After taking eight years off from the lineup, in 2010 Chevrolet re-introduced the Camaro on an entirely new platform for the first time in the model’s history. This new architecture ushered in meaningful improvements like independent rear suspension, enhanced structural rigidity, and a modernized (yet retro-futuristic) cabin.

In the case of the SS model, it also meant that it came equipped with a whopping 426 horsepower and 420 pound-feet of torque from a 6.2-liter naturally aspirated LS3 V8 when paired with a six-speed manual gearbox (automatic cars offered up 400 horsepower and 410 lb-ft from a 6.2-liter L99). While the Camaro put on some weight during its transformation, the benefits of the modern chassis and additional power available in the base high-performance model far outweighed the drawbacks created by the heft.

“For today’s hot rodder, it has become a really affordable platform that offers a ton of performance right out of the box,” says DiabloSport brand manager Michael Litsch. “The prices have come down on these a lot in recent years in part because there’s another generation after this one. But you have strong power numbers from the V8 cars, a great six-speed transmission, and a solid chassis with a modern suspension. A lot of folks were worried that the loss of the solid rear axle was going to make these cars perform poorly in drag racing applications, but it’s actually a better system all around. They handle great, there’s no wheel hop issues at stock or near-stock power levels, and they’ll hold some decent power before you have to start thinking about upgrading axles and things like that. It’s a great value proposition for a muscle car project.”

The fifth-gen Camaro also benefits from great aftermarket support, and that support allows enthusiasts to take their builds in a variety of different directions. Everything from a wheel-standing street/strip build to a Porsche-hounding track day machine is within reach of this platform with the right combination of parts. But regardless of which path you choose, there are a few foundational mods that tend to apply to just about any fifth-gen 2010 to 2015 Camaro build.

Engine Tuning

As with many modern performance cars, the modification journey for a fifth-gen Camaro build starts with the powertrain software. Tuning will not only unlock performance left on the table in a bone-stock fifth-gen Camaro, it will also provide greater performance as the build matures, as each upgrade will benefit from the flexibility this tuning capability provides.

And while there are a variety of different tuning solutions available for the fifth-gen Camaro, DiabloSport has been an industry leader in this segment for decades. The Delray Beach, Florida-based outfit was one of the first to offer tuning for the fifth-gen Camaro when it landed in showrooms back in the spring of 2009, and today the company offers several different options to fit the needs of every build and budget.

The fun starts with the PredatorX. Rather than employing the use of a hand-held, the PredatorX is a wireless dongle that plugs into your vehicle’s diagnostic port and is then controlled by an app on your iOS or Android-based mobile device. It’s a design that keeps things simple and costs low. But that doesn’t mean it’s barebones.

“You’ve got pre-loaded tunes for 91 and 93 octane gas, and there’s also transmission tunes for automatic cars that allow you to adjust shift firmness to your preference,” Litsch explains. “You can also do things like calibrate the speedometer for an aftermarket tire size, remove the top speed limiter, and adjust the rev limiter. And on L99 cars, you can also disable the Active Fuel Management system so that the engine runs on eight cylinders all the time, like it should.”

The PredatorX also offers mutli-license capability, which means you can tune multiple vehicles on a single device by purchasing additional licenses. And, of course, there are power gains to be had right out of the box.

“A peak output improvement of 15 to 20 horsepower at the wheels is typical with these cars,” he tells us. “And it feels like more – there’s a lot of torque management optimization that’s going on in the tune, and that gives you more grunt in the low and mid-range areas of the powerband, where you really feel it on a day-to-day basis. The LS3 and L99 have a throttle limiter programmed in from the factory – there’s a table where you can see throttle position versus how much the throttle is actually opening. When you put the pedal to the floor, the factory calibration slowly works its way to wide-open throttle over a second and a half or so. We just max that table out – if you ask for wide-open throttle, that’s what you’re immediately going to get with the tune.”

