Installing A Paddle Shifter Into A Third-Gen Camaro

It's a gearhead given: the faster you can rip through the gears, the faster you get from point A to point B. We submit that this is true for any transmission, whether manual or automatic. Even those who prefer to run a slush box still row the gears themselves, holding each cog out at as long as possible, when maximum acceleration is desired. In either case, however, there's one major drawback: you have to take a hand off the wheel to shift gears, which is a less-than-optimal posture during high-speed maneuvers. The fastest, hardest-turning guys of all-F1 racers-seized on the idea of steering-wheel-mounted paddle shifters. You get quick shifts, and both hands stay on the wheel. Holding true to the trickle-down theory, Retrotek Speed has made this technology available to the musclecar market with its Smart Shift with Paddle Shift system.

Third Generation Camaro Paddle Shift Install Completed

In our book, what makes Retrotek Speed's setup unique is that it brings paddle shift technology to older, non-electronic GM transmissions. That's not to say it won't work with newer, electronic trannys like the 4L60E; all that's needed is an aftermarket transmission controller, such as a Computech, to go along with the Paddle Shift unit, and fourth-gen guys are in business. By melding the electronic and the mechanical, however, Retrotek Speed enables the rest of us-guys with Turbo 350s and 400s, 200-4Rs, and 700-R4s-to partake in the paddle-shift experience. Here's how it works: the vehicle must be placed in gear using the Smart Shift keypad. Once underway, the Paddle Shift unit itself uses a wireless transmitter to indicate gear changes. The signal is picked up by a receiver that's attached to the Smart Shift box; the box, which is the brains of this outfit, works the transmission-mounted actuator, which moves the shift lever to actually accomplish the gear change.

Depending on your level of wiring phobia, installation of the Smart Shift with Paddle Shift setup on a 700-R4-equipped third-gen Camaro is straightforward, so we'll cover that in the photos to follow and skip right to the driving impressions. The paddles themselves fall readily to hand at 3 and 9 o'clock; grip is good, and the action is positive. A firm flick of the fingers-right for upshifts, left for downshifts-is all that's needed to change gears whenever desired. The driving experience is intriguing-you've got your right foot planted, and you're clicking through the gears on command (holding each to 5,000 rpm, as opposed to 4,500-rpm auto shift), almost without raising a finger. Downshifting isn't like what you'd find on a manual trans, and takes a bit getting used to, but, with experience, these shifts also happen smoothly. All in all, it's easy to get wrapped up in the driving experience when working this shifter.

In a nutshell, Retrotek Speed's Smart Shift with Paddle Shift setup multiplies the fun factor for Camaro pilots who run an automatic transmission, and is bound to turn more than a few heads when parked (if you're into that sort of thing). Follow along as we show you the highlights of this third-gen shifter transformation.

01 Our starting point: an '84 Z28's perfectly functional, but decidedly old-school, console shift lever. All of this, as well as the shifter cable itself, will be excised in favor of the Smart Shift box, along with its keypad controller, mounted in a custom panel.
01 Our starting point: an '84 Z28's perfectly functional, but decidedly old-school, conso
02 The Smart Shift portion of this install comes in a single box: control box and wiring, actuator, actuator mounting hardware, and shifter keypad. The chrome finish pictured here has been discontinued in favor of a slicker-and easier to keep clean-black finish. Installation and functionality are identical.
02 The Smart Shift portion of this install comes in a single box: control box and wiring,
03 The Smart Shift control box must be placed in a dry location, which is one reason we chose the center console. The box requires a switched power source and ground. Hookups for a dimmer switch and a gear selector display are optional. See the brown wire? This is a brake input wire, which connects to the vehicle's brake light switch. It's a safety feature that ensures shifts into Park or reverse can only be accomplished when the brake pedal is depressed.
03 The Smart Shift control box must be placed in a dry location, which is one reason we c

04 The other reason for choosing the center console as our mounting location is that it facilitates the wiring process, since we were able to tap into the stock wiring harness for the neutral safety switch and the reverse lights. Hooking up the actuator is as easy as plugging it in; complete instructions for the rest of the wiring are included.
04 The other reason for choosing the center console as our mounting location is that it f
05 As we mentioned, the shifter cable, along with its bracket and shift arm, all must be removed before installing the Smart Shift actuator.
05 As we mentioned, the shifter cable, along with its bracket and shift arm, all must be
06 When it comes to installing the actuator, Retrotek Speed's directions specify which hardware should be used for each transmission, a 700-R4 in our case. The actuator bracket installs along the transmission pan rail, using the provided hardware. Note the spacers between the bracket and the pan rail. Also note that we've installed the included shift arm.
06 When it comes to installing the actuator, Retrotek Speed's directions specify which ha

