The Perfect Balance of Street and Track in a Corvette

Some of you might know how the “Grand Sport” name for the Chevrolet Corvette. If you don’t, let me explain. In 1963, Zora Arkus-Duntov was hoping to build 125 lightweight, high-power homologation-special Corvette Sting Rays so Chevrolet could qualify for the 24 Hours of Le Mans. GM smashed that plan to smithereens after Chevrolet had built just five of the so-called Corvette Grand Sports. All five were quickly spirited under the table off to legendary racers with last names like Penske, Foyt, and Hall. All five cars were raced without any factory support.

Since then, Chevrolet has revived the Grand Sport name twice – once in 1996 and once in 2010. Both of those times, the badge meant special editions with beautiful bodywork, but no massive performance gain, unlike the 1963 Grand Sports. The 1996 Chevrolet Corvette ZR1 and 2010 Z06 would still outperform the Grand Sports. Of course, the 2010 Corvette ZR1 was still the most serious Corvette of that generation of Corvette.

Of course, Chevrolet’s engineers went hog-wild with the C7 Stingray Z06. It’s a combination of a massively powerful engine that has been described as one of the best-sounding engines ever (I agree), absolutely brilliant suspension, and enough computing power to sequence the human genome. Yet, it’s so approachable for the average driver that it’s truly mind-boggling. It also costs around $80,000. It’s a true giant-killer, especially with a professional driver. Even without a professional driver, this is not a car you want to tangle with.

The Z06 is also quite unlike the Corvette Racing C7.R that competes in one of the highest echelons of motorsports – endurance racing. The C7.R’s that quite simply walked away with the win at this year’s 24 Hours of Daytona actually make less power than the Z06 you can get on your dealership’s showroom floor. There’s no supercharged 6.2-liter LT4 V8 shrieking under the hood of the race-winning C7.R – those drivers have to make do with a 5.5-liter V8 sucking air through a restricted air intake the diameter of a garden hose. Because power is handicapped by a rule book (which didn’t stop NASCAR legend Smokey Yunick), the Corvette Racing team wins races with unworldly grip and highly aggressive aerodynamics. Let’s put it this way – their strategy works well.

It’s interesting that the new Grand Sport, which is the mid-range model, lives up to the “street-legal race car” cliche. It’s got some of the best street tires in the world, aggressive aerodynamics enhancements, and stock engine. Oh, and it comes with a warranty, something most race cars can’t brag about.

Let’s start off with the tires – Michelin Pilot Super Sports are standard tires, or even stickier Pilot Sport Cup 2s with the Z07 high-performance option package, which are the same tires you can get on the Z06. They’re much wider than the standard Stingray tires (40 mm wider up front, 50 mm wider out back), which means that Chevy had to put the Z06’s massive, bulging fenders to clear the massive tires.

GM’s truly brilliant Magnetic Ride Control is standard equipment, as is the highly advanced electronic limited-slip differential, as are the Z06-derived chassis sports custom stabilizer bars and springs. You can pair the brilliant 460-horsepower, 465 lb-ft, dry-sump LT1 V8 with a fantastic 7-speed manual transmission or a pretty darn good 8-speed automatic, both of which come with the Stingray and Z06. What does the Z07 package add? Carbon ceramic brakes, and even more aggressive aero, mostly.

Now, let’s move onto the beautiful bodywork. It’s mostly borrowed from the Z06 part bin. However, it’s got Grand Sport-specific front fender vent inserts. What about from the Z06? It’s got the Z06’s wider track (how far apart the wheels are from each other), an open-mouth front grille, and big differential cooling vents on the rear fenders. The Grand Sport has a Z06-spec front splitter, front splitters, and wickerbill rear spoiler, all of which are finished in carbon fiber in the Z07 trim. Chevy claims that they all create downforce, but the Z06’s clear plastic Gurney flip isn’t available on the Grand Sport. Oh, and then there’s a Heritage package, which adds the traditional front fender hash marks, which are now connected in a horseshoe shape. I somehow forgot to mention that Chevy has more than the entire rainbow’s worth of body, hash, and full-length racing stripe combinations.

Inside the Grand Sport, there is badging depicting the 1963 Grand Sport #002 (the only roadster out of Zora Arkus-Duntov’s original five Grand Sports) on the floor mats, headrests, and on a dash plaque directly ahead of the shifter. The brushed aluminum halo on the right of the center stack has a subtle racing stripe, which is created by rotating the brushing pattern on the metal 90 degrees during the polishing process.

