DBA Rotors for the Corvette
Premiere performance for an automobile means that the vehicle needs premiere braking power. There are a few ways of going about this, but none of them are as affordable and guaranteed as replacing the rotors on the vehicle. An entire big brake package, like the ones that companies such as Brembo and Wilwood offer for the Corvette, is the absolute top-notch way to go, but those systems can run $5k and up for front and back. If you want to improve stopping power in an affordable way, replacing your stock brake components with higher performance aftermarket ones can do just that for you, and that's exactly what I did on my C6 Z06.
I recently came to realize that my rotors were worn down pretty well. Changing them would become pertinent in the next 4-5k miles or so, so I decided not to flirt with any trouble and take care of it right away. I did my research and decided upon going with DBA rotors for my Corvette, but had some choices to make from there. I picked DBA because the reviews I'd read on their products were consistently fantastic. The company, in the last few years, has built a great reputation for itself based on the incredible performance of its rotors and their affordability as well. Many Police forces, whose braking needs can often times be more intense than even a track-racer, have begun using DBA rotors for their entire vehicle pools, and with good reason. DBA has been praised for performance, price, and durability, and all of those things are the sorts of features I want on my Z06 Vette.
So, with that decision out of the way it became time to decide upon which series rotors to purchase for my Vette. DBA offers, amongst their higher performance lines, 4000 and 5000 series rotors. These two series of rotors share a lot of fantastic features with one another, among them being: Thermo-Stability Profiling, Thermo-Graphic Paint Markings for heat monitoring, and DBA's own fantastic Kangaroo Paw ventilation systems. Each of these features helps guarantee your DBA rotor's performance, and provides numerous performance benefits.
The Thermo-Stability profiling is one of the most overlooked features of these rotors. This process, which is unique to DBA, allows for greater thermal stability than standard block street rotors. TSP is a process by which, ultimately, the metals used for the rotors are treated on a microstructural level to be more resistant to heat, and more willing to disperse it outwards. By profiling their rotors in this way, DBA rotors offer race-car like heat dispersion performance without the durability loss that is often times associated with high-end rotors. TSP means less fading under extreme conditions, more stability under heavy braking, and increased durability and rotor-life. This feature alone has made DBA rotors a favorite for police forces everywhere, and has proved time and time again to raise them above the competition.
Of course, TSP alone isn't enough for DBA. They've also fitted all of their rotors with Thermo-graphic paint and Kangaroo paw ventilation. The Thermo-Graphic paint markings are both cool looking and incredibly useful. Thermo-Graphic paint is a form of pigmentation that will change color based on temperature. By utilizing this paint on rotors, DBA has created a system that's visual and quick and easy to check on the performance of your rotors. By monitoring your Thermo-Graphic markings, a driver is able to easily tell under what temperature his brakes are running, and tell, as hotter means less performance, just how well they're handling the driving stress said driver is putting them under. Three different markings provide a steady progression of performance monitoring on DBA rotors.
The Kangaroo Paw ventilation system that DBA utilizes is a brilliant means of heat dispersion. Normal rotors provide their heat dispersion through a vane system, which utilizes thin open slits moving outwards from the center of the rotor for hot air to disperse, in much the same way that cooling ducts work in a large building. The problem with a vane system though, while easily made and affordable for the companies, is it minimizes the amount of heat dispersion space available. For structural integrity, vane systems must run smaller open areas than closed to ensure that the rotor remains stable and durable. DBA was able to solve this problem by utilizing smaller portions of closed areas, whose shape is inspired by the shape of kangaroo paws, to allow for more open space for heat ventilation on their brake rotors. This Kangaroo Paw system provides vastly improved ventilation (performance stopping gains of over 20% over vane system rotors) by offering more open space, but doesn't result in decreased stability. In fact, because of the nature of the kangaroo paw shape and the ability to spread it out across the rotor, the structural integrity of these rotors is improved over their standard vane counterparts.
