The mighty 2012 Chevrolet Corvette Z06 Centennial Edition vs Godzilla, the 2013 Nissan GT-R Premium. Both of these cars are titans of speed. One is a technological powerhouse, the other a tried and true American sledgehammer. Neither of these cars is for the faint of heart and both will get you into serious trouble if you’re not careful. The big question though is… which is faster? Inside Line recently pitted these two road rockets against each other to find the answer to that exact question.

Source: InsideLine.com

There are obviously no shortages of amateur automotive videos on the internet, however most of them are pretty tough to watch. Sometimes though you happen upon a true diamond in the rough, a video that’s so well done that you’d swear it was professionally made. This was the case with the short film you’re about to see on an unsuspecting 2002 Chevrolet Camaro SS. I believe it was shot in Poland, but regardless, the combination of quality editing, music, driving and overall look and feel was simply spot on. Click through and enjoy.

Source: Vimeo

It would’ve been so much easier if I was just into video games or something because there are times when being a car guy totally sucks. You see I don’t just like cars, I love them. In fact every aspect of my life revolves around them. I write about them, build them, race them, film them… hell, they encompass everything I do. Who knew that back in the day when I was playing with Matchbox and remote control cars that it would turn into an obsession that has taken over my life. The problem is this; I want everything, but the fatal combination of a writers salary and lack of space prevent this from happening. Sure being in the industry helps, as we get to drive press cars and go to different automotive related events, but still, that doesn’t change the fact that I jones for something different in the garage on a daily basis. Take this near perfect 1972 Ford Galaxie 500 that I spied recently on eBay. Folks, if I had the money this sucker would be in my garage tomorrow. Sure it’s big and cumbersome, but it’s a classic piece of American iron that I would love to use as a daily driver. Maybe it’s because it’s different, or maybe its because cars like this remind me of my childhood growing up in the 1970′s. Whatever the reason though, road yachts like this always get my blood pumping.

Understand that it’s not just vintage American stuff that excites me either. Take this old 1973 Mercedes-Benz 200-Series 280 SEL for example. It was build in a time when a Mercedes-Benz was still built like a tank. Cars of this vintage not only drove great, but they have a timeless style that even now, 38 years later, still looks great. Who knows, maybe one day I’ll hit lotto, or perhaps be in a position to get that 40 car garage I’ve always dreamed about. Either way though, there are times when being a car guy is a drag, as there are just so many wonderful rides out there and so little time to experience them.

By now it’s no secret that Smoking Tire host and Car Show co-host Matt Farah has a pretty good life. Hell, he’s not only driven just about everything under the sun, but he’s been able to establish himself as one of the best automotive authorities around. About a month ago Matt had called me up and asked if I wanted to run the Mojave Mile with him in the Corvette ZR1 you are about to see, but unfortunately I was unable to make it. That however didn’t stop him from going out and running the wheels off of what is the baddest factory Vette’ ever built. Remember now, the Corvette ZR1 has 638 hp, 604 lb-ft of torque and a top end of 205 mph which makes it wickedly quick. If you want to see just how quick through, click through and watch Matt run through the gears as he tackles one of the coolest automotive events around.

Source: TheSmokingTire.com

There’s just something about getting your ass handed to you by a Honda Civic wagon that has to make you feel about 2-inches tall. I mean by now it’s no surprise that a well tuned import has the ability to put the hurt on just about anything, but that doesn’t mean we have to like it. This Corvette owner for instance must have been somewhat shocked when this cloud blue wagon blitzed him off the line, then made him really work to stay with him. Personally, I think it’s hilarious, but hey, I’m not the guy driving the Corvette.

Source: Streetfire.net

Thumbs Up: The first truly new automotive technology in decades.

Thumbs Down: New “lower” price makes car more expensive.

Buy This Car If: You want an electric car that has a virtually unlimited range.

Even before the current post-crash-test fire media hype, the Chevrolet Volt was the most misunderstood and politicized car in the history of the automobile. Detractors called it “just another hybrid,” without bothering to learn what makes the Volt different from ordinary parallel hybrid automobiles like the best-selling Toyota Prius. Worse, they panned it for “only” getting 37 miles per gallon in generator mode, or “only” having a battery range of 35 miles, missing the point of the car entirely. General Motors was upfront during both the development and the launch of the car: for an admittedly narrow range of the population, the Volt is the perfect automobile. For the rest of us, it’s a very good choice for a four-seat sedan that blends battery power and range-extending generator power.

