2014 Chevy Corvette vs. 2012 Chevy Camaro Track Test

Edmunds tests hundreds of vehicles a year. Cars, trucks, SUVs, we run them all, and the numbers always tell a story. With that in mind we present "Edmunds Track Tested," a quick rundown of all the data we collect at the track, along with comments direct from the test drivers. Enjoy.

There are some companies we won't mention here that have artificial glass ceilings when it comes to power output. They won't, let's say, allow any performance car in their fleet to eclipse the power output of the flagship.

Chevy doesn't work that way. At least not this year.

The 2014 C7 Chevy Corvette Stingray is the newest, hottest item in Chevy's portfolio and it holds this position with 460 horsepower. Then there's the Chevy Camaro ZL1, which debuted back in 2012 with a thunderous 580 hp.

Problem? Deciding which one is cooler.

But that's a decision you have to make with your own lifestyle and bank account. We're more concerned with the numbers. The C7 Corvette is lighter, smaller and a purpose-built performance machine. The 2012 Chevy Camaro ZL1 has a supercharged V8 cranking out 120 more horsepower and it carries 600 pounds more mass.

Corvette vs. Camaro. Which one takes it?

	2014 Chevy Corvette	2012 Chevy Camaro ZL1
Curb weight as tested:	3,444	4,096
0-30 (sec.):	1.8	2.0
0-45 (sec.):	2.8	3.0
0-60 (sec.):	4.1	4.4
0-60 with 1-ft Rollout (sec.):	3.8	4.1
0-75 (sec.):	5.6	5.8
1/4-mile (sec @ mph):	12.0 @ 117.3	12.4 @ 116.1
30-0 (ft):	23	26
60-0 (ft):	93	110
Skid Pad Lateral Accel (g):	1.08	1.03
Slalom:	72.8	70.8

Vehicle: 2014 Chevy Corvette Stingray Z51
Odometer: 1,102
Driver: Josh Jacquot
Price: $68,175

Specifications:
Drive Type: Front engine, rear-wheel drive
Transmission Type: Seven-speed manual with automated rev-matching
Engine Type: Naturally aspirated, direct-injected pushrod V8, gasoline with cylinder deactivation
Displacement (cc/cu-in): 6,162/376
Redline (rpm): 6,500
Horsepower (hp @ rpm): 460 @ 6,000
Torque (lb-ft @ rpm): 465 @ 4,600
Brake Type (front): 13.6-inch one-piece ventilated slotted cast-iron discs with 4-piston fixed calipers
Brake Type (rear): 13.3-inch one-piece ventilated slotted cast-iron discs with 4-piston fixed calipers
Suspension Type (front): Independent double wishbones, transverse leaf spring, self-adjusting magnetorheological dampers, stabilizer bar
Suspension Type (rear): Independent double wishbones, transverse leaf spring, self-adjusting magnetorheological dampers, stabilizer bar
Tire Size (front): 245/35ZR19 (89Y)
Tire Size (rear): 285/30ZR20 (95Y)
Tire Brand: Michelin
Tire Model: Pilot Super Sport ZP
Tire Type: Asymmetrical, high-performance, summer
As Tested Curb Weight (lb): 3,444

Test Results:

Acceleration
0-30 (sec): 1.8 (2.1 w/ TC on)
0-45 (sec): 2.8 (3.2 w/ TC on)
0-60 (sec): 4.1 (4.7 w/ TC on)
0-60 with 1-ft Rollout (sec): 3.8 (4.4 w/ TC on)
0-75 (sec): 5.6 (6.5 w/ TC on)
1/4-Mile (sec @ mph): 12.0 @ 117.3 (12.7 @ 112.0 w/ TC on)

Braking
30-0 (ft): 23
60-0 (ft): 93

Handling
Slalom (mph): 72.8
Skid Pad Lateral Acceleration (g): 1.08 (1.07 w/ESC on)
RPM @ 70: 1,450

Comments:

Acceleration: Launch control (after several runs) did a respectable job of getting the car off the line but results in heavy wheelspin. A more calculated approach utilizing a 3,800-4,000 rpm engine speed produced the best results. Get the clutch out quickly and let the engine's massive torque push the car forward. Gearchanges are easy, quick and consistent. Engine sound is awesome at wide-open throttle, too.

