2014 Chevrolet Camaro Z/28 Review

Given the Internet era’s dearth of secrets, I didn’t expect any surprises when I wandered down to Chevy’s outpost at the far north end of the Javits Center at the 2013 New York Auto Show. But down in those doldrums, way in the back, an outrageous Camaro was dreamily spinning on a turntable. With carbon-ceramic brakes, near-slick tires, and the 7.0-liter V-8 from the outgoing Corvette Z06, it looked like a fanciful SEMA-style concept. I asked a Chevy person what I was looking at and he replied, “That’s the 2014 Chevrolet Camaro Z/28. We’re gonna build it.” I’m not sure I believed him.

There’s a slim argument that the 2014 Z/28 picks up the thread of the road-race specials of the late 1960s, but that first-generation car was defined by its high-revving, 302-cubic-inch engine. The new Z/28 also has a healthy free-spinning V-8, but this isn’t an SS with a Z06 engine dropped between the front struts. The LS7 isn’t really the main attraction here. As its $75,000 sticker price attests, the Z/28 aspires to greater feats than low elapsed times at the drag strip.

This, the new ne plus ultra of Camaros, is the most barbarically analog car on the street. It has the widest front tires on any production car, carbon-ceramic brakes that would stop a runaway Kenworth, and aerodynamic tuning that generates 150 pounds of downforce at 150 mph. And, oh yes, there’s that 505-hp, 7000-rpm Howitzer under the hood.

Chevy chose to debut its new toy in Birmingham, Alabama, where the weather is fine and the 2.4-mile road course at Barber Motorsports Park showcases chassis-tuning competence—or the lack thereof.

Alabama normally expects 60-degree highs in February, but the Z/28 arrived during a cold snap, with temperatures in the 30s. That weather inadvertently underscored the Z/28’s biggest on-road liability: its tires. I found myself going sideways up an on-ramp while merely trying to keep pace with our Chevy Tahoe photo vehicle.

The Z/28 wears Pirelli PZero Trofeo R tires, sized 305/30YR-19 at all four corners. (The car might cost a lot, but at least you can rotate the tires.) Pirelli says that the Trofeo R has a ten percent bigger contact patch than a merely superaggressive summer tire in the same size. Where did that ten percent come from? Fill in the blanks. No, literally—fill in any negative space with rubber, then carve out the barest facsimile of a tread pattern and you’ve got a Trofeo R.

Like a convicted murderer, the Trofeo R should be kept off the street. Pirelli barely even claims this is a street tire, characterizing the Trofeo R as a dry-track racing tire that you can drive to and from your favorite road course. Pavement that is wet or cold or not part of a racetrack is not exactly a high priority, as I learned on that on-ramp. I’m no tire engineer, but I suspect that when the temperature is below 40 degrees, you might get better traction by driving on the rims.

You’ll want to stay current on your AAA membership, as the Z/28 carries no tire-inflation kit, except in Rhode Island and New Hampshire, where state law requires one. (New Hampshire’s libertarian streak evidently doesn’t extend to the right to be stranded by the side of the road.)

When they’re in their element, warm and happy, these Pirellis grip with such adamant determination that they actually create a whole different problem—tire slippage. That’s when the tires dig in so hard that the rims spin but not the tires. Bill Wise, who tuned the chassis electronics (ABS, traction and stability control, and Performance Traction Management), was one of the engineers who perceived the slippage during testing. The solution was media-blasting the wheels to get a better seal at the bead.

Pair these supergooey tires with Brembo carbon-ceramic brakes, and you have the ingredients for 1.5-g stops with no fade, ever. The 15.5-inch front rotors are gripped by six-piston calipers, and the 15.3-inch rear rotors use four-piston calipers. Fun facts: the Z/28’s front tires are wider than the rears on a Porsche 911 Carrera S, and its rear brakes are bigger than the fronts on a 911 GT3.

Of course, the Z/28 also weighs a lot more than a 911, which is why it requires such outsize hardware. General Motors shaved pounds here and there—48 pounds via the nineteen-inch forged wheels and ethereal Pirellis, 21 pounds through the carbon rotors, and about 10 pounds with the removal of sound deadening and insulation. (IT’S PRETTY LOUD IN THERE NOW!) The rear glass is 0.3-millimeter thinner, netting a weight reduction that almost equals four iPhones. The standard sound system includes a single lonely speaker to bleat out the seatbelt chimes and the thwock-thwock sound of the turn signals. You know a Camaro is serious about performance when it surrenders its ability to crank Mötley Crüe.

