The 427 Camaro Back With Its Version Of THE 2010 Camaro
Just as the COPO option gave enthusiasts a back door to performance in 1969 with its factory 427cid engine, GM Performance Parts carries on this legacy with its hopped-up version of the 2010 Camaro SS. Starting, of course, by supplanting the LS3 for an LS7, GMPP was intent on creating the wildest fifth-gen to date while staying true to the Camaro's historic roots. Lucky for us, achieving extraordinary performance is possible while making so few deviations from the factory equipment, or in this case, GM products-albeit from the pages of the GMPP catalogue
The GMPP Camaro was originally part of an early run, and is actually not a production version so-to-speak, but "all of the components are production design," says GM Performance Division Project Manager Mike Copeland. It was originally black, and was repainted a more eye-catching red aside from the hood and rear panel, which were painted flat black in an ode to old school hot rodding. That of course is balanced nicely with the very new school Brembo 6-piston front and 4-piston rear brake upgrade to fill up the one-off 20-inch hoops. Meaty Pirelli P Zero 255/40R20 and 305/65R20 rubber accompanies them.
Aside from these showy pieces, GMPP also took the opportunity to install several of its new parts developed for the '10 Camaro including a high-performance exhaust and (of course) a Hurst shifter for the Tremec TR6060 manual trans. GMPP was also quick to have the motor partially disassembled to install one of its new Hot Cams before shoehorning it comfortably into the fifth-gen's engine compartment. Though there was little to no increase in lift or duration with the GMPP-spec cam (p/n 12480033), it uses a tighter 112LSA to up the ante to 556 hp. The LS7 would also be breathing easier through a GMPP cold air induction kit and tubular shorty headers. It's safe to say the factory-designed and street legal components were taken as far as they could go.
Swapping the two Gen IV motors turned out to be a fairly easy process given the large amount of common components and overall compatibility. For the sake of simplicity the dry sump oiling system was dropped, and a stock LS3 oil pan was used. Since the LS7 throttle body wiring connector and pin-out are different, an LS3 unit replaced that as well. Last, the MAP sensor connector had to be changed, and the ECM was reprogrammed. And aside from an '08 ZO6 clutch and pressure plate, that was all it took to bolt the LS7 right up. Since both cars have factory ECT, there was no need for a gas pedal sensor and both ECM's run off the 58x crank signal. Aside from what was mentioned, everything plugged right into the LS3's wiring harness, according to Mike Copeland.
With the fifth-gen Camaro it seems we will finally be done with the knock sensor, crank reluctor wheel, and cam sensor conundrums that have plagued our fourth-gens, GTOs and C5s. And it appears we can finally use this new technology to our advantage and not consider it a hindrance. It seems we are finally entering a golden age when achieving great performance is not only easy, but accessible, thanks to GM and GMPP. Say goodbye to legal entanglements and "bolt-on" parts, and hello to OEM refinement.