All of these factors resulted in DBA rotors being an easy choice. It then came down to whether the 5000 series, which feature Alumalite materials and a two-piece construction, were worth the extra money over their 4000 counterparts. The "Alumalite" material difference doesn't seem huge to me, quiet honestly. Cast Iron functions just fine for rotors because of its strength, but, it does make sense that by combining the various benefits of the Alumalite aircraft-grade aluminum with the strength and durability of cast-iron that the rotor itself would be more able to expand differently based on different operating heats, and ultimately, have less of a chance of warping. That's where the two-piece construction came in, also. Two-piece construction allows for torque and pressure applied to the rotors in extreme stopping conditions to be spread out more evenly amongst both pieces of the rotors, and ultimately for the rotor to accept this torsion better for greater durability and control. With this in mind, and based on reviews I'd read elsewhere, I ultimately decided on 5000 Series rotors for the front (where high intensity stopping tends to be more demanding on the rotors) and 4000 Series rotors for the rear.
Of course, with purchases like that, there are always more things to decide upon. The last decision that I had to make for my upgraded rotors was whether to go with Slotted or Slotted and Drilled rotors. The slotted and drilled combination set are more expensive, and this is because of their increased stopping power. The combination of a cross-drilling and slotted set-up means much greater heat dispersion, and as result, improved stopping power. When doing research online, however, it became apparent that cross-drilling can result in decreased structural integrity on brake rotors, and many people had complained that their rotors, when used under very extreme conditions, had developed splits and cracks at the drilling points. These complaints were few and far between with DBA brakes, thanks in large part to the two-piece construction of the 5000 Series as well as the increased integrity and ventilation provided by the DBA Kangaroo Paw ventilation system. However, they did exist in some places, and resulted in my decision, ultimately to install slotted rotors on front and back and avoid the potential problems of the cross-drilled rotors resulting in a rotor break down the road. That being said, slotted rotors are nothing to sneeze at.
Standard rotors are block, or solid, rotors in design. What this means is that the rotor face that the pads meet is made of a solid, flat, construction. These brakes, while durable and affordable (and, for these reasons the factory standard on almost all cars that are sold) have a number of downsides. The solid construction equates to increased pad wear, as there's more point of contact for the pads to rub against during stopping. In some ways, you would think that this solid construction would result in greater stopping force, but it's actually the opposite of that, as counter-intuitive as that may seem. The slots in slotted rotors allow for heat to more easily disperse from the rotors during braking, and, ultimately, heat is the name of the game when it comes to brake performance. Thus, the slotted rotors, while slightly less abrasive on pads, are still able to stop much better because of their heat dispersion, and their ability still, because of their well-crafted materials, to grab more efficiently. Ultimately, too, increased heat dispersion means cooler rotors means cooler pads under braking, and thus, even greater pad life. Thus, the benefits of moving from a standard rotor to a slotted one is two-fold, as it increases durability for other major components of the braking system as well as increasing your vehicle's ability to stop quickly and forcefully in intense driving conditions.
Thus, with all of this in mind, I picked up 5000 and 4000 series slotted rotors for my Z06. Knowing too that for optimized performance new pads should be put on with new rotors so that the two may break in with one another, I ordered a set of Hawk HPP+ pads. I considered the ceramics, because of their decreased brake dust, but ultimately the compound materials used in the Hawk HPP+ pads lead me towards purchasing those. I can deal with brake dust (and as often as I clean my Z06, I know it can't be too big of a problem), and the increased performance offered by the stronger grab and greater efficiency of the HPP+ pads were too much for me to pass up. Also, admittedly, the price difference between the HPP+ and the Ceramic pads played a factor in my decision. The Ceramics are over $100 more and don't offer enough of an appreciable performance gain over their Ferro-Carbon compound counterparts.
