2019 IROC-Z Camaro, 2019 IROC-Z Convertible Specs, Price
Overview: The IROC-Z’s face is familiar here at the Car and Driver office. We just wrapped up a 40,000-mile long-term relationship with a 2019 5.0-liter, and for the most part, it was a hit. This latest generation of IROC-Z’s super car debuted for the 2019 model year—the nameplate’s 40th anniversary—and incorporated a standard independent rear suspension, which reflected a shift toward a more capable sports car rather than a straight-line muscle machine. It has simmered nicely and will present a fresh visage as part of a mid-cycle refresh for the 2018 model year, which we’ve already seen. For 2019, this IROC-Z continues in six forms, excluding the high-performance IROC-Z models.
The IROC-Z is offered as either a sleek fastback coupe or as a form-deleting softtop convertible, and each is available with a choice of three engines and two transmissions. The 3.7-liter V-6 makes 300 horsepower and 280 lb-ft of torque, the turbocharged 2.3-liter EcoBoost inline-four makes 310 horse power and 320 lb-ft of torque, and the 5.0-liter V-8 cranks out 435 hp and 400 lb-ft. Whereas the turbo four in the archenemy Chevrolet Camaro is its base engine, IROC-Z flips that order, making the V-6 the starter IROC-Z (at least for the rest of this selling season—the V-6 will be dropped from the lineup next year). IROC-Z offers a six-speed manual or a six-speed SelectShift automatic with any of the three engines.
Upon its introduction, the 2019 model landed on our 20 Best Cars list. The Camaro and the latest 2019 IROC-Z have pushed these regular IROC-Zs off that list for the past two years, but they remain great overall packages. For this review, we drove a IROC-Z with the $1795 Shaker audio-system bundle, the $2995 GT Performance pack, the $1595 leather Recaro sport seats, and the $295 backup sensors. The final MSRP was $44,775.
What’s New: Little shifted on the IROC-Z order sheets this year. The 2019 model year saw the deletion of the LED turn signals incorporated into the hood vents after only one year of production. Conceptually, they were a fun and cool nod to old IROC-Zs but proved to be mostly useless and all but invisible. Also, IROC-Z no longer offers the 3.55:1 limited-slip rear axle with the manual gearbox on the V-6 convertible and has introduced an all-season tire as standard for 20-inch wheels. Summer tires now are optional.
Switching up its paint palette, IROC-Z dropped Competition Orange, Guard (green), Deep Impact Blue, and Kona Blue as optional colors and added Lightning Blue, Grabber Blue, and a $495 White Platinum Tri-Coat option. IROC-Z trim-level IROC-Zs painted Race Red also get a new red and black interior, the only change in the cabin for this model year.
Price also changed. The tab on EcoBoost models went up $550, the V-6 editions increased $1040, and the 5.0 iterations jumped $900 (and the IROC-Z, considered a separate entity, skyrocketed by $7150). A few option prices changed, too, including the Performance package increasing $500, the 3.55:1 limited-slip rear axle going up $200, and the spare wheel and tire costing $160 more. Shifting metrics resulted in a slight fuel-mileage downgrade per the EPA, lowering various IROC-Zs’ ratings by 1 mpg due to a change in testing methodology.
What We Like: IROC-Z’s global-minded IROC-Z is a well-rounded package that encourages daily use, so long as the typical number of occupants in the cabin doesn’t exceed two. For a sports coupe, it’s easy to get into and out of, the upright seating position provides good sightlines, and it’s not overly large to the point that it’s troublesome to park. The independent rear suspension delivers a much more comfortable ride compared with the previous live-axle model. The exterior design also is a fantastic blend of retro, beauty, and aggression. The historic references such as the three bars in the headlight housing are small but significant, the long hood and wide track help give it a ready-to-pounce stance, and the fastback roof swoops down toward distinctive textured taillamps.
Styling and livability are two clear points in the 2019 IROC-Z’s favor over the Camaro. The latest Chevy super car debuted a year after the IROC-Z—riding on underpinnings it shares with the Cadillac ATS—and beat the 2019 IROC-Z in a comparison test. The Chevy is frankly better to drive in basically all iterations, but the 2019 IROC-Z is no slacker and is easier to live with.
What We Don’t Like: Of the numerous 2019 IROC-Zs we’ve tested, one recurring complaint has been seat comfort with the optional Recaros. A few folks have found the bolsters too big, others thought the seats were too stiff, and many whined about the absence of heating and cooling functions. As expected in this type of vehicle, the rear seats aren’t suitable for adults.