Braking: Some softening of the brake pedal is apparent even during single-stop tests like this. This car (VIN 0026) has likely endured multiple instrumented tests in a few days. Still, the distance (93 feet) is stunning.

Handling:

Skid pad: Very easy to approach and sense the limit of front grip. Precise steering and no body roll provide ample confidence to drive right past the limit of grip. And with excellent balance and a big margin between the limit of grip and the limit of control, doing so is engaging.

Slalom: It's easy to drive the C7 very close to its limits with little practice. Every single run was within 0.35 second. There's probably a quicker slalom speed in the C7, but we ran out of time to refine the best technique. Even so, this car is very, very capable in this test.

Vehicle: 2012 Chevy Camaro ZL1
Driver: Josh Jacquot
Price: $57,265

Specifications:
Drive Type: Front engine, rear-wheel drive
Transmission Type: Six-speed manual
Engine Type: Supercharged, port-injected V8, gasoline
Displacement (cc/cu-in): 6,162/376
Redline (rpm): 6,200
Horsepower (hp @ rpm): 580 @ 6,000
Torque (lb-ft @ rpm): 556 @ 4,200
Brake Type (front): 14.6-inch two-piece ventilated steel discs with six-piston fixed calipers
Brake Type (rear): 14.4-inch one-piece ventilated steel discs with four-piston fixed calipers
Suspension Type (front): Independent MacPherson struts with dual lower ball joints, coil springs, driver-adjustable two-mode magnetorheological dampers, stabilizer bar
Suspension Type (rear): Independent multilink, coil springs, driver-adjustable two-mode magnetorheological dampers, stabilizer bar.
Tire Size (front): P285/35ZR20
Tire Size (rear): P305/35ZR20
Tire Brand: Goodyear
Tire Model: Eagle F1 Supercar G:2
Tire Type: Asymmetrical, high-performance, summer
As Tested Curb Weight (lb): 4,096

Test Results:

Acceleration
0-30 (sec): 2.0 (2.3 w/ TC on)
0-45 (sec): 3.0 (3.3 w/ TC on)
0-60 (sec): 4.4 (4.8 w/ TC on)
0-60 with 1-ft Rollout (sec): 4.1 (4.5 w/ TC on)
0-75 (sec): 5.8 (6.3 w/ TC on)
1/4-Mile (sec @ mph): 12.4 @ 116.1 (12.7 @ 114.7 w/ TC on)

Braking
30-0 (ft): 26
60-0 (ft): 110

Handling
Slalom (mph): 70.8
Skid Pad Lateral Acceleration (g): 1.03 (0.99 w/ESC on)
RPM @ 70: 2,000

Comments:

Acceleration: Launch control is both highly effective and easy to access. Managed to beat it after several runs but only because the Camaro is relatively easy to launch. Shifter is awesome and encourages the flat shifting this car is designed for (engine calibration keeps bypass valve closed for 0.2 second when LC is activated, which maintains boost between shifts).

Braking: Pedal is somewhat soft considering the hardware at work here. Still, this car had been driven hard for a short time before our test, which may have contributed. Consistent stopping distances.

Handling: Stable and quick through slalom, but visibility still inhibits my ability to place the car as precisely as I might be able to in a Mustang. Steering is precise, well-weighted and honest. Quickest run in Sport, but there's better midcorner bump compliance in Tour. Skid pad proves how little this car understeers. It's truly amazing. Balance and feedback here are unlike any pony car ever built. The best in the segment by a wide margin.

The manufacturers provided Edmunds these vehicles for the purposes of evaluation.