If someone gets sweet in a “normal” yellow Camaro with the convertible version runs the risk of getting diabetic … Never before in the history of the Extra Motor, a car was so watched and commented during a week of testing. Gawky kids, booklet-takers taking pictures, men thumbing up and smiling women. Not to mention pedestrians: “Look at Camaaarooo!” The look went through touch-ups last year but retains the essence that made the Yankee foal be revered in country music and win the role of Bumblebee in the movie “Transformers.” Transform the Camaro into a cabriolet and what you have is a Prozac box on wheels. It is impossible to feel under the wheel of this car snow cover. To open the tarpaulin it is necessary to have the six-speed automatic gearbox in Park. A strap unlocks the ceiling. Next, a button lowers the windows and picks up the hood in about 20 seconds.
There it is to enjoy in the open air – but only in the late afternoon, because no one can take sun in Rio, either in the spring or in the summer. The feeling of freedom to drive a convertible is similar to driving a motorcycle on the road. The convertible Camaro, at $ 245,550, does not have that claustrophobic sense of the coupe, which costs $ 17,804 less. Although there is no deflector against turbulence, the wind does not disturb, since the front seats are in a very low position. The rear seat and the trunk have lost space with the hood frames. With the roof closed, it looks like we’re in an ordinary Camaro. And the design is above the average of the convertibles since the frame does not shake when it is directed on bad floors. The engine is an old-fashioned “see-dump” and American taste. It is large (6.2 litres), aspirated, with control in the block and two valves per cylinder. It yields 406hp of power and the generous 56kgfm torque, which moves the rear wheels. On the road, the heavy pedal and the steering with very progressive electric assistance instigate to accelerate. Overruns and climb sections are easily overcome. The box makes quick exchanges, with little tins that give sports flavor. In the mountain range, the rear-wheel flaps, the digital speedometer, and the red spokes on the head-up display take me to the “Forsa Horizon” game. But despite this bad guy, there is a lack of brutality in the accelerations. Where is vertigo and the punch in the stomach? And you know that serious snoring expected from V8? The Camaro loses to Mustang …
The reinforced structure ensures the ride
True that this convertible is 126kg heavier than the Camaro coupe. All because of the roof and the structural complements to “cover” the absence of ceiling and the central columns. There are reinforcements in the windshield structure, side columns, floor and air boxes. But the “cod” are well disguised (since the beginning of the project, GM was already thinking of making the Camaro convertible). When you open the bonnet, you come across a crossbar attached to the suspension towers. The increase worked. The Camaro is not one of those clumsy convertibles that twist the monoblock at every turn or hole. Other: you do not notice much vibration in the steering column (a problem common to convertibles). Stability ensures smooth running and braking is balanced. Pudera: the brake discs are 35.5cm in diameter at the front and 36.5cm behind. The suspension, however, does not work miracles: it is hard and gives an end of course, beating dry when going through irregularities of the city. Exaggerated 20 ” rings and low profile rear tires (275/40) also do not contribute to urban living.
The price of sportsmanship
In addition, the car scrapes at any spring break or ramp. After all, they are tiny 13cm from the ground. The average consumption was 8.1 km / l on the road and 5.6 km / l in the city. And it looks like the model has that system that turns off four cylinders in cruise speed situations. But who owns the Camaro cares about it? Better to enjoy the boldness of sports seats with electrical adjustments, heating and cooling. There’s still My Link with a powerful sound – but nothing to put back in the heights, eh?
2015 Chevrolet Corvette Z06 Convertible First One Built Since 1963
In 1963, Chevrolet built 199 Corvettes equipped with the performance-oriented Z06 option package, and one of those cars was a convertible. Now, for the 2014 New York International Auto Show, Chevrolet has built a second Corvette Z06 convertible and plans many more to come. General Motors says the 2015 Corvette Z06 convertible is the most powerful drop-top ever built by Chevrolet. A supercharged, 6.2-litre V-8 engine revs beneath its carbon fiber hood, generating an estimated 625 horsepower and 635 lb.-ft. of torque. That’s 165 more horsepower and 175 more lb.-ft. of torque than a standard Corvette Stingray generates.
As a result, the new 2015 Corvette Z06 convertible’s aluminum structure requires no additional reinforcement, the car weighs about the same as the Z06 coupe, and, aside from minor structural and ventilation changes required to accommodate the convertible top, the Z06 convertible is identical to the Z06 coupe. The new 2015 Corvette Z06 convertible is equipped with a special mesh grille that maximizes air intake, a larger hood vent designed to reduce the potential for aerodynamic lift, dedicated brake-cooling intakes front and rear, and more aggressive aerodynamic detailing intended to increase down force. Flared front and rear fenders cover the Z06 convertible’s lightweight, spun-cast 19-in. front and 20-in. rear wheels, wrapped in P285/30ZR19 front and P335/25ZR20 rear performance tires. The Z06 convertible also features wider rear styling with taillights that are a full 3 in. further apart. The supercharged 6.2-litre V-8 is equipped with Active Fuel Management to conserve fuel when the driver isn’t exercising the car. A 7-speed manual gearbox with Active Rev Management, a dual-mass flywheel, and a dual-disc clutch is standard equipment, while an 8-speed automatic transmission with paddle shifters is optional. Every Z06 convertible includes Bemba brakes with 2-piece steel rotors and 6-piston front/4-piston rear calipers, a Magnetic Selective Ride Control suspension, and a Driver Mode Selector that accesses vehicle performance profiles and systems including a Track mode, Weather mode, Launch Control, and Performance Traction Management. A Z07 Performance package is optional, adding Bemba carbon ceramic matrix braking components, an adjustable rear spoiler, and Michelin Pilot Sport Cup tires.
