When Chevy created the Ultimate Track Camaro, their intent was to deliver a track-ready machine based around parts from Chevy’s own bins. The car inherited most of …
Off to the Track
If you recall episode one, our first track experience with this beast was at the legendary Daytona International Speedway. Daytona pointed out two weaknesses in the car as delivered, and evidenced a third.
The first weakness is really anything but, though. The Camaro is simply stunningly fast on track–fast to the point where we’re a little nervous about the car’s lack of additional safety equipment. Now, the 2015 Camaro has earned an NHTSA 5-Star Safety Rating. In that agency’s tests, it earned the top possible marks in front, side and rollover crash tests. We are more than confident that it’s well engineered and completely safe on the highways of America.
But there aren’t many places on the highways of America where you’re doing 160 next to a concrete wall–unless you’re involved in some sort of meth-fueled high-speed chase. At that point, you’re on your own.
Since we’ve got families and lawns that aren’t going to mow themselves, we try our best to stay alive. Our first priority will be installing some upgraded safety bits, including an Autopower Industries four-point bolt-in roll bar. Proper belts and a proper racing bucket seat are also on the list.
The second point we considered worthy of an upgrade? The tires. The Camaro came equipped with a set of 285/35R20 Goodyear F1 G2 tires that were, much like the safety systems, perfectly adequate for street use. But the Camaro’s capabilities on track were simply too much for these tires to handle. They performed admirably, but their lack of width showed itself in large slip angles and grip that didn’t live up to the chassis’ potential.
Owing to the exceptionally well-tuned nature of the chassis, the car still felt nimble and predictable. It was just clear that there was more left on the table.
But there are very few problems in life that wide, sticky rubber can’t cure. Our solution was a set of Continental Force Contact tires in the 305/30R20 size. We mounted them on the 10-inch-wide front and 11-inch-wide rear ZL1-spec wheels.
We had some doubts initially about the fronts fitting properly. While 305s are commonly used at the rear on Camaros–even 315s will fit without modification–305s are not often used up front. The Z/28 features 305-width front tires, but they’re on 19-inch wheels, and their overall diameter is slightly less than our wheel-and-tire combo.
But fitting these Continentals was no problem. The closest potential point of contact is between the inner sidewall of the tire and the strut, and there’s still a good 3/16-inch gap. We saw no evidence of rubbing anywhere after track sessions on the Continentals.
The Force Contact tire is an interesting breed. Distributed exclusively by Tire Rack, it’s aimed squarely at the hardest of the hardcore track day enthusiasts: the folks who aren’t necessarily racing, but want to apply racing technology and feel to their track car.
Although it’s got a treadwear rating of 60–a number usually reserved for R-compound race rubber–Continental bills the Force Contact as a tire that can be driven to the track, lapped on, then driven home. It’s been designed not only for exceptional grip, but with some road manners and wet capabilities in mind. It’s aimed at high-end or high-capability sports cars that see limited road use and aggressive track use.
And, yeah, they nailed it. Though probably not as quick as the pointy end of R-comp rubber, the Force Contacts have true R-comp manners on track: broad slip angle, progressive breakaway, easy recovery–everything you want a race tire to do. And when you drive it to the gas station between sessions, they don’t beat you up or make your car feel completely uncivilized. It’s a true dual-purpose tire.
Oil’s Well, or Not?
While enjoying the Continentals at our second track outing at Sebring, we confirmed the third thing that had begun to concern us at Daytona: seemingly very high engine oil temps. After just a few laps, the oil temp indicated on the Camaro’s quad gauge pack would creep up to within a couple needle widths of the 320-degree mark. If nothing else, this warranted some talks with Chevy.
We had a chat and exchanged some emails with one of their powertrain engineers and learned some interesting stuff. First, the oil temp gauge in the center cluster isn’t actually measuring oil temp per se. The gauge actually reflects what a computer model simulation estimates the oil temperature should be based on current information. It takes data parameters like ambient temp, rpm, engine load, vehicle speed, gear, throttle position and dozens of other data points to build a very accurate simulation.
Amazing, yes. But the oil is literally 3 feet from you. It’s right there. Wouldn’t it be easier to just measure the temp? Well, Chevy says the modeling is highly accurate–possibly even more accurate and quicker to react than an actual gauge under normal conditions. And there’s the rub. Under typical loads the model is exceptional, but when the variables start to greatly exceed the normal programming thanks to strained track action, even Chevy admits that it may not be capable of accurately predicting temps.
So this is an issue that still needs more investigation. Our first priority is to actually determine our oil temps on track. Our model may be perfectly accurate, or it may be high, or it may be low. Chevy is sending us an old-school thermocouple that we’ll install so we can find out.
They’ve also recommended we switch from 5W-30 oil to 15W-50 for track use during the summer. Once we get a handle on just what sort of issue we’re dealing with, we’ll be better able to attack it. If our gauge is accurate, we’re seeing oil temps in the 305-315-degree range–and nearing what the manufacturer considers the danger zone. Chevy says that if they see prolonged oil temps at the 315-320-degree level during their internal track testing, they stop the test session.
Onward
Our next track outing should be a safer one, thanks to some Autopower gear, and an informative one, thanks to some proper oil temp measuring equipment. Look for complete info on our procedures and results in the next installment.