The ZL1’s supercharged LSA V8 is also supported, as is the Z28’s naturally-aspirated 7.0-liter LS7 V8. Both offer even greater rear-wheel gains right out of the box. “The factory left more on the table there. You can see improvements of almost 30 rear-wheel horsepower with the ZL1 on 91 or 93 octane fuel.”

Moving up the ladder, DiabloSport also offers the inTune I3 for the fifth-generation Camaro. Rather than being controlled on a smartphone, the inTune I3 is a purpose-built handheld that keeps everything on one device. While its feature set and the power gains that it offers are similar to the PredatorX, it differs from its wireless counterpart in one important way.

“The key here is that the inTune I3 supports custom tuning,” Litsch says. “That’s crucial for any build that’s going beyond the basics. If you’re going to swap the camshaft later, put long-tube headers on, or add forced induction, this allows you to work with a CMR tuner to develop the tune, and you can continue to tune with the same device as you modify the vehicle. In that way, your build will never ‘outgrow’ this tuner.”

For those looking for a device that’s designed to live in the vehicle, there’s also the Trinity 2.

This one brings a 5-inch, high resolution full-color touchscreen display into the mix for real-time monitoring, replete with customizable gauge layouts and programmable visual alerts. It’s also worth noting that all three of these tuning solutions are 50-state legal and do not require an ECU “unlock” process of any kind – just plug in and go.

“You can plug it in for the first time, install a tune, and be ready to roll out of the garage in less than ten minutes,” Litsch notes.

OK, now that we’ve paved the way for future mods, where do we go from here?

Performance Exhaust System

As far as bang-for-the-buck upgrades go, it’s hard to beat a modification that enhances a muscle car’s soundtrack while also bolstering performance. And when it comes to muscle car soundtracks, no one knows them better than Flowmaster.

The iconic exhaust system manufacturer offers a number of different systems for V8-powered fifth-gen Camaros that range from the restrained growl offered by Force II axle-back system to the aggressive bark of the Outlaw axle-back. And for those seeking that classic Flowmaster sound, the company also offers the American Thunder axle-back and cat-back systems, both of which feature chambered mufflers which deliver that mean, old-school vibe.

If you want to take your exhaust system performance a step further, Flowmaster also offers CARB-compliant Scavenger Series Elite shorty headers, an upgrade which will improve throttle response, efficiency, and power output while also adding some eye candy to your engine bay. And as with tuning, exhaust system upgrades will continue to benefit your build as the project develops by providing the flow needed to support your upgrades.

At this point your build can go in a variety of different directions as you focus in on the version of performance that suits your vision. If that vision involves punchier acceleration, it’s hard to argue with the fact that nitrous oxide is one of the most cost-effective ways to bolt on more horsepower.

Nitrous Oxide Systems

Although some folks have concerns about bringing spray into the mix, the reality is that nitrous, when implemented properly, can be safely used with just about any engine. And high-performance V8 engines like the LS3, L99, LSA, and LS7 are certainly no exception.

Shop fifth-gen specific LS3 NOS nitrous kit here.

“Tuning makes this pretty easy,” says Litsch. “The first thing you’re going to see in any bolt-on nitrous kit is that you need to pull two degrees of timing for every 50 horsepower of nitrous that you want to run. So you’re faced with two challenges – how do I pull the timing, and do I really want to run the car with, say, four degrees less timing even at times when I’m not using the nitrous?

So here you have two options – you can either dial that timing back by adjusting it with the tuner whenever you need to, or you can use a custom tune specifically for the nitrous that you can change out at any time with an inTune I3 hand-held. You can pull up to six degrees of timing at wide-open throttle with our software – more than enough for a 150 hp shot – and the ranges are adjustable. So if you’re using a window switch and the nitrous isn’t going to come in until after, say, 4,000 rpm, you can adjust it after that point so you’re not pulling timing in the low RPM ranges, where you still want to have it. And when you’re done using the nitrous, you can just plug the tuner back in and reload the tune that has your normal timing. No need for multiple tune files or a laptop, just make the changes with the hand-held and you’re on your way.”

