2017–2024 Chevrolet Camaro 1LE: The Sixth‑Gen Track Pack, Decoded
Historical Context and Development Background
Chevrolet’s 1LE nameplate predates the sixth-generation Camaro by decades, but its modern renaissance arrived with the Alpha-platform Camaro. The sixth gen moved to GM’s Lansing Grand River plant and shared the lightweight, stiff architecture that underpinned Cadillac’s ATS/CTS. The result was a downsized, sharpened Camaro whose chassis capacity begged for a factory track kit. Enter the 1LE—a cohesive package of cooling, brakes, tires, and suspension that escalated in intensity from turbo four to supercharged V8.
For 2017, Chevrolet launched the V6 1LE and SS 1LE, each with model-specific hardware and calibration. The ZL1 1LE followed as a 2018 model with Multimatic DSSV spool‑valve dampers and serious aero addenda. A 2.0T 1LE joined for 2019, creating a ladder of track‑ready variants. The competitive context was fierce: Mustang GT with Performance Pack (and later PP2), Shelby GT350/350R, Challenger 392 and Hellcat, and even benchmark imports like the BMW M4 and Porsche Cayman served as yardsticks. In instrumented testing and at Car and Driver’s Lightning Lap at VIR, the SS 1LE and especially the ZL1 1LE repeatedly punched above their price class—headline moments included the SS 1LE’s sub‑2:55 VIR lap and the ZL1 1LE’s sub‑2:46, along with a factory-documented 7:16 Nürburgring lap for the ZL1 1LE that reset expectations for American muscle on a road course.
Engine and Technical Specifications
The sixth‑gen 1LE ecosystem spans four engines. All use direct injection and are paired with six‑speed manuals as standard (the ZL1 1LE later offered a 10‑speed automatic). The step‑up in hardware, tires, and aero mirrors the power jump.
| Variant | Engine Configuration | Displacement | Horsepower | Induction Type | Redline | Fuel System | Compression | Bore/Stroke |
|---|---|---|---|---|---|---|---|---|
| 2.0T 1LE (LTG) | Inline‑4, DOHC, aluminum block/heads | 1998 cc | 275 hp @ ~5600 rpm | Turbocharged (twin‑scroll) | ~6500 rpm | Direct injection | 9.5:1 | 86.0 mm × 86.0 mm |
| V6 1LE (LGX) | V6, DOHC, aluminum block/heads | 3649 cc | 335 hp @ ~6800 rpm | Naturally aspirated | ~7200 rpm | Direct injection | 11.5:1 | 95.0 mm × 85.8 mm |
| SS 1LE (LT1) | V8, OHV, aluminum block/heads | 6162 cc | 455 hp @ ~6000 rpm | Naturally aspirated | ~6600 rpm | Direct injection | 11.5:1 | 103.25 mm × 92.0 mm |
| ZL1 1LE (LT4) | V8, OHV, aluminum block/heads | 6162 cc | 650 hp @ ~6400 rpm | Supercharged (Eaton TVS) | ~6400 rpm | Direct injection | 10.0:1 | 103.25 mm × 92.0 mm |
Driving Experience and Handling Dynamics
Steering feel is a Camaro 1LE calling card. A quick‑ratio electric rack communicates in granular detail, especially with the 1LE’s stiffer bushings and higher‑rate bars. The V6 and 2.0T 1LEs run the FE3 suspension with uprated dampers/springs and a thicker rear bar that neutralizes the standard car’s mild understeer. The SS 1LE steps to FE4 calibration paired with Magnetic Ride Control; it’s the sweet spot—supple enough on broken pavement, buttoned‑down at ten‑tenths, and keyed to an electronic limited‑slip differential that meters torque smartly on corner exit. The ZL1 1LE is another animal: aluminum‑body Multimatic DSSV spool‑valve dampers with adjustable camber plates and a race‑bred rear cradle deliver roll control and platform authority rivaling GT cars, while the dive planes and a high‑mounted adjustable wing generate real downforce at speed.
All manual cars benefit from an accurate Tremec shift action with positive gating. V8 models add automatic rev‑matching. Clutches are robust but heat can shorten life if abused in repeated standing starts. Throttle mapping is clean and consistent; Track mode relaxes stability thresholds and brings Performance Traction Management (PTM) strategies into play, allowing experienced drivers to lean on the rear axle without nannies smothering progress. Brakes are unflappable on stock pads for HPDE work when paired with fresh DOT 4 fluid; the SS 1LE’s two‑piece rotors shrug off heat, while the ZL1 1LE’s massive iron discs stand up to slick‑tire loads. Tire selection defines the last 10%: Goodyear Eagle F1 Supercar 3 on SS 1LE (285/30R20 front, 305/30R20 rear) balance grip and heat tolerance; ZL1 1LE’s Goodyear Eagle F1 Supercar 3R in 19‑inch fitment (305/30R19 front, 325/30R19 rear) trade wet‑weather civility for staggering dry‑track pace.
