The Fourth-Generation Camaro continues to be one of the best performance values for the money, making it the sports car of choice for those seeking seating for four. With the Z28's new engine, helping it sustain the best-bang-for-the-buck title, comes a new look as well, reminding graying baby boomers of the early Second-Generation Camaros they had back in high school. Though some hold a different opinion of the new grille design, once you get past the "I don't like the new nose" excuse, there are very few negative comments to make. Of course, that depends on the model you're interested in.
Below the skin, the 1998 Camaro is still built on the same one-piece unitized steel frame, except now it's fabricated out of two-side-galvanized steel and covered in electrodeposition (ELPO) primer to resist corrosion. Externally, it receives a reshaped metal hood and composite fenders and a front fascia that includes composite headlamps with reflector optics for improved nighttime visibility, rendering it one of those love-it-or-hate-it designs. Most enthusiasts we've spoken to hold a positive opinion regarding its sculpted hood and open grille, while others prefer the '93-97 style.
Two new colors were added to the existing line of eight: Sport Gold Metallic and Navy Blue Metallic. Also of strong interest is a new Sport Appearance Package that's available on all models. Gone is the RS designation; you now choose between only two models: the coupe or the Z28. Both versions are available in convertible form, but better than that, you can now order what was once the RS exterior package on any Camaro you want. Optioning a coupe with the exterior package nets you the Z28's standard aluminum 16-inch wheels with 235/55R tires. Very cool!
V-6 CoupeApart from the exterior alterations, the base model is still powered by the 200hp 3.8 V-6 with its 225 lb-ft of torque, which motivated the '97 model. The Y87 Performance Handling Package, with its beefier anti-roll bars and stiffer valving shocks, has been retained from '97, and in place of the standard 16.9:1-ratio steering box resides the quicker 14.4:1 box from the Z28. You'll also receive the Z's dual-outlet muffler with the Y87 option, but not its rectangular mailbox-slot tips. Nevertheless, the muffler should be worth a few ponies over the standard single-outlet piece. If you opt for the Y87 package, you'll also be required to order the larger 235/55R-16-inch, all-season tires, which are substantially wider than the standard 215/60R-16s.
The V-6-equipped coupe comes standard with a five-speed manual gearbox, whose ratios range from a 3.75 First gear to a .72-overdrive Fifth. A set of 3.23s is stuffed within the coupe's 7 5/8-inch differential, which is the only ratio available with the stick. An automatic transmission is optional, and if you order the Y87 option, besides a limited slip unit you'll also get lower 3.42 gears instead of the standard 3.08s. With the five-speed, you only get the limited-slip unit with the Y87 option.
Also new is a one-piece stainless-steel exhaust that's fully welded end to end. The only time flanges, clamps or bolts are used is at the exhaust manifolds. The coupe also receives the Z28's four-wheel disc brakes, which include larger 11.9-inch front and 12-inch rear rotors and a reprogrammed ABS module that shortens stopping distances in the wet even more.
Other than these few changes, the coupe remains as it did from the year before, an exceptional value for someone who wants exceptional performance at a not-so-exceptional price. A five-speed-equipped coupe should be able to knock out low-15-second ETs at better than 90 mph with ease. It's not that far off the pace of a 4.6-liter Mustang GT, and at a fraction of the cost. The V-6 Camaro's combination of exhilarating performance combined with excellent comfort and fantastic economy has made the Camaro coupe a forerunner in the ponycar movement.
V-8 Z28This Camaro's received all the major changes you've heard about. Most noticeable is the absence of the venerable LT1. It has been replaced by a new milestone in small-block history: the LS1. This all-aluminum powerhouse packs the same punch associated with last year's ram-air-equipped LT1. Rated at 305 hp at 5,200 rpm and 335 lb-ft of torque at 4,000 rpm, a dramatic 1,600 rpm higher than the LT1's torque peak, the LS1 was built to perform. With its torque peak substantially higher than the LT1's, some may miss the earlier engine's low-end grunt. But that's all you'll miss. The LS1 engine is light-years ahead of its predecessor, which is something I'm sorry to say, since I own an LT1 Formula. The LS1 is smoother, more efficient, more reliable and flat-out makes the Z28 a much more capable performer than ever before.
The LS1 is based around an all-aluminum block that incorporates four-bolt main bearing caps and a deep skirt construction, which allows the bottom of the block to extend past the caps and tie into them with an additional bolt on each side. It includes a nodular-iron crank and powdered-metal connecting rods. Hypereutectic pistons fill the block's steel-sleeved cylinders, helping create a lower 10.1:1 compression ratio than the LT1's 10.4:1.
The aluminum cylinder heads are unlike any other small-block head before. They contain replaced intake and exhaust ports that optimize incoming and outgoing airflow, allowing for more consistent cylinder-to-cylinder distribution. One of the head's most drastic differences is its intake (I) and exhaust (E) patterns, which are now of a I-E-I-E-I-E-I-E pattern, instead of the past E-I-I-E-E-I-I-E arrangement we've gotten used to over the past 40 years.
