Then Vs. Now: 2014 Chevrolet Camaro Z/28 vs. 1967 Camaro Z/28
The original faces off against the modern Z/28 -- on paper, at least.
By now, you've read that the 2014 Chevrolet CamaroZ/28 packs 505 hp, laps a rain-soaked Nurburgring in under 8 minutes , and is a brutal track-tuned machine. You've also likely read that GM execs view this as a "true" successor to the original Z/28, which was developed to give Chevy a fighting chance in the Trans-Am racing series. And you probably also saw we recently got our first crack behind the wheel, putting the 2014 Camaro Z/28 through its paces at Barber Motorsports Park. But how do the 2014 Chevrolet Camaro Z/28's numbers stack up against the original 1967 Chevrolet Camaro Z/28? We crunched some figures to find out.
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Length
164.5 in
192.3 in
Wheelbase
108.1 in
112.3 in
Width
72.3 in
76.9 in
Height
51.5 in
52.4 in
Curb Weight
3355 lbs
3800 lbs (est)
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Engine
5.0L V-8, iron block, iron heads, aluminum intake
7.0L V-8; aluminum block, aluminum heads
Bore & Stroke
4.00 x 3.00 in
4.125 x 4.00 in
Valvetrain
OHV, two valves per cylinder
OHV, two valves per cylinder
Compression Ratio:
11.0:1
11.0:1
Fuel Delivery
Holley 800 CFM 4-barrel carburetor
Sequential fuel injection
Horsepower
290 @ 5800 (nominal)
505 @ 6100 rpm
Torque, lb-ft
290 @ 4200 (nominal)
481 @ 4800 rpm
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Transmission
Four-speed manual
Six-speed manual
Ratio, First Gear
2.52
2.66
Ratio, Second Gear
1.88
1.78
Ratio, Third Gear
1.46
1.3
Ratio, Fourth Gear
1
1
Ratio, Fifth Gear
n/a
0.74
Ratio, Sixth Gear
n/a
0.5
Ratio, Reverse
2.59
2.9
Final Drive Ratio
3.73
3.91
Drive
Rear-wheel
Rear-wheel
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Construction
Unibody
Unibody
Suspension, Front
Independent, coil springs
Indpendent, multi-link strut
Suspension, rear
Live axle, heavy duty leaf springs
Independent, 4.5-link
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Brakes, Front
11-inch disc
Carbon ceramic 15.5" disc, 6-piston caliper
Brakes, Rear
9-inch drum
Carbon ceramic 15.3" disc, 4-piston caliper
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Base Price
$3,527
$75,000 (est)
Production
607
3000-4000, Max
People ask me questions fairly infrequently, but when they do, these are the questions I’m frequently asked.
What do you do?
I’m an associate Web editor at Automobile Magazine. Which, in a nutshell, means I write about cars and car news primarily for our lovely Web site.
Are you a car guy?
How could I not have been? A disturbing number of my relatives have worked in the auto industry, and I spent my formative years as a child grinning in the back seat of my dad’s 1965 Mustang. I’d also note I’m more of a “wheeled machine” guy, as I also have an alarming affinity for things like trucks, trains, and buses. Don’t ask.
Does every 9-5 shift involve driving exotic supercars in the French Riviera?
I wish.
How can I get your job?
Timing is everything. By luck, an internship opening at AutoWeek opened while while I was finishing my collegiate coursework; I then worked at freelancing news items for Winding Road. A similar position opened up at Automobile just as I graduated, and I’ve been here ever since.
What’s your dream car?
Honestly, this changes with the weather.
Seriously, what cars do you like?
For reasons beyond my understanding, I have a soft spot for Francomobiles, especially the Citroen ID/DS, 2CV, the Renault 4 (not 4CV), and anything designed and constructed by Gabrielle Voisin. Also, I’m in the process of convincing my wife that a vintage Mercedes-Benz Unimog or a Steyr-Puch Pinzgauer is both a sound investment and a practical family vehicle. Wish me luck with that.
What’s the best car you’ve driven?
Oh, dear. I’ve had some fun with some really fun machines during my time at Automobile, including (but not limited to) the Cadillac CTS-V Wagon, a Porsche Cayman R, a Bentley Continental GT, and an Aston Martin DBS. I also once managed to miraculously cram my hulking frame into the confines of a Lotus Exige.
I’ll never forget my brief time behind the wheel of a giant International semi truck (let alone trying to shift the 18-speed gearbox), but the most memorable vehicle piloted during my employment? That honor has to go to a mint-condition Peugeot 205 Turbo 16.
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