F1 – Page 2 – The Unmuffled Auto News

August 19, 2014 zoomvroom Car Culture, Car Reviews, Gifts for the Car Enthusiast, Humor, New car info

Bad Boys: Dodge Challenger SRT Hellcat Vs. Chevrolet Camaro ZL1

Chevrolet’s had the 5th-generation Camaro ZL1 out for a couple of model years now, and it’s only real muscle car competition was the now-defunct Ford Mustang Shelby GT500. The GT500 is now out of production, as the 2015 Mustang will go into production soon. Dodge’s heavy Challenger SRT8 is a great car for cruising the boulevards and highways of America, it’s just not a handling muscle car like the ZL1. The ZL1 is meant to be a car that you can take to your local track day without a trailer, win, and drive home. Dodge desperately needed a competitor to the ZL1, so they rolled out the awesome Challenger Hellcat. The Hellcat is the most powerful stock American V8 ever. It makes a thundering, throaty, screaming, 707 horsepower. That’s right. However, a dyno test by Motor Trend showed that the Hellcat actually makes more than that. Back to that later. The Hellcat is meant to be a car that you can drive to your local drag strip, win against other bone-stock cars, and drive home.

The Camaro uses a detuned LS9 6.2-liter supercharged V8 that pumps out 580 horsepower. It puts the power down to the ground through either a six-speed manual or a six-speed automatic transmission. Plus, you can get it as a convertible, which would eliminate most of the visibility issues associated with the 5th-generation Camaro coupe. While the Camaro may make far less horsepower than the Challenger Hellcat, it makes up for it in a trick suspension and 400 fewer pounds than the Challenger Hellcat. Sometimes less is more. Besides, the Camaro beat the 662-horsepower Mustang GT500 in it’s last shootout.

The Challenger uses an all-new 6.2-liter supercharged Hellcat V8 that pumps out a claimed 707 horsepower. It puts all of those raging ponies down to the ground through either a six-speed manual or a quick-shifting 8-speed automatic adapted from the ZF 8-speed slushbox found in many cars nowadays. It also comes with a trick suspension adapted from the Viper, and a variety of cool driving modes (like Valet Mode, which lowers the horsepower to 300, limits the revs to 4,000 RPM, and turns all of the nannies on). Plus, it comes with more street appeal than just about any other new car on the market. Well, with the exception of the Pagani Huayra…

If you want to kill them with consistency in the acceleration department, go for the ZL1. It thunders to 60 mph in just 3.9 seconds. It then goes on to slaughter the 1/4 mile in a stonking fast 12.2 seconds at 116.6 mph. Whatever way you look at it, that’s pretty fast. Enter the Hellcat. It makes the Camaro feel slow. That’s not surprising. What makes it’s times even more impressive is the fact that it puts 707+ horsepower down to the ground through relatively skinny 275 millimeter-width tires. Granted, the tires are Pirelli P Zeroes, but that’s a lot of power going to the ground through not very much tire. This, of course, makes the Hellcat a difficult one to launch. Even with launch control enabled, the Hellcat’s best 0-60 run was “just” 3.7 seconds to 60 mph. It’s probably best to launch the Hellcat in 2nd gear, as that much power can get the Hellcat up to speed quickly, plus it eliminates a time-sapping gearshift. It then goes on to absolutely embarrass the ZL1 in the 1/4 mile by doing a crazy-fast 11.7 second at 125.4 mph run. That trap speed won’t only embarrass a Camaro ZL1 owner – it will embarrass a Porsche 911 Turbo S AND a Nissan GT-R Nismo in the 1/4 mile. America for the win.

Then, you go onto a skid pad. This is where the intended functions of these two cars show. The Camaro ZL1 pulled 0.99 G’s on the skidpad. This is probably thanks to the cool Delphi magnetic shocks, and the quick steering in the ZL1. While the ZL1 may behave like a sports car, the Hellcat doesn’t. As Motor Trend‘s Scott Evans put it, “The Challenger handles just like a Challenger. Understeer into the corner, oversteer out.” The Hellcat may handle like a boat, but it sticks. Just ask the 0.94 G’s pulled on the skidpad. The Challenger may not be the best choice for corner carving on a tight, windy race track, but it will put to shame many well-tuned drift cars as it shreds its skinny rear tires.

I literally couldn’t stop laughing when I heard this, but it’s 100% true. Motor Trend‘s Kim Reynolds said that the Camaro felt like something developed by Infiniti’s Red Bull Racing Formula 1 team or McLaren’s Formula 1 team. The Hellcat, on the opposite side of the spectrum, “feels like it was developed by HOT ROD’s Freiburger and Finnegan.”