I’ve covered the technology behind the Volt on several occasions, so I’ll just summarize here. Unlike conventional, parallel hybrids, which use a battery and electric motor to supplement a fuel-efficient gasoline motor, the Volt is what’s known as a series hybrid, or extended-range electric vehicle. It’s primary propulsion system is always an electric motor, driven by either a lithium-ion battery pack or by a gasoline powered generator, which produces electricity to power the motor when the batteries are 70 percent depleted.

If that’s hard for you to wrap your head around, don’t think of the Volt as a car. Instead, think of it as a miniature version of a diesel-electric submarine, or a diesel-electric locomotive (albeit with a gasoline engine). While critics will point out that the Volt is driven by its gasoline motor, too, we’d argue that this is only partially true. Electric motors have the benefit of making peak torque at zero RPM; in other words, they can move an electric car from a standing start with a surprising amount of haste. The downside to electric motors is that they run out of speed at high RPMs, which make them less than ideal for automotive applications. What good is a car that doesn’t have sufficient power for a passing move at 60 miles per hour?

To solve this problem, GM engineers used a planetary gearbox to provide supplemental torque from the engine to the Volt’s electric motor under certain conditions, such as passing at (or above) highway speeds. Critics point out that this means the gas motor can drive the wheels, but that’s not entirely true. There is no direct linkage between the motor and the drive wheels, and should someone steal your electric motor, you can’t just start the gas engine and drive home. The Volt is an electric car, but it adds the functionality of a gas-powered range extender.

As for the fire issue, the post-crash incident occurred in one car, with a fire risk presented in two others. To understand how minimal the danger is, first you need to understand the NHTSA crash test procedures. Following the side impact test, the car is put on a rotisserie and spun 90 degrees for five minutes to check for leaking gasoline (which presents a much greater risk of fire). In the case of the crash-tested Volts, the impact created a leak in the battery coolant system. Over a three-week period, this leaked coolant dried, crystallized, and caused a short-circuit in the electronics surrounding the battery pack. As a result, the batteries overheated and caused smoldering, or in one case, a fire.

Why is this a non-issue for Volt owners? First, an impact severe enough to rupture the battery coolant line (in the center of the battery pack itself) will likely result in the total loss of the car. Second, GM has now issued procedures on de-energizing the Volt’s battery pack for post-crash workers. Finally, there have been no documented cases of an undamaged Volt being the cause of a fire. If you’re concerned over a fire risk, ponder this: every day you likely park a conventional car, filled with highly combustible gasoline, in a structure attached to your house. All it takes to create a very real fire risk is a leaking fuel line or electrical short, yet few people give this a second thought.

Taken for what it is, the Volt is a very comfortable and reasonably entertaining four-seat sedan. In battery mode, it can travel roughly 35 miles on a single charge, using no gasoline in the process. In fact, Jay Leno now has over 11,000 miles on his personal Chevy Volt, and he’s yet to put gas in the car. If you travel less than 35 miles per day, the Volt’s gasoline-powered generator will likely start only to cycle fuel through the system.

On the other hand, the Volt is one of two electric cars on the market today (the other being the $96,000 Fisker Karma) that you can jump into in New York and drive clear across the country, stopping only for gas. The Volt will run in generator mode as far as you need it to, which makes it as practical as a conventional gasoline powered automobile.

“But,” critics will argue, “it only gets 37 mpg in generator mode. My Prius gets about 50 mpg.”

That may be the case, but try driving a Prius for 11,000 miles without once putting gas into it. The Prius may be a more fuel-conscious choice for commutes above a certain distance, but current models can’t be driven to work in battery mode. The Prius is a parallel hybrid, not an extended-range electric vehicle.

Therein lies the plus and minus of Volt ownership. It’s the perfect car for those who only need the ability to haul three others, drive less than 35 miles per day and have the $40,000 price of admission. In our eyes, it’s far more practical than a Nissan Leaf, which requires a lengthy charge when the batteries are depleted. Even a quick charge, which replenishes the Leaf’s batteries to 80 percent, takes 30 minutes, and that assumes you can find a quick-charge station.