Chevy says that the Grand Sport will hurtle it’s way to 60 mph in 3.6 seconds, and blast through the quarter mile in 11.8 seconds. I’m going to say that’s probably because the Grand Sport has much better tires than the Stingray does.

The Grand Sport weighs in at 3,252 pounds, which is 98 pounds lighter than the Z06. Because there’s no gigantic supercharger, the hood is lower, affording much greater visibility of the road.

Even with the windows up, the A/C on full blast, and the engine contentedly burbling along at 1500 rpm in one of the Grand Sport’s many overdrive gears, you’ll still easily pull over 1 g without the car breaking a sweat. You won’t either.

We’ll move onto the price now. The Grand Sport coupe starts at just a freckle under $66,500, which is a $5,000 premium over the Stingray. It’s also about $14,000 cheaper than a Z06. If you want to drop the top on any Corvette, plan to shell out an additional $4,000. Do you want the Z07 package? Give Chevy $8,000. Even if you buy the Grand Sport convertible with the Z07 package, that still gives you about $2000 to get some accessories, or haggling wiggle room.

The Z06 is a great car – don’t get me wrong. However, the Grand Sport was designed with a different purpose in mind. The Z06 is powerful in a way that you’ll rarely be able to enjoy. 650 horsepower is more than you’ll ever be able to use on the street – with one quick stab of the gas pedal, you’ll be well on your way to jail. On the track, it goads you into probing it’s incredibly high limits, all the while serving a main course of absolutely brilliant chassis tuning and suspension, with a side of driver aides for that moment when you push it too far. To do that on public roads, you’d better have a top-notch lawyer, a very good health insurance plan, and a glovebox filled with bribe money. OK, you can forget about the last part. Cops really don’t like it if you try and give them $20,000 in $1 bills…

The Grand Sport does something truly incredible. Chevrolet designed this car to have the same absurd limits as the Z06, but never leave you feeling like it’s a waste of horsepower because you can never floor it. While grip, balance, and power all work together, which is what makes low-power sports cars so fun, they become magical when you turn the dial up to 11.

What would happen if you put the optional Z06-spec Michelin Pilot Sport Cup 2 tires to your Corvette Stingray Z51? It’s obvious that sticky tires are key to making a good car handle well. However, good tires won’t work as well unless the chassis and suspension are dialed into those tires. Even if you somehow figured out how to make those tires fit under a stock Stingray Z51’s seductive bodywork (remember that the Z06 is three inches wider in the back), you still would have a lot of work to do. The ABS system wouldn’t be properly calibrated. Stability control intervention would be much more sudden, and the brakes would slow you down almost instantly because the Z51’s brake calibration is designed for less sticky tires. That means it would apply more brake than necessary. The electronic limited-slip differential wouldn’t perform as well, either. The suspension would also be woefully undersized relative to the massive amounts of grip that the tires generate, which would make the car feel sloppy.

What does this all boil down to? It’s more than a sloppy badge job, far more than a Corvette with some random Z06 parts, and more than a throwback to a legend. It’s the real deal, folks. This car isn’t tuned to within an inch of it’s life (and yours). This is a race car for the…wait, I don’t endorse illegal activities here.

Why Europe Should Be Worried About the Runaway Success of the Ford Mustang

The 2016 Ford Mustang is a great car, especially in the supercar-slaying GT350/GT350R form. It’s relatively fast, affordable, and can be easily modified. It turns out that the Yankee muscle car is now the most popular sports car in Germany. Why should they be worried?

In March, the Ford Mustang outsold the Porsche 911, Porsche Cayman and Boxster, and the Audi TT. It’s not that it’s inexpensive in Germany – a Mustang GT with no options costs about 50,000 Euros, while it costs $32,395 here in the U.S.

The Internet loves to trash talk the typical Mustang owner. A spike in high-profile crashes at car club meets doesn’t help with the Mustang’s PR either.

One of the problems that I have found about the Mustang is that the 1979 “Fox body” Mustang and it’s immediate successors were immensely popular and somehow durable. What does that mean? There’s a ton of them around, and used Mustangs are cheap horsepower. In 1979, there was a Dodge Challenger, which was a re-badged Mitsubishi Galant Coupe intended for the Japanese domestic market. The Challenger/Galant had a lifespan of five years at most, so it’s safe to say that your microwave has some Mitsubishi DNA in it!

