2014 MINI Cooper Hardtop vs 2014 Ford Fiesta 1.0L EcoBoost |
- 2014 MINI Cooper Hardtop vs 2014 Ford Fiesta 1.0L EcoBoost
- 2014 Mercedes-Benz S550 4MATIC Review
- 2015 Jaguar F-Type R Coupe Review
- 2014 Hyundai Elantra Sport Review
- 2014 Chevy Camaro Z/28 Review
| 2014 MINI Cooper Hardtop vs 2014 Ford Fiesta 1.0L EcoBoost Posted: 17 Jun 2014 05:00 PM PDT
Is a Turbo Three for You? Share this Article Would you buy a car with a three-cylinder engine? Believe it or not, the North American three-cylinder revolution has begun. Well, sort of… You can get the Ford Fiesta with a three-cylinder in any trim level you want as long as it's the mid-level SE model with a manual transmission and virtually no options. Otherwise, it's back to the same old four-cylinder as before. MINI, on the other hand, is going all in by offering a turbocharged three-cylinder as the only engine in the Cooper Hardtop. So which company has it right? Are turbocharged three-cylinders really good enough to replace four-cylinders as the engine of choice or is Ford being smart in treating its smallest engine as a niche product for customers who put high mileage above all else?
Two Ideas About How to Sell Three Cylinders
Pricing comes in at $20,745 for a base model, while our generously equipped tester comes to $25,695.
The little powerplant is offered as a $1,000 extra-cost option on the SE trim level making 123 hp and 148 lb-ft of torque. For the extra money, Ford says you should notice a considerable fuel savings with 31 mpg in the city, 43 on the highway and 36 overall. Those ratings reflect Ford's recently reduced rating. Available in both sedan and hatch forms; the hatchback carries a starting price of $17,900 while the sedan is $400 cheaper. Ford doesn't offer very many options with this model, but fully loaded the car costs $19,080. Panache vs Plain
The MINI Cooper enters a new generation for the 2014 model year growing 4.5 inches in length and almost two inches in width although that size increase is hard to notice without the old car beside it. Standard equipment inclues 16-inch alloy wheels although it's possible to outfit the car with 17- or even 18-inch rims if you choose. The Fiesta is also revised for 2014. Aside from the new engine, it received cosmetic updates that are move obvious than styling changes made to the MINI.
You can only get it with the SE trim equipped with 15-inch steel wheels and hubcaps. In fact, the only differentiating characteristic to the 1.0-liter model is the EcoBoost badge on the rear. Otherwise, it's the same Fiesta with Ford's new corporate face on both sedan and hatchback models. Small Cabins, Big Differences
The MINI is expensive for a subcompact, but you can see the point of paying the premium as soon as you step into the car.
Other than that, it's a barebones interior with cloth seats, a basic stereo head unit and really very little to talk about. In fact it seems sort of strange that Ford would deny people the privilege of paying for optional equipment when they're already spending more for a special engine. After all, the Titanium trimmed Focus actually starts to creep up on the Cooper in terms of price. For example, the more expensive Fiesta can come with alloy wheels, leather seats, and a touchscreen navigation system. It's still not as well equipped as the Cooper, but at least you wouldn't be left with something that feels a little bit like a rental car. Compare Specs
Tiny Engines That Don't Feel So Small
The MINI formula is still intact and still equates to a fun-to-drive car. The steering feels precise and is further enhanced if you spring for the optional adjustable dampers that alter how the car handles. Flip it into sport mode, for example, and it feels much livelier while cornering. Power hits its peak at 4,500 RPM and continues until 6,000 rpm. However it's the torque that steals the show here with all 162 lb-ft coming on just above idle at 1,250 RPM. Noises and vibrations are surprisingly minimal in the MINI even though it uses a boosted three-banger. Surprisingly, the Fiesta isn't terrible either.