Brake Upgrades

The key to creating usable performance is maintaining a balanced package overall. And that means that if you’re adding a substantial amount of horsepower, the brake system’s capability should be beefed up in turn. https://www.holley.com/platform/chevrolet/camaro/2010-2015/products/brakes/

Although brake upgrades can sometimes be a costly proposition, the fact that the fifth-gen Camaro SS came equipped with Brembo four-piston calipers and 14-inch rotors up front means that you can meaningfully improve system performance without breaking the bank.

“In the early 2000s, OE brake systems started to get noticeably more advanced,” says Mark Fowler of Baer Brakes. “But for whatever reason, the rotors tended to still be a weak point in the system.”

Shop fifth-gen specific Baer Brakes stopping solutions here.

That remains true even for cars like the fifth-gen Camaro SS, but there are a number of ways to address this. For budget-minded enthusiasts who’re looking to improve both performance and aesthetics, Fowler recommends ditching the factory rotors and pads for Baer’s Claw performance rotors and pads all around.

Shop fifth Gen Camaro front Baer Claw rotors here.

Shop 5th Gen Camaro front Baer Claw brake pads here

Shop fifth Gen Camaro rear Baer Claw rotors here

Shop fifth Gen Camaro rear Baer Claw brake pads here

“This is a direct replacement rotor that, unlike the factory component, is drilled and slotted. This allows gasses and dust to escape from between the pad and the rotor to improve braking performance and provide more consistent pedal feel. These rotors also have an enhanced vane structure and are made from high-quality materials to provide enhanced cooling and durability, while the zinc plating gives them a more upscale appearance. Paired with the Claw brake pads, it’s a great option for someone who wants a solid balance between streetability and performance. This is a low-noise, low-dust pad that’s still going to provide a tangible improvement over the OE stuff.”

If you’re looking to dial your fifth-gen Camaro SS in for autocross or canyon carving, Baer’s EradiSpeed+ rotors (front, rear) will take your setup a step further.

“These are slotted, drilled, and zinc plated like the Claw rotors, and they’re also direct replacement components. But here we have a two-piece design that’s directionally vaned to maximize air flow and improve heat dissipation,” Fowler says. “It’s purpose-cast, too – we increased mass in friction area of the rotor to improve its heat absorption capabilities. It also has a black anodized billet aluminum center hat, and since this is a direct replacement, it bolts right up to the factory caliper, so you can use whatever OE direct-replacement brake pad that you’d prefer.”

If you’re building something a little bit more comprehensive that’s going to spend a lot of time on fast road courses, the pictured Baer’s Extreme+ big brake kits (front, rear) will reinvent your Camaro’s brake system with components that are designed to take prolonged abuse on track.

"The Pro Plus kit is our flagship product line for the platform,” Fowler points out. “It pairs a 15-inch, two-piece rotors with six-piston monoblock forged calipers up front. And we can either match that in the rear, or we can do a Pro Plus kit in the rear, which is a smaller six-piston system and a 14-inch two-piece rotor. In comparison to the stock SS setup, this is going to deliver a big improvement in stopping power, pedal feel, and heat management. You’re getting more leverage from the larger rotor as well as better control of the brake pad from the six-piston calipers.”

Other Fifth-Gen Camaro Upgrades That Should Be On Your Radar

If your fifth-gen Camaro is equipped with a manual transmission, a Hurst short-throw shifter can noticeably improve the experience of rowing through the gears. Not only does this shifter add a classic muscle car look to the cabin with its chrome handle and cue ball shift knob while reducing throws by more than 38%, it also features a billet aluminum/polyamide pivot cup for reduced vibration. An extra shift stick is included in the kit for who would prefer to use the OEM shift handle, too.

If you’re more of a drag racer than an apex hunter, be sure to check out Lakewood drag shocks as well. These dampers are dialed in to improve rearward weight transfer at launch, which will help your Camaro put the power to the ground and properly load up the rear wheels to maximize traction.

If you have any questions about other ways to improve your fifth-generation Camaro’s performance, give the folks at Holley Performance a shout. Experts from this extended family of brands are just a phone call or email away.

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