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2016 was a big year for the Camaro. The debut of Chevrolet’s sixth generation muscle car brought some sweeping changes with it, and chief among them was the transition from the Holden-based architecture that underpinned the fifth generation car to the Alpha platform it now shares with the Cadillac ATS and CTS. In terms of performance, this yielded improvements in nearly every measurable way, due in no small part to a weight reduction of several hundred pounds for all Camaro models. And for the SS model, this improvement in overall dynamics was coupled with the 6.2-liter, direct injected LT1, first seen in the C7 Corvette Stingray’s engine bay.
From fifty feet away you'd be hard pressed to identify a Callaway SC630 from a standard garden variety Camaro SS. Up close, the badging and the hood cutout for the supercharger are essentially the only visual cues aside from the optional nine-spoke forged wheels seen here.
Lighter on its feet and packing substantially more oomph, the new SS proved to be a big step forward in terms of performance, upping the ante for the segment in the process. Yet no matter how good a new model might be, there will always be an enthusiast contingent that want more from it. For those who’re particularly interested in boosting the Camaro’s thrust, longtime GM performance tuner Callaway has heeded the call with this, the Callaway Camaro SC630.
Forced Induction With Strategic Design
Like the name suggests, Callaway’s performance treatment for the Camaro SS takes its output from 455 horsepower and 455 lb-ft of torque to a healthy 630 horsepower and 610 lb-ft of torque by way of an Eaton supercharger, cold air intake, and custom software tuning.
The heart of the SC630 is this 2.3-liter Eaton supercharger. With GM's supercharged LT4 gaining a reputation for being susceptible to excessive heat, Callaway took extra steps to manage heat comprehensively with their system to avoid those pitfalls when supercharging the LT1.
But unlike the fifth generation SC572, Callaway has chosen to leave the chassis largely untouched here, and the aesthetic tweaks are decidedly subtle as well. That strategy might initially seem a bit puzzling, particularly with the new 650 horsepower Camaro ZL1 set to go on sale later this year. But Callaway’s approach differs from GM’s in a few crucial ways, making the SC630 an interesting alternative to the LT4-powered ZL1.
It’ll take a keen eye to spot an SC630 from a distance, regardless of whether you’re a casual observer or dedicated enthusiast. Aside from the top of the supercharger peeking out of the hood and factory-like badging that adorns the front fenders and taillight panel, there isn’t much to tip off interested parties to the SC630’s true capability.
Six-piston Brembo brakes, three-way adjustable dampers and Michelin Pilot Super Sport rubber are all pretty respectable high performance components, and all are factory options on the Camaro SS. Although the SC630 Camaro offers capable handling and braking, it’s not quite on par with the sheer thrust of the boosted LT1.
Although the volume from the quad-tipped exhaust is cranked up a bit versus a stock SS, the story stays largely the same during operation too, as the SC630 retains the factory-installed dual mode system, and the tell-tale whine of a supercharged engine is virtually non-existent both at idle and when pulling through the rev range.
But from behind the wheel, it only takes one dip into the throttle to detect Callaway’s handiwork. Originally developed for the Callaway Corvette SC757, the heart of the SC630 package is the company’s GenThree supercharger system, which uses a TVS2300 roots-style blower. While it’s similar to the approach that GM took with the LT4, Callaway employs a particularly comprehensive strategy to manage internal temperatures.
Callaway keeps the interior of the SC630 Camaro mostly stock, though subtle indicators of Callaway's work are found throughout. Our tested was equipped with GM's 8-speed, paddle-shifted automatic, though the SC630 treatment can be applied to both automatic and manual Camaro SS models. Callaway says that GM engineered enough headroom into both transmissions that drivetrain modification wasn't required in order to reliably add forced induction.
The supercharger itself is a 2.3-liter unit rather than the 1.7-liter one that GM equips the LT4 with, which means that Callaway’s blower doesn’t need to spin nearly as fast to generate similar levels of boost, thus creating less heat in the process. GM actually used a 2.3-liter supercharger on the C6 ZR1, and the word going around engineering circles is that the change to a smaller blower for the LT4 was out of necessity to comply with new crash safety regulations rather than any performance considerations.
Heat, more often than not, is the enemy of performance. It’s a particular concern for supercharging, as excessive temperatures will result in a steep drop-off of power. Callaway sought to address this issue with a unique triple-element intercooler system that consists of a primary intercooler at the top of the supercharger, as well as a pair of secondary intercoolers on either side of the rotor packs. Even the hole in the hood to accommodate the supercharger serves as dual duty as a heat extractor.
Callaway's visual signature is less obvious in the SC630 than it has been in past models, but those who prefer a subtler, almost sleeper-like vibe will probably appreciate that. Still, those paying attention will notice the strategically placed identifiers found throughout.
Callaway efforts were evident at speed, as power remained consistent and engine temperature stable throughout several extended runs along the fast, twisting tarmac of the Angeles Forest northeast of Los Angeles. But without any changes to the suspension, brakes, or contact patch with the road, one could rightfully suspect that the SC630 can be a handful when driven hard, particularly in situations outside of straight-line sprints.
Yet the new Camaro chassis provides such a solid foundation to work with that the SC630 puts the power down surprisingly well, and the newfound grunt doesn’t simply equate to incinerated rear tires. Of course, like any car with output in this league, an extra level of care still must be taken with throttle inputs, as the traction control system as its work cut out for it with the additional power being sent to stock rubber.
Like the sixth generation Ford Mustang, the 2016 Camaro has moved further away from its muscle car roots and more toward that of a sports coupe. A key component in that transformation was shedding some of the Camaro's bulk, and moving from its old Holden sedan-based platform to the one it now shares with the Cadillac ATS was a big factor in its new svelte physique.
The supercharger itself is a 2.3-liter unit rather than the 1.7-liter one that GM equips the LT4 with, which means that Callaway’s blower doesn’t need to spin nearly as fast to generate similar levels of boost, thus creating less heat in the process.
What’s In A Name
Although setting lap records isn’t the Callaway Camaro SC630’s main objective, it’s still a riot to drive this thing fast. Callaway’s decades of performance tuning experience were also evident from the lack of even a hiccup from the SC630 throughout my time with it, both when driven hard and when faced with long bouts on crowded freeways. Callaway stands behind their engineering strongly enough to include a three-year, 36,000 mile warranty with each SC630 Camaro they sell and a five-year, 60,000 mile extended powertrain warranty is also available, while at the same time Callaway’s modifications do not nullify GM’s own warranty on the car.
All of the Camaro's factory functionality remains intact here, from various driving modes to Apple CarPlay. Although the traction control system has its work cut out for it when contending with 175 additional horsepower sent to stock rubber, its intervention was surprisingly unobtrusive provided we weren't totally ham-fisted with the throttle inputs.
The SC630 package comes at a premium of $16,995 over the price of the standard Camaro SS, and can either be optioned when ordering a new Camaro through one of the Chevrolet dealerships in Callaway’s network, or applied to a customer car after that fact at one of Callaway’s facilities in Connecticut and California. Whether or not the SC630 represents a better proposition to enthusiasts than something like the ZL1 is subjective to some degree, since the Callaway treatment focuses on consistent power delivery with a sleeper-like aesthetic, where the ZL1 is a broader package with a more overt visual presence.
I’d venture to guess that for many buyers the choice comes down to largely subjective elements rather than any performance metric bullet points, and the exclusively provided by Callaway’s roughly 350 car per-year production run is particularly attractive for some. For everyone else, 630 horsepower should do the trick.