It only took a couple weeks to receive everything, and my friends over at SouthernCarParts.com (who I'm always happy to give a shout-out to) took care of me to make sure I received exactly what I needed in the most timely manner possible. After the wait, once my products arrived, I took them to a shop to have them installed. Normally I do install my stuff myself, but when it comes to properly bedding-in pads against new rotors, I wanted to leave that up to a professional. The most surprising thing about this trip to the mechanic though wasn't the cost of the install (it wasn't really that high, it just felt high compared to my usual $0 cost of install) was the response that I received from the guys at the shop. The comments concerning the quality and coolness of my DBA rotors was definitely a bit of an ego boost when I arrived. I'm fairly certain they expected me, when pulling up to have brake work done, to be going with stock replacement parts and that they were surprised when presented with quality aftermarket performance parts. The response on the two-piece 5000 Series front rotors was especially positive.
So, after having them installed, I was excited to see what these new brakes of mine could do on the road. It's hard to measure braking performance changes without actually taking it to a track and measuring it, and I didn't have an opportunity to do this, but it seemed pretty obvious on the road that these new brakes offered me a lot more stopping power. I can't wait to get my Z06 out on to a track and see just what I can do with the extra confidence that improved brakes give me, allowing me to go faster with the knowledge that I can slow down more quickly. I'm extremely happy with my DBA rotors and the Hawk pads that I coupled them with and know that if you're looking to do an upgrade yourself, these are exactly what I would recommend, 100%. Great brakes at a great value.
Here's a cool video from DBA (Australian accent and all) explaining their 4000 and 5000 series rotors. Check it out:
Corvette Z06 Carbon Limited Edition
Since the Corvette was introduced, the track has always appealed to its consumers. Be it the heritage behind it, or the power within it, it is undeniable that the Corvette wields a force to be reckoned with on the track. The Z06 took this ability a step further during the C5 years, and was carried over during the C6 years. The top dog Corvette- the ZR1- has replaced the previous ZR-1's (C3/C4) and has earned quite a blistering name for itself, due to its heavily modified and Eaton TVS supercharged LS3 dubbed the LS9 producing 638 hp/603 lb-ft of torque. The catch is, a ZR-1 off the lot will run you somewhere in the neighborhood of $106,500-$114,000. That's a lot of money for a lot of car. Justifiably some might say, while others more than scoff at the price tag. The scoffing crowd needn't scoff anymore while they drool over the "best" Vette to come out. The other interesting note about this year, is it will be the 50th anniversary of the 1960 24 Hours of Le Mans where the Corvette first entered and finished an astonishing 8th overall, and 1st in class (seen in B&W photo to right). To commemorate the 50th anniversary of this historical milestone for the Corvette, Chevy wanted to do something special.
Please welcome the 2011 Z06 Carbon Limited Edition.
The Z06 Carbon Limited Edition has been cited as being the middle child between the Z06 and the ZR1 by bridging the price gap of the Z06 (~$75k) and the ZR1 (~$110K), so expect to see the Z06 Carbon Limited Edition somewhere in the neighborhood of roughly $90K. The Carbon Edition features many of the goodies found on the ZR1, but while still remaining naturally aspirated, but combining it with the style and poise of a limited edition. The Carbon Edition will feature the 15" ceramic brakes off of the ZR1 with specially painted gray calipers, driver-adjustable magnetorheological shocks, black 20-spoke, 19-inch front and 20-inch rear wheels wrapped in Michelin Pilot Sport 2 rubber to put the power of the 505 HP of the (relatively untouched from the Z06-save for a carbon fiber engine cover) LS7 to the road.
The Carbon Limited Edition also comes with black headlamps and black mirrors. The introduction of a new color- Supersonic Blue -and the previously seen Inferno Orange will be the only two colors the car is robed in. Chevrolet will only produce 500 units of the Carbon Limited Edition. For this edition however, it should be noted that the differences- while not drastic- are quite noticeable. The rockers and splitter, along with the hood will all be made out of black carbon fiber (though the hood will be color-matched to the body and is raised like the ZR1 sans window). The rear of the car will be complemented with a ZR1 style spoiler, and the headlamps will be housed in black as well.
