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Last New 2024 Chevy Camaro ZL1 Collector Edition Found
Last New 2024 Chevy Camaro ZL1 Collector Edition Found
Just when it seemed like the last new Chevy Camaro had found a home, another one has surfaced, and this one is the real prize for some. For anyone who missed their chance to grab a piece of muscle car history, Alpha One Chevrolet in Rockdale, Texas, is currently listing a brand-new 2024 Chevy Camaro ZL1 Collector Edition for sale, offering what could be the final opportunity to own the ultimate sixth-generation model, which is hard to find nowadays.
A Special PantherThis is not your typical ZL1. It’s number 102 of only 350 Collector Edition models ever made. This exclusive, $14,995 package outfits the car in a sinister Panther Black matte paint, complemented by black 20-inch forged wheels and an exposed carbon fiber rear wing. Chevrolet added a special panther logo as the most unique detail, a cool nod to the car’s pre-production code name from the 1960s when GM was developing its Mustang-fighter.
The Heart Of The 2024 Chevy Camaro ZL1 Collector EditionBeing a ZL1, this Camaro packs the legendary supercharged 6.2-liter V8 LT4 engine, hammering out 650 horsepower and 650 lb-ft of torque. All that power flows through the optional 10-speed automatic transmission, which also gives the car the modern convenience of remote start. It’s the pinnacle of GM’s small-block performance, wrapped in the most aggressive package the sixth-generation Camaro ever offered.
The Price Of RarityOf course, finding one of the last brand-new ZL1s comes at a steep price. The car’s original sticker, with options like a power sunroof and performance data recorder, totals $95,720. Unsurprisingly, the dealership has added a $20,000 markup, bringing the final estimated out-the-door price to a breathtaking $123,298. Well, it’s a hefty sum, but for a car this rare, it’s not entirely unexpected.
The Last CallThe dealer markup is a tough pill to swallow, but for a serious collector, this might be the last call. This specific ZL1 symbolizes the absolute peak of the Camaro’s sixth generation. It combines brutal power with a genuinely rare and historically significant option package. For someone looking to own the final chapter of a muscle car icon, the listed price might just be worth it. This isn’t the first time we’ve covered a Collector Edition. We also posted about the 1 out of 350 that hit the Barrett-Jackson Palm Beach auction last April 24–26 in Florida.
The post Last New 2024 Chevy Camaro ZL1 Collector Edition Found appeared first on LSX Magazine.
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LS And LT Swap Insights: Do It Right With BRP Hot Rods
LS And LT Swap Insights: Do It Right With BRP Hot Rods
When it comes to engine swaps, trial and error is an expensive teacher. That’s why BRP Hot Rods approaches every LT and LS swap kit with a simple philosophy: Do it right the first time. Unlike companies that design mounts, crossmembers, or headers on paper alone, BRP validates each kit by physically installing it in a chassis.
As Keith Maney of BRP explains, “The only sure way to validate fit is to install the components on a chassis physically. By finalizing the details of a particular kit on a test vehicle, we can be sure of things like oil pan clearance, accessory drive compatibility, and header fit.”
Our very own ’96 Caprice that we LS swapped using an LS Swap kit from BRP Hot Rods
This hands-on approach fosters trust among enthusiasts who tackle swaps in their garage. Instead of guessing which combination of parts will work, customers can lean on BRP’s real-world experience to eliminate surprises.
The Meaning Behind “Do It Right The First Time”Swapping modern LS or LT power into a vintage chassis can feel daunting. Without a clear plan, builders risk losing weeks chasing fitment problems or compatibility issues. BRP’s message to customers is simple: take the stress out of the process.
“Engine swaps can be intimidating for many, so for an enthusiast swapping in their garage, having an established road map for the process is important,” Maney says. “Our kits and components have all been tested and installed on specific vehicles, so we know what works and what to keep an eye on.”
That road map is the difference between a project that stalls out in frustration and one that gets finished reliably.
Standing Out In The Swap Market
The aftermarket is flooded with companies offering mounts, headers, and wiring solutions. What separates BRP Hot Rod is the scope of its product line and the depth of chassis coverage.
“Our biggest strength is our breadth of coverage, both in the types of products we offer and the number of chassis we service,” Maney notes. “We not only have engine and trans mounts, but we also have components for the exhaust, fuel system, cooling system, accessory drive, and other things enthusiasts will need for a successful engine swap. Combine this with the fact that we cover most of the popular GM chassis, and it’s a hard combination to beat.”
Where many suppliers only provide a piece of the puzzle, BRP delivers the whole solution. That ensures every component has been designed to work together, reducing the risk of fitment conflicts.