Even after all this fettling, the Z/28 still weighs more than 3800 pounds—3820 pounds, to be exact, unless you want air-conditioning and a six-speaker stereo, which adds $1150 to the price and 31 pounds to the curb weight. This is, after all, a Camaro, built on an inherently beefy platform that will surely enjoy a Cadillac-style diet on the next go-around. But for now, GM is limited to the swap-or-strip-out approach to weight loss.

Interestingly, the Z/28 retains a rear seat because the car is lighter with one than without. “The rear seat is part of the structure, so when you remove it you have to compensate with bracing,” says Al Oppenheiser, Camaro chief engineer. “You can easily end up with a car that’s heavier than it was when you started.” He’s not naming any names, Ford Mustang Boss 302 Laguna Seca.

Speaking of Mustangs, the Camaro Z/28 beats all of them around GM’s Milford Road Course. It also beats all other Camaros. And the new Corvette Stingray. To give you an idea of the Z/28 chassis’ capabilities, a Mustang Shelby GT500 goes into Milford’s turn 1 at 158.5 mph. The Camaro Z/28 manages only 149.7 mph by the end of that straight, and yet it torches the GT500 by more than six seconds per lap.

I mentioned that the Z/28 foregoes the ZL1’s Magnetic Ride Control suspension. In its place is a system that the Camaro team seems even more excited about. It’s called DSSV, which stands for Dynamic Suspensions Spool Valve, made by a company called Multimatic. Thus far, Multimatic DSSV has only shown up on race cars (for instance, in Formula 1) and the Aston Martin One-77. I thought magnetic-fluid dampers were pretty much the bee’s knees of current suspension tech, but the wholly mechanical DSSV offers a couple of advantages. First, it’s lighter. Second, the spool valve’s ports can be fine-tuned to manage both big-hit impacts and longer-amplitude undulations. During development drives, GM engineers could sketch a graph of the vehicle-response curve they wanted to try, and within an hour Multimatic could machine new spools and put them to the test.

The 2014 Chevrolet Camaro Z/28 has no button that adjusts suspension settings. There is one setting, chosen by professionals, and you will shut up and like it. Hallelujah.

That default setting is stiff. In some cars, you can see the bumps but you don’t really feel them. The Camaro Z/28 is the opposite. En route to the track, Alabama’s pavement looks glassy smooth, but nervous jolts and jostles percolate up through the Recaros to inform you of everything that’s happening down there on the pavement, a mere 3.5 inches below the catalytic converters. Compared with an SS, the front springs are 85 percent stiffer and the rears are 65 percent stiffer. To cope with the Z/28’s 1.08-g cornering forces, bushings are all basically made of concrete—the rear upper-control-arm bushings are 400 percent stiffer.

With this bushel of information bouncing around in my skull, I don a helmet and ease out of pit lane to see how it all works at Barber. Earlier, Wise gave me a few acclimation laps in a Camaro 1LE, but he warned that the Camaro Z/28 would be a much different experience. “Give it at least a lap to warm up the tires,” Wise said. “When they’re cold they’ll spin through second and third gears.”

I gradually ramp up speed, moving through the Performance Traction Management system’s five intervention thresholds as I do. The LS7 V-8 isn’t as explosive here as it is in the much-lighter 2013 Z06, but it’s still got plenty of torque to upset the rear end if you treat the throttle like an on/off switch. Caroming around Barber, I can feel the PTM cutting in here and there, modulating torque to the Torsen rear differential. I’m learning where I’m too early with the throttle, without spinning into the wall in the process. This isn’t what you’d call a friendly car, but I appreciate that small gesture toward driver preservation.

Besides, there’s no shame in leaning on PTM. The 2014 Chevrolet Camaro Z/28 is the first car I can recall where the manufacturer flatly declares that its performance-enhancing electronics are better than the best driver. Even Ferrari leaves a little room for human flattery, insisting that a pro driver can beat Race mode by turning everything off. But Wise says that PTM Mode 5 is the quickest way around the track, period. It’s going to parcel out the absolute most power the tires can handle, every single time, lap after lap. Turn it off and you’ll go slower.