Full Performance Specifications
| Variant | 0–60 mph | Top Speed | Quarter‑Mile | Approx. Curb Weight | Layout | Brakes | Suspension | Gearbox |
|---|---|---|---|---|---|---|---|---|
| 2.0T 1LE | ~5.4 s | ~155 mph | ~14.1 s @ ~100 mph | ~3420 lb | Front‑engine, RWD | Brembo 4‑piston front, performance rear | FE3 springs/dampers, thicker bars | 6‑speed manual (Tremec) |
| V6 1LE | ~5.0 s | ~155 mph | ~13.7 s @ ~105–106 mph | ~3580 lb | Front‑engine, RWD | Brembo 4‑piston front, performance rear | FE3 calibration, cooling upgrades | 6‑speed manual (Tremec) |
| SS 1LE | ~4.0 s | ~165 mph | ~12.4 s @ ~114–116 mph | ~3720 lb | Front‑engine, RWD | Brembo 6‑piston front/4‑piston rear, two‑piece rotors | FE4 with Magnetic Ride Control; eLSD | 6‑speed manual (Tremec), rev‑match |
| ZL1 1LE | ~3.5 s (quicker with 10‑speed auto) | ~190 mph | ~11.7 s @ ~124–126 mph | ~3837 lb | Front‑engine, RWD | Brembo 6‑piston 390 mm front / 4‑piston 365 mm rear | Multimatic DSSV dampers; track aero | 6‑speed manual or 10‑speed automatic (availability added during run) |
Benchmark laps that cemented the legend: an SS 1LE has cracked the 2:54s at VIR Grand Course in independent testing, while the ZL1 1LE’s factory‑released 7:16 Nürburgring lap remains a towering data point for the breed.
Variant Breakdown
| Variant | Model Years | Drivetrain | Key Hardware & Visuals | Production Numbers | Market Notes |
|---|---|---|---|---|---|
| 2.0T 1LE | 2019–later within run | LTG 2.0T I4, 6‑speed manual, LSD | FE3 chassis, Brembo fronts, auxiliary cooling, suede wheel/shifter, Recaro seats availability, satin‑black hood accents | Not officially published by GM | Primarily North America; limited export |
| V6 1LE | 2017–later within run | LGX 3.6L V6, 6‑speed manual, LSD | FE3 tuning, upgraded cooling, Brembo fronts, suede interior touchpoints, available Recaros, black mirrors/spoiler/hood wrap | Not officially published by GM | North America focus; niche take‑rate |
| SS 1LE | 2017–end of sixth‑gen run | LT1 6.2L V8, 6‑speed manual, eLSD | FE4 with Magnetic Ride Control, eLSD, 20×10/20×11 forged wheels, Goodyear Eagle F1 Supercar 3 (285/305), two‑piece rotors, aggressive coolers, unique splitter and rear spoiler, satin hood | Not officially published by GM | Core 1LE; widely praised in comparison tests |
| ZL1 1LE | 2018–end of sixth‑gen run | LT4 6.2L SC V8, 6‑speed manual or available 10‑speed auto | Multimatic DSSV dampers, adjustable camber, dive planes, high‑mount rear wing, 19‑inch forged wheels with Goodyear SC3R (305/325), lighter rear glass, extra coolers | Not officially published by GM (lowest take‑rate of the family) | Track apex predator; aero limits top speed vs. standard ZL1 |
Ownership Notes: Maintenance, Parts, and Living With a 1LE
- Service cadence: follow GM’s maintenance schedule, shortening oil change intervals for track use. Chevrolet’s factory track prep literature specifies higher‑temperature oil for V8 track days and fresh DOT 4 brake fluid before events. Differential fluid changes after initial track sessions are recommended, especially on eLSD cars.
- Brakes and consumables: expect pad and rotor wear to scale with pace. SS 1LE two‑piece rotors and ZL1 1LE’s massive hardware are durable but not inexpensive; pad upgrades for HPDE use are common. Brake squeal on aggressive compounds is normal street behavior.
- Tires: the Goodyear Eagle F1 Supercar 3 (SS 1LE) balances heat capacity with road manners. The ZL1 1LE’s Supercar 3R delivers exceptional lap time but has limited wet grip and shorter life; budget accordingly.
- DSSV dampers: ZL1 1LE’s Multimatic units are motorsport‑grade. They are not dealer‑serviceable like conventional shocks; specialist support is available for inspection/rebuild or replacement.