Should you choose to road-trip either of these two cars, invite me or some friends along! The Camaro has visibility akin to a solitary confinement prison cell at Abu Grahib, but it’s V8 hums along, the cool shocks absorb anything any road can throw at it, and it’s got a great sound system. The Challenger Hellcat is THE ultimate road trip car. I’ve heard that it’s ride is a bit busier, but it keeps you more alert than the quiet, subdued Camaro ZL1. It’s seats are something that you’ll want in your living room. The supercharged Hellcat Hemi has an absolutely demonic supercharger whine when you step on it – batten the hatches when the Hellcat comes to town! The 8-speed automatic transmission is found in almost every new Chrysler/Dodge/Jeep/Ram/SRT product these days, and it is more beefed up in the Challenger Hellcat to handle the crazy power numbers. The Hellcat’s engine note when you step on it sounds like somebody supercharged Roadkill’s Blasphemi 1955 Chevrolet Bel Air gasser. It sounds absolutely spectacular. The best part is, Dodge has released a Hellcat Hemi engine note ringtone.

Inside, the Challenger is definitely the car of choice. Aside from the crazy powerful engine and the sinister sheetmetal that looks straight out of 1970, the Challenger is really quite the ticket to being comfortable. It’s got one of the best interiors in the segment, which it has had since day 1, an intuitive infotainment system, an even better Boston Acoustics sound system, plenty of room for five adults, and a stunningly low entry price of $60,995. Then, the Camaro ZL1 enters the room. Sure, it’s got Alcantara all over the bloody cabin, and snug, comfortable Recaro bucket seats, but you can tell Chevy cared more about what was under the hood. Dodge didn’t have to try very hard to update the cabin in the Challenger. If you can’t swing $60,995, no worries. Chevy has a great Camaro ZL1 with your name on it for just $57,650.

While these two cars have traded blows in straight lines, in the curves, and elsewhere, street appeal is definitely part of what muscle cars are all about. In a nutshell, the Camaro looks like just another Camaro with big black wheels and a vented hood, while the Challenger looks like it just stepped out of the Trans-Am racing series. It just looks like pure evil.

This is America. Just like basketball (and many other ball sports), there are NO ties. There are only winners and losers. In my humble opinion, the Challenger Hellcat will always come out on top. It’s got a focus on power, presence, and straight-line performance define what a muscle car is supposed to be. It shows that the boys over at Dodge know how to make a world-class muscle car after years and years of being pushed around by Ford and Chevy. While I like the ZL1 as a capable and well-balanced sports car, it just doesn’t really seem like as good of a muscle car of the Challenger Hellcat. Like the muscle cars of the 1960’s and 1970’s, the Challenger Hellcat is built to dominate the streets with some serious power under the beautifully sculpted hood. The Hellcat proves to me that the ultimate muscle car wasn’t built in the 1960’s or 1970’s – it is now, and here to stay.

Now for the dyno results. The Challenger Hellcat is rated by the SAE (Society of American Engineers) at 707 horsepower and 650 pound-feet of torque at the crank. Dodge is lying through their teeth. This engine is almost as powerful as an engine in NASCAR’s Nationwide Series. The Hellcat Challenger puts down 635 horsepower and 591 pound-feet of torque at the wheels. Factor in a 12% driveline loss (automatics are getting more and more efficient every year), and the Challenger Hellcat makes about 722 horsepower and 672 pound-feet of torque at the crank. Both of those are more than advertised. Some other cool things about the Challenger Hellcat: When Motor Trend did their dyno test at K&N Air Filter’s Riverside, CA dyno shop, the Hellcat was the fastest car ever strapped down to the massive rollers there. The speedometer topped out at 202 mph, but the Hellcat accelerated to 225 mph, which is the fastest the dyno can possibly go there. While the Hellcat will never, ever get up to 225 mph stock (a brick goes through the air better), it’s cool to know that the SRT team of engineers didn’t bother fitting a speed limiter to the car. Not only is it the fastest, but it’s also the hottest. The Hellcat took five industrial fans pointed at it to keep it cool for it’s dyno pull. An interesting fact to know about the Hellcat is that it will suck all of the air out of a 10 X 13 foot room in just one minute at full throttle. It will also drain all 19 gallons of it’s fuel tank in a minute at full throttle.

