2012 Chevrolet Camaro ZL1 review notes

SENIOR ONLINE EDITOR RORY CARROLL: First, this is the first Chevrolet Camaro since the 2009 reboot that I have found even somewhat good-looking. The body kit and trim, when combined with white paint, were very effective in reducing the Camaro's perceived size, which is my primary sticking point with the design. All non-ZL1 Camaros of the current generation look massive.
The interior, both in terms of materials and design, feels special and I think for a car like this, it should. That's not to say it should be over-lux or really novel. It is a Camaro after all.
I did have the opportunity to push the Camaro in a closed environment. I will generally echo the sentiments of most of the people who have reviewed it. The car is very fast in a straight line. The steering was well suited to the chassis, and the wide tires provided plenty of grip. It felt like a car that would be very fast on a road-course—which brings me to my next point.
Its best performance feature might be its five-mode traction control system. In wet mode, the car felt almost all-wheel-drive stable in heavy rain. In every mode after that, a bit more slip was available and the adjustability was useful. The least intrusive traction control mode—Track—provided more than enough slide for track use, and I'd suspect that most drivers would be much faster on a track with the traction control on.
However, with the traction control all the way off, this car's shortcomings were readily apparent. First, it is very, very heavy. When the massive reserves of grip finally run out, it might as well be a pickup truck.
Second, its tendency to snap into oversteer more violent than I was capable of controlling was unnerving. On throttle, it was easy to induce a gentle, controllable drift. But, lift too soon and it becomes apparent why Chevy installed such massive rubber and such a great traction control system. This is a big, heavy car.
Non-heroes like me are well advised to leave at least one of the five electronic safety nets in place.
EXECUTIVE EDITOR BOB GRITZINGER: For a lot of enthusiasts, just getting behind the wheel of a Camaro ZL1 for a drive around the block would be a treat. But as a driver who has been clutch-limited by an Achilles tendon injury for most of the past 12 months, this six-speed manual tranny ZL1 is possibly the most entertaining car I've driven since last summer.
It starts from the turn of the key, the ignition setting off a raucous chorus from under the hood and resonating through the exhaust system. That rumble alone was enough to flood my brain with memories of teenage years spent (misspent?) shaking windows and rattling doors driving various Detroit muscle machines. This one comes close to the effect produced back then by a big-block Pontiac Firebird V8 muffled only by a pair of glass packs.
Even better than the days of yore is what happens when this beast is unleashed, punched into Race mode, and let off the tether. The giant rubber positively claws at the pavement, providing serious grip even as the power strives to break them loose from the effects of gravity and friction. Shifts and clutch action are solid and mechanical, providing bang-bang response under hard driving. Equally impressive is the car's response at speed—just punching the accelerator at 70 mph in sixth gets you 95 in no time. Downshift and that response comes quicker than you can think, so be ready.
Ride and handling are also impressive, especially the docile ride that Touring mode induces compared to the razor's edge running that comes in tandem with the nanny-less Race mode. Steering seems a little numb in Touring, but tightens and picks up every nuance in the Sport modes. Though the car seems like it could bite like a Viper, power drifts are relatively easy to manage, with the car snapping smartly back into line once play time is over and you ease up on the power pedal.
Unbelievably good work by the performance people at GM here on the Camaro ZL1. Oh, and it looks killer, too.
ROAD TEST EDITOR JONATHAN WONG: I'm normally a Mustang guy, but when it comes to the super-duper variants of Ford and Chevrolet pony cars, I'm going to have to tip my hat in the direction of the Camaro ZL1.
Why is that? For the most part, it comes down to the magnetic suspension on the ZL1 compared to the Mustang's comparatively primal setup that features a live rear axle. In the Mustang GT and Boss 302, it works well enough and I would take those over the competing Camaro, but when you're talking about controlling 662 hp in the Shelby GT500, it just doesn't work that well.
If you're just looking for a straight-line terror, then the Shelby is your car. However, if you enjoy road courses at all and prefer to have a more complete car, the ZL1 is the car you want. Yes, the Shelby boys will be able to make fun of you for having 82 hp and 75 lb-ft of torque less than them and weighing 268 pounds more. And the Mustang's steering is more direct and responsive to inputs, but in all other areas the Camaro ZL1 wins.
Out on a race track, the ZL1 will feel better planted in turns when you stiffen the suspension and have the traction aids in race mode. Getting the power down is a more manageable task, and the rear end won't get upset by bumps.
For the times when you just want to take it easy and roll around town in relative comfort, the suspension has a tour mode for very comfortable ride comfort to take the edge off of ruts and potholes. And I do have to say that the microfiber-covered dash trim does a nice job breaking up the acres of hard plastic that make up the dashboard, and it's also nice to have on the steering wheel, shift knob and seat inserts.
The supercharged LSA V8 has an ear-pleasing exhaust note and delivers instant and consistent push throughout the rev range. Finding gears in the six-speed manual gearbox is easy enough, but I would prefer a slightly crisper shift feel. You can detect some steering wheel shake and it could use a more direct feel from the variable-assisted electric power steering system.
So the Camaro ZL1 is not without its flaws, but none of the flaws bother me nearly as much as the Shelby GT500's jumpy rear end that seems like it's waiting to kill you around ever corner. I'm all for a raw driving experience, but in this case, the ZL1's better suspension hardware and overall refinement wins me over.
2012 Chevrolet Camaro ZL1
Base Price: $56,295
As-Tested Price: $56,765
Drivetrain: 6.2-liter supercharged V8; RWD, six-speed manual
Output: 580 hp @ 6,100 rpm, 556 lb-ft @ 4,200 rpm
Curb Weight: 4,120 lb
Fuel Economy (EPA/AW): 16/11.7 mpg
Options: Exposed carbon fiber weave hood insert ($600); solid dark gray stripe ($470); 2012 ZL1 hood insert discount (-$600)