I can vouch that Mode 5 gives you a long leash. As I’m diving into a corkscrew with an inadvisable combination of trail braking and steering lock, the rear end starts coming around. (You know what you don’t get with 305-section front tires? Understeer.) While Mode 5 will prevent you from power-oversteering off the track, it appears that you’re on your own in off-throttle situations. The rear Pirellis scribe the signature of a trail-braking slide before I get it reined in and complete a chastened lap.

That experience sows enough self-doubt to neuter my attack of Barber’s blind uphill right-hander ahead of the timing tower. You can take this roller-coaster ascent at wide-open throttle, but you’ve got to have the car lined up perfectly before you crest the rise and the suspension unloads. I’m never that sure I’ve got it lined up.

For those who know their way around this track, the Z/28 offers two advantages at this particular spot. First, the aero package and its healthy downforce mean that at high speeds you actually have slightly better grip than you do in low-speed hairpins. Second, the suspension retains the ride-height sensors from the ZL1’s magnetic system, so the car knows when it’s launching airborne.

Why is that important? Because the ride-height sensors can enable “fly mode,” wherein the suspension tells the traction-management system, “It’s cool—you sense a loss of traction and want to cut power, but we’re just flying through the air, good buddy. Keep piling on the juice so we don’t slow down when we land.” I mean, you don’t want to dial back the power just because your car is no longer earthbound. That’s pretty rock ’n’ roll, Camaro.

Barber has a few constant-radius corners where I can push the limits of the Z/28’s cornering abilities, which are completely neck-straining, stomach-punishing, and happily neutral. But I never quite master the brakes. Every time I’m going white-knuckle into a corner, certain that this time I’ve overdone it, the Z/28 simply hangs me against the shoulder belt with those 1.5-g Brembos, and it turns out that I braked too early. Again. Coming off the faster straights, I’m usually ready for the next corner about 100 feet before the turn-in point. I’ve never driven a car with brakes like this, and my brain is just not calibrated. My lap times are about six seconds slower than the pros’, and I’ll wager that most of that is attributable to my inability to figure out when to brake in a car that seems to throw the universe in reverse.

Lucky for GM, I’ve got an easy solution: If the Z/28 had 600 or maybe 700 horses working on the straights, the braking points might be out where my brain says they should be. I’m sure nobody has yet mentioned this, but the Z/28 could probably handle a little more power.

This is a curious machine, the Z/28. Who’d have thought that GM would emerge as the world leader in chassis tuning? This ultimate Camaro is the latest statement to that effect, loudly proclaiming that the masters of road-course wizardry work out of Milford, Michigan. First we had the Cadillac CTS-V, then the Camaro ZL1, then the C7 Corvette. Now a Camaro will beat a Lamborghini Murciélago around the Nürburgring.

The Z/28 is uncompromising in ways that will severely limit its appeal. It’s also wonderful for all the same reasons. It’s like a homologation special for a racing series that doesn’t exist.

Hey, that gives me an idea. Who owns the rights to IROC these days?


2014 Chevrolet Camaro Z/28

On sale: Now
Price: $75,000
Powertrain
Engine: 16-valve OHV V-8
Displacement: 7.0 liters (428 cu in)
Power: 505 hp @ 6100 rpm
Torque: 481 lb-ft @ 4800 rpm
Transmission 6-speed manual
Drive: Rear-wheel
Chassis
Steering: Electrically assisted
Front suspension: Strut-type, coil springs
Rear suspension: Multilink, coil springs
Brakes: Vented carbon-ceramic discs
Tires: Pirelli PZero Trofeo R
Tire size: 305/30R-19 (102Y)
Measurements
L x W x H: 192.3 x 76.9 x 52.4 in
Wheelbase: 112.3 in
Track F/R: 66.1/64.7 in
Weight: 3820 lb
Est. Fuel Mileage: 15/22 mpg
Performance
0-60 mph: 4.0 sec
1/4-mile: 12.3 sec @ 117 mph
60-0 mph braking: 97 ft

For Those About To ’Roc, I Salute You

Ezra and the Camaro go way back. In fact, the very first article he ever wrote for Automobile Magazine was about his first car, a 1985 Camaro IROC-Z. We’re taking this opportunity to reprint it from the December 2001 issue.