The Most Common LT And LS Swap MistakesEven experienced builders can run into trouble when tackling an LT and LS swap. Maney points out that the biggest mistake is mixing parts from different suppliers.
“In a swap situation, there usually is no ‘standard’ engine/trans placement, and drivetrain placement is the key to ensure everything else fits and works properly,” he explains. “When builders use a set of mounts from one place, headers from another, and an oil pan from a third, they will usually end up with fit issues.”
That domino effect can snowball into clearance problems with the exhaust, driveline angles, or even hood fitment. By starting with a complete, tested kit, those headaches can be avoided entirely.
Fitment Details That Demand Extra AttentionManey also emphasizes that even seasoned pros need to pay close attention to details like driveline angle and tunnel clearance. For certain cars with smaller transmission tunnels, the temptation is to force a big overdrive transmission into place without proper adjustments.
“This inevitably leads to excessive vibration and increased component wear, not to mention a subpar driving experience,” he says. Getting driveline geometry right from the start ensures smoother operation and avoids premature failures.
The lesson here is that attention to detail pays dividends. Cutting corners to avoid minor fabrication can create major problems down the road.
Where Builders Struggle MostEvery LT and LS swap presents its own challenges, and Maney points out that struggles often depend on the builder’s background.
“For the most part, old-school guys that grew up on distributors and carburetors typically don’t like the electronic side very much,” he says. “Whereas some of the younger enthusiasts who have always worked on EFI vehicles may struggle with some of the vintage car elements like power steering gearboxes instead of racks, or replacing mechanical clutch linkage.”
This generational split shows why having a trusted guide like BRP matters. Its kits and support anticipate these sticking points, whether the challenge is wiring a modern ECU or adapting vintage driveline components.
Anticipating Problems Before They HappenBecause BRP installs its kits in real vehicles, its engineers encounter the same issues customers will face in their garages. That allows them to refine solutions before parts ever ship out.
“We run across problems that aren’t very apparent when first looking at a swap, and create solutions for those problems our customers can replicate,” Maney says. That proactive design saves builders from having to reinvent the wheel on their own.
The LS Versus LT ChallengeWith the LS platform nearing three decades on the market, aftermarket support is virtually endless. The newer LT family, however, presents fresh challenges.
“The basics of an engine swap are pretty much the same whether it’s LS or LT, but as always, the devil is in the details,” Maney explains. “Certain things, like fuel requirements for the direct-injected LT, are different. The LT engines are also physically a little bigger than the LS, so some of the packaging is different.”
Perhaps the biggest hurdle is parts availability. While LS swaps enjoy nearly universal support, the LT aftermarket is still developing. BRP is working to bridge that gap by continually expanding its LT product line.
Designing For CompatibilityOne of BRP’s strengths is knowing which parts can be standardized across platforms and which must be chassis-specific.
“Oil pans are an example; most swaps make use of three or four different pans regardless of chassis,” Maney says. “Other things, like engine mounts and transmission crossmembers, tend to be chassis-specific. Headers are somewhere in the middle.”
By identifying those patterns, BRP can streamline its kits and cover a wide range of applications without forcing builders into trial-and-error.
Lessons Learned From LT And LS SwapsTesting kits on their own real cars often uncovers subtle issues that design software can miss. That’s where BRP refines its parts.
“Typically, we work out the particulars of a kit during the design phase, which includes altering mounts and brackets for the best fit,” Maney says. “In some cases, we will alter an existing kit to work with new or updated components such as headers or accessory drives.”
This iterative approach ensures that as components evolve, BRP kits remain reliable and consistent.
Complete Kits Versus Piecemeal SolutionsFor anyone debating whether to buy parts separately or invest in a complete LT or LS swap kit, Maney’s advice is clear: Choose the kit.
“In most cases, builders are better off using as complete a kit as possible from a single supplier simply because those items have been tested together and should fit and function properly,” he says. The pitfalls of mixing parts from different vendors almost always outweigh any perceived savings.
Support Beyond The SaleAnother factor that keeps customers coming back to BRP is their commitment to support.
“We have Installation Guides on our website arranged by chassis that show the proper installation methods for our kits,” Maney notes. “We also offer phone support for the products we sell, and if customers have questions we can’t answer directly, we can usually direct them to a place that can provide the answers they need.”
That resourcefulness gives DIY builders confidence to push forward even when unexpected questions come up.
Who Uses BRP Kits?BRP serves both ends of the market, first-time swappers and professional shops. According to Maney, it’s about an even split.