What's more, this is an especially forgiving car to drive. Smooth starts and shifts come naturally and I admit the stick feels a little bit sloppy, but what do you expect in a low price sub-compact? Now that's all well and good, but you will notice vibration working its way into the cabin at higher RPM, which happens frequently because of how small the engine is. And while you're up in those higher reaches, the little three pot is also pretty noisy. But that's only the case under hard acceleration. Once you settle on a speed during highway cruising, the Fiesta is actually pretty quiet considering what it is. |
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2014 Ford Fiesta SE 1.0-liter EcoBoost
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2014 Mercedes-Benz S550 4MATIC Review
Posted: 16 Jun 2014 05:00 PM PDT
It is rare when a luxury automaker redesigns its flagship sedan. These occasions are equivalent to the birth of a royal heir or the launching of a battleship; they're a big deal.
FAST FACTS |
| Engine: The S550 is powered by a 4.6-liter twin-turbocharged V8 that puts out 449 hp and 516 lb-ft of torque. Transmission: A seven-speed automatic gearbox is standard. Fuel Economy: 16 MPG city, 26 MPG highway, 19 MPG combined. Price: Starts at $95,325, or $122,895 as tested (both with delivery). |
Range-topping cars typically bring the latest features to market and push the boundaries of automotive technology. And that's exactly what the people at Mercedes-Benz have done with their brand-new S-Class. But is this car as traditional and joyless as the Swabians that created it? Let's hope not!
Making A Case For Comfort
AutoGuide's own Colum Wood recently evaluated the hot new Lamborghini Huracán. He loved the car and it's certainly an amazing machine; if you haven't read his review or watched the accompanying video yet do it, just not right now…
The Huracán delivers organ-bruising acceleration and handling that's practically on par with an F1 race machine. But supercars like this are the automotive equivalent of a codpiece. They're showy and impractical.
See Also: 2015 Lamborghini Huracan Review - Video
Honestly, where are you ever going to drive 200 MPH on the street? Additionally the dash from zero to 60 takes half the time required to read this sentence. And by now you'd probably be close to triple-digit velocity; hopefully you're not driving in a school zone. The capabilities of cars like this are astounding and completely incongruous with real-world conditions where children play in the street and people drive Ford Aspires.
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Beyond these issues supercars really can't carry any passengers or luggage, and good luck driving up even small inclines without scraping something really expensive in the front end. Frankly, to this author cars like the Mercedes-Benz Sonderklasse are far more appealing.
The 2014 S-Class is brand-new from the ground up and it has none of the abovementioned issues. It features under-the-radar styling and a cavernous interior; it's implausibly comfortable, eerily quiet and loaded with more features than a cruise ship. We evaluated the S550 4MATIC variant and here's what made it tick.
Luxury 101
The base price for one of these flagship luxury sedans is $95,325 including destination charges, which is a good bit more than either an "entry-level" Audi A8 or BMW 7 Series.
As optioned the model we sampled checked out at $122,895., a princely sum to be certain. Extras that added to the bottom line include things like night vision, a sport package, glove box mounted perfume dispenser for the climate control system and special ash trim that's been treated with a radiant silver finish.
If equipped with the Driver Assistance Package, the S-Class includes various electronic goodies like lane-keep assist, adaptive cruise control and blind-spot monitoring – more technology than we have time to talk about.
Get up and go is provided by a 4.6-liter twin-turbocharged V8 engine with 449 hp and 516 lb-ft of torque on tap. Power is routed to all four wheels through Mercedes' 4MATIC permanent all-wheel-drive system, which provided extra traction and improved handling no matter what sorcery Mother Nature conjures up.
Those are impressive performance figures, though the S550 is decently efficient. Fuel economy measures 16 MPG in the city and 26 on the highway; its combined score is 19 MPG, which is not too bad for a massive luxury sedan with greater electrical demand than a small city.
Beyond the "base" S550 you can also opt for an enthusiast-focused AMG version of the S-Class. It starts at about $140,000 and delivers a 577-hp donkey kick that hurtles you toward the horizon at spleen-rupturing velocities. Additionally an S600 model should hit the market shortly. It will feature a twin-turbocharged V12 engine and promises even more luxury.