My first car was a 1985 Camaro IROC Z/28. This is not the type of information you want to share among unfamiliar company, lest you care to lob the conversational serve that will be smashed back with the inevitable “IROC stands for Italian Retard Out Cruising” type of comment. Justified or not, the general public associates IROC ownership with a vast panoply of unsavory behavioral traits, from storing leftover SpaghettiOs in empty Cool Whip containers to passing out with a lip full of Skoal and waking up with tobacco juice in your mullet. I’d like to say that my IROC ownership was a defiant statement of disdain for societal snobbery, but the truth is that I was blissfully ignorant of the connotations of Camaro.

In fact, I probably only reinforced the IROC stereotype. My priorities at that stage of my life included determining exactly how far the 245/50VR-16 Gatorbacks would spin when the accelerator was floored from a standing start on a wet road (roughly a quarter mile, as the limited-slip differential had long since ceased to limit much slip). The transition from understeer to snap power oversteer was explored in the high-school parking lot, and substitution principles gleaned from algebra class were used to deduce that 4000 rpm in overdrive equated to . . . well, faster than Edwin Pierpont’s ’79 Camaro with the 400 small-block, which was really all that mattered. With the aid of an ancient Fuzzbuster that resembled a small microwave oven sitting atop the dash, I was able to reach these conclusions without ever receiving a traffic violation.

But despite my own fond memories, I am not immune to the influence of popular culture. These days, when I pull up next to an IROC in traffic, I find myself wondering how long the driver has been on parole. Well, that, and if he could beat a quarter-mile burnout in the rain.