Because the Mustang is so inexpensive, various misconceptions about the Mustang are out there. There’s nothing like a Porsche 911 or BMW M3 owner looking down on your ragged-looking Mustang GT with a set of Bilstein coilover shocks on it. Those owners have nothing better to do than look down at the lowly Mustang owner. Show up to a track day in a brand-new Mustang GT, and you’ll hear this kind of trash talk: the Mustang is heavy, it wallows, it doesn’t turn or stop very well, the rear end is uncontrollable, and you’re going to end up taking somebody else out when you spin. None of that is really true.

While the Mustang isn’t exactly light, the GT350R comes within 100 pounds of the BMW M4, a direct competitor to the GT350R. The steering in the GT350R is, according to pro race car drivers, worlds better than the M4. Don’t like the way it stops, even with the available massive Brembo brakes? That’s OK; the aftermarket will give you brakes that are IMSA (endurance racing) spec for less than half the cost of a single Porsche 911 GT3’s brake disc. You can walk into any Ford dealer, walk out with a Mustang in 45 minutes, and have a ton of fun. The GT350 (non-R model) is in a league of it’s own among four-seat performance cars. What about the Mustang being a tail-happy crash magnet? Well, the previous generation is notorious for that. It has a live rear axle, which wouldn’t be out of place on a Conestoga wagon, and couple that with 400+ horsepower, a driver who doesn’t know how to handle that much horsepower, and you know where I’m going. It’s mostly due to user error that there are so many Mustangs crashing. There have been a good deal of BMW M4 crashes as well. Trust me, it’s the same thing with Porsches.

If you haven’t driven a Mustang in a while, or your opinions are based on the old Mustangs with the live rear axle, I strongly encourage you to go down to the local Ford dealer and take a Mustang for a test drive. Any Mustang will do. Your expectations will be shattered.

Inside the Mustang, you’ll be pleasantly surprised. The fit and finish holds up against whatever Germany and Japan have to offer. The interior is both classic and modern. The seats hold you in a bear hug, but are incredibly comfortable for any person. The infotainment systems are easy-to-use, and you’ll never really want more out of them. You’ll get plenty of feedback from the steering wheel, and all of the controls feel like Ford pulled them out of an Audi.

While the Mustang might be a large car, it feels perfectly comfortable on small back roads. You know exactly where the car is, what it’s doing, and how much gas you can give it. The overall driving experience feels like something Mercedes-Benz and Audi would co-develop. The only real differences between any current Mustang and a BMW 4-Series are the high door sills in the Mustang…and the availability of a manual transmission with every engine!

But, don’t take my word for any of this. I’m just an 18-year-old car enthusiast who does all of his automotive homework. Just ask any German car enthusiast. Clearly there’s something amazing about the Mustang, or there’d be a spike in Audi TT sales. Don’t get me wrong – all of the major automotive magazines have given rave reviews of the TT. It’s just you get a whole lot more car for the money out of the Mustang. Even in it’s home country, the Porsche 911, Cayman, Boxster, or BMW M4 is a rare sight. Why? Because they’re really expensive to buy and maintain. While it’s true that the Porsche 911 GT3RS will leave the Mustang (and most cars) far behind at any race track, the 911 GT3RS is a very rare and expensive sighting.

Of course, most German car enthusiasts will say that this article is a load of garbage. Why? Because the March sales are an “isolated incident.” It’s just inventory availability, rebates, and the same occasional fascination with American novelty that sends so many European tourists to the U.S. to ride rental Harley-Davidson motorcycles along Route 66. But, what if it’s not an isolated incident? What if it’s a perfectly reliable indicator of things to come?

After all, BMW, Mercedes-Benz, and Audi have spent the past 15 years engineering any semblance of character and authentic heritage out of their vehicles. The same industry that introduced so many to wonderful cars like the air-cooled Porsche 911, the Mercedes-Benz 450SEL 6.9, the E39 BMW M5, the Audi Quattro, the E30 BMW M3, the AMG Hammer, and the Porsche 944, has abandoned those wonderful examples for 5000-pound SUVs making gobs of horsepower from high-tech twin-turbocharged engines, put down to the ground through fragile AWD drivetrains, all controlled by hundreds of pounds of self-destructive electronics meant to save them from doing just that.

Let’s imagine that this isn’t just an isolated incident. Maybe the Germans are tired of driving expensive, self-destructive, massive transportation pods. They want something that reminds them of their dad’s AMG Hammer, their grandpa’s Mercedes-Benz 450SEL 6.9, their uncle’s Audi Quattro. They want something different. Something real. The Mustang will continue to sell in droves. Soon, the mighty roar and scream of the Dodge Challenger Hellcat will be heard across the Atlantic on the last unrestricted sections of the Autobahn. Trails once populated by Nissan Patrols and Mercedes-Benz G-Classes will be filled to capacity with Jeep Wrangler Rubicons. You’ll hear the bellowing shriek of the Corvette Z06 at the Nurburgring and the Hockenheimring. What’s that massive hulking truck taking up the tiny country road? Is it really a Ford F-250?