The interior of the Carbon Edition will also be clad in a special outfit, fitting of any special edition. The steering wheel, seats, shifter, and door panels will be in dark suede with a special logo designated strictly for the Carbon Edition. The interior is, in our opinion, just a reminder of the differences in the regular Z06 and the Carbon Edition; perhaps the grey interior (and the specially colored grey calipers) is an allusion to the carbon fiber itself. The 2011 Carbon Limited Edition is going to be an extremely limited release and more than likely among the last of the aging C6 generation. With the impending release news of the new C7 being rumored and designated for the 2012/2013 model year, the C6 variants can't be too much longer in the works until the next generation takes over with a smoother, faster 'vette. Corvette collectors and enthusiasts should take note of this impending change of the guard and realize that the C6 is soon to be phased out becoming an item to be sought after.
The Carbon Edition has quickly become the talk of the Corvette community as its release sounded the alarm of a small number of high quality, collectible, track worthy cars.
Escort Passport iQ
If you enjoy driving as much as we do, you'll be glad to know that someone came up with the bright idea of combining a GPS device with a radar/laser detector. This stroke of absolute genius is a major leap forward in the radar/laser detection world. This rules out the cluster of suction cups and 12-volt power hungry devices on the windshield- or at the very least thins the crowd. The engineers over at Escort developed the Passport iQ as a solution to this quandary. Not only is it a fully functioning GPS with everything you would expect from a Garmin, TomTom or any other GPS unit, but they 
went the extra step and included the added benefit of integrating a radar/laser detector into the unit as a seamless package detecting in the X, K, Ka, and Ku bands.
I'm sure Escort will never say it, but another added benefit, and the one everyone is thinking- is the fact that this unit, to the non-discerning eye would not be able to tell the Passport iQ apart from a regular GPS or navigation unit. In states like Virginia (for private and commercial vehicles) and Illinois, New York and New Jersey (for commercial vehicles) this is a tactful advantage, but be weary… the men in blue also read blogs and have the internet. It's only a matter of time before they catch on as well. The Passport iQ also comes with SmartShield VG2 Immunity, which prevents VG2 radar detector detectors from sensing the detector. The VG2 radar detector detector is used by police agencies throughout the United States and Canada, along with other countries in the EU to detect the use of a radar detector. The SmartShield VG2 Immunity is not completely fool proof however, and it should not solely be relied on to protect you from the prying eyes of the law. The only way to never get caught speeding is to never speed. It's as simple as that. But I won't say that this doesn't provide some peace of mind, and an increased amount of protection.
The navigation unit is supplied with Navteq maps and free 90-day trial subscription to Escort's Defender Database system which includes icons and warnings for known speed traps, red light cameras, and speed cameras. After the free trial expires there is a subscription fee to access the database. However, you may make notes and references on the maps as you travel to include personal observations of speed traps, cameras etc. The Navteq software has the options of viewing maps in a birds-eye view, or plan-view 2D mode. The Passport iQ captures the unique function of being able to record all of this data as you travel and save it for future reference. The iQ also displays the posted speed limit (where available) and sounds a warning when you exceed 10 mph above the posted limit (this is generally the bottom line for prosecutable ticket range in most areas). The display also posts your real time speed as determined by GPS, which has proven to be more accurate, especially on older cars equipped with a cable driven speedometer.
Specifications:
|
Operating Bands Radar Receiver/Detector Type GPS Receiver Laser Detection |
Display Type Power Requirement Auto-Calibration Circuitry SmartShield VG2 Immunity Dimensions |
The only drawback that seems to be discussed about the device is the disconcerting bounce that results from the weight of the device when mounted to the windshield via suction cup. Since it is the amalgamation of 2 different devices into one, the weight is fairly substantial. The other option (and for states like Minnesota and California where affixing devices to the windshield is prohibited) is the dash mount method. The drawback to this method is the obstruction of the rear facing laser detector that needs to be mounted high enough to "see" out the back window above the rear seats. But despite the mounting issues, the unit seems to be quite impressive and the rumors from Escort are confirming what the critics are hoping for in future models. The future models could possibly be equipped with real time traffic information as well as Bluetooth support. If it is released, it will be somewhere in the neighborhood of $100 premium, most likely from Navteq.