Christian Schmidt
Overprices General Manure mulletmobile crap.
Briane James Howland
GM got really pissed when the 2013 GT500 came out and destroyed the Camaro ZL1 considering they built the ZL1 to beat the GT500.  They just had no idea Ford was going to add over 100 hp, cut weight by 100 lbs, give it adj. suspension that allowed the solid rear axle to obtain 1g on the skidpad, and launch control.  And when Robert Pobst for Motor Trend tested both cars on the same day at Mazda Laguna Seca Raceway for Motor Trend and the GT500 beat the ZL1 by a second, that really pissed off GM.  Well at 4120 lbs there was no way they were going to make the Camaro accelerate faster than a GT500, so it was like overnight that the GM fairies changed peoples minds about what made a performance car better than the rest.  For the longest time as long as the cars being tested had similar braking, handling, and price, the one that had significantly better acceleration was deemed the better car.  But since that wasn't possible for GM with the Camaro and Mustang now that Ford was getting up to 1.01g with a solid live rear axle, GM had to do something drastic.  They stripped a Camaro SS dropped in a 505 hp Corvette Z06, put race car Brembo's Carbon Ceramic Disc Brakes,  Multimatic's DSSV race car suspension system - Dynamic Suspensions Spool Valve monotube shocks with F1-style spool valves, instead of GM's infamous Magnetic Ride control suspension that GM has been talking about every chance they get for years now, so much for for magnetic-fluid dampers being the bee’s knees of current that was declared the best street car suspension available by GM, and race car 305/30ZR-19 Pirelli P Zero Trofeo R semi-slick tires with a wear rate of 60!  No A/C, but they were required to keep a radio in it despite their opposition so one speaker on the driver's side could make a noise to remind the drivers to put on their seat belts, which is retarded, it wasn't too long ago that radios weren't dinging to tell us to put our seat belts on.  And since they left a radio in it why not put a passenger side speaker in it also?  lol  All of this to make a 3820 lb Camaro Z/28 that has a lateral acceleration of 1.06 on the skidpad.  All of that and it does mid 12's in the 1/4 mile, and 4.0 flat 0-60.  lol  Very few are going to be made and none are legal to race in any sanctioned racing organizations that have similar cars racing in it now.  So why build the car?  Just GM could finally say they made a Camaro that could actually beat a Mustang GT500 on a road course.  Wonderful big waste of money for you GM.  Next year the Ford Mustang is going to weigh the same as the C7 Corvette Stingray, 3450 lbs, have IRS, redesigned double ball joint front suspension, wider rear to fit wider wheels, tires, and brakes.  And the GT should make similar hp to the base 460 hp C7 Corvette.  So it's not like the Z/28 is going to be the topic of any conversation, it is a track car, half of them will be bought and put away for collectors, and the other half will be bought up and raced by rich guys for fun on road courses.  At least Ford sells race cars right off the assembly line (R302's and S302's) that are legal to race in all of the SCCA, and FIA GT style racing.  And when Ford creates their next high performance model of the Mustang, probably the GT350, if it's anything like the GT500 with 662 hp that went 3.5 0-60, 11.6 1/4 mile, and 202 mph, in a 300 lb lighter car with state of the art suspension, better Brembo brakes, a lot wider tires, it's gonna take a lot more than GM's $75 Frankenstein Camaro Z/28 to be the top Pony car.  With the ZL1 still weighing 4100 lbs and the Z/28 not being a factor since they will be basically non existent, it looks like the next performance Mustang will be competing with the top of the line Corvette instead of the 4100 lb Camaro ZL1.  I don't know about you but a $75k street legal Camaro that doesn't have A/C and a half a stereo, that's slow as hell, that just handles good, and is going to need it's $ $560 tires with a tread wear rate of 60 replaced very often, not to mention the Carbon Ceramic brake pads, isn't something I would spend that much money on.  From GM  "In creating the Z/28, a car that its creators regard as a rival to the 2014 Porsche 911 GT3 and 2014 Nissan GT-R, GM's engineers largely ignored street use and instead turned their attention to doing whatever was necessary to improve its road course lap times. This is a track car, not a daily driver," says chief engineer Al Oppenheiser."  That's painfully clear with it's mid 12 second 1/4 mile times with a Corvette Z06 engine in it.  A Ford Mustang GT runs the 1/4 in 12.7 seconds, the Boss 302 does 12.3, and the GT500 does 11.6 @ 126 mph.  This Camaro is a complete waste of money for GM.  Al Oppenheiser won't have a job much longer.
Briane James Howland
http://www.caranddriver.com/features/dissected-2014-chevrolet-camaro-z-28-feature   I'm just wondering why the new C7 Corvette Stingray isn't good enough for the 305/30ZR-19 Pirelli P Zero Trofeo R tires, Brembo Racecar Carbon Ceramic Disc brakes all around, or the race car Multimatic's DSSV suspension system - Dynamic Suspensions Spool Valve monotube shocks with F1-style spool valves, instead of the Magnetic Ride suspension that GM has been talking about every chance they get for years now, so much for for magnetic-fluid dampers being the bee’s knees of current suspension technology.  And are they seriously telling us they couldn't come up with something that makes a noise telling the driver and passengers need to put their seat belts on without leaving in a radio and a single driver's side speaker?  They couldn't have added an additional passenger side speaker considering it's got a radio in it?  What kind of idiocy goes into this thinking  This is 2014, we've had men on the moon, you're kidding me right?  Older cars didn't use the radio to tell you that you need to buckle your seat belt.  