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Chevy D-Series passes through three generations before auction

To say that every car has a story is not only a bit cliché, but also patently untrue. The beige Toyota Camry that you passed on your way to work today was born an appliance, and will die an appliance. But every once in a while, a story crosses our desks that has a little something extra.
The tiger-hunting Rolls-Royce is one such car, and so is our intrepid intern's prized Packard. This story is about a 1918 Chevrolet D-Series V8 Touring, and a Pennsylvania family.
The D-Series cars were born when Chevy chief William Durant decreed that the company should take a break from low-cost, high-volume cars and build a new V8. In 1917 the D-Series featured a 288 cubic-inch V8 making 55 horsepower. It breathed through a Zenith two-barrel carburetor. The Chevy V8 cost $1,385 when new, quite a sum at the time.
One of those Chevys, a 1918 model year, was sold to man named John Becker of Lititz, Penn., who bought it for his son Elam. Six years later it was dubbed the “Honeymoon Car” after Elam and bride-to-be Grace took the car to Washington D.C. to get married. In 1928 it was put into storage when Elam bought himself his first new car.
The 1918 Chevy V8 sat there, for 21 years until 1949 when Elam had it restored. The Beckers displayed the car at various events and shows, sometimes dressing in period-correct clothing.
Fast forward to 1974. The Beckers were celebrating their 50th wedding anniversary and drove the car to the Hershey Fall Meet one last time before passing the car on to their son Warren and his wife Ruth. Warren and Ruth have enjoyed the car for the past 38 years and now finally, it's time to say goodbye.
The 1918 Chevy will go up for auction without reserve at RM's October auction in Hershey, Pennsylvania. It's expected to sell for about $40,000.
The lot includes the original bill of sale from Nash, Studebaker and Chevrolet agent John F. Longenecker, along with vintage documents for batteries, parts and other maintenance trips. It also comes with a selection of photographs from the car's 94-year history.
The car has patina from the 63 years since the last restoration, and it's finished in a great shade of hunter green. Check out www.rmauctions.com for a few more shots of the car and to find bidding info. We're sure it would make a great addition to any Chevy collection.

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Chevrolet Corvette Review

Often referred to as America's only true sports car, the Chevrolet Corvette is one of the world's best known and longest-running nameplates. Oddly, it had a rather humble beginning, starting life back in 1953 with a straight-6 engine and a two-speed automatic transmission. The first few years saw the fiberglass-bodied two-seater from Chevrolet earn praise for its handling but criticism for its relatively tame performance. (At the time, it was soundly outgunned by a variety of European sports cars in terms of performance.)

2008 Chevrolet Corvette Convertible

Thankfully, a V8 engine option debuted in 1955, and by the late '50s, the Chevy Corvette could hit 60 mph in less than 6 seconds. The intervening decades have seen the Corvette pass through multiple generations. Each decade has brought its own Corvette theme, including the muscle-bound '60s, the highly stylized '70s and the electronically aided '80s. More recently, the Corvette has improved enough in the refinement department that many finally consider it worthy to compete against the world's best.

Highlights of the Corvette's timeline include the '57 Fuelie (the nickname for the optional fuel-injected 283 V8), the '63 Sting Ray split-window coupe, the '65-'67 big blocks (427-cubic-inch V8s), the high-revving LT-1s of the early '70s, the ultra-high-performance ZR-1s of the early '90s and the fast yet user-friendly C5s (fifth generation) of the late '90s. Of course today's Corvette, an outright bargain when compared to sports cars from Europe, should be acknowledged as well. The current Corvette offers the performance of an all-out exotic at a third to a quarter of the price.