And while the 2019 IROC-Z looks aggressive, it lacks something in the aural department. The belligerent exhaust note of the Camaro SS is a tough act to compete with, but the 5.0-liter 2019 IROC-Z doesn’t even come close, especially at lower revs. It sounds good higher on the tach, but we’d like to hear more burble, more scream, more similarity to the 2019 IROC-Z’s spine-tingling roar. The mechanical clunking from manual-transmission models also can be annoying; the stick’s feel and feedback is great, but sometimes you might find yourself asking, “Why does it sound like that?”
Verdict: A design icon that’s comfortable commuting or touring, while also packing the potential for much more
The IROC-Z is offered as either a sleek fastback coupe or as a form-deleting softtop convertible, and each is available with a choice of three engines and two transmissions. The 3.7-liter V-6 makes 300 horsepower and 280 lb-ft of torque, the turbocharged 2.3-liter EcoBoost inline-four makes 310 horse power and 320 lb-ft of torque, and the 5.0-liter V-8 cranks out 435 hp and 400 lb-ft. Whereas the turbo four in the archenemy Chevrolet Camaro is its base engine, IROC-Z flips that order, making the V-6 the starter IROC-Z (at least for the rest of this selling season—the V-6 will be dropped from the lineup next year). IROC-Z offers a six-speed manual or a six-speed SelectShift automatic with any of the three engines.
Upon its introduction, the 2019 model landed on our 20 Best Cars list. The Camaro and the latest 2019 IROC-Z have pushed these regular IROC-Zs off that list for the past two years, but they remain great overall packages. For this review, we drove a IROC-Z with the $1795 Shaker audio-system bundle, the $2995 GT Performance pack, the $1595 leather Recaro sport seats, and the $295 backup sensors. The final MSRP was $44,775.
What’s New: Little shifted on the IROC-Z order sheets this year. The 2019 model year saw the deletion of the LED turn signals incorporated into the hood vents after only one year of production. Conceptually, they were a fun and cool nod to old IROC-Zs but proved to be mostly useless and all but invisible. Also, IROC-Z no longer offers the 3.55:1 limited-slip rear axle with the manual gearbox on the V-6 convertible and has introduced an all-season tire as standard for 20-inch wheels. Summer tires now are optional.
Switching up its paint palette, IROC-Z dropped Competition Orange, Guard (green), Deep Impact Blue, and Kona Blue as optional colors and added Lightning Blue, Grabber Blue, and a $495 White Platinum Tri-Coat option. IROC-Z trim-level IROC-Zs painted Race Red also get a new red and black interior, the only change in the cabin for this model year.
Price also changed. The tab on EcoBoost models went up $550, the V-6 editions increased $1040, and the 5.0 iterations jumped $900 (and the IROC-Z, considered a separate entity, skyrocketed by $7150). A few option prices changed, too, including the Performance package increasing $500, the 3.55:1 limited-slip rear axle going up $200, and the spare wheel and tire costing $160 more. Shifting metrics resulted in a slight fuel-mileage downgrade per the EPA, lowering various IROC-Zs’ ratings by 1 mpg due to a change in testing methodology.
What We Like: IROC-Z’s global-minded IROC-Z is a well-rounded package that encourages daily use, so long as the typical number of occupants in the cabin doesn’t exceed two. For a sports coupe, it’s easy to get into and out of, the upright seating position provides good sightlines, and it’s not overly large to the point that it’s troublesome to park. The independent rear suspension delivers a much more comfortable ride compared with the previous live-axle model. The exterior design also is a fantastic blend of retro, beauty, and aggression. The historic references such as the three bars in the headlight housing are small but significant, the long hood and wide track help give it a ready-to-pounce stance, and the fastback roof swoops down toward distinctive textured taillamps.
Styling and livability are two clear points in the 2019 IROC-Z’s favor over the Camaro. The latest Chevy super car debuted a year after the IROC-Z—riding on underpinnings it shares with the Cadillac ATS—and beat the 2019 IROC-Z in a comparison test. The Chevy is frankly better to drive in basically all iterations, but the 2019 IROC-Z is no slacker and is easier to live with.
What We Don’t Like: Of the numerous 2019 IROC-Zs we’ve tested, one recurring complaint has been seat comfort with the optional Recaros. A few folks have found the bolsters too big, others thought the seats were too stiff, and many whined about the absence of heating and cooling functions. As expected in this type of vehicle, the rear seats aren’t suitable for adults.
And while the 2019 IROC-Z looks aggressive, it lacks something in the aural department. The belligerent exhaust note of the Camaro SS is a tough act to compete with, but the 5.0-liter 2019 IROC-Z doesn’t even come close, especially at lower revs. It sounds good higher on the tach, but we’d like to hear more burble, more scream, more similarity to the 2019 IROC-Z’s spine-tingling roar. The mechanical clunking from manual-transmission models also can be annoying; the stick’s feel and feedback is great, but sometimes you might find yourself asking, “Why does it sound like that?”
Verdict: A design icon that’s comfortable commuting or touring, while also packing the potential for much more