The unit retails at $650 USD, which some might say is a bit high, but if you factor in a speeding ticket (most people who buy detectors usually do so after being burned at least once.. depending on the severity), and then a good navigation unit, plus the radar/laser detector, the price is well worth it. We might even suggest waiting for the next generation to come out with live traffic and Bluetooth, as that would prove to be an invaluable option.
2013 C7 Corvette Speculation, Musings and Renderings
Well, the internet is alive with the buzz and rumors of the next generation Corvette, and so far the speculation is wild. The imaginations of the artists are running with the theme of the Corvette Stingray concept from the Transformers: Revenge of the Fallen movie. Which albeit a great looking concept, there were many things about that particular concept that could not realistically (in GM's current budget state) be put into production. The split window design on the back window is a neat touch, but the Lamborghini style doors and self lifting race style one piece front fascia just aren't a realistic goal along with many other minute touches. Basically what we can gather from the host of speculation are a few concrete things which we'll discuss today. IT SHOULD BE NOTED THAT GM HAS NOT PUBLICLY RELEASED AN OFFICIAL PHOTO OF THE C7, SO ALL PICTURES ARE PROPERTY OF THEIR RESPECTIVE ARTISTS AND ARE NOT OFFICIAL PHOTOGRAPHS-SIMPLY DIFFERENT ARTISTS RENDERINGS, INCLUDING A MID ENGINE RENDERING (BOTTOM) AND THE STINGRAY CONCEPT.
In the current state of affairs that GM is in recovery from, their budget for development has been shifted dramatically towards the finishing production touches for the long range hybrid Volt. The shift for most of the big American car companies has been towards the increasing of fuel economy (as the Corporate Average Fuel Economy-CAFE- standards are enforced), and as a rule of thumb, most V-8's aren't notorious for the best gas mileage. But don't fret, the 
Corvette hasn't been forgotten or written off as an antique. The talk of late has been surrounding the engine that will be occupying the space under the hood. But before we get there we'll nip this one in the bud as well: the new 'Vette almost certainly will NOT be mid engine. The time and resources that it would require to change the platform so drastically would cost far too much for the Corvette development budget that is allowed for the next couple of years. So, with the Corvette remaining a FR car, the engine that seems to be the most likely will be a smaller displacement V8, probably the 5.5 liter V8 that Chevy has in the works. It will be an aluminum block with aluminum heads, sporting revised combustion chambers, retaining the pushrod overhead valve configuration. This engine will greatly resemble the one that debuted in the C6.R, with a few minor tweaks to improve fuel efficiency and probably be a bit milder on the performance side-as it is not a racecar. Needless to say, the team in Michigan hasn't been bored as of late and if rumor serves correctly the C7 has been in the works since late 2007. The car is supposedly to be ready for the 2013 model year, meaning a slated release should take place sometime 
around April of 2012.
The final product will no doubt be lighter, and possibly slightly more compact. The limiting factor in weight reduction would be material cost. I'm sure the Corvette design team would love to construct the entire body out of carbon fiber and titanium, drastically reducing weight and increasing gas mileage significantly, but astronomically increasing the price. Their goal, I imagine, would be to drive the gas mileage up by reducing gross weight and increasing efficiency, while keeping the price a constant-or very close to it. Fiberglass and aluminum are already in great use on the vehicle but how far can they push weight reduction? It's a typical engineering quandary, and probably the bane of every automotive engineer on the planet.
But, until Chevy comes out with a release, we will all sit and ponder the specifics of the new 'Vette, and wait with the 8-year-old-on-Christmas eve kind of anticipation on what the future holds for the Corvette.
Corvette Z06 and ZR1 Billy Boat PRT Exhaust System
Billy Boat Performance Exhausts, who have been making industry-leading, high-quality exhausts for some time now, have put their know-how to work on the C6 Z06 and ZR1 again, and they've created something brilliant and fantastic. The newest exhaust line from their R&D team is their PRT Exhaust--PRT stands for Purge-Resonance Technology. The PRT systems are designed and manufactured to ensure that at normal cruising speeds there is no cabin drone within the vehicle, but that once opened up in to the higher-RPM ranges the vehicle itself has the powerful, throaty, and classic muscle tone that people want and expect from a Chevy small-block V8.
