grip and so improve an autos launch for the drag strip, and choosing correct. The 1LE on its stock Goodyear tires hits 60 mph from your stop in 4.5 seconds and runs the quarter mile in 13.0 seconds at 109.1 mph. Fitted while using Z/28s Pirelli tires, the 1LE hit 60 mph in 4.3 seconds and ran the quarter mile in 12.7 seconds at 111.7 mph. Thats a substantial improvement.
Using exactly the same logic, you would possibly expect skinnier, less sticky tires to hurt an autos launch, and selecting wrong. What? Yep. The Z/28 on its stock Pirelli tires hit 60 mph in 4.0 seconds and ran the quarter mile in 12.3 seconds at 117.2 mph. On the 1LEs Goodyear tires, the Z/28 hit 60 mph in 3.9 seconds and ran the quarter mile in 12.2 seconds at 117.1 mph, a reduced but still significant improvement.
Whats happening here? Per test driver Carlos Lago, both cars were quicker to launch about the 1LEs Goodyear tires. There was less likelihood of bogging the engine as well as the tires chattered nicely right within the limits of grip and right inside the meat in the power band. On the Z/28s Pirellis, both cars were trickier to produce. It was either hero or zero: The cars launched nicely or they stalled and chugged over line. The Pirellis just arent great drag-racing tires.
Its also worth noting that changing the diameter, width, and weight with the wheels and tires changes their rotational inertia, which affects both acceleration and braking. This isnt easily tested with your equipment, but we suspect the real difference wouldnt be too significant. Additionally, changing wheel and tire diameter also alters the effective gearing, which could affect acceleration. This was noticeable within the figure eight, in which the shift points changed dependant on which wheels and tires were for the car. As with rotational inertia, though, measuring its influence on acceleration is tough.
Braking
While brakes have a tendency to get the many credit for stopping a vehicle, the reality is the tires certainly are a huge factor. No matter what size the brakes are, they dont do any good if your tire doesnt need enough grip to translate that brake force into stopping power. A better list of tires is able to reduce stopping distances measurably without the change for the brakes.
Here, again, you should predict the wider, stickier tire would stop better, and would certainly be right. The 1LE on its stock Goodyears stops from 60 mph in 101 feet. Give it the Z/28s Pirellis and it alsoll stop from exactly the same speed within a seriously impressive 94 feet.
This time, the alternative is also true. The skinnier, less sticky Goodyears cant stop quite as well. On its stock Pirellis, the Z/28 stops from 60 mph in 97 feet. On the 1LEs Goodyears, the Z/28 stops in 100 feet. No special explanations here. The Pirellis only need more grip under braking.
The Skidpad
While the skidpad will show you what a vehicles absolute steady state handling limit is, it isnt much of an real-world test as you dont ever drive in continuous circles at the steady speed. Still, it is really an instructive number that indicates how an automobile should perform for the limit within a corner. Here, again, a wider, stickier tire ought to have an advantage.
Fit the 1LE with all the Z/28s Pirellis and you should definitely see a benefit. With its stock Goodyear tires, the 1LE pulled 1.02 g average for the skidpad. Upfitted together with the Pirellis, the 1LE pulls a much more impressive 1.05 g average. The numbers dont look big, but a 0.03g average improvement is significant.
Putting the Z/28 within the 1LEs Goodyears also makes a difference, yet not the exact opposite effect you could possibly expect. On its stock Pirellis, the Z/28 pulls 1.06 g average (0.01 g more versus the 1LE around the same tires). Downgraded for the Goodyears, the Z/28 pulls 1.04 g average. Not only is the fact still 0.02 average g more compared to the stock 1LE around the same tires, the difference between two tires performance is smaller for your Z/28 than it is with the 1LE (plus 0.03 g average with the 1LE, minus 0.02 g average with the Z/28).
The Figure Eight
Where the skidpad isnt able to apply to real-world driving, our unique figure-eight test sees the slack. Consisting of two 200-foot-diameter skidpads separated by 500 feet center-to-center, the figure eight tests cornering, acceleration, braking, along with the transitions between each. Here, the tires must grip under braking, wait through the corner, and set the power down for the exit. Once again, the wider, stickier tire really sh ould have the advantage.
The 1LE, on its stock Goodyears, completes the figure eight in 24.1 seconds at 0.85 g average. On the Z/28s Pirellis, the 1LE completed the figure eight in … 24.1 seconds at 0.83 g average. Not only made it happen not gain a plus, the 1LE actually recorded a cheaper average g figure inside the corners.
The Z/28, meanwhile, was hobbled, and not as much as youd expect. On its stock Pirellis, the Z/28 temps the figure eight in 23.6 seconds at 0.84 g average. On the 1LEs Goodyears, the Z/28 ran the figure eight in 24.1 seconds at 0.84 g average.
Whats occurring here? Test driver Kim Reynolds has a answer. In stock form, Kim says, the 1LE is razor-sharp. With the Z/28s tires, it merely felt mushy. The precision was gone, and then for no measureable gain. Conversely, Kim says the stock Z/28 is predictable and balanced. On the 1LEs tires, it became a smaller amount predictable and even more prone to oversteer. Given there seemed t o be no alteration of average cornering g, its reasonable to summarize that the Z/28s diminished performance could be the result of its inability to stop just as easily (despite having significantly larger brakes) or put the ability down as effectively. True, the Z/28 gives you a power edge on the 1LE, but inside the space of under 500 feet, 79 hp and 61 lb-ft dont come up with a lot of difference (and despite what we may think, our scales the Z/28s weight edge over the 1LE is simply 35 pounds).
Conclusion
From this test, you can conclude which the Z/28s advantage will not be simply a better list of tires. Mounting the Z/28s wheels and tires to your Camaro 1LE wouldnt allow the 1LE to fulfill or exceed the performance on the stock Z/28. In fact, by two of our tests, the 1LE fitted with Z/28 tires still did not outperform the Z/28 fitted with 1LE tires, a lot less the stock Z/28.
Tires, then, usually are not the be-all, end-all of handling. The y are part on the equation, and increasing the tires can improve performance. However, the tire also needs to work with all the suspension, the brakes, the steering, along with the chassis. Handling is holistic, and lots of variables could happen. Spring rates, shock rates (both compression and rebound), anti-roll bar stiffness, bushing stiffness, suspension geometry, alignment, chassis stiffness, and much more can all affect how well a motor vehicle handles. While improving any factor can increase performance, it as a whole have to be considered not just to more meaningfully improve performance, but additionally to retain or improve driving experience. After all, will it matter the dimensions of the skidpad numbers are when the car is unpleasant they are driving?
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