2012 Chevrolet Camaro ZL1
Since the Chevrolet Camaro’s rebirth in 2010, sales have taken off right to the top of the pony car field, even outselling its main rival, the Ford Mustang. Yes, it does feel like 1969 all over again, as the pony car wars are continuing to heat up. Indeed the latest shot comes from the general is a 580-horsepower missile going by a familiar name… ZL1.
The 1969 Chevrolet Camaro ZL1 was a born to race, special edition, one year only Camaro, limited to just 69 units. The 2012 Chevrolet Camaro ZL1 has a few similarities to the ’69, but a lot more differences.
For starters, there’s no big-block under the hood, instead it’s GM’s LSA 6.2-liter V8. That’s the same supercharged pushrod pumper found in the Cadillac CTS-V. Improved air flow for both intake and exhaust, as well as updates to the supercharger and intercooler, boost horsepower to 580 and torque to 556 pound feet.
Another big difference from the original ZL1 that was designed strictly for drag racing, this new ZL1 feels at home on any type of track. As with just about every GM performance car to come along in the last decade, it was designed on Germany’s Nurburgring. While we didn’t sample it there, we did our laps at the closest thing we have in this country, VIR. Virginia International Raceway is a track with lots of high speeds, off camber turns, and elevation changes. It’s not for the faint of heart. And neither is the ZL1. Starting with a Camaro SS, the ZL1 adds stiffer suspension bushings all around, a redesigned rear stabilizer bar, and most importantly, a new version of GM’s Magnetic Ride control.
And the result is… while it still feels a little on the heavy side, this car handles way better than you’re expecting. A new electric power steering unit feels neutral and is very responsive; the Performance Traction Management has five settings to suit track conditions or your driving experience. The Brembo brakes are by far the best we’ve ever experienced on a Camaro; it was hard to get our heads around using them as hard as we were. We didn’t get nearly enough laps to truly find their limits.
On the street, the ride is far from harsh, seating is comfortable, and the ZL1 is fairly well-mannered. 30% of the ZL1’s parts are unique, but most of them you can’t see, like aerodynamic enhancements under the body, a new rear differential that shares the transmission coolant, and additional pick-ups in the fuel tank.
Exterior enhancements are much easier noticed, and include a big front splitter, a new grille that feeds large brake cooling ducts and a carbon fiber hood with vents that not only get air out of the engine bay but provide additional front end down force as well. There are also extended rockers and fenders, and of course a rear spoiler. 20-inch wheels are standard and wrapped in Good Year Eagle F1’s, 285/35’s up front, 305/35’s in the rear.
Inside, the ZL1 gets a mild make-over with suede leather replacing the plastic trim on the dash and doors. The improved seats also get the suede treatment, and an optional Suede Package spreads hide onto the steering wheel and shifter as well. It’s also loaded. Bluetooth, back-up cam, and even Head-up Display, are all standard. You have your choice of 6-speed transmissions, manual or automatic; and just as in the CTS-V, the automatic is actually quicker to 60 by a tenth at 3.9-seconds. Top speed…180!
But, the manual achieves better Government Fuel Economy Ratings at 14-City and 19-Highway, while the automatic manages just 12 and 18. Those low numbers do warrant a Gas Guzzler Tax; still, much like the Chevrolet Corvette, the Camaro ZL1 delivers world class performance, without an exotic price tag, starting at just $54,995, with very few options available.
The 2012 Chevrolet Camaro ZL1 is a truly contemporary muscle car. More than just a flimsy pony car made for the drag strip, it’s a high performance missile that can streak around any corner. And, it has clearly shot the Camaro to the top of the pony car field for now. With a 650-horsepower Shelby GT 500 Mustang on the way, will the ZL1 stay there for long? Well we can’t wait to find out. Welcome back to the 60’s - peace, love, and muscle cars, baby!
Specifications
- Engine: 6.2-liter V8
- Horsepower: 580
- Torque: 556 lb-ft.
- 0-60 mph: 3.9 seconds
- EPA: 14 mpg city/ 19 mpg highway (manual)
2024 Hyundai Kona Electric
Plugging In And Riding The Wave
With Hyundai expanding their fantastic lineup of IONIQ EVs, it’s easy to forget about the Kona, which has been available in all-electric form since 2019. In fact, this second-gen Kona was designed as an EV from the get-go and adapted to employ ICE powertrains for those who are either not ready or not willing to go down the full EV path. It’s a great strategy, one we’re about to dive further into.
As we nudge closer to the theoretical end of the internal-combustion engine for our personal transportation, it’s vehicles like this 2024 Hyundai Kona, available with both ICE and electric powertrains, as in this Kona Electric, that are best equipped for this transition, allowing consumer demand to be the sales driver.
All Kona Electrics are front-wheel drive, available in SE, SEL, and Limited trims. The base SE gets a 133-horsepower motor and a range of 200 miles from its 48.6-kWh battery. SEL and Limited get a larger 64.8-kWh battery, and a bigger 150-kW motor producing 201 horsepower and 188 lb-ft of torque. This Limited is rated for 261 miles, but based on our highway-heavy driving loop, we’d put the actual range closer to an impressive 290 miles. With DC Fast charging, the Kona Electric can get to 80 percent in 43 minutes, and with the charge port mounted right up front, we like the convenience of being able to just pull right up to the charger without worrying about which side the port is on.
Now, this is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors. And it was plenty quick at our test track, where despite a hesitation to deliver full power immediately off the line, 60 mph arrived in just 7.1 seconds; plenty quick for a commuter car and half a second quicker than its turbocharged ICE counterpart. Power did seem to taper off towards the end of the track, but we still managed to clear the quarter in a decent 15.6 seconds at 92 mph. Stops from 60 were well-controlled and consistent, averaging 110 feet with good initial bite, and an acceptable amount of nosedive.
This is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors.
Carrying its powertrain weight down low instead of over the front axle, the Kona EV felt even more stable in our handling course. The front end will start to slide as you reach its limits, but we’ll chalk that up to the hard, eco-minded tires as much as the chassis. The steering feel tightens up quite nicely in Sport Mode.
This second-generation Kona is much roomier inside than the first gen, and while there are some EV-oriented aspects to the new design, the overall layout appears fairly traditional, and it shares everything with the ICE version. Front seats are firm but supportive, and covered in H-Tex simulated leather, helping top Limited feel a tad more lavish than it should at its price point. The large horizontal 12.3-inch touchscreen display with navigation sits more in front of the dash than on top of it, and merges directly with the 12.3-inch digital driver’s display; both are standard.
Using 29-kWh of electricity per 100 miles, the Kona Electric is quite efficient. Pricing starts at $34,070; that’s about eight-grand over a base ICE Kona, but certainly at the low end when it comes to battery electric vehicles. Top Limited comes in at $42,440. A sportier N Line version is set to arrive next year.
The Kona design is a great package, made even better with the option to go Electric. And even with all the push to go full EV, there are still relatively few inexpensive options for buyers to choose from. This 2024 Hyundai Kona Electric is one of the best yet, making it one of the easiest ways to join the EV lifestyle.