The Corvette Z06 convertible’s fabric top can be operated remotely using the key fob and can be raised or lowered at speeds up to 30 mph, according to Chevy. Available in one of four colours, the top includes sound-absorbing material and a glass rear window. A “waterfall” panel between the front seats matches the exterior paint color, and seat-back accent panels are rendered in Carbon Flash paint or real carbon fiber. Standard and optional interior materials include leather, aluminum, carbon fiber, and suede microfiber. Like the Stingray convertible on which it is based, the Z06 convertible includes a steel-reinforced grab bar for the passenger and softly padded spots where occupants are most likely to brace their knees during hard cornering. Standard GT seats with magnesium frames face a flat-bottom steering wheel with a carbon fibercenter spoke, and Competition Sport Seats are available at extra cost. Chevrolet provides five different interior colors for the Z06 convertible, including unique blue and dark grey colors. The Chevrolet sports car has been transformed by seven generations but has been able to preserve its essence and its values
As much as the United States industry has tried, it has rarely built cars with the same glamor as the best Europeans. As an exception to the rule, the Chevrolet Corvette can be considered the most charming and striking American sports car of all time. None of his countrymen managed to overshadow Vette’s brilliance – as they like to call enthusiasts – which marks 60 years of production on June 30. During its seven generations, expressive details of design and construction make the car keep its identity and its proposal unchanged. In the early 1950s, the red machines of Enzo Ferrari had already charmed Europe and the US, as well as the smaller sports cars of the English MG and the bigger ones of Jaguar, case of the XK 120 . During that time General Motors was in a critical moment, with its biggest rival, Ford, outpacing its sales for two consecutive years. The directors of the group knew that they had to think of something to regain growth. Tom Keating, Chevrolet’s general executive, had in mind a new car to put it back in first place in the market through a growth in image and prestige. In June 1951 the Opel project was started (a name used, it seems, in an attempt to mislead onlookers, making it look like a job for the German GM brand since 1929). The following year GM President Harlow Curtice gave Charge Engine Engineer Ed Cole and Chassis Specialist Maurice Olley an assignment to work together on the EX-122 project. Harley Earl, head of the corporate style department, had in mind a model inspired by European sports. He achieved the feat of moving from the modeling stage in clay to the pilot series in just 15 months, a very short time even today.
ANALYSIS: CHEVROLET CORVETTE Z06 DE 659 HP
Call up some friends and put the keys of a Ferrari and a Corvette on a table. Ask them to choose one and they will see a good fight for Italian. But if you are in the middle of someone who knows a little more by car and see that the American was the Z06, probably will have much more fun taming this beast, in addition to getting out of the process of choosing the smartest seat. What I can say is that the standard Stingray is already able to leave Porsche’s super sports cars behind. The Z06 is the “new” Corvette, no one will be cooler than it in the range. In fact, you can say that it is “the” Chevrolet, after all, is the most powerful car ever made by the manufacturer. So much so, that brand executives say they find it very difficult that, in the near future, the ZR1 appears again, because they have already put all their knowledge into this model. Nothing more fair to do justice to the name Z06, emerged in the second generation of the Vette in 1963. They started with the tires, much wider than the Stingray tires. They are huge and sticky Michelin Pilot Super Sport 285/30 rim 19 in the front (1.5 more inches) and 335/25 rim 20 in the back (two inches more). The Z07 pack, more focused on the tracks, brings tires of Michelin Sport Cup 2 of very high performance. This made it necessary, of course, to change the wheelhouse, in addition to the mudguards. They were wider by 5.6 cm in front and eight cm behind. It all ended, causing the taillights to be replaced and about seven inches further apart. It gave a more aggressive air. That had to be done. Because the engine in the front has almost 200 HP more than the “normal” Stingray, which is already car for no one to fault. This Chevrolet’s concern with stability led her to put a front air diffuser and side frames on the front mudguards for the wheels to be under the bow. The Z07 package includes adjustable spoilers. Apart from the air intakes in the mudguards and bonnet and the way even more wide and low, the rest looks a lot like Stingray, even if some dimensions are different.
The chassis has been reinforced, the aluminum frame is 20% stiffer than in the old Z06. So stable, nor did it require reinforcement when creating the convertible Z06, whose weight is the same as the coupe – something very rare. The brakes were ordered from Italian maker Brembo, who designed steel discs for the “basic” version of Z06, leaving the carbon-ceramic compounds for the Z07, or for anyone who wants to pay $ 7,000 (US) for them, to have more braking force, less fatigue and 5 pounds less weight on each wheel. The American engineers were so pleased with the result that they told everyone at the car show near Las Vegas that local magazines were forced to re-calibrate their measuring instruments that showed braking numbers that seemed unrealistic, to find that the instruments were fine, The American heart that commands this beast is a 6.2 V8. Do not confuse things, this 6.2 is very different from the one used by the Camaro SS imported into Brazil. To begin with, it’s a different engine, the LT4. In addition, the new eight-cylinder unit calls for a volumetric compressor capable of rotating at 20,000 rpm to deliver maximum pressure from idle. Titanium intake valves, more resistant aluminium head, forged connecting rods, everything is adapted to increase the resistance. It is even necessary since the 6.2 generates no less than 650 HP at 6,400 spins – the traditional Stingray delivers 466 hp. Torque? 650 also, only in foot-pounds at 3,500 rpm. Translating to units used in Brazil, the impact seems even greater. They are 629 horsepower and 89.9 kgfm of torque.