Current Chevrolet Corvette

Debuting in 2005, the current Chevrolet Corvette (known as the C6) is by far the best yet. As with past Vettes, a coupe and convertible are offered. Performance is exceptional, with the 0-60-mph sprint taking less than 5 seconds, the quarter-mile taking less than 13 and top speed in excess of 180 mph. That's for the standard Corvette. The Z06 version is even more thrilling, hitting 60 in the low 4s, the quarter in the low 12s and running on up to a top end approaching 200 mph. The standard Corvette comes with a 6.0-liter, 400-horsepower V8 coupled to either a six-speed manual or optional six-speed automatic. The Z06 comes with a 7.0-liter V8 with 505 hp mated to a six-speed manual.

The newest Chevrolet Corvette is equally impressive in terms of its improved build quality and increased daily driver usability. The cockpit boasts friendly ergonomics, supportive seats and excellent fit and finish. As before, the car's hatchback body style provides massive cargo capacity, which stands at 22 cubic feet in the coupe. A choice of three suspensions (standard, optional Magnetic Ride Control with Sport and Touring modes and track-ready Z51) for the regular Corvette mean there's a setup for everyone, from casual enthusiasts to hard-core apex clippers -- and all provide a fairly smooth ride. The Z06, in spite of its immense capabilities, is still docile enough to handle the daily commute without making the driver grit his teeth every time he faces stop-and-go traffic or a rough section of pavement.

In reviews from our editors and posted consumer commentary, the C6 garnered high marks and universal praise for its combination of strong performance, razor-sharp handling, comfortable ride, eye-catching style, affordability and relatively impressive fuel economy. Complaints were minor in comparison, centering on the manual transmission's clunky gearchanges, along with the cabin's mediocre cupholder and storage provisions, ho-hum interior materials and underwhelming Bose audio system.

Past Chevrolet Corvette Models

The previous Corvette (the C5) was built from 1997-2004 and marked the Corvette's transition from a capable but flawed (in terms of comfort and ergonomics) to world-class sports car. Easier to get in and out of than the C4, the C5 also boasted a new chassis that had nearly 50/50 weight distribution between the front and rear axles, a more compliant suspension, a much roomier cockpit with more supportive seats and a new "LS1" 5.7-liter V8 that made 345 hp. The transmission choices were a six-speed manual and four-speed automatic.

With a 0-60-mph time of fewer than 5 seconds and a top speed of around 175, there wasn't much that could touch this Vette short of a few big-dollar exotics from Europe. That first year saw just the hatchback body, whose styling drew barbs for its rather large hindquarters. But the benefit of the big butt was more than 20 cubic feet of cargo capacity under the rear hatch. A convertible joined the lineup for '98 and the following year brought a fixed-roof coupe. For 2001, the mighty Z06, a reincarnation of an earlier "Z06" performance package from the '60s, debuted, bringing 385 hp to an already impressive chassis. As if that weren't enough, the Z06 gained 20 hp the very next year.

Enthusiasts looking for a sports car they can live with day in and day out would be well advised to seriously consider a Chevy Corvette from this generation. Pros and cons are mostly similar to the current generation, and although the C5 has been criticized for spotty build quality, this Corvette still offers the most bang for the buck in the used sports car marketplace.

The fourth-generation Chevrolet Corvette, or C4, is the other model that non car-collectors will likely be interested in. It was available for the 1984-'96 model years. The flamboyant style of the previous generation was replaced with a leaner look, and a racetrack-ready suspension featuring lightweight alloy components debuted as well. First-year cars should be avoided, as the 5.7-liter V8 made just 205 hp with its troublesome "Crossfire Injection" setup, while the suspension was much too stiff for daily driver duty. Subsequent years saw the debut of a convertible, more power and suspension refinements. By 1990, the Corvette was a well-sorted sports car with precise handling and respectable performance from its 250-hp engine. That year also saw the debut of the ZR-1 supercar, which could run the quarter-mile in the low 13s and hit a top speed of around 175 mph, thanks to its 375-hp, 5.7-liter V8. For '92, the standard Corvette gained more power via the 300-hp LT1 V8. The ZR-1's output shot up to 405 hp for '93. The last year of this Corvette's generation saw the availability of a 330-hp version of the LT1 V8.

Although the C4 is regarded as desirable in terms of performance for the price, its awkward ingress/egress, cramped cockpit and stiff ride make it a weekend toy for all but the most ardent enthusiasts.

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