0-mile, as new 2013 COPO. Fully documented, never raced, fully serviced, ready to rock. 427 LSX engine, automatic, cage, full competition suspension. Factory-built 9-second race car, ready to run right out of the box.
Modern COPOs are not street legal, do not have odometers or titles, and their VINs are little more than ceremonial, strongly suggesting that GM does NOT want you taking them on the street. This is a race car, no two ways about it, and it is built to run with the nastiest hardware on the planet. This particular 2013 COPO is number 53 out of 69 built that year, powered by an LS7-based 427 cubic inch V8 and equipped with race-ready parts that will put you on the track immediately. It has just delivery miles (there is no odometer, so there’s really no way to know) and has never been driven in anger down the track…or anywhere else for that matter. It is as-new in every sense of the word.
The Silver Ice Metallic paint is one of four colors available on the COPO and looks appropriately sinister on the Camaro’s distinctive sheetmetal. GM starts with a body-in-white, meaning just a bare shell, and diverts the COPOs to a special assembly line where they are hand-built to standards that far exceed production line stuff. They skip the sound-deadener, the extra wiring for all the accessories, and add a full roll cage that’s NHRA legal—all things that are problematic to achieve if you’re doing it yourself. Paint and bodywork are production-grade, so it looks like a finished car, and with the towering cowl-induction hood and fat slicks out back, its intentions are clear. COPO stickers on the hood advertise the 427 living inside, but that’s the only ornamentation on the car—even most of the badges are shaved in the interest of saving weight. You’ll note details like the base-model headlights instead of the usual HIDs, decorative but non-functional fog lights, and a kill switch built into the rear bumper. This is a race car and they don’t want any case of mistaken identity here. That’s just too cool.
Clamber over the full 6-point cage and settle into one of the deeply bolstered racing bucket seats and you’ll find it’s surprisingly comfortable. Some of the surroundings are familiar: the steering wheel is standard Camaro, as are the gauges (although you’ll note there is no odometer). Others are pure race-grade, including the big Auto Meter monster tach with shift light and the row of auxiliary gauges taking up residence where the Camaro’s A/C vents used to life. Heck, there’s not even an ignition key, just a set of switches in the radio’s slot that manage the electric fuel pump, ignition system, cooling fan, and electric water pump. There’s also a big Hurst Quarter Stick shifter right on the transmission tunnel, complete with line lock release. Obviously there’s no back seat, but it is neatly finished and details like a full headliner, door panels, and carpets at least lend the illusion of it being civilized. It is not, don’t worry. Pull the hidden trunk release in the original fuel filler door and you’ll find a 10-gallon fuel cell dropped into the spare tire well, a heavy-duty battery, and aircraft-grade plumbing.
The flyweight body shell would be nothing without some thunder to fling it down the track, and the COPO delivers with 427 cubic inches in the form of a LSX block similar to that used in the Corvette Z06, complete with 6-bolt mains. To set it up for the rigors of drag racing, it’s been topped by a Holley Pro-Jection EFI system on an intake that simulates a vintage tunnel ram. The GM ignition system is plenty robust, so the coil packs are OEM. Inside, there are 13:1 compression slugs, a Callies 4340 billet “Dragonslayer” crank, Callies forged steel rods, and a set of Mahle forged aluminum pistons—you are NOT going to break this one. A very stout hydraulic roller cam manages the valvetrain, which is, of course, high-grade and ready for action, including roller rockers, titanium valves, and “beehive” valve springs. Aluminum LS7 heads have been CNC ported to maximize flow from the massive intake and there’s a 7-quart fabricated aluminum oil pan to keep it all lubricated properly. Feeding the beast is a competition-grade fuel system with an Aeromotive “Eliminator” fuel pump, custom pressure regulator, and high-flow injectors. The cooling system consists of a massive radiator, a Meziere billet electric water pump, and an equally giant electric fan so it’s cool in the staging lanes. Stainless American Racing headers with 2-inch primaries handle the exhaust—that’s right, there’s no exhaust system, just open headers. This thing sounds SPECTACULAR.
The rest of the driveline is also built for the rigors of going fast, starting with a familiar GM PowerGlide 2-speed automatic that’s been prepped and built just for the COPO by ATI Performance Products. There’s a deeper pan, a custom torque converter, and a manual valve body so you do need to pay attention when you’re running the COPO. A custom 4-inch aluminum driveshaft spins a Strange Engineering Ford 9-inch that has been heavily reinforced and filled with 4.29 gears on a spool. The front suspension is a featherweight setup with custom control arms and a manual steering rack, plus a set of featherweight Wilwood disc brakes. In back, there’s the usual 4-link setup with a Panhard rod and a set of adjustable coil-over shocks. It sits on expensive Bogart aluminum wheels wrapped in big-n-little Hoosier meats.
We have every piece of paper that came with this car, including all the manuals for the various components, the fuel injection programming system CD, the build manifest, NHRA certification paperwork, fabrication check sheets, and more.
The fact that General Motors is building a turn-key race car that is competitive right out of the trailer is absolutely astonishing. It uses the best of the best components and is built in limited quantities to ensure both competitive racing and exclusivity. Like I said, either you’re ready to hit the track or you’ve got a COPO-shaped hole in your collection—either way, this car is ready. Call today!
For more details and photos, please visit www.HarwoodMotors.com