Sibling Rivalry: 2012 Chevrolet Camaro ZL1 and 2012 Chevrolet Corvette Grand Sport

Rather than focus on reducing drag to, say, hit 200 mph, the ZL1 team aimed to maximize high-speed stability with downforce. The hood extractor, front splitter, and rear spoiler create enough downforce to eliminate lift as the ZL1 nears its top speed of 184 mph. For the same reason, the standard Camaro's hydraulic steering gives way to an electrically assisted system with infinitely tunable characteristics. Above 155 mph, the standard hydraulic assembly became loose and imprecise; the electric replacement can dial in more heft. The top level of PTM also adds more damping to the steering to combat the need for constant microadjustments at high speeds.

It doesn't take high speed to recognize that the ZL1 is no ordinary Camaro. Sit behind the wheel and you'll notice new attention to detail. The ridiculous baseball-shaped shift knob has been replaced with a proper, ergonomic piece, and an optional suede package covers the steering wheel, shift boot, and shift knob in the soft, grippy stuff. A standard head-up display shows speed, rpm, and shift indicators above the raised black bulge in the hood that hides the blower.

On a 2.75-mile road course at Inde Motorsports Ranch, twenty-one turns make the case for the ZL1. We expected the intoxicating effect of more power and assumed there would be significantly improved body control, but we were skeptical that the ZL1 would revolutionize the way the Camaro handles. In fact, it does. In ZL1 guise, the Camaro is no longer an understeering disappointment, not just because it's a power-oversteering beast but because the suspension has received the necessary attention. And for Camaro fans without the requisite $54,995 for a ZL1, that character trickles down to SS coupes for 2012 with the standard FE4 suspension, which revises the front and rear dampers and specs new antiroll bars to address the terminal-understeer issue that made the Camaro feel so unwilling when driven hard.

Climb into the Corvette Grand Sport, and the uninterrupted visibility, snug cabin, and a hood that falls away in front of you immediately convey the fact that this car is 700 pounds lighter than the Camaro. That fact is even more noticeable on the track, as transitions between braking, accelerating, and cornering feel more in tune with the laws of physics. Sudden dips and rises lead to much more significant changes in front- and rear-end grip. In contrast, the heavyweight Camaro always feels planted, the high-tech suspension holding the wheels to the pavement like it's reading the rubber its Miranda rights. Whether you're piloting the ZL1 or the Grand Sport, generous amounts of predictable grip come by way of Goodyear Eagle F1 Supercar G:2 tires. Oversteer is available for order in either car, although the ZL1, with narrower tires at the rear and big torque on tap, is a bit more agreeable to sliding its rear end around at will.

The fast, balanced steering of the ZL1 is much more confidence-inspiring than the Camaro SS's hydraulic power steering. The effort, the damping, and the return are tuned for a perfectly natural weight, but the electric rack does filter out most of the front-end feel. That's even more true when compared with the Corvette, which boasts an equally quick rack with a robust hydraulic assist. While both cars deliver satisfying shifts, the Camaro's shorter, snappier throws are more inviting than the Corvette's longer shifts.

We spent a few laps on the track in an automatic-equipped ZL1 to explore the Performance Logic Algorithm, which considers steering angle, vehicle speed, throttle position, and lateral acceleration so that the transmission doesn't downshift when you've devoted all available traction to cornering. While it lives up to its claims, the transmission has an affinity for abrupt downshifts when cornering below the adhesion limit. Those gearchanges won't unsettle the car, but they are neither as smooth nor as well-timed as Chevy believes them to be. That's a minor gripe, since any sane person would lap a track using the wheel-mounted paddles with deferential programming that will hold a gear against redline.

The ZL1's most significant advantage over the Corvette is its engine. Beyond the 144-hp difference, the blown V-8 is massively flexible and brilliant at any rpm. It spins smoothly to the top end, pulls from low rpm, and surges to ridiculous speeds during mid-range bursts. Despite claims that engineers weren't particularly concerned about refinement, the Camaro-tuned engine is just as well-behaved as the 556-hp variant in the Cadillac. In contrast, the torquey, normally aspirated 6.2-liter of the Grand Sport is content to loaf at the low end or charge toward redline, but at part throttle between 2500 and 4000 rpm it huffs like a mouth-breather having just climbed the stairs to the thirty-seventh floor of GM's headquarters. No one will question its performance, but the Corvette's LS3 engine doesn't have the polish of the LSA despite the close architectural similarities.

A dual-mode exhaust that is an $1195 option on the Grand Sport comes standard on the ZL1. The key difference, though, is much deeper, in the small-block burble sense of the word. The Corvette's vacuum-controlled bypass valves open at start-up and under hard acceleration; the Camaro ZL1's bypass valves follow a similar logic but are always open at idle. The difference makes the butch Camaro that much more intimidating at red lights.

Our instrumented testing measured nearly identical 0-to-60-mph times of 4.3 seconds (we don't remove one-foot rollout from our times), with the Corvette posting a quicker time by just hundredths of a second. PTM (which isn't available on the Grand Sport) includes launch-control programs for both street and prepped surfaces for drag-strip antics. It's impressively consistent and plenty quick, but a pair of carefully managed feet can still beat it to 60 mph by more than three-tenths of a second. The Corvette stopped eight feet shorter and improved on the Camaro's lateral grip by 0.02 g. Even the price differential is negligible, with the Grand Sport coupe starting at $56,900, just $1905 more than the ZL1 (although the Corvette's price quickly swells with options).

These cars are two different answers to the same question; they offer similar braking, acceleration, and lateral-grip performance figures and yet feel nothing like each other. Picking a winner is a matter of taste and expectations. The most powerful Camaro ever is the most rewarding Camaro ever, backed by a sophisticated suite of technologies. It is a modern interpretation of the sports car, capable of serving as a daily driver while itching for track days and drag-strip runs. The modern Corvette is an honest sports car, so uncompromised that it's a specialized machine best exercised on a twisty back road or a challenging road course. The tech-laden brute and the sports-car classic both have a case to make, but this is an argument that has no end. That shouldn't come as a surprise: sibling rivalries are never settled.

Yes-I agree with dollarandsense. Ford must upgrade. That appears to be happening in 2015, however. It will be interesting to see if Chevy imbues the Camaro SS with some of the suspension and steering goodies from the ZL1. Also it will be really inrteresting how the GT500 is going to get all that 650 HP to the ground and still offer a decent ride.
I love a magazine whose writers can use the term "bandwidth" correctly. Thank you Automobile, you're the best.Todd HeimerGamma Scientific
I love my 2011 Grand Sport, but would love to have the 580hp Camaro engine. Both are equally awesome.
It is time for Ford to move into this century and upgrade at least the top mustang(GT500) to current technology. I know the old mustangers want to keep that live axel and mechanical suspension changes but it is time. I own a 2011 GT500 convertble with HP upgrades but I am serious about looking at a ZL1 convertible when available however I won't buy one on principle based on my tax $ going to GM. I am not wow'ed by the 2013 GT500 increased HP as I have that much in my 2011 and the tweek's to the rear end ratio and tranny to get higher top end and no shift nec for 0-60 and minor suspension upgrades that doesn't cut it. I want fully independant suspension and a computer savy one as well My phone has more tech than the mustang's suspension & steering. PLEASE Ford upgrade.
Better enjoy these few months before the 2013 GT500 hits the streets.

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