- Driveline notes: occasional limited‑slip chatter can crop up after hard use—fresh fluid with the proper friction modifier typically quiets it. Manual gearboxes are stout; rev‑match reduces synchro stress on V8 cars.
- Parts availability: OE performance parts (coolers, ducts, wheels) are well‑supported through Chevrolet Performance and the aftermarket. Body aero for ZL1 1LE is model‑specific; budget and source carefully.
- Restoration difficulty: straightforward for V6/SS 1LE; ZL1 1LE’s unique aero and DSSV components require more diligence and cost when returning a track‑worn car to top form.
Cultural Relevance and Motorsport DNA
The sixth‑gen 1LE lineage connects directly to the original SCCA‑inspired 1LE of the late 1980s: stock‑class racing influence made street‑car lap time. In the magazine world, SS 1LE became a darling—regularly out‑lapping pricier machinery in comparison tests—while the ZL1 1LE’s 7:16 Nürburgring lap placed it in rarefied company. In sanctioned competition, the Camaro GT4.R program leveraged sixth‑gen hard points and validated the platform’s geometry under BoP constraints. On the collector side, low‑mile ZL1 1LEs, especially with desirable colors and manual gearboxes, have been the most sought‑after; well‑optioned SS 1LEs also enjoy strong enthusiast demand. Documented auction results have spanned broadly by mileage and spec, with SS 1LEs commonly transactioning from the mid‑$30k to low‑$50k range and ZL1 1LEs notably higher, often from the $60k band into the $80k+ for exceptional examples.
FAQs
What’s the core difference between SS 1LE and ZL1 1LE?
The SS 1LE is the handling‑optimized LT1 V8 Camaro with MRC, eLSD, big brakes, and Supercar 3 tires. The ZL1 1LE adds 195+ hp via the LT4 supercharged V8, swaps MRC for Multimatic DSSV dampers, runs wider 19‑inch wheels on Supercar 3R rubber, and wears functional aero (splitter canards and an adjustable rear wing) that generates downforce.
Is the SS 1LE manual‑only?
Yes. Across the sixth‑gen run, the SS 1LE package was paired with the six‑speed manual. The ZL1 1LE initially launched as manual‑only and subsequently added an available 10‑speed automatic. The V6 and 2.0T 1LEs were manual‑only.
How fast are they on a road course?
Track pace depends on tires and driver, but independent testing has put the SS 1LE into the sub‑2:55 bracket at VIR Grand Course, while the ZL1 1LE has recorded a factory‑timed 7:16 lap at the Nürburgring Nordschleife and front‑running Lightning Lap times at VIR.
Known issues to watch?
Track‑heavy use accelerates wear on tires, pads, and rotors. Differential chatter after hot lapping is usually solved with a fluid service using the correct additive. Magnetic Ride Control shocks (SS 1LE) can age with high mileage and track heat. DSSV shocks (ZL1 1LE) are specialized and pricier to replace. Aggressive alignment will increase inner‑tire wear; it’s normal on cars kept in track settings.
How do I identify a genuine 1LE?
Look for the right hardware: larger brakes (six‑piston fronts on SS 1LE; massive 390 mm fronts on ZL1 1LE), forged wheels with staggered fitment, auxiliary coolers, suede steering wheel/shifter, available Recaros, and (on ZL1 1LE) dive planes and a tall rear wing. Option codes in the glovebox/door label (or a VIN‑decoded build sheet) will confirm.
What alignment and tire pressures work best for HPDE?
Chevrolet’s track prep guides give recommended negative camber and hot pressures. As a rule, target hot 32–34 psi on Goodyear Supercar 3/3R and use additional front negative camber to protect shoulders. Always baseline with the factory guidance for your specific variant.
Is the 2.0T or V6 1LE worth considering for track days?
Absolutely. They deliver the same balanced chassis vocabulary with lower consumable costs. The V6 1LE in particular offers rewarding pace with benign limits and excellent brake durability.
Do the ZL1 1LE aero parts reduce top speed?
Yes. Compared with the standard ZL1, the 1LE’s downforce package increases drag and trims v‑max, trading straight‑line speed for cornering grip and stability.
Collector Take
Within the sixth‑gen family, the SS 1LE stands out as the purist’s pick—accessible consumables, manual‑only, and a chassis that flatters and challenges in equal measure. The ZL1 1LE is the pinnacle: devastatingly quick and special to behold, but consumable costs and its singular focus demand committed stewardship. V6 and 2.0T 1LEs are stealth heroes for drivers who value balance and seat time. For any of them, a clean, unmolested example with documented maintenance and unbent track history is the one to buy.
