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 Acura TLX Type S
A Grown-Up Sport Sedan Looking To Do Boy Racer Things
While the recent and highly successful relaunch of the Acura Integra has been hogging most of the brand’s headlines, the Integra is not the only sporty car that Acura builds. In fact, it’s the all-wheel-drive TLX Type S that remains Acura’s quickest and best handling sport sedan. Add in numerous updates for 2024 and it clearly demands our attention once again.
We are indeed looking closer at this updated 2024 Acura TLX Type S sport sedan and noticing quite a few changes. For starters, it’s one very aggressive looking four-door. Most of that due to the Type S upgrades which include a front splitter, rear spoiler and diffuser, big quad exhaust tips, Brembo brakes, and 20-inch wheels, though all TLXs get updated front fascias and grillwork for ’24.
Inside the tech-heavy interior, things look and feel great with upscale materials and fine stitching. A new 12-inch Precision Cockpit Digital Instrument cluster, ELS Premium Audio, wireless phone charging, and ambient lighting are now standard on all TLXs.
The upgraded infotainment screen grows from 10- to 12-inches and features faster processing, though after spending a year with an Integra and its touchscreen, having to use the touchpad interface here in the TLX is a clear step back in terms of functionality. Updates specific to the Type S include a surround view camera and a 10.5-inch Head Up Display. And there’s no taking a back seat to luxury in the back seat of the TLX; plenty of comfort and space for adults, plus some new charging ports.
A 272-horsepower 2.0-liter I4 turbo comes in the standard TLX, but thankfully the Type S’s fire-breathing 3.0-liter turbo V6 is still under the hood here, putting out 355 horsepower and 354 lb-ft of torque. No changes for either engine, but we’ll take that as a great thing these days. And there may not be any additional power, but there is sharper throttle response in Sport+ mode than before, so it will give you the impression that you’re working with a little more. Transmission remains a 10-speed automatic with paddle shifters on the steering wheel. Super-Handling All-Wheel-Drive is standard with the Type S and A-Spec, only the base TLX remains front-wheel-drive only.
Spring maintenance was still in progress at our test track and things weren’t quite fully prepped for the season just yet, so the Type S’s all-wheel-drive traction was much appreciated; as it allowed us to pounce off the line and rip to 60 in just 5.0 seconds flat, a tenth quicker than the last Type S we tested in ’21. It ripped through first and second gears quickly, before settling down a bit as it worked its way to the end of the quarter-mile in 13.5 seconds at 104 mph.
And there may not be any additional power, but there is sharper throttle response in Sport+ mode than before, so it will give you the impression that you’re working with a little more.
While far from a noisy car, Acura has installed some thicker carpet to quell what little road noise was apparently seeping in. Thankfully, they didn’t do anything to dampen engine or exhaust noises, as they sound fantastic.
This TLX scooted through our cone course quite efficiently, behaving as if on the proverbial set of rails. Type S tuning includes additional bracing for the chassis, plus firmer settings for the adaptive dampers that are part of the double-wishbone front and multi-link rear suspension.
Acura’s SH-AWD has been torque-vectoring power between all four wheels since long before that was commonplace; and its technical heavy-handedness is evident, as while it was slicing through the exercise with precision, it wasn’t always obvious how it was all happening. The Brembo brakes felt great, and were fade-free, but at 125 feet from 60 mph, stops were closer to family sedan territory than the typical sport sedan.
But there’s no skimping on active safety here, with full Acura Watch features including Lane Keeping Assist, Collision Mitigation Braking, Road Departure Mitigation, and Advanced Pedestrian Detection standard on all TLXs.
Government Fuel Economy Ratings are 19-City, 25-Highway, and 21-Combined; we averaged a good 23.6 mpg of Premium. That’s a slightly below average Energy Impact Score; using 14.2-barrels of oil yearly, while emitting 6.9-tons of CO2.
A simplified pricing structure now leaves you with three TLX choices, Technology, A-Spec, and Type S; things start at $46,195; this Type S will set you back $58,195.
Is it worth it? Well, it all depends on what your priorities are. If you’re looking for a super comfy luxury commuter, then probably not. But, if you’re looking for a superior driver’s car, with the most performance you can get in an Acura sedan, and plan on putting it to good use, then the 2024 Acura TLX Type S is absolutely worth it.
Specifications
- Engine: 3.0-liter turbo V6
- Horsepower: 355
- 0-60 mph: 5.0 seconds
- 60-0 Braking: 125 feet (avg)
- MW Fuel Economy: 23.6 mpg (Premium)
- Transmission: 10-speed automatic
- Torque: 354 lb-ft.
- 1/4 Mile: 13.5 seconds at 104 mph
- EPA: 19 City | 25 Highway | 21 Combined