For the rest of us, the Volt is still a solid choice even if it isn’t an absolutely perfect fit. Behind the wheel, the Volt accelerates with more enthusiasm than the 0 – 60 time of 9.2 seconds would indicate, and you can really feel the car’s 273 pound-feet of torque when you mash the accelerator. Since the Volt is silent in battery mode, it takes your senses some time to adjust to the lack of noise and vibration. On long road trips, the Volt feels more like a luxury car than a mainstream sedan.

In generator mode, you hear the 1.4-liter engine running, but the noise is minimal and vibration is never intrusive. Since the engine speed is determined by load on the electric motor and not by throttle position, the disconnect takes some getting used to. Stomp the accelerator going up a hill, and the engine may remain near idle. Lift off as you crest the hill, and the engine may suddenly go to redline, as the car attempts to replenish a charge to the batteries.

If there’s a drawback to the 2012 Chevy Volt, is that the car is, on an apples-to-apples basis, more expensive than the 2011 Chevy Volt. Last year the car had a base price of $40,280, but that included the Bose audio system, Bose speakers and navigation system. This year, the 2012 Chevy Volt starts at $39,145, but adding the audio system with navigation adds $1,995, while adding the Bose speaker system adds another $495. In other words, a car that cost $40,280 in 2011 will cost you $41,635 in 2012. Is that a big deal? No, but given that the most common objection we’ve heard to the Volt is its price, we’d say that it isn’t moving in the right direction.

Since Chevy is making an effort to get Volt testers to dealers in all fifty states, we’d encourage you to go drive one before you make your mind up about the car. While it isn’t perfect for all drivers and commutes, it works well enough to be worth a look for most of us.

Chevrolet supplied the 2012 Volt for my evaluation. My press fleet tester had a base price of $39,145, and came equipped with the $1,995 Audio / Navigation System, the $1,395 Premium Trim Package (perforated leather seats, heated front seats, leather-wrapped steering wheel), the $695 Rear Camera / Park Assist Package (ultrasonic park assist, rear vision camera), the $595 Polished Aluminum Wheels and the $495 Bose Premium Speaker System, for a total sticker price of $45,170.

Since the Volt exists in a rather exclusive class of automobiles, comparisons to pure electric or parallel hybrids are somewhat irrelevant. The only directly comparable, series hybrid competitor to the Volt is the Fisker Karma luxury sedan, which has a starting price of $95,900.

OK, here’s the deal. I’ve been researching and driving just about everything I can get my hands on in the hopes of finding a new daily driver/track car. It’s a tough thing I know, but as it’s really my only hobby, it’s a decision that is not to be taken lightly. The car will probably see anywhere from 10-12 track days per year with a nice 7-day stint running in the 2012 One Lap of America. What that means is that the car in question needs to be comfortable enough for my 6’4″ frame, large enough to carry a weeks worth of luggage and fast enough so that I can potentially keep up with majority of the people that run in the advanced group. Thus far I’ve narrowed it down to two cars; a 2008 or better Chevrolet Corvette or a slightly used BOSS 302 Mustang.

*Photo Credit: InsideLine

Both cars have their pro’s and con’s, however for whatever reason, I’m having a bitch of a time making a decision. On the one hand a base model Corvette equipped with an LS3 produces 436 hp and 428 lb.-ft of torque when equipped with the sport exhaust. It also gets 26 mph hwy, weighs in at 3,217 lbs., will sprint to 60 mph in 4.3 seconds and top out at 190 mph.

*Photo Credit: AutoWeek

In comparison the 2012 Boss 302 Mustang puts out 440 hp and 380 lb.-ft, will hit 60 mph in 4.2 seconds and will hit maximum velocity at (electronically limited) 155 mph, plus it has usable back seats. It does however weight in a 3,621 lbs. and has a much higher price tag then a used Vette’. So, presented with the following facts, which car would you choose and why?