Of course, the success of Billy Boat exhaust systems is nothing new. From their renowned Bullet exhaust systems (known for their loud, powerful, and aggressive tones) to their even more well-respected Fusion systems (which took the best aspects of the bi-modal stock exhaust, made those their own, and improved the tone), Billy Boat has been impressing the Corvette crowd for some time. For this reason, and the prior success of their other PRT systems, I was happy to see B&B produce this PRT exhaust for Z06 and ZR1 Corvettes. It seems like a potentially great match.
Of course, the exhaust isn't without its questions. The first, and most obvious of these, is why buy a non-bi-modal aftermarket exhaust? Chevrolet has done great work designing and producing their Bi-Modal exhaust systems, and they've gained a lot of press and praise for good reasons, so it seems a little counter-intuitive to remove that b-modal functionality when you upgrade. Of course, the bi-modal exhaust doesn't work for everybody, does it? I've heard many times from people who don't like the very abrupt change in tone up the RPM range. Also, by keeping the tips closed, the bi-modal restricts air flow at lower RPMs and ultimately restricts HP at start off. The difference is small, of course, in HP and Torque, but it does exist, so if you're trying to squeeze the most ponies out of your Chevy, it's not necessarily a good thing. The second question would then be: if you're eliminating the bi-modal, how do you keep the vehicle drone-free? This is an area where the PRT system works wonderfully.
Specially designed and acoustically tuned (in much the same way the new, well-reviewed Borla ATAK exhaust systems are), the PRT mufflers are designed to specifically minimize cabin drone by focusing on the tonal range of the Corvette. This then allows for the system to maximize external volume and tone, and to offer a clean, powerful, pure, and throaty exhaust noise that doesn't come coupled with insane interior exhaust drone. This rare combination of exterior sound and interior comfort has become the exhaust system holy grail that most exhaust manufacturers have found themselves looking to achieve, and few have done so as well as Billy Boat has. That combination, too, is what makes their PRT exhaust systems so special.
So, what does a PRT exhaust ultimately mean for your vehicle? For one, it's improved quality. The stock exhausts aren't, necessarily, poorly made. They're just not as well constructed as after-market exhaust systems tend to be. GM uses cheaper stainless steel materials for production to save on their bottom line, and, when you view the stock exhaust next to much any other exhaust system this is incredibly obvious--and especially obvious when viewed next to the quality that Billy Boat provides with their 304 Stainless Steel, Mandrel Bent exhaust system for the C6. The Billy Boat PRT system also results in impressive weight reduction. Various parts associated with a bi-modal exhaust become unnecessary when moving away from it, and the Billy Boat system is designed more efficiently than the stock mufflers, which results in a lighter exhaust system.
The best aspect of the PRT exhaust definitely comes in the tone. I had the luxury of hearing one, because I've got a good friend over at B&B, recently, and I was amazed at the tone. At lower RPM's it was about as quiet as the stock Bi-Modal exhaust, although the tone was undeniably deeper. When my friend accelerated through the RPM range, the tone became incredible. It picked up quickly and assuredly, and had this fantasticly deep rumble. The rumble, not even up in to the 6000rpm range, never became a raspy or whiney note either. It maintained a brilliant middle-ground in tone, keeping it away from the dirtiness of a Magnaflow type exhaust on one end of the spectrum, while also keeping it shy from the high whistle that a lot of the new Formula-1 inspired exhausts are striving for. Instead, it had a powerful, deep, and throaty crescendo through the RPM range that's exactly how American muscle should sound. Inside the vehicle, too, we were able to turn off the radio and hear no drone at all at cruising speeds. The exhaust is still audible, of course, but there's none of that deafening exhaust drone that blocks out your radio, your conversation, or your own train of thought, and that's nice. As we accelerated, too, the exhaust became increasingly more audible, but maintained a fantastic interior tone that still allowed us to speak (or, in my case, laugh with giddy delight at the tone--it's amazing how a car, more specifically THE car, can always make me feel like an excited child. Gotta love the Corvette).