Stealth Bomber
From a design standpoint the S550 draws very little attention to itself; you've got to love the stealth aspect of this car (I do), but did it have to look so much like an overgrown CLA-Class? That sagging beltline that runs along the body just doesn't do it for me. Also, the front is rather generic looking, though some might call it stately. However, you've got to love the traditional stand-up hood ornament; it's like the reticule in a sniper's scope and makes it easy to target unwitting pedestrians (NOTE: no bystanders were harmed during the evaluation of this car).
Adding visual pizzazz are 20-inch AMG wheels. These beauties come with the abovementioned sport package, which costs $6,650. This options group also includes performance tires, new bumpers and reworked side skirts.
Curiously something like 11 different paint colors are available with the S-Class but don't get too excited; three of them are shades of black and another three are variations of silver. The overall color palate is more conservative than Rush Limbaugh though far less infuriating. If you want chartreuse you're going to have to consult Krylon.
Exterior design is all well and good but what matters most with the new S-Class is what's inside. You might be surprised just how over-the-top awesome this vehicle's cabin is.
Treasure Chest Of Delight
Putting it succinctly the S550's interior is astounding. The car's bodywork may be somewhat mundane but its cockpit is mind-blowing. Creamy-soft leather is everywhere, from the dashboard and doors, to seats and ceiling. The overall design is striking as well; you have to sit in one to truly appreciate all the hard work engineers and designers have put into it.
The S550's cabin rivals the Palace of Versailles' Hall of Mirrors for opulence and grandeur. Formed by perforations of varying size, an eye-catching diamond pattern is carried throughout the interior, splashing across the dashboard, door panels and seats. Unique materials and surface treatments give everything an ultra-premium look. The silvery wood trim practically glows in the dark; even the door handles feel like they've been crafted by a watchmaker.
The aft accommodations offer plenty of legroom and are probably more comfortable than a first-class ticket on Singapore Airlines. Thanks to the $2,600 warmth and comfort package the outboard rear seats are heated and ventilated plus they're power adjustable and feature detachable pillows.
Beyond squishy-feely stuff the technology they've included in this vehicle is crazy. Two massive 12.3-inch screens cover a large portion of the dashboard and replace a traditional instrument cluster. The right display is home to the latest version of the company's COMAND system. Like competing technologies it's controlled by a knob and group of buttons on the center console.
If there's one weakness to this car's cabin it's got to be the electronic controls. You practically need a master's degree in computer science to figure it all out. Playing around with everything you do start to get the hang of it but it's still not easy. Also, the system doesn't feel all that fast. There are small delays between control inputs and display reactions. Also, with dramatic animations between different menus it all starts to seem like a bit much.
Capping things off, at night the car puts on a spectacular lightshow that's like Fourth of July fireworks… sort of. LEDs circle the cabin, running along the dashboard, doors, center console and even rear seats. The ambient light they cast provides and interesting visual effect throughout the interior. You can adjust the brightness and change the color of these LEDs to suit your taste.
The Drive
Obviously this car is no Lamborghini but it drives extremely well and is plenty fast. You are NEVER wanting for power or torque; acceleration is effortless at any speed. Zero to 60 takes a claimed 4.8 seconds and it feels every bit that fleet, and keep in mind, with all-wheel drive the car weighs nearly 4,800 pounds!
The engine is basically vibration free and extremely responsive. The transmission is equally silky and attentive to your motoring whims.
Thanks to some of the most comfortable seats ever fitted in an automobile you could probably drive this car a thousand miles in a day and not feel fatigued. They're heated, cooled, massaging and thanks to inflatable bolsters they can even help prop up your torso as you drive through corners.
The car's standard air suspension system does a commendable job absorbing impacts and keeping the body under control at the same time. The S550 glides along without floundering.
Another standout feature of the S550 is just how quiet it is. Driving along with the adaptive cruise control set at 75 miles an hour, or more, you can whisper to other passengers and they can still hear you loud and clear. This car's interior is silent to point of being disturbing.
Selfless Driving
The optional Distronic Plus cruise control, which comes with the $2,800 "Driver Assistance Package," is a pretty ingenious piece of technology. Like other adaptive systems on the market it adjusts vehicle speed based on surrounding traffic; if a car ahead slows down it automatically reduces your speed to maintain a safe following distance. But that's not all.