07 The actuator mounts to the bracket using this stud and jamb-nut setup. The stud must be cut to the proper length, ensuring that the actuator is parallel to the mounting bracket.
07 The actuator mounts to the bracket using this stud and jamb-nut setup. The stud must b
08 For our setup, the stud, and thus the actuator, is fastened to hole No. 2; the actuator then swings up towards the shift arm ...
08 For our setup, the stud, and thus the actuator, is fastened to hole No. 2; the actuato
09 ... where the adjustable actuator rod bolts to the shift arm via this heim joint. At this stage, the rod should be adjusted so that the actuator doesn't bottom out at either end ("Park" at one extreme, "1st gear" on the other).
09 ... where the adjustable actuator rod bolts to the shift arm via this heim joint. At t

10 Programming, done through the shifter keypad, is actually pretty easy. The keypad must be plugged into the Smart Shift box, and the DIP switches along the edge (arrow) must be configured for your particular transmission. Switches 7 and 8 must be on to indicate programming mode.
10 Programming, done through the shifter keypad, is actually pretty easy. The keypad must
11 From here, the procedure is actually pretty simple. The shift arm is manually moved though each gear-make sure the actuator isn't bottoming out and isn't binding. At each gear position, the appropriate button: "P" for park, "D" for drive, etc; is pushed. The LED will flash, at which point you press "S" to save the position. Our shift arm has been moved to first gear. Remember the LED in the last photo? One light indicates first gear, so this position is ready to be saved.
11 From here, the procedure is actually pretty simple. The shift arm is manually moved th
12 We decided to place the keypad in the center console in place of our original shifter. To facilitate this, we made a cardboard template of the console opening, then transferred the pattern to black ABS plastic. Voila, we had a new console top! The keypad mounting bolts run through the bottom and into the keypad bezel.
12 We decided to place the keypad in the center console in place of our original shifter.

13 We used the original Torx head screws fasten it all down and match the rest of the cockpit fasteners. The keypad takes the place of a "normal" shift lever, and almost works the same way. To engage Drive or Reverse from Park, you depress the brake pedal and press "S." When the button flashes, it's safe to put the car in gear. Once in motion, you can let the tranny shift itself or do it manually via the keypad.
13 We used the original Torx head screws fasten it all down and match the rest of the coc
14 With the Smart Shift portion of this install in place, we moved on the Paddle Shift. The shifter electronics are self-contained and powered by a long-life battery; you'll receive yours pre-programmed to work with your transmission setup. The RF receiver next to the shifter plugs into the keypad. Note Retrotek Speed's new and improved finish on the Smart Shift box and actuator.
14 With the Smart Shift portion of this install in place, we moved on the Paddle Shift. T
15 At this time, the stock Camaro steering wheel won't accommodate the Paddle Shift; a 3-, 5-, 6-, or 9-bolt wheel is needed. We chose a Grant Evolution GT model, PN 1080, and also ordered the appropriate installation kit (PN 3196).
15 At this time, the stock Camaro steering wheel won't accommodate the Paddle Shift; a 3-

16 Grant's instructions are pretty straightforward, so we'll cut to the chase. The adapter hub and post cover take the place of the stock pieces; the paddle shifter takes the place of the GT adapter and boot, and bolts to the adapter hub. Don't forget the horn button ground wire!
16 Grant's instructions are pretty straightforward, so we'll cut to the chase. The adapte
17 The wheel itself, along with the horn button retainer, is then fastened to the Paddle Shift unit using the flat head Allen screws included in the Grant installation kit.
17 The wheel itself, along with the horn button retainer, is then fastened to the Paddle
18 In our humble opinion, the final result looks pretty slick, almost like these two were meant to be together. The steering wheel's thumb contours jibe almost perfectly with the shifter paddles. It looks racy, and believe us when we say it feels that way when you grip the wheel and start flipping through the gears.
18 In our humble opinion, the final result looks pretty slick, almost like these two were