Now on to the Camaro ZL1. The ZL1 makes only 580 horsepower and 556 pound-feet of SAE-rated torque. The car that Motor Trend tested made just 472 horsepower and 482 pound-feet of torque at the wheels. K&N noted that that’s about 20 fewer horsepower than they are used to seeing from a stock Camaro ZL1. Assuming a 10% driveline loss for the Camaro, it’s making a still-impressive 524 horsepower and 536 pound-feet at the crank. That’s almost 60 horsepower than rated.

Why did the Hellcat need five industrial fans pointed at it? Well, the Hellcat needs a LOT of air to operate optimally, and superchargers throw off lots of heat. This 2.9-liter supercharger shoves 11.9 pounds of boost into the engine. This supercharger is common in tuned muscle cars, and it’s not uncommon to see more boost out of it. However, I just think that the Hellcat’s engine can’t easily make more power before it presses the self-destruct button. It’s like the Nissan GT-R, where the engine has been tuned so much that Motor Trend found in a test last year that the engine kept loosing 5 pounds of boost from the two massive turbos. That’s a lot of boost, so you’ve got to wonder if engines this powerful are tuned to within an inch of their life.

What about the ZL1? Was it a dud car, or has GM just been radically overrating their engines? Who knows? Dyno results range anywhere from far more than what the manufacturer says to far below. It depends on the dyno itself, the way the car is strapped down, if it has enough air going into the engine, the temperature of the air, and what gear the car is in. There are literally thousands of different factors in dynoing a car. It probably wasn’t in Motor Trend’s best interest to dyno two powerful cars with heat-making superchargers in the end of a SoCal summer in Riverside. While Dodge does say that the Hellcat will last 20 minutes in 100 degree heat at a track and get consistent results, one has to wonder if the Challenger can really last that long without overheating. Time will tell (pardon the pun) the reliability of this powerful engine.

The engine technology in the Hellcat Hemi goes back to 2002. That’s a really long time for a cylinder head design to be around in one basic form or another. Granted, that design works – really well, but Ford and Chevy have definitely stepped up their engine game. The Mustang GT500 used an aluminum block, which took off 100 pounds off of the front of an already-heavy car, and a bunch of other really cutting-edge engine technology. Chevy’s LS9 and LSA V8’s are really beasts of engines, but obviously not in the ZL1 dynoed by Motor Trend. The Hellcat engine block was originally going to be aluminum, but was vetoed at the 11th hour by a Dodge executive. It’s a shame. The aluminum engine block would have shaved at least 100 pounds off of the front of a nose-heavy car, bringing it’s curb weight down to about 4350 pounds or so, which would be almost 100 pounds heavier than the also-chubby Camaro.

When it comes to transmissions, the ZF 8-speed automatic is the best transmission in a muscle car now. Chevy’s six-speed automatic doesn’t like to downshift, even when told to. Ford didn’t offer an automatic transmission in the GT500, but it used a TREMEC TR6060 six-speed manual. This is a great six-speed manual. It’s used by Ford, Chevy, and Dodge. It’s also common in road-racing cars. It’s beefy, reliable, and has good gearing for almost any engine. The fact is, the Hellcat with the 8-speed ZF transmission is probably the best combination. It’s going to be hard for even an experienced driver of a manual transmission to put 635 horsepower and 591 pound-feet of torque down to the ground. That’s why Dodge offers 3 power settings – 300 horsepower, 500 horsepower, and 700+ horsepower. In daily driving, the most power anybody will ever really need is 150 horsepower and about 200 pound-feet of torque. Plus, the Hellcat with the automatic transmission will get 24 mpg on the highway. The Camaro only gets 21. The Mustang only got 22.

If you get a Hellcat, please, please, pretty please, let me know! I will feature you on my blog, but ONLY if you either take me for a ride, or let me drive it! If you do either of these, I will interview you, take wonderful pictures, and wax poetic about being in a Dodge Challenger SRT Hellcat for the rest of my life.

August 12, 2014 zoomvroom Car Culture, The History of Autos

Amazing Photos From IROC Racing!

“Spanning the globe to bring you a constant variety of sports; the thrill of victory and the agony of defeat. The human drama of athletic competition … This is ABC’s Wide World of Sports.” Legendary ABC Sports broadcaster Jim McKay spoke those words every Saturday afternoon for 37 years, from 1961-1998, when ESPN became the premier sports broadcasting channel. Those words of Jim McKay were heard in millions of American homes.