And this just doesn't make sense, the 505 hp Z/28 is a half a second slower in the 1/4 mile than the 460 hp C7 Corvette, and the Z/28 has 305mm semi-slick tires with a wear rating of 60!  You seriously have to be kidding me.  So a 2004 stock Mustang Cobra with 390 hp is faster (12.4 1/4 mile) than the 2014 Z/28 (12.5 1/4 mile)? lol  Ohh I almost forgot, a 3820 lb Z/28 with race car Brembo Carbon Ceramic disc brakes on it can't out brake a 4150 lb Camaro ZL1 with Brembo steel discs brakes, 97 ft vs 94 ft respectively.  That is some serious "you gotta be kidding me bs right there".  What the hell is going on with GM's engineers?  Did someone very powerful in the automotive community tell everyone that a better handling car is a better car no matter what other attributes make it perform like a piece of crap?  Car and Driver tested the Z/28 against the GT-R, and 911 Turbo S, and since the Z/28 won a lap around Barber Motorsports Park by seventeen thousandths of a second against a Porsche 911 Turbo S, the Z/28 was declared the winner!  Even though the only test that the Pirelli PZero Trofeo R semi slick tire'd, Multimatic's DSSV suspensioned, Brembo Carbon Ceramic Disc Braked Z/28 won was the skidpad at 1.06g to 1.04g over the 911 Turbo S and 1.02 for the GT-R, and they both got to 60 mph in almost half the time and got to the 1/4 mile in about 1 1/2 seconds faster, and the GT-R with steel disc brakes had better braking 94 ft to 97 ft respectively.  The way the story was written was if we were in a dictatorship country and the government told the Automotive corporations and reporters that nothing maters anymore when testing cars except handling, all that matters if an over weight, ridiculously slow car, that is given a 505 hp engine out of a Z06 Corvette, race car suspension, race car brakes, and race car tires, and it's able to beat the other cars two hypercars by a few thousandths of a second around a road course, the much much slower, heavier, over priced, limited edition car that is designed for the race track only but is street legal yet not legal to race in any current sanctioning bodies for road race cars just like it, is the better car.  Not to mention that it is the only street legal car you can buy that doesn't come with A/C that has a hardtop.  GM is so screwed up.  No wonder it was reported that the Corvette has been put on the chopping block if more top of the line Corvettes don't sell soon.  And after this cluster F of a car, no wonder Camaro sales are dropping causing Ford Mustang sales to retake the lead again.  Who ever wants to buy one of these pieces of engineering monstrosities, has got to be sick in the head.
Vojt Barys
Great car, but you pay a premium for the name. Prefer the Stingray, get more bang for your buck.
Brown Hornet
what a swicth so the GT-R that has more weight than the Z/28 lost to it on the track and the little 911 Turbo.S at 3600lbs (a 2002 SS) lost also to the Z/28 in some other mag is going around pissing people off lol...$13,000+ in carbon brakes and $12,500 to $16,000+ for the hand built LS7 and forget trying to find spool-shocks$$$that keep the car smooth over bumps at pepboys or Autozone or jeggs or summit..i say the $75,000 is worth it seeing how its made race ALL DAY and not go into limp home mode like the GT-R has in the past and then drive to work or home..its not just the tires but the 200 changes done to the car..Its not a warmed over SS...and even if the Corvette Stingray Z51MIGHT be able to hang with it, it will not last as the carbon brakes will not fade after many laps on the Z/28..and i dont think the Stingray will keep up really..but its a very nice car
Tim Lucas
$50k less than a GTR for better performance? I would say underpriced!
BMW guy from SMF
Apart from the engine, brakes and steering ... this is a stupid car.You cannot see out easilyThe gauges are really poor quality - think 1995 Pontiac Trans AmThe interior is just a freaking messImagine if GM put this powertrain in a modern and more efficient designed platform ... I think it would be unstoppable ... this from a BMW guy.
Zack Kibler
I honestly think braking is where the biggest difference between an average person and a professional. Obviously car control in all other aspects is superior, but you have to have the balls and the confidence in the car to brake that late. I remember when Richard drove the F1 car on Top Gear, he said he was psychologically incapable of braking where he was supposed to and carrying that much speed through the corner.
Also, I really enjoyed reading this. Nice job. Awesome car.
DERRECK
Great Job GM love the Z28 
Frank Shivery
I'll take one! Make mine silver please!
Rohan Randhir
Dream car!
John Dewald
Junk
Pete Georgas
Corvette, 20K cheaper !!
Paul Bumann
Did Jean give it a go? :)
Manikka Vasagar
very very thrill riding experience.
Tim Haselhuhn
And then another one with 3 of snow on the track...
Tim Haselhuhn
I'd like to see a track comparo against an Audi RS5.
Minh Nguyen
I rather own a corvette.
Freddie Redding II
moron
マシエル マシエル
Gay
Michael Anderson
It doesnt have much purpose really
Maxx Marcel Jones
it goes like stink, it handles like glue, its mean with a purpose and has a mission to do heavy damage.... And its a Camaro...Great job chevy....
Pranit Gokule
Best mustang
Tim Lucas
If it were my money I would go with the C7 Vette, but this is still a great car.
Vicky Sngh
osome
Chris Story
Impressive. I would recommend reading the article..
Mohamad Fahmie
awesome
Clarence Rogers
One need only look at that Pep Boys quality front splitter to ascertain such.
Parth Danait
Sweetness!
Francis Muyco
Over priced
Lawrence Howard
Body builder, trying to run track!!:/
Vyshnu Karthee
Ma faaavvvttt
Subhi Dannourah
(Y)
Zack Kibler
It would smoke an RS5 in the dry, and no one races with 3" of snow on the track. MT did a comparo and the Z/28 beat a 911 Turbo and a GT-R Track around Streets of Willow. Both of which would beat an RS5 around any track.
Zack Kibler
Not much, but it certainly excels at the one purpose it does have.

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