A little word association: Say the name Callaway in automotive circles and, most likely, images of fire-breathing Chevrolets come to mind. Reeves Callaway and his engineering company have developed engines with Aston-Martin, Holden, Land Rover and Mazda, but it’s good ol’ American muscle the company is known for. Hell, they even dropped a Corvette engine into a ski boat once. So, with the death of the Camaro, it’s appropriate that Callaway delivers the eulogy.

Callaway’s version of the last rites traces back to 1995, the year the company’s C8 Camaro debuted. Featuring a 404-horsepower, 412 lb-ft version of the then-current Chevy LT1 V8, the original C8 blasted to 60 mph in 4.7 seconds, and tripped the quarter-mile timing beam in 13.1 seconds at 110 mph. We drove it (AW, Feb. 20, 1995) and were impressed with the warp-speed power and flat torque curve. We were less impressed with the ride and handling, often the bane of live-axle muscle cars. Even on good roads, the original C8 was a rattly handful.

2002 CALLAWAY C8
ON SALE: Now

BASE PRICE: $71,378(est.)

POWERTRAIN: 6.2-liter, 465-hp, 465-lb-ft V8; rwd, four-speed automatic

CURB WEIGHT: 3480 pounds

0 TO 62 MPH: 4.1 seconds (mfr.)

The final first-generation C8 rolled out of Callaway’s Old Lyme, Connecticut, shop in 1997—the car would have required extensive investment to accommodate the ’98 Camaro’s new nose and LS1 engine. After building fewer than 100 C8s, Callaway unceremoniously ended the run.
Activate the flux capacitor and set course for 2001: As Camaro sales waned and Chevy’s F-body platform drew its last breaths, the C8 refused to die. Ironically, it was demand that brought it back; or rather, a demand. The ball started rolling in June ’01, when ’95 C8 owner Rob Powers rang the Callaway shop.

“I wanted to commemorate the final year of the Camaro,” says Powers, who used his original C8 as a daily driver, clocking more than 90,000 miles. “They didn’t want to do another the first time I called, but I talked them into it.”

Callaway managing director Michael Zoner confirms Powers’ story. “We weren’t planning on building another C8, but he didn’t have to twist our arms that much—we’re car guys...It was time to address unfinished business.”
The ’02 C8 certainly is the business. The Commemorative Edition is powered by a heavily modified version of the ’02 Camaro’s LS1 V8. Callaway bumps displacement from 5.7 liters to 6.2 liters, the pushrod motor producing 465 hp at 5750 rpm and 465 lb-ft at 4750 rpm. It’s a lot of juice, but Callaway engineers remain true to muscle car character and they shy away from forced-induction methods increasingly popular among aftermarket tuners. No turbos, no nitrous. This is big cubic-inches power, American-style.

A forged-steel crank, new pistons and con-rods, and a Callaway-designed cam are installed. The cylinder heads are CNC ported, although rocker arms, pushrods and valve lifters remain stock Camaro. A larger throttle body, stainless-steel valves and chrome vanadium valve springs replace those found on the standard LS1.

Revised induction and exhaust systems further improve the C8’s respiration. The intake manifold is straight off the LS6 V8 found in the Corvette Z06, with air drawn through a freer-flowing, cold-induction system. The Camaro pipes are replaced with a stainless-steel Callaway exhaust. The new exhaust features 1.75-inch-diameter primary pipes and three-inch intermediate cat-back pipes with dual, custom-tipped outlets.

You appreciate Callaway’s engine work the moment you turn the key and the telltale sign of a free-breathing powerplant greets your ears: “whooomph.” You instantly know there’s an almost offensive amount of power waiting for your right foot to beckon. Bang the throttle open and the “whooomph” transforms into pure muscle-car rumble.

It’s appropriately loud when driving hard, yet quietly civilized when tooling around town at legal limits. Surprisingly, there is relatively little vibration felt in the cockpit, which features “Callaway Sport” embroidery on the stock seatbacks and custom floor mats. Besides the stitching, the only interior change of note is a small plaque on the dash reading “Callaway C8 Commemorative Edition 001.”

With 90 percent of the 465 lb-ft coming on at 3250 rpm, you don't pass traffic, you vanquish it. (Photo by Jim Fets)

With so much power begging for release, you’d be forgiven feelings of trepidation regarding the suspension’s ability to cope. Callaway overhauls the factory setup with higher-rate springs and Koni adjustable shocks, reducing ride height by 0.75-inch. Larger antiroll bars are mounted through polyurethane bushings, while particular attention is paid to the rear end, where the trailing arms and Panhard rod are replaced. Polyurethane trailing arm and Panhard rod bushings substitute for the rubber factory pieces, decreasing rear suspension deflection. The remaining front and rear suspension bushings are retained in the interest of ride comfort.