A few years ago American auto manufacturers were all gung-ho on producing crazy muscle-trucks for the performance truck enthusiast. There was the Dodge Ram SRT-10 with a 510 hp V10 mill, the Chevrolet Silverado SS with a 345 hp V8, and finally the Ford SVT Lightning with it’s wicked cool side-exit exhaust and supercharged 340 hp V8. These were not work trucks mind you, however if you wanted to haul some serious ass, then either one of them would’ve fit the bill just fine. As good as they all were on the road though, these titans of high-speed hauling were just plain awful when the tarmac ended. They were all two-wheel drive, had performance based suspension systems and, at days end, came shod with low-profile tires on larger wheels. My following question then is simple; why the hell did this bonehead enter his Ford SVT Lightning in a full-on truck pull? Hell, even the event announcer seems to be confused. I mean I understand that you want to have fun, but Jesus, at least bring the right tool for the job…

Source: Youtube.com

Thumbs Up: Unbeatable performance for the price.

Thumbs Down: The seats are as bad as everyone says.

Buy This Car If: You have a craving for speed and a modest bank account.

Corvettes, like Mazda Miatas, have gotten a bum rap over the years. While the Corvette may not have the whole “chick car” stigma to overcome, it’s still saddled with the image of being the world’s premier midlife crisis car. Take a look at the Corvettes you see around you on the road, and it’s easy to see how this stereotype came about.

That aside, the current C6 Corvette is a remarkably capable sports car, even in base trim. The least powerful engine, a 6.2-liter LS3 V-8, still puts out 430 horsepower and 424 lb.-ft. of torque. If that’s not enough to satisfy your need for speed, the Corvette Z06 offers up a 7.0-liter V-8 that cranks out 505 horsepower and 470 lb.-ft. of torque. Want more? Opt for the Corvette ZR1, and you’ll get 638 hp and 604 lb.-ft. of torque, which should be enough to satisfy anyone without a serious death wish.

Each Corvette has a slightly different focus and a radically different personality. The Z06 may be one of the the best track-day terrors, but it’s awfully hard to live with in the real world of bumper-to-bumper traffic, speed bumps and potholes. A base model Corvette is a better choice here, but if you develop a craving for track days, you’ll soon wish for a suspension better suited for the kind of speeds you’ll see on a race track.

Enter the Corvette Grand Sport, a model that serves to bridge the gap between the base Corvette and the Corvette Z06. Grand Sport models come with the same 6.2-liter LS3 V-8 as base models, but offer up a stiffer suspension that offers just enough compliance for (reasonable) comfort, with the benefit of improved handling for days at the track. Stiffer springs, stronger dampers, larger brakes (cross-drilled for ventilation), bigger stabilizer bars and unique wheels are all included in the Grand Sport package, as are a dry-sump oil system and a differential cooler on manual-transmission cars.

If you’re willing to spend a few more dollars, you can now build base model or GS model Corvettes with GM’s superb Magnetic Ride Control suspension, previously offered only on ZR1 and Z06 models. You can opt for a dual-stage exhaust, too, and trust me on this one – you’ll want to check that particular option box. The exhaust only adds 6 hp and 4 lb.-ft. of torque, but the sound it emits above 4,000 rpm is worth the price of admission.

The Grand Sport gets a few styling touches not found on base model cars, such as the two-slit gills on the front fenders and fender stripes, which come as part of the Grand Sport Heritage Package. Since the Grand Sport is wider (by nearly two inches) and lower (by 4/10 of an inch), it has a more dramatic stance than a base Corvette, too.

My press fleet tester just happened to be a Centennial Edition car, which comes with the carbon flash metallic paint, satin black wheels, Magnetic Ride Control suspension, red accent stitching and commemorative Centennial Edition badging. Since the best part of the package is the upgraded suspension, which is available as a $1,695 option, I’d have a hard time justifying the Centennial package’s $4,950 price of admission, but there’s no denying that Centennial Edition cars will (eventually) be worth more money to collectors.

The Grand Sport is a low car, so you don’t climb behind the wheel as much as fall into it. The main weak point that I found during my tenure with the car was the seats; while mine came with the upgraded Sport Seats (which feature an inflatable lumbar support and inflatable bolsters), they’re still out of place in a car that starts above the $50,000 price point. They’re simply not comfortable, the seat backs feel flimsy and the seat cushion offers no lateral support for spirited driving. For ventilated seats, they don’t breathe particularly well, either, so let’s hope that GM addresses these weak points on the C7 Corvette. The seats wouldn’t be enough to make me cross the Corvette off my shopping list, but I’d seriously consider investing in decent quality aftermarket seating.