Thanks to a battery of radar sensors and other elaborate electronics, Steering Assist helps guide the car along, keeping it in the center of its lane. This technology can make small adjustments to keep the vehicle on the proper course; you can even remove your hands from the tiller for brief periods of time, though it knows when you do this and yells at you for being reckless. Sorry, you can't prepare turkey wraps for the kids or play a game of pinochle from the driver's seat, you've still got to keep your hands on the wheel.
The Verdict
Generally I'm not a big Mercedes fan. Don't get me wrong, their vehicles are extremely nice, it's just I find them a little less inspiring than products from, say, Audi. But without reservation this new S-Class is an absolute stunner. Its cabin is lavish; the technology, astounding; and its performance serene in every situation. So few cars really WOW me these days, but the 2014 S550 sets a new standard.
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2015 Jaguar F-Type R Coupe Review
Posted: 15 Jun 2014 05:00 PM PDT
After years of systemic mismanagement, Jaguar is finally back on track. At long last the famed British brand is gaining steam in the crowded luxury market. Revenue, profits and capital investment are all up and as a result the firm is building some of the best vehicles it's ever offered.
FAST FACTS |
| Engine: Three engines are offered in the Jaguar F-Type Coupe, but the R model gets a supercharged 5.0L V8 with 550 hp and 502 lb-ft of torque. Transmission: Eight-speed automatic only. Fuel Economy: 16 MPG city, 23 highway and 18 MPG combined. Pricing: The 2015 F-Type Coupe starts around $65,995. The modestly optioned R model we sampled costs $105,875. |
Drawing on rich heritage, the company introduced its all-new F-Type last year as a convertible. This open-air car shocked the motoring press with world-class dynamics and a striking design. But that's not the limit of what the company is capable of; for the 2015 model year Jaguar is introducing an even more engaging variant, one with a solid roof and even stiffer body.
The Basics
Like its drop-top counterpart, three different variants of the coupe are available. There's a "base" version that brandishes a 340 hp supercharged V6; stepping up from there is a more powerful S, which squeezes 380 ponies out of the same 3.0-liter engine and then there's the range-topping F-Type R Coupe, which we focused on like a drug dog tracking a duffle bag full of dope.
As it stands this new two-door is designed to compete with cars like the Porsche Cayman, BMW Z4 and perhaps even the Chevrolet Corvette. On paper the Jag offers an intoxicating blend of heritage, style and raw performance that's quite unlike anything from its primary rivals.
Don't Build Your House on Sand
If you want something to last it's got to have a solid foundation. This is as true of suburban bungalows as it is of skyscrapers, not to mention automobiles. Paying major dividends to ride and handling, the new F-Type Coupe features a structure that's about as rigid as the prow of a battleship.
According to Jaguar sports car product manager Kevin Richardson, this is the stiffest Jaguar ever.
The so-called body-in-white, the naked vehicle structure with all of its private parts on display, looks like something from the aerospace industry. It's comprised of a dizzying array of brackets and braces, castings and extrusions. To deliver the best performance and lightest weight three types of aluminum are used in the body and none of it is held together by welds.
Instead of literally melting components together, engineers took a different approach with the F-Type. The car is held together with some 300 feet of super strong adhesive tape and about 2,200 rivets. In many ways its built like an aircraft, which is an interesting little factoid because the car is assembled at Jaguar's Castle Bromwich Assembly plant, which among other things used to build Spitfire fighter planes during the Second World War.
Thanks to its cutting-edge aluminum structure the V8 version weighs a little less than 3,700 pounds. Unfortunately that makes it quite a bit heavier than a Cayman S, which clocks in under 3,000 pounds; it's also porkier than a Corvette coupe by nearly 400 pounds. While still chunky, six-cylinder versions of the F-Type compare more favorably with these two cars.
Absolute Power
R Coupe F-Types are powered by a proper V8. Displacing an even five liters, this high-performance two-by-four delivers copious amounts of power and torque with an exhaust sound that pops and crackles like bacon in a skillet.
Thanks to a supercharger, variable valve timing and direct injection – features shared with the other two engines offered in the coupe – this powerplant puts out a walloping 550 ponies with 502 lb-ft of torque. These figures are a good bit more than what the convertible's V8 delivers.