ABC Sports was particularly fond of showing motorsports. Every Saturday afternoon, millions of American children (and adults!) were treated to 90 minutes of non-mainstream motorsports like NASCAR, NHRA, demolition derbies, surfing, and even the Joie Chitwood Thrill Show. While I’ve never seen the Joie Chitwood Thrill Show, it must have been good enough to be shown on one of the very few TV channels on the air at the time. This is when IROC racing entered the motorsports scene in the early 1970’s. It ran for a good 15 years or so, reaching it’s peak around 1980. There was no other place where you could watch NASCAR legends like Richard Petty and Bobby Allison duke it out with F1 legends like Emerson Fittipaldi and Denis Hulme. Throw in Mario Andretti, and you were bound to sit back and watch one hell of a ride.

The late Chris Economaki was always commentating on some form of motorsports, and his talent showed during the pre-race commentary of IROC V. IROC V was the 5th IROC season, and the year was 1978.

While most younger Camaro enthusiasts will think that IROC was simply an option package developed for the Camaro starting in 1985, there’s more to the story. The story behind IROC goes all the way back to 1973 with Roger Penske, Les Richter, and Mike Phelps (no relation to the swimmer of the same name!) all had the amazing idea to put 12 of the world’s greatest race car drivers in identical cars to compete on road courses and NASCAR superspeedways alike in a four-race series. Richter was cautious enough to say that the IROC series might not determine who the best driver was, “but we sure go a long way towards that goal.”

The first IROC season was the 1974 season, and it kicked off on October 27, 1973. It consisted of 4 events with all racing done in identically-prepared Porsche 911 RSR’s. For the 1975 season, Chevrolet came on board, and the Chevrolet Camaro was the car of choice.

Here are some pictures that have only recently been released to the public. Enjoy.

Bobby Allison leads the field in what looks like IROC IV or something like that. He has a rear-view mirror filled of Mario Andretti and an unknown driver in the black Camaro.
The late Chris Economaki was synonymous with auto racing, and here he is doing what he always did best: pre-race commentary on the grid during IROC V, which was the 1978 season.
IndyCar, Formula One, and NASCAR winner Mario Andretti leads the way at Daytona. Mario was a regular invitee in the early years of the IROC series and took the championship in 1979.
Three-time Indy 500 winner and 1975 IROC champ Bobby Unser gets a little nudge from four-time Indy champ and two-time IROC champion A.J. Foyt.
Bobby Unser returns the favor to A.J. Foyt
Mario Andretti gets a mirror full of Cale Yarborough, Bobby Allison, Alan Jones, Tom Sneva, and Neil Bonnett.
I’m not sure how, but my best guess is that a tire or some large piece of debris from another car made it’s way to Formula One racer Ronnie Peterson’s windshield during IROC II. It looks like the right side of the front spoiler and grille got hit as well.
Al Unser comes up on Bobby Allison at Riverside International Raceway in what looks to be IROC II or III.
Richard Petty and A.J. Foyt negotiate the “S” turns at Riverside. Petty was known as The King of NASCAR, but an IROC championship eluded him. His best finish was 5th at IROC V.
Richard Petty, A.J. Foyt, and Brian Redman battle for position at Riverside during IROC III’s 1976 season. Foyt took home the championship later that year.
Johnny Rutherford goes a little too wide at Riverside.
Bobby Allison looks to escape unscathed during IROC VII in 1980. The same cannot be said for Darrell Waltrip and Mario Andretti. Ouch.
Being who the racers are in this group, this looks like IROC XIII in 1989. You have A.J. Foyt, Scott Pruett, Dale Earnhardt, and up top is IROC XV champion Rusty Wallace.
Rubbin’s racin,’ and this witness mark on Earnhardt’s Camaro proves that these guys are just as competitive in the IROC world as they are in their native NASCAR country.
Two CART and two NASCAR guys. This is from IROC VIII. The one and only year (1984) Cale Yarborough took the series title.
Here are two NASCAR guys in familiar territory. Rusty Wallace and Dale Earnhardt had many battles in their regular “company cars,” and this IROC race was no different.
Here is another great matchup between CART/F1 racer Emerson Fittipaldi and NASCAR legend Dale Earnhardt. This looks to be IROC VIII, in which Earnhardt finished Ninth and Fittipaldi came in Eleventh for the season.
Go time!
It’s hard to get used to Dale Earnhardt in anything other than a black car, but in 1989 he raced (at least once) this white Camaro. As a side note, this was the final year of the Camaro in IROC racing. In 1990 the switch was made to the Dodge Daytona. Scott Pruett is leading the field in the No. 8 Camaro, Dale Earnhardt is 2nd in the No. 7 Camaro, Al or Bobby Unser Jr. is 3rd in the No. 10 Camaro, and Rusty Wallace is 4th in the No. 12 Camaro.
Tavis Highlander drew up this IROC fifth-gen a few years ago, and he gave a little taste of what the series’ cars might have looked like if the series was still going today. You’ve gotta admit that this car looks seriously evil. I like the NASCAR wheels. Somebody needs to build this car.

