New COPO Chevy Camaro - Second Coming

SUCS 120030 COPO 01 New Copo Chevy Camaros Second Coming

Over 40 years ago, Chevrolet unleashed a pair of Camaros on the unsuspecting high performance world. One was a "mild" 427-425hp (L72) powered version, while the other was a take-no-prisoners, all-aluminum 427-430 (ZL1) engined job. Sixty-nine COPO 9560 ZL1-powered cars were constructed, along with more than two hundred of the iron engine COPO 9561s.

To suggest those Central Office Production Order Camaros rocked the establishment would be an understatement. Those were heady times. We thought we'd never see their likes again. Until now. As you're probably aware, Chevrolet is attempting to re-write the record books with 69 new COPO Camaros. This time around, it is building the cars in three different variants--a 427-425 (rated) horsepower naturally aspirated combination based upon the Corvette LS7, along with a pair of supercharged 327ci models, rated at 500 and 550 hp respectively.

All are off road use only and are targeted solely at the drag racing market. The 425 and 500 hp examples are destined for NHRA Stock Eliminator, while the 550-horse version goes right to the head of the class in NHRA Super Stock. These are full-on, turn-key racecars with certified cages designed to go head-to-head with Dodge Challenger Drag Packs and Ford's Cobra Jet Mustangs, which have the advantage of (in some cases) a nearly five-year head start in competition. It's like the '60s all over again.

Pricing is $89,000 for the N/A 427, $95,000 for the 327 with the small 2.9-liter blower, and $97,000 for the 327 with the 4-liter supercharger. As for classes, the 427 fits A/Stock and A/Stock Automatic; with allowable weight removed it also fits CC/Stock & CC/Stock Automatic. They also fit Super Stock classes SS/D and D/Automatic, along with SS/C, SS/CA, SS/D and SS/EA

The natural class for the 327/2.9 is AA/Stock and AA/Stock Automatic, but with weight removed, it fits AAA/Stock and AA/Stock Automatic; with weight added it can also fit BB/Stock & BB/Stock Automatic. They also fit Super Stock classes SS/B & B/Auto along with SS/A & SS/CA & SS/C and SS/CA. As for the 327/4.0 supercharger, it fits Super Stock classes only: SS/A, SSA/Automatic, and SS/AAA. To be competitive, they'll have to run a second or more under the established indexes, which range from 11.0 to 9.40. It's history in the making!

The 327 COPO engine combinations (500- and 550hp) are hand assembled with 4.065-inch bore LSX Bow Tie blocks, Mahle 2618 alloy forged pistons, Callies H-beam ultra rods and a Callies 4340 crankshaft. Here, GM Racing engine builder Duncan Michael is sliding a 10:1 CR piston into the bore.
The 327 COPO engine combinations (500- and 550hp) are hand assembled with 4.065-inch bore
Downstairs, the 6.350-inch long rod is guided over the Callies crank (3.150-inch stroke). Note the use of billet main caps complete with 12-point hardware. Bottom line here is, this thing is setup for a bunch of boost (wait until you see the top end!).
Downstairs, the 6.350-inch long rod is guided over the Callies crank (3.150-inch stroke).
Duncan has the cam in and is in the process of degreeing it. The camshaft is hydraulic roller ground to Chevy specifications by Competition Cams. It features a lift of 0.630 inches (intake and exhaust) with a duration of 246 degrees and 254 degrees on the intake and exhaust (respectively). Both 327-engine combinations make use of the came camshaft and bottom end.
Duncan has the cam in and is in the process of degreeing it. The camshaft is hydraulic rol