An eight-speed automatic transmission is the only gearbox on the menu… for now. Provided by German firm ZF, it's a perfect dance partner for the torque-rich V8 and makes the most of the engine's ample power while delivering the best fuel economy possible.
Around town the R Coupe should sticker at 16 MPG. On the highway the figure grows to 23; combined it ought to return 18 miles per gallon. Regrettably these efficiency figures are appreciably less than what six-cylinder models are capable of delivering.
Devilish Details
Jaguar designers are proud of the new F-Type and they should be. The car has presence on the street, garnering looks by the bushel full. There's a subtlety to the big cat's body that few manufacturers can match, it's like the stylists knew when enough was enough and stepped away from their sketchbooks before adding any superfluous swoops or unwarranted cladding.
For instance, the exterior door handles are a nifty touch. Normally they're tucked into the outer skins, providing a totally smooth body surface, but they motor out so you can grab on and get in when the car is unlocked.
The car's interior is just as nicely crafted. Creamy soft leather and contrast stitching abound, covering the dashboard and door panels. The seats are comfortable and adjustable in numerous directions. While far from atrocious, the touch-screen infotainment system seems a generation behind what's offered in other cars these days.
Other potential drawbacks include compromised visibility as well as difficult ingress and egress. Rearward sightlines are extremely poor, particularly to the side; even the rear-view mirror has a habit of blocking your forward vision, particularly while traversing curving mountain roads.
Thanks to a low roof and high sills getting into and out of the F-Type's rather cramped cabin can be a challenge. These issues would be deal-breakers with a family sedan but they're pretty much par for the course with sports cars. The Jag is no worse than some of its competitors.
Practicality is a mixed bag. Interior storage space is somewhat limited, but the trunk clocks in at a surprisingly generous 11 cubic feet, which is supposedly enough for two golf bags.
As for pricing, the base F-Type Coupe kicks off around $66,000, including destination and delivery fees; for an extra four grand you can snag a convertible model. The up-level S version launches around $78,000, though it'll take roughly 82 grand will get you drop-top S. Curiously pricing flip flops when it comes to the R; coupe variants are more expensive than their open-air counterparts, starting at just about $100,000; a convertible can be had for about 93 grand.
The range-topping model we evaluated stickered for a skosh less than $106,000. Options like 20-inch wheels, a panoramic glass roof and Italian Racing Red Metallic Paint added to the bottom line.
The Drive
The Coupe R's steering wheel has a chunky feel to it with a thick, grippy rim that's practically as fat as a summer sausage. The wheel forms a superb connection between your hands and the front tires with direct steering ideally weighted with no apparent sloppiness. It gives you the confidence to really push the car, and hard.
Stopping is also a strong point. The F-Type's binders are extremely capable, especially when equipped with the optional Carbon Ceramic Matrix (CCM) brakes, which eradicate triple-digit speeds without "breaking" a sweat. They also trim 46 pounds of unsprung mass from the vehicle, which is huge.
Not unexpectedly, the F-Type's ride is firm and you definitely feel bumps and road imperfections, but it's not overly harsh. Naturally this stiffness contributes to the car's tremendous handling. The body stays impressively flat and well controlled through corners; tire noise can be pronounced at times, particularly while traversing weather-beaten pavement but for the most part its interior is pretty quiet… except for the screaming exhaust.
Acceleration provided by the fire-breathing V8 is nothing short of astounding. The company claims this car will complete the sprint from zero to 60 miles an hour in four seconds, but that definitely feels like a conservative estimate. It's astonishingly quick and feels comparable to a 911 Turbo S, but less brutal. The Porsche drop kicks you down the road but the F-Type is much more refined and gentlemanly; its acceleration is smooth and linear.
The eight-speed transmission is a masterpiece on its own. When you nail the accelerator it shifts with nearly the speed of a dual-clutch unit but around town it's totally civilized.