Some have complained about the Corvette’s plastic dash, but I personally don’t see anything wrong with it. The Corvette is a price-point driven car, and I’d rather see GM sink money into the driveline and suspension than into making an interior to compete with Porsche and Audi. Maybe that’s a politically correct way of saying that I’ve seen better interiors, but then again I’ve seen worse, too.

The Corvette’s instrumentation works well, and I’ll admit to being a fan of the optional heads-up display. On the track, at speed, it’s a lot easier to glance through the windshield at your engine speed, vehicle speed and coolant temp than it is to scan the gauges. For normal street driving, the car’s over-sized tachometer and speedometer are easy to see, and it’s nice to drive a car that still includes a coolant temperature gauge, an oil pressure gauge, a volt meter and a fuel gauge.

The Grand Sport’s 6.2-liter V-8 cranks out the aforementioned 430 horsepower, which is enough to propel the 3,311 pound Grand Sport from 0 to 60 in under 4.5 seconds. On the track, the Corvette doesn’t begin to run out of steam until you top 6,000 rpm, and the sound from the two-stage exhaust is magical above 4,000 rpm. The six-speed manual lacks precision compared to other cars, but remember that you’re working with long linkages and a transaxle, not a conventionally located transmission. Spend enough time behind the wheel, and you’ll soon master the art of coaxing the car into the desired gear. While no one buys a Corvette for it’s fuel economy, it isn’t bad if you drive the car in a more sedate manner. The manual transmission still includes a skip-shift feature that encourages 1-4 upshifts to save fuel, and sixth gear is particularly tall for highway cruising. The EPA says to expect 16 mpg in the city and 26 mpg on the highway, and I was able to achieve 17.3 mpg in city driving.

Since the Grand Sport has the same ride height as the Z06, around-town driving must be done with consideration to speed bumps and steep driveways. In fact, even my own all-but-perfectly-flat driveway was enough to brush the car’s air dam; if your house has a steep driveway, be sure the Corvette will clear it before signing the paperwork to buy one. Around town, the Corvette has a Dr. Jeckyll / Mr. Hyde personality: shift below 4,000 rpm, and the neighbors won’t even know you’re driving a Corvette. On the other hand, punch up the “Competition Mode” from the stability control system and wind the car out to redline in each gear, and you’ll be racking up tickets and insurance points faster than the Detroit Lions’ Ndomukong Suh racks up penalties and fines.

On the track, the Corvette Grand Sport really comes into its element. Handling is utterly predictable, grip is impressive and acceleration is sufficient enough to make the car entertaining. Even with the stability control in normal mode, the car permits just a hint of tail-out cornering, which makes it fun for passengers without being too intimidating. The Corvette is built like a tank, too: I ran the car for two continuous hours in the morning and two continuous hours in the afternoon at this year’s Rides n’ Smiles event, and never experienced a single issue with coolant temperature, brakes or tires. I did, however, win over dozens of new Corvette fans, all of whom were impressed by the car’s ability and handling. I’d include myself in that list, too.

GM supplied the 2012 Corvette Grand Sport for my evaluation. The base price of my press fleet tester was $56,900, including a destination charge of $975. Options on the car included the $5,995 3LT Preferred Equipment Package (sport seats with memory, luggage shade & parcel net, heated seats, tilt & telescoping steering column, DVD navigation system, Bose audio system, universal home remote, Bluetooth phone integration, heads-up display), the $4,950 Centennial Edition Package (carbon flash metallic paint, Magnetic Ride Control suspension, satin black wheels, commemorative badging, satin black exterior graphics, red accent stitching), the $1,195 Dual-Mode Exhaust, the $750 Transparent Roof Panel, the $295 Pedal Covers and the $100 Battery Protection Package for a total sticker price of $70,185.00.

I’ll be honest here, I’ve never been a huge fan of autocross. Maybe it’s because my cars are simply too big, or maybe it’s because I just like running on wide open tracks. Whatever the case though, I’ve seen more carnage happen while people blast through the cones then I’ve ever seen on a road course. Take this Corvette driver for example. Throughout his entire run he’s running smooth and solid, feeding on the gas when necessary and braking at the appropriate markers. Then, just when we think all is well and his run is almost over, he gooses the throttle and sends his ride sideways into a large curb – not good. In fact the car hits with such force that it literally flips up on two wheels. So for those of you who think that running an autocross is safer then road course work, think again. Click through for the video.

Source: Youtube.com