As you might have guessed, the cylinder heads are definitely impressive. They're based off the Corvette LS7 head, but they're fully CNC-machined with 275cc intake ports, 89cc exhaust ports and a 70cc chamber. Intake valves are 2.200-inch diameter titanium jobs from Del West while the exhausts are lightweight sodium filled pieces that measure 1.610 inches on the head. We're not privy to the flow numbers, but we can only imagine, they're over-the-top. Note, too, the use of head studs. This is a serious piece. Stock Eliminator rules prohibit porting of any kind and chamber size must remain stock. Any valve job is permitted.
As you might have guessed, the cylinder heads are definitely impressive. They're based off
Duncan (left) finalizes the blower assembly on the 327/500 while Saverio Leone works on the throttle body. Two different size twin-screw superchargers are used, both manufactured by Whipple. The 500hp combination shown here makes use of a 2.9-liter blower complete with a 109mm round blade throttle body, while the 550-horse 5.4 incorporates a considerably larger 4.0-liter blower with a positively huge 172mm oval throttle body.
Duncan (left) finalizes the blower assembly on the 327/500 while Saverio Leone works on th
Clearly, this is no backyard operation. Dyno Cell "C" in the GM Racing building is an incredibly sophisticated affair. Aside from multiple test sample data acquisition, the complete test is video taped (by way of a bank of cameras), and there's even an infrared job showing hot spots on the engine.
Clearly, this is no backyard operation. Dyno Cell "C" in the GM Racing building is an incr

Prototype chassis construction was contracted to Mike Pustelny Racing in Almont, Michigan. Here, the very first COPO Camaro is setup on the MPR chassis surface plate.
Prototype chassis construction was contracted to Mike Pustelny Racing in Almont, Michigan.
In the second photo, you can see Saverio (left) preparing to make a pull with Lead Calibration Engineer Randy Gallagher on the right. Essentially, what you're seeing is the engine management system in the process of being setup and calibrated.
In the second photo, you can see Saverio (left) preparing to make a pull with Lead Calibra
The front and rear of the Camaro are tied together by way of box section tubing as shown here.
The front and rear of the Camaro are tied together by way of box section tubing as shown h

You can see how the "frame" connectors tie into the rocker boxes.
Here's how the main roll cage hoop ties into the frame connector arrangement. This allows for the main hoop to be totally integrated into the car. The tab you see is for a seatbelt mount.
Here's how the main roll cage hoop ties into the frame connector arrangement. This allows
The design of the roll cage allows it to closely follow the shapes of both the A- and B-pillars. It's a cool setup that pretty much makes the roll cage appear next to invisible. And no, there are no forward struts into the engine compartment.
The design of the roll cage allows it to closely follow the shapes of both the A- and B-pi

They're not allowed by NHRA Stock Eliminator rules. FYI, NHRA's Danny Gracia (National Tech Director) and Bruce Bachhelder (Technical Services) were consulted regularly during the car's construction.
They're not allowed by NHRA Stock Eliminator rules. FYI, NHRA's Danny Gracia (National Tec
The back half of the rollcage ties into the back of the car (into the trunk)....
...while the X-braces shown here tie the rollcage into the rear suspension mounting points.
...while the X-braces shown here tie the rollcage into the rear suspension mounting points

Downstairs, you can see how the framerails are set up to accept the lower trailing arms. At ride height; they form a straight line from the housing to the frame "connector."
Downstairs, you can see how the framerails are set up to accept the lower trailing arms. A
What you're looking at is an extremely well engineered and carefully thought out race car package, folks. The housing is a modified Strange Engineering piece.
What you're looking at is an extremely well engineered and carefully thought out race car
Here's a look at the finished rear suspension setup. The upper trailing arm is actually tied into the rollcage X-brace. In accordance with NHRA rules, the lower trailing arms cannot be adjustable, however the uppers can be. Essentially, this makes for an unequal-length four-link.
Here's a look at the finished rear suspension setup. The upper trailing arm is actually ti

Also take note of the hefty anti-roll bar positioned above the housing. In the inset photo, you can also see the track locator, which basically keeps the rear end centered. These pieces will help the new COPO hook, regardless of track conditions.
Also take note of the hefty anti-roll bar positioned above the housing. In the inset photo
Inside the trunk, you can see how the rear (upper) rollcage struts tie into the floorpan.
You can also make out the battery mount on the right rear corner.