But perhaps the R Coupe's most alluring aspect is the sound it makes. Drop it in Dynamic Mode, which sharpens the suspension, tightens the steering and increases throttle response, and the F-Type's exhaust becomes so loud it's hard to believe it's legal. It snorts and pops like a race car; you'll often find yourself stabbing the accelerator just to enjoy the raucous mechanical symphony its powertrain provides.
The Verdict:
So, does the 2015 Jaguar F-Type R Coupe drive as well as a comparable Porsche, the sports-car gold standard? Well, that's an extremely difficult question to answer, and honestly it's one that really doesn't matter. Zuffenhausen builds apex automotive predators with their own praiseworthy virtues, but this Jag has an appeal all its own; it's similar yet totally different in the best ways possible.
The F-Type is a superb machine that's pure pleasure to drive. It wins you over with sexy styling, sonorous exhaust sounds and faultless dynamics; it's every bit as pleasant to pilot as it is to look at, which makes it a more-than-worthy competitor to the world's finest sports cars.
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2014 Hyundai Elantra Sport Review
Posted: 12 Jun 2014 05:00 PM PDT
For 2014, Hyundai introduced a new "Sport" version of its Elantra compact car with a more powerful engine and handling enhancements meant to make it more fun to drive. The Elantra Sport also comes with a few exterior tweaks to set it apart in Hyundai's line.
FAST FACTS |
| Engine: 2.0-liter 4-cylinder that makes 173 hp and 154 lb-ft of torque. Transmission: Six speed manual is standard and a six speed auto is optional. Fuel Economy: 24 MPG city, 35 MPG highway and a combined 28 MPG. Pricing: Elanta Sport starts at $22,510 with a stick or $23,510 with an automatic. |
Bigger Engine, Better Acceleration
The biggest change occurs under the hood where you would normally find a 1.8-liter engine. In the Sport model, you get the same 2.0-liter four-cylinder that also powers the Elantra GT hatchback. Making 173-hp and 154 lb-ft of torque, this engine helps make the compact compete with some of the other high-end compact cars in the segment. While we never really complained about the 145 hp 1.8-liter unit in the standard Elantra, it's nice to have a little bit more oomph.
A few other features help separate the Sport model from the Limited model. Around back you'll notice a subtle rear-lip spoiler and a single exhaust outlet. Additionally, Sport models get special 17-inch two-tone alloy wheels specific to the package.
Inside, the car comes standard with a sunroof and aluminum pedals, but lacks the dual-zone automatic climate control and heated rear seats that are available on Limited trim.
A More Engaging Elantra
While classy looking inside and out, the Elantra Sport's biggest advantage over other models in the line-up comes with the spruced up driving dynamics. Calling it "sporty" might be a stretch, but it's more engaging than other versions of the Elantra. The more powerful engine helps as does revised steering calibration, a thicker front stabilizer bar and re-tuned suspension.
The engine boost helps the Elantra keep up with other more powerful compacts like the 2.5-liter equipped Mazda3. With 173-hp the car can pass with ease on the highway. The only downside to the engine is that the direct-injected mill gets a bit rattled at higher RPMs, feeling unrefined at the 6,500 RPM mark, when the peak power arrives.
Our model came with the optional six-speed automatic, which shifts smoothly and doesn't feel particularly sporty. Fortunately, enthusiasts can opt for a six-speed manual transmission. Fuel economy is rated at 24 MPG in the city and 35 MPG on the highway with the automatic. Those numbers stay almost the same with the stick, but highway fuel economy drops to 34 MPG. We saw 29 MPG during our week of testing, which is one MPG more than the EPA's combined rating.
Same Great Look, Inside and Out
The exterior additions to the Sport trim help it look like a more complete package. The exhaust tip and rear lip spoiler for example, really tie the rear end design together.
The interior is equally well executed. Soft-touch materials are used liberally and leatherette inserts on the doors add to the cabin's premium feel while hard plastic surfaces are mostly hidden. Leather seats are standard with the Sport model and are heated for the driver and front passenger. The driver seat also comes with power adjustability and lumbar support.
A proximity key with push-button start is standard, which is nice because it means you don't need to worry about fiddling with a key fob to unlock the car when your hands are full. The 4.3" touch-screen is crisp and responsive, while also acting as a display for the rear-view camera when you put the car in reverse.