We were able to sample Powers’ C8 on both the BeaveRun road course outside Pittsburgh and on the street, and found the experience surprising. For the road, there’s an almost scary amount of power, but useable: With 90 percent of that 465 lb-ft peak coming on at a respectable 3250 rpm, you don’t pass traffic, you vanquish it. Callaway claims the C8 shatters the 60-mph barrier in 4.1 seconds, and standing quarter-mile performance borders on the extreme: 12.1 seconds at 115 mph. There’s so much thrust that you yearn to verify the alleged 177-mph top speed every time you encounter an open stretch of pavement. At 120 mph in top gear, the tach shows only 3800 rpm, with 2450 revolutions in reserve. But you didn’t hear that from us.

Another thing you won’t hear from us: complaints about the suspension. Gone are the bone-jarring impacts and annoying shakes and rattles of the previous iteration. Impact harshness is as expected from a stiff, performance-tuned setup, but it’s not painful. Neither is the ride uncomfortable, and it’s easy to imagine Powers using the new car as a daily driver. Any compromises in ride quality are quickly forgiven as soon as you start to wring out the C8.

Turn the key and hear the rumble: You know you're in for something special. (Photo by Jim Fets)

It tracks straight through corners, exhibiting a tiny amount of stabilizing understeer that is easily voidable with smooth throttle inputs. Some cars with this much power are intimidating to drive, but the C8 is the opposite. Getting the tail out is extremely easy, correcting it is second nature. The feedback provided to the driver through the suspension is outstanding, and is the main reason the car is so easy to drive.
The ease-of-use theme continues on the track, where we expected the C8 to perform brilliantly on the straights and average, at best, through the twisties. Surprisingly, its closed-circuit manners are rather docile. It’s no 911, but turn-in is quick and you really have to be trying hard before the car behaves erratically. The wheel, tire and brake package suits track-day thrills. Braking comes courtesy of 13.1-inch front and 12.0-inch rear Brembos that never faded during our hot lapping. Equally impressive are the 295/35ZR-18 Pirelli PZero Assimetricos riding on magnesium Callaway wheels. The PZero’s gradual breakaway characteristic is a welcome trait when flirting with the outer edges of adhesion.

Our biggest on-track complaint is about the transmission. Powers specified the four-speed automatic, and there were times we felt third gear was giving too many revs, fourth gear too few. Callaway modified the control software to allow higher revs and quicker shifts, but we’ll always prefer a manual box for circuit use. On the street, though, the four-speed generally works well, although it occasionally seemed confused about which ratio to select. Shift points and speed vary depending on throttle opening, and the comfort level is more than satisfactory.

Callaway interior accents and new induction and exhaust systems help give the C8 exclusivity lacking in the stock Camaro.

Perhaps the only C8 option we’d opt out of is the Paul Deutschman-designed CamAero body. The package provides a below-the-beltline freshening with S-glass fiberglass door skins, new front and rear fascias, rocker panels and gill panels aft of the front and rear wheels. It’s a wonderfully integrated design that gives the car elegance and distinction the Chevy body lacks, but $13,500 is a hefty price to pay for what is essentially an appearance-only upgrade. Callaway claims improvements in aerodynamic efficiency and cooling, but we doubt you’d know the difference from the driver’s seat.
All C8 parts packages are available separately, with the engine mods topping the price chart at $15,365. The intake and exhaust add another $3,622, and the transmission recalibration, brakes, suspension, interior treatments, wheels and tires total $13,451. If you’re keeping score, a complete conversion tacks $45,938 to the cost of a new ’02 Camaro.

Unfortunately, Callaway doesn’t supply the base cars, and even if you find one, the company says it will make no more than 10 Commemorative Edition C8s. So for most of us, the Camaro is indeed dead. But for a lucky few, the afterlife never looked so good.





Sorry mods for posting Non-thirdgen topic, but it's pretty insteresting since it has to do with camaros........this isn't a **** bashing topic.....

 

I really don't like it. I am sure they could have come up with a better one than that.

 

i agree, it looks like a duck or something

 

Nice Sebring! lol For $71k i would rather buy a damn 03 Cobra, if there were no more Z06s that is.

 

that is exactly what i was thinking.......looks a lot like it.......the only thing i like about it is the engine...

 

Complete conversion is $45,938 PLUS the price of an 02 Camaro.
The body kit alone is $13,500
Tranny Recalibration, Brakes, Suspension, interior treatments, wheels and tires total $13,451

 

man.....for 71thou??.....lol...Sorry but id take a ZO6 any day of the week over that thing. Regardless if its a callaway or not....i dont need a callaway in order to get up to 400hp..lol......a ZO6 comes stock with it. lol. Plus i like the ZO6 ALOT better. That thing is really ugly.

 

I like the looks of it. The price is way too much, but I like it!

 

for 71 grand id rather put a 710 hp 560 CID v8 in my car for round 11 G's, buy new trans, exhaust, drivetrain, and rear...put about 50 grand in the bank in my "gas fund" and blow the rest on some nice rims and still be able to blow the doors off this one

 

Man, that thing is hideous. For as much as that POS costs you could afford a new Z06 and a beater C5, lol.

 

You've been warned before not to post off topic stuff, including non-thirdgen f-body material.