A mandatory NHRA kill switch is located just aft of the battery.
In the last photo of this sequence, note the use of an aluminum fuel cell complete with an integral in-tank fuel pump from Aeromotive. Simple stated, this is over-the- top well-built.
In the last photo of this sequence, note the use of an aluminum fuel cell complete with an
Here's a birds-eye view of the engine compartment. From a racer perspective, you can't get much better than this in a Stock or Super Stock car. Why? There's a ton of room available. That means a huge oil pan can be installed.
Here's a birds-eye view of the engine compartment. From a racer perspective, you can't get

There's lots of space for headers and other equipment, and it still allows elbow room for between-rounds maintenance. As you can see, the cars include manual rack-and-pinion steering. Even tie down points are included.
There's lots of space for headers and other equipment, and it still allows elbow room for
Here's a neat detail some might miss: See how the Strange Engineering master cylinder is braced? What's with that? When you pump the brakes to stage the car or to perform a burnout (and then set the roll control), the last thing you need is a firewall that flexes. Ditto with bringing the car down to a grinding halt after a pass. You might be surprised at how much a firewall can flex without this support (in a manual brake application).
Here's a neat detail some might miss: See how the Strange Engineering master cylinder is b
Front and rear shocks are coilover jobs manufactured by Strange Engineering for Chevrolet. They're double adjustable (compression and rebound) with external adjusters. Disc brakes from Strange are used on all four corners.
Front and rear shocks are coilover jobs manufactured by Strange Engineering for Chevrolet.

Ditto with the axles and aluminum rear end center section. FYI, the rear end follows a 9-inch Ford pattern, but for the diehards out there, there isn't one Ford part in the mix.
Ditto with the axles and aluminum rear end center section. FYI, the rear end follows a 9-i
Rolling stock is strictly drag race only: Wheels are custom-machined Bogarts (and yes, they will have a full complement of lug nuts) front and rear. Front skins as well as the slicks are from the folks at Hoosier Tire.
Rolling stock is strictly drag race only: Wheels are custom-machined Bogarts (and yes, the
Inside, there's a lot going on. But the most important instruments are next to the driver's line of site with the 5-inch tach with shift light on the A-pillar. The fuel pressure, water temp, oil pressure and transmission temperature gauges are even angled toward the driver.
Inside, there's a lot going on. But the most important instruments are next to the driver'

The shifter is a Hurst Quarter Stick that directs an ATI-built Pro Glide. Depending upon the engine combo, the COPO cars will have either an 8-inch or a 9-inch ATI built converter as standard equipment.
The shifter is a Hurst Quarter Stick that directs an ATI-built Pro Glide. Depending upon t
The first car is controlled by this overhead console arrangement from the folks at ARC. We’ve personally used this same setup for well over three decades and they’re the perfect way to wire and control a racecar electrical system. Later examples have an even cooler in-dash arrangement mounted on a billet plate.
The first car is controlled by this overhead console arrangement from the folks at ARC. We
Remember that "little" 327 we started this article with? Here it is at home. Keep in mind there's also a naturally-aspirated 427 along with the larger blower 327 destined for NHRA Super Stock use.
Remember that "little" 327 we started this article with? Here it is at home. Keep in mind

This is one serious racecar package. Note that the bore and stroke of these 327 LSX engines is completely different than that of the factory 5.3/325ci LS engines. There's very little "stock" about Stock Eliminator!
This is one serious racecar package. Note that the bore and stroke of these 327 LSX engine
You gotta admit, with Chevy's new cowl hood, this is one menacing Camaro. Even though the prices may seem high at first glance, they are actually pretty much in line when you compare them to what it would cost to build a competitive vehicle for these classes from the ground up. You could probably spend a lot more building from a wreck or body in white.
You gotta admit, with Chevy's new cowl hood, this is one menacing Camaro. Even though the