Unfortunately, the Elantra doesn't really offer much in the way of tech and safety features. For example, the Chevrolet Cruze features a blind-spot assist system, while the Ford Focus and automatically parallel park for you. The Mazda3 features a heads-up display while the Honda Civic can use your iPhone as the brains to its navigation system. While premium feeling, the Elantra isn't keeping up with its competition in the high-tech battleground.
The other big issue comes with the Elantra's passenger space. It's disappointing that such a premium feeling interior comes with cramped seating for the rear passengers. With 33.1 inches of rear seat space, the Elantra falls far behind the segment-leading Toyota Corolla.
Pricing
The Elantra Sport starts at $22,510 and for that price you get the six-speed manual gearbox. Opting for the automatic tacks an extra $1,000, raising the price to $23,510. In both cases, the base price is higher for Sport models than it is for the Limited model, which carries a $1,050 lower starting price. Then again, that model is offered with a technology package that adds dual-zone climate control, a larger touch screen and an enhanced stereo system, with which the Limited model costs $25,210.
The Verdict:
Regrettably, Hyundai's newest Elantra skips premium features to avoid stepping on its sibling's toes. After all, the "Limited" trim wouldn't make much sense if the Sport was more powerful and offered the same features. Instead, the Sport is more engaging to drive and still well equipped compared to other trim levels of the same car.
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Posted: 10 Jun 2014 05:00 PM PDT
It has brakes that belong on a European supercar, an engine shared with the previous generation Z06 Corvette and the same suspension components as the Aston Martin One-77. Chevrolet says this is the fastest Camaro ever to leave its laboratory and lap the Milford proving ground.
FAST FACTS |
| Engine: 7.0L LS7 Makes 505 hp and 481 lb-ft of torque. Transmission: Six-speed manual only. Fuel economy: Do you care? (13/19/15 city/highway/combined). Price: $75,000 including delivery and gas guzzler tax. |
But that was only the beginning. The Z/28 was developed over a grueling battery of tests that saw it tried and tuned over some of the biggest, most challenging tracks in the world including Germany's Nurburgring.
I'm willing to bet that the Z/28 Camaro is one of, if not the coolest car to hit the market in 2014. Allow me to explain…
Move Over, Fonz
It's street legal, but Chevrolet made it clear when it first unveiled the car in New York that very few owners would want to make it a daily driver. Several factors contribute to that, not the least of which is a suspension with springs that are 85 percent stiffer in the front and 65 percent more stubborn in the rear.
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Currently, the Camaro is built in Ontario, Canada. Conveniently, the dampers fitted in this car come from a company called MultiMatic also based in Ontario. The same dampers are used on the Aston Martin One-77, albeit with a different calibration. Maybe more remarkably, MultiMatic also supplies racing teams that run in F1 and Ferrari Challenge.
The engine uses cooling similar to the Corvette ZR1 while the transmission and differential manage their temperatures with technology borrowed from the Camaro ZL1. It doesn't come cheap.
A Camaro That Costs HOW Much?
You see, pricing starts at $75,000 after destination and a $1,700 gas guzzler tax. For that, you get a highly-specialized track weapon: the naturally aspirated 7.0-liter V8 makes 505 hp and 481 lb-ft of torque and a Tremec TR60-60 six-speed manual is the only gearbox offered.
You also get massive carbon ceramic Brembo brakes with six-pistons in the front and four at the rear. In total, Chevrolet says there are over 190 parts unique to the Z/28 all implemented with one goal in mind: being fast as stink around a racetrack.
Bang (Or More Accurately Roar) For Your Buck
Right from the get-go, it's obvious that the Z/28 isn't an ordinary Camaro. Aerodynamic enhancements create up to 150 lbs of down-force while wheels specific to the Z/28 help reduce overall weight. In fact at 3,820 lbs, the Z/28 is 55 lbs lighter than the 1LE.
Oh and I should mention, they have a 305 width measurement and that includes the front set. Around those wheels, you get Pirelli Trofeo R tires that will help the thing pull more than a G while cornering.
But most of what makes the Z/28 so special is out of view
What's Under the Angry-Looking Skin?