OK, I’m going to start to wrap this up. What does this all mean? No matter what happens, there is a very important lesson to be heard. American automakers got lazy during the late 1970s through the late 1980s. This in turn allowed German automakers to bring us incredible cars. Can you imagine picking a Lincoln Versailles over a BMW 528i, or picking a Cadillac DeVille over a Cosworth-powered Mercedes-Benz 190E 2.3-16 (2.3 is the engine size in liters, 16 is the number of valves)?

If German car enthusiasts are buying a Ford Mustang over a BMW M4 or a Porsche Cayman, that should be a message ringing loud and clear in automotive executive boardrooms all over Europe. The last time something like this happened, it was in 1989 with the Lexus LS400. That sent BMW, Mercedes-Benz, Audi, and Lincoln scrambling back to their drawing boards. In turn, that gave us such gems as the BMW 740i, a wonderful crisp, clean cruiser plagued by electronic maladies, and the Lincoln Town Car, which was a great car held back by the fact that it had a horrific drivetrain. The Lexus LS400 also inspired hideous cars like the early 1990s version of the Mercedes-Benz S-Class, which had so many electrical problems it was a miracle if the door opened.

It seems like it might be America’s turn. The German Big Three put peanut butter on their homework and gave it to their dog. America did the same thing 30 years ago, but they have made massive strides with their cars.

All of this is not to say that the BMW M4, Porsche 911, Cayman, Boxster, and Audi TT are horrible cars. In fact, it’s quite the opposite. They are all incredible performance cars that many of us would love to own, or at least go for a spirited drive in. This is a golden age of automotive performance, and the performance cars put out by various manufacturers (American or otherwise) are fantastic.

 

The Differences Between Circuit Racing, Drag Racing, and Oval Racing

My mom recently asked me what the differences were between circuit racing, drag racing, and oval racing.  For those of us who aren’t race freaks, this may prove helpful.  I know that it will prove helpful for my mom.

Drag racing is for all essential purposes, putting a big, powerful motor into a lightweight car, and adding other go-fast goodies to it, and then going to the drag strip and winning.  Ok, I wish it was that simple.  Many of the fast drag racing cars that you see going hundreds of mph down a straight 1/4 “drag strip” are purpose built.  The fast, cool cars that everybody loves are the Top Fuel dragsters.  Those are the long, huge-engined cars that blast down the drag strip in just 5 seconds.  But, there are also street-legal drag racers that are almost as quick.  Hot Rod Magazine puts on an event every year called Hot Rod Drag Week.  The fastest cars there in the Unlimited class consistently run low 7-second passes.  It’s truly mind-boggling to watch a steel-bodied 1965 Chevrolet Nova II blast down the drag strip at 6.94 seconds.  I have attached a video explaining the history of street legal drag racing, and I found it informative and fun.  https://www.youtube.com/watch?v=TccUZOHuJuI

Circuit racing can mean two things.  One is oval racing like NASCAR or IndyCar, which is not how I view it.  The other is what they call “road-racing.”  Road racing is essentially a twisty track paved with concrete, not sticky asphalt.  It’s usually very fast, and it requires a lot of effort and concentration to wrangle a car around said track.  Formula 1 runs many road courses every season, and NASCAR runs two road courses (Sonoma Raceway and Watkins Glen).  But, the most well-recognized road race is the 24 Hours of Le Mans, as well as other endurance races.  Road racing is taxing on the engine, transmission, suspension, and the driver.  Darrell Waltrip (yeah, he’s the guy with the world-famous “Boogity, boogity, boogity) once said of Sonoma Raceway, “Floor the gas, upshift, mat the brakes, downshift, repeat.”  That can be said for many road courses around the world.  It’s not easy.

Oval racing is sometimes called circuit racing.  I don’t know or care why.  I just know that oval racing is NOT circuit racing.  If you find out or know why, tell me.  Anyhow, oval racing is NASCAR and IndyCar.  It’s extremely fast, and it’s taxing on the driver.  With NASCAR, pit stops are often between 8-20 seconds!  Famous oval tracks are Daytona International Speedway, Talladega International Superspeedway, Bristol Raceway, and Darlington Raceway.  Not only are all of those oval circuits fast, but they can have deadly consequences if you can’t get out of the way.  Dale Earnhardt Sr.’s 2001 death at the Daytona 500 was a shock to the racing community, but it only highlighted just how deadly NASCAR is.  Speeds reaching 200+ mph are common on these oval tracks.  Bill Elliott once hit 210 mph at Talladega, which is a record that stands to this day.