That’s all of the never-before-released pictures. Tell me which picture is your favorite. I like all of them. The digital drawing is cool, but it needs the name of a driver to be on the windshield, but I like it just the way it is.

June 10, 2014 zoomvroom Car Reviews, New car info, World News

The Ferrari LaFerrari is a Dream Come True…for a Lucky Few!

It should be worth mentioning to you that copious amounts of drool may ensue while reading this article. If you’re a numbers junkie, read ahead. If you’re an experience junkie, read ahead. If you’re a looks person, read ahead. Well, you got it. There’s something for everybody in this car, and this article! The 2015 Ferrari LaFerrari is the most powerful production Ferrari ever made. Yipe. It’s also the first hybrid Ferrari ever made. Yowza. It’s carbon-fiber tub (where the driver and passenger sit) is made from the same carbon fiber as the frighteningly fast Ferrari F1 cars, and it’s formed by the same team that makes the F1 cars. Wow. It’s name translates to “The Ferrari.” As emissions regulations around the world get harder, supercar manufacturers are forced to turn to alternative different forms of power. McLaren’s powerful P1 hypercar uses two turbochargers, an electric motor, and an already powerful 3.8-liter V8. Stuttgart fired back with an equally impressive salvo that is the 918 Spyder, which uses an insanely powerful naturally aspirated V8 with two electric motors. The LaFerrari is just as, if not more impressive. It’s pretty darn hard to beat a Ferrari V12 for power, reliability, and sound. All three of said cars are spiritual and literal successors to simply amazing hypercars from about 10-15 years ago. The P1 is the successor to the legendary McLaren F1 of the late 1990’s. The 918 replaces the controversial Carrera GT, the car that Paul Walker and Roger Rodas died in late last year. The LaFerrari replaces the stunning Enzo, named for Enzo Ferrari, the founder of Ferrari. But, we aren’t going to be talking THAT much about the LaFerrari’s rivals. The seats are bolted directly to the carbon fiber tub, which means that they are not adjustable. Ferrari tailors seat padding for each and every customer and their passenger. A small lever does move the pedals fore and aft. The flat-bottomed steering wheel adapted from the Ferrari 458 Italia Speciale telescopes and moves up and down. The LCD screen that is the speedometer and tachometer has a 9000 RPM redline, but the engine will briefly go to 9250 RPM. The V12 engine is pulled from the F12 Berlinetta, which means that it displaces 6.3 liters, and puts out a shriek like nothing of this world. It trades low-end power for a higher redline (the F12 stops revving at 8250 RPM, and the LaFerrari stops revving at 9000). It also makes 58 more horsepower (731 versus 789). The 161-horsepower electric motor that is bolted to the back of the equally fabulous seven-speed twin-clutch automatic transmission kicks in at low speeds and when the engine hits redline. There is no EV mode, as Ferrari estimates that the range from the batteries is under 6 miles, and Ferrari has no plans of adding more batteries or EV range. With a combined 950 horsepower, this car is more far more powerful than the 903-horsepower P1 or the 887-horsepower 918 Spyder. This means that the Launch button looks pretty dang tantalizing. Ferrari claims 0-60 in under 3 seconds, but won’t allow any major automotive media publications to gather data. A nice touch is the small plaque at the bottom of the steering wheel, which allows owners to put whatever they want onto it. The steering should be quick, as Ferrari says that the steering wheel will turn just under two turns lock-to-lock. That’s on par with an F1 car. Yet another Ferrari first is the electromechanical steering. That basically means that an electric motor boosts the steering in addition to the power booster. The rear wing moves up and down, yet Ferrari claims that it shouldn’t impede driver rearview visibility too terribly much. The flaps at the front of the hood lift up when the brakes are applied. Combine those two flaps with the rear wing, and the car can generate up to 800 pounds of downforce at 125 mph. The LaFerrari also has an active exhaust system. This means that there is a series of flaps inside of the mufflers to mute the noise when you’re not digging into the throttle. When you get into the throttle, the valves stay open for more noise. Another bonus – the electric motor’s high-pitched whine is drowned out by the wail of the V12! Yet another added bonus is the fact that every single piece of electronics in the LaFerrari don’t interfere with the driver, which means that the driver can drive as fast as they want to (on a track!) without having to fight all of the nannies. That’s a problem with most new cars. Give a driver a car with nannies that they have to fight, and it can lead to a horrible driving experience.