In all, I must say that I'm excited to see Billy Boat release their PRT system for the Z06 and ZR1. Is it for everyone? No, it's not, and the Billy Boat Fusion (my favorite exhaust, personally) exists for those people that wish to maintain their bi-modal exhaust functionality. Is it amazing? Yes, it certainly is. The development and technology that Billy Boat has put in to their PRT exhaust line is obvious in the sound and the build of them. So, if you're looking to move away from the Bi-Modal Exhaust, this is definitely an exhaust to consider.
On a side note, but still related, Billy Boat has started offering all of their exhaust systems with new, ceramic coated, Satin Black Exhaust tips. I love the look of them, especially on a vehicle with Carbon Fiber rear end work (like a diffuser, or something). The satin black finish is classy, and aggressive, and could really give a vehicle a much more custom look. That being said, I've also heard lots of things about Ceramic Coating chipping on Headers and other systems, so I'm not certain about the durability on exhaust tips. I imagine, being Billy Boat, they're probably pretty strong, but I still wonder. With as beautiful as they are, and as great as the exhaust sounds, I'd hate to have them installed only to chip later. I'll probably give it some time and check on them again, on my friend's Corvette, and see how well they've handled the test of time! I can say, for certain right now, they're gorgeous exhaust tips (they give his black Z06, with CF work, a very Batmobile-esque look, and that's just awesome).
A 5-Figure Supercar Showdown: The Corvette Z06 takes on a new GT-R and a Mustang GT500
Motor Trend recently put together a great piece comparing three of the best performance vehicles under $100k against one another, and, as with all comparisons of this nature (and as with all supercar/racing/and performance comparison pieces) the Corvette was a staple for it. In this case, it was the 505-HP 2011 Corfvette Z06 with performance and carbon fiber package. This Z06, which came in with a price tag just over $90k, was an absolute beauty, and, at the same time, an absolute monster on the track. Motor trend pitted this specific Z06 against a 550HP Mustang Shelby GT500 and a 530HP 2012 Nissan GT-R. These two vehicles are also very impressive. The Mustang comes with the most raw HP and the smallest price-tag, but the money saved between it and its two competitors in this comparison also leaves it wanting in a few areas: handling, control, road grip, and styling. The GT-R, which clocks in at a price almost identical to the Z06 they tested (which was a Z06 outfitted with every option imaginable), uses every penny of its cost, and comes complete with AWD, a twin-turbo 530HP V6, and more goodies to help with handling than you can shake a stick at. With all of this in mind, it should be no surprise that this comparison really became more a head-to-head battle between the Z06 and the GT-R, than a 3-car comparo.
To test these vehicles, Motor Trend brought in professional racer Randy Pobst, who has built quiet a resume racing at the SCCA level for the Volvo team. The results of their comparison are impressive and exciting, and really show just how amazing the Corvette Z06 is for the price tag. While the Z06 was the most under-powered of the three--in terms of pure HP numbers--it sure doesn't seem that way, as it smokes the Mustang and only loses to the GT-R because of the confines of the race track on which they're being tested. Over-all, it's a fun video, and gives some great glimpses in to just how much fun and how incredible the Z06 is, and also highlights the new Nissan GT-R, which, even though I'm a Corvette fan myself, is certainly a damn impressive automobile.
In the end, though, they do declare the GT-R the winner for this comparison. Of course, that victory comes with a few earmarks, among those being that the Corvette Z06 is the most fun of the three to drive, requires to most ability, and is the most pure of them, in terms of a monster race car. Carlos Lago, associate road tester for Motor Trend, put it wonderfully when he said of the Z06, "Got out feeling like I'd just been in a fight: hands shakey with adrenaline. God, what a mighty car!" What a mighty and awesome car the Z06 is, indeed!