“Our ability to offer most of the items a home builder will need when performing an LT and LS swap helps them a great deal. And pros that do a lot of swaps use our stuff because they know it fits and works properly the first time, saving them time and effort.”
That dual appeal speaks to the reliability of the kits. Whether it’s a garage project or a shop’s livelihood, the same level of fit and finish applies.
Success Stories From The FieldOne of the most common success stories Maney hears comes from builders who tried to go the cheap route.
View this post on InstagramA post shared by BRP Hot Rods inc. (@musclerods)
“Customers will buy inexpensive universal swap mounts from a mount-only supplier, and then have trouble finding headers or an oil pan that will work in their chassis,” he says. “They call us and we explain the importance of dealing with a company that can provide total swap solutions using components that have been tested in specific chassis to work together.”
In other words, the shortcut usually leads back to BRP.
The Future Of LT And LS SwapsWhile LS swaps remain incredibly popular, Maney points to the LT platform as the next big wave.
“The LT side of the hobby is coming on very strong. There are plenty of donor vehicles with 5.3, 6.2, and 6.6 LT engines in the salvage yards now, so more and more are being swapped into early chassis. We are continually expanding our line of LT products to meet this new demand.”
For builders looking ahead, that means BRP will continue leading the way with proven solutions.
Final ThoughtsEngine swaps are among the most rewarding upgrades an enthusiast can undertake, but they’re also among the most complex. The difference between frustration and success often comes down to preparation and parts choice. With decades of experience, in-house validation, and a philosophy built around doing it right the first time, BRP Hot Rods ensures builders have a clear path forward.
Whether it’s a first-time LS swap in a home garage or a shop cranking out LT-powered conversions, BRP’s kits make the process smoother, faster, and more reliable. And as the LT era grows, their role as a trusted resource is only set to expand.
The post LS And LT Swap Insights: Do It Right With BRP Hot Rods appeared first on LSX Magazine.
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Boosted Denali: Supercharged And Ready For Dyno Time
Boosted Denali: Supercharged And Ready For Dyno Time
The 2016 single-cab boosted Denali giveaway truck is getting closer to its final form, and this episode from Boost District focused on the biggest step yet: installing a Magnuson 2650 supercharger. The team wasted no time tearing into the bay, pulling fans, hoses, and the belt drive apart to make room for the new setup.
One of the early highlights came from Trent’s wiring cleanup. The factory harness had already been patched together, and it wasn’t something anyone wanted to trust with boosted power. Instead of trying to make do, he built it right. Every connection was rewrapped and rerouted until the engine bay looked cleaner than what GM delivered from the factory. It’s the kind of detail that doesn’t add horsepower, but it does add peace of mind and a professional finish.
Solving The Fuel System ProblemNot everything went smoothly, though. The Denali was listed as having LT4 injectors, but once the blower install got underway, the team decided to pull them and double-check. It turned out they were LT1 injectors, which would never keep up with the airflow demands of a 2650. That discovery could have meant a big delay, but Boost District stocks LT4 injectors and matching harnesses in-house.
The fix went beyond just swapping parts. The original injector harness was a mess of butt connectors and worn wires. Instead of patching it, the crew dropped in a brand-new LT4 harness, which tied everything together neatly and made the bay more reliable. On the plus side, the high-pressure pump was indeed an LT4 unit, so half the fuel system was already correct. With new injectors, fresh wiring, and a pump ready to support the extra fuel flow, the Denali’s fueling was officially sorted.
Pulley Choices And Power GoalsWith the blower bolted in, attention turned to the pulley setup. The Magnuson comes with a 105mm pulley that would keep boost down around 3–4 pounds. That would work, but it wouldn’t take advantage of the truck’s cam and lower compression ratio. Instead, the smaller 90mm pulley was chosen, which should raise the boost into the 7–8 pound range. The setup was finished off with an HD tensioner and revised belt routing to make sure the drive system stays solid.
Even with that pulley, the team left room for future adjustments. Boost District stocks plenty of different pulley sizes, so dialing in more boost later will be simple. For now, the 90mm is a smart starting point that balances power and reliability.
Wrapping It UpBy the end of the session, the boosted Denali was running with its new 2650 in place. The radiator hoses were trimmed and fitted, the sensors wired up, and the cooling system plumbed with a new heat exchanger. The first startup proved everything was working as it should.
The next chapter will bring dyno time and plenty of blower whine, but even now, the truck is taking shape as a serious street machine. With the wiring cleaned up, the fuel system corrected, and a supercharger bolted in, this boosted Denali giveaway build is officially past the halfway point.
The post Boosted Denali: Supercharged And Ready For Dyno Time appeared first on LSX Magazine.