There are a few more things you need to know about the Z/28: Chevrolet went over the entire car and scrapped almost everything that isn't either legally required or beneficial to performance.
The floor mats are gone, the rear window is thinner, the seats have all been replaced and there's only one speaker. There isn't any cloth material in the trunk, and a lot of the sound deadening is gone. Oh, and air conditioning is optional.
Everything about the Z/28 says "track machine" in much the same way that you would expect from a Porsche 911 GT3, albeit without the finesse of a car from Deutschland.
But none of that necessarily means very much until you actually get in the driver seat and start turning laps. There are five different stability control modes, the most extreme of which will all but let you hang yourself before swooping in for the catch. Of course you can turn the controls off altogether and really tempt fate with all 3,800 lbs of piss and vinegar that come with such a sizeable engine.
Or at least that's what I was tempted to expect after giving in to the little red man on my shoulder before leaving pit lane at GingerMan Raceway outside Grand Haven, Mich.
In fact, the Z/28 is so forgiving, fun to drive and rambunctious all at once that it made me start laughing like I was flying over the proverbial cuckoo's nest. Speaking of flying, Chevrolet thought of that.
If you somehow muster a brass pair big enough to make a car with this kind of weight airborne, you won't be alone.
The development team behind the Camaro added something called flying car mode that allows it to automatically recognize when you've left the ground. Mark Stielow, the performance director behind the car, spent considerable time doing exactly that at the Nurburgring.
Normally, the traction control system would cut power after liftoff. But in flying car mode, the LS7 powertrain continues sending "pre-flight" torque to the wheels to maintain fast motion upon landing.
Or so they told me. I have to take that part at face value because GingerMan isn't built for flying and I would still be chicken if it were.
How it Feels
I can, however, comment on the braking ability, grip, throttle tip-in and acceleration, all of which are spectacular. It takes several corners to grow accustomed to how easily the car can turn. This is what it feels like:
Coming into a corner hot, the carbon ceramic Brembos clamp down with a degree of authority that makes the curb weight seem almost meaningless. Then the suspension, tire width and grip all work together to make turning a non-issue. Just point the nose where you want to be while the standard Recaro seats hug you in place.
Next, you slingshot out of said turn, squeezing the gas slightly while righting the wheel. At that point the power is addictive. It feels like the LS7 is begging for wide-open throttle in a way I can only call pornographic.
Needless to say you'll give in to its demands and two things happen next: the tail pipes let out an unholy howl and you're suddenly deep in the next braking zone about to go for round two.
Anything that feels this good tends to waste an awful lot of rubber and in this case, a set of four replacement tires will probably cost about $2,000. On the upside, Chevrolet hypothesizes that few if any owners will ever need to service the Z/28's brakes. They're also basically immune to fading through the end of a hard-fought track day.
Rationalizing the Craziest Camaro
Even if all that doesn't convince you, consider this. Unless we find an infinite wellspring of crude oil, sonorous wonders like 427 cubic-inch V8s are living on borrowed time. Someday – and it might be soon – big engines like these are going to be horribly expensive if not extinct.
Chevrolet is also the only company currently mass-producing a hardcore track machine like this with a manual transmission. Finally, GM won't void your warranty if something breaks at the track even if that "something" is as expensive as a half shaft.
The Verdict:
Even with all that in mind, you might have a hard time stomaching the thought of a $75,000 Camaro that makes less power either the Shelby GT500 or its ZL1 sibling.
It's suspension is stiff, air conditioning isn't standard and there isn't even a rear-view camera to make parking practical. The thing is also huge, chugs gas and is certain to put you on a first-name basis will a tire shop and none of that matters.
The Z/28 re-writes what a muscle car is capable of and more importantly, it's still surprisingly manageable to drive. Bear in mind that production of the current Camaro takes place in Oshawa, Canada. Those shifts will end after the 2015 model year and the Camaro will be built in Lansing, Mich. after that. Lansing doesn't built Zeta-based cars and hasn't in quite some time, which means there's a new Camaro coming soon. It also means this car won't be available for long. If you can afford the price tag, buy this car now.
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