Since I’m onto the different kinds of racing, I might as well do other kinds of racing.

Top-speed racing is kind of the thing nowadays.  Standing mile events are common in several states, but the big top-speed races are at the Bonneville Salt Flats and El Mirage (El Mirage is a large dry lakebed in Southern California).  The fastest run at Bonneville was 763 mph back in 1997, with Andy Green driving Thrust SSC.  Not only did that break the sound barrier for the first time in a car, but Green is planning to hit 1,000 mph with Team Bloodhound SSC next year.  Back to top-speed racing.  It’s fast, and can be deadly.  I have attached a Roadkill episode showing Freiburger and Finnegan chasing a top-speed record at Bonneville in a 1981 Chevrolet Camaro.  It’s fast, funny, and surprisingly informative.  https://www.youtube.com/watch?v=JEcbwvNaxE8

Drifting is where you take a RWD car, pull the handbrake, and break the rear end loose.  Professional drifters include Vaughan Gittin, Jr., Ken Gushi, Tanner Foust, and Ken Block, just to name a few.  Drifting originated in Japan in the mid-1970s, and it’s become a popular sport ever since.  Typical drifting machines are RWD vehicles with either a GM LS-Series engine, or a turbocharged Toyota engine.  Drifters are people who like to make lots of tire smoke and dial in a lot of opposite lock into the steering.  Drifting a RWD car should be simple:  If it’s a new car, defeat the traction and stability controls.  Then, find a big, open space (without curbs or trees!), floor it, pull up on the handbrake, and the rear end will hopefully break out.  If and when it does, steer INTO the drift!  Steering away from the drift will spin the car and make you look like an idiot.  Steer into the drift, and apply more steering and throttle as needed.  If you feel uncomfortable, tap the brakes enough to get the rear end of the car to step back into line a bit.  Also, make sure that you don’t have expensive tires on.  Drifting eats up the treads surprisingly quickly, and you probably know that Pirelli P Zero Corsas aren’t exactly cheap.  I have attached yet another video done by the Motor Trend Channel talking about turbos vs. V8s and drifting.  It gives a unique perspective into drifting, and it’s got a TON of tire smoke!  https://www.youtube.com/watch?v=3H8ItG5SK9o

Rallying can mean a couple of things.  One is where you are given directions and you drive your car on public roads to a destination.  The kind of rallying that most of us are familiar with is WRC and GRC (World Rally Cross and Global Rally Cross).  Those rally machines look stock, but don’t be fooled!  Ken Block and Tanner Foust are both professional drifters and rally drivers.  They both happen to be very good.  Ken Block’s Ford Fiesta looks like a stock Fiesta with aggressive tires, and a wild paint job, and a loud exhaust note.  It’s got a lowered, heavy-duty suspension, a 650-horsepower twin-turbocharged four-cylinder, and a six-speed manual.  It is FAST!  Ken also is a cool, nice guy who loves dogs.  Especially Alaskan Huskies.  His two Huskies’ names are Yuki and Bentley.

Autocrossing is often sanctioned by the SCCA (Sports Car Club of America), and it involves weaving a car in between traffic cones.  It’s fast, and it’s demanding on the suspension and tires.  Yet, people flock to it year after year.  It also is hard on the driver.  Some cars happen to be extremely good at autocrossing, and the Meyers Manx dune buggy in the late 1960s-1970s was very good.  It was light, fast, and it stuck to pavement like nothing else.  Nowadays, the Mazda Miata is the go-to choice for autocrossers.  I’ve attached the most recent Roadkill episode, where Freiburger and Finnegan attempt to beat a Kia Rio5 with all of their cars that still run.  I won’t spoil which cars win for you.  I’ll let you watch and laugh as they spin and throttle the Crusher Camaro, I’ll even let you watch and grimace as Finnegan blows up the parking assist pin in his wife’s 1969 Chevrolet El Camino, and watch as God-knows-what comes flying out of their 1968 Dodge Charger.  https://www.youtube.com/watch?v=II3z353OZWA

I think that I’ve covered just about everything here.  If you find anything else that you can think of, let me know in the comments section.  I will do another blog post on the different types of racing.  I would love to, as it would help me immensely.