A new composite intake is far lighter than the cast-iron and aluminum intakes of the past and allows a cooler intake charge because it conducts less heat. Sequential fuel injection matches incoming air with the proper amount of fuel, and an individual coil above each cylinder ignites the mixture. The exhaust is funneled through a pair of unique stainless steel, dual-wall manifolds that reduce underhood temperatures and keep exhaust velocity to the catalytic converters high. The Z28 and the coupe each feature a one-piece stainless steel exhaust for a lifetime of durability.
Bolted behind the LS1 is your choice of either a Borg-Warner T56 six-speed manual or 4L60-E automatic. Both transmissions contain the same gear ratios as last year, with the T56 incorporating a 2.66 First gear and a .050 Sixth gear. The 4L60-E continues to make due with its 3.06 First gear and .070 Fourth gear. In 1998, however, LS1-powered F-bodies receive an aluminum driveshaft standard, which is a big improvement over the previous vibration-prone cast-iron shaft. A 7 5/8-inch 10-bolt differential still resides under the Z, and it still contains the same gears (2.72 or 3.23 for automatic, 3.42 for manuals) as the previous year.
Like the chassis, the suspension also remains the same, less different shock valving, which improves the ride--but not at the cost of fine handling. Thanks to a thinner front anti-roll bar measuring 28mm, instead of the 30mm bar used previously, and softer front springs, the overall ride has been improved, but again, not at the cost of overall handling. Also, a new steering linkage joint increases road feel while removing some of the old linkage's harshness.
As stated earlier, all Camaros receive bigger disc brakes all around and a new ABS chip to improve stopping distances. The Z28's optional Acceleration Slip Regulation has been reprogrammed to reduce the abruptness found in earlier models. Other than these major internal alterations, the '98 Z is basically the same as before. Just peer inside the interior and everything from its analog gauges to its reclining bucket seats are identical. The interior's sole alternation is a new basket-weave upholstery pattern.
Externally, the Z28 features the same redesigned front end as the coupe. The sheet-metal and composite panels still resemble the ones used on the previous Z; however, the rate at which you see those panels travel down the quarter-mile is different. We haven't tested a '98 Z yet, but what we've heard from our readers is encouraging. It seems a six-speed LS1 Z is a capable mid- to high-13-second performer. MPH numbers are around 103, even before the engine is broken in. The day after we go to press we'll be track testing one, so watch for our May '97 issue with all the details.
The ConvertibleThose buyers looking to spice up their driving excitement with a little sun and wind will be glad to know their convertible Camaro is the same as the coupe and T-top versions. Unfortunately, the lack of a roof brings with it a bit less structural stiffness, which GM combats with stiffer undercarriage braces, a pair of integrated subframe connectors and a stiffer floor pan. These efforts help reduce, if not eliminate, all inherent cowl and chassis flex that might occur because of the car's topless condition.
Both the coupe and Z28 can be equipped with a convertible top. In either case, you can option your topless Camaro with all the same equipment available on hardtop versions. The added braces shouldn't drastically affect performance, and it should be a high-13-second performer as well. We did hear about some ECM detuning going on in the back rooms of GM, however. We do know that '98 convertible F-bodies are restrained to 114 mph, instead of '97's 108-mph limit, but we'll keep you posted if we hear more.
The SSThe bad boy of all the Camaro models, the SS, will continue to be an option. However, the alterations that make up the killer Camaro will now be strictly done in house by Chevrolet. No longer will a Z28 be shipped off to SLP to receive its ram air hood and filtration system, 17-inch wheels and improved suspension. But interestingly enough, if you want to order any of the SS' additional options, such as a Hurst shifter, Bilstein suspension or freer-flowing exhaust, the car will have to visit SLP's Canadian plant.
Chevrolet equips the SS with all of '97's standard parts, including a functional ram air hood, stiffer shocks, firmer rear suspension bushings, a raised rear spoiler, 17x9 alloys and 275/40ZR 17-inch Goodyear F1 tires, and a single outlet exhaust that exhales through a 3-inch chrome tip. By the way, those new Goodyear F1 radials immensely improve both wet and dry cornering performance.
SLP's options for the '98 SS are the same as the previous year's. The freer-flowing exhaust produces an extra 5 hp, in addition to the 320 hp the SS already makes. Everything from the embroidered floor mats to synthetic fluids is still available on the SS, so personalizing isn't a problem. A convertible model is also available; the only differences are the 16-inch wheels and softer suspension. This is done to keep chassis flex to standard convertible levels.
With the additional 15-20 hp with the better exhaust, performance should be noticeably better than a standard Z. If that's the case, we should be looking at a low-13-second, 105-mph F-body in capable hands. These numbers are usually produced by cars that cost substantially more than $30,000. And that's just one of the many highlights that make the 1998 Camaro such an exceptional bang-for-the-buck value. This adds even more fuel to the Camaro's already-existing skyscraper-high flame.