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911 GT2 RS vs Camaro ZL1 1LE - Sweating the Details

Blasphemy!! Before you get your pitchforks, let's get two things straight first of all. Number 1, those two cars are not actually going to be cross shopped. I get that and don't mean to suggest that they would be. In fact, even for those people who can afford to buy several of either of those cars and would not turn their nose up a Chevy Camaro (they do exist), if any were to consider both those cars, they would not be looked at as alternatives, just two separate interesting cars. Number 2, stock vs stock, on the same day, same track, same (experienced) driver, the Camaro does not stand chance. Don't get me wrong, the Camaro ZL1 1LE is very impressive and supremely capable. More so when you consider the price. Even more so when you consider that this isn't like the last Z/28 or GT350R. As much as all the aero bits would have you believe, one of the ZL1 1LE's goals was to retain full functionality. As a result, it doesn't lose any sound deadening. You get to

Porsche Cayman GT4. Driven. On Track.

Cayman GT4 On Track at AMP - Graham MacNeil © It's a crisp, dry Sunday morning; the second day of the annual two-day BMW Club Atlantic Advanced Driver Training (HPDE) in August. The first day was very rainy, which did make it very educational and fun, but it wasn't the day to make speed. Sunday was shaping up to be a good day for that, and I had a lot more to look forward to than just making speed.. Because the tool by which I would be making that speed (at least for one session of the day) was not my sledge hammer. It was a scalpel, a Porsche Cayman GT4. You may be wondering how I got to drive one in the first place. Let's rewind a bit for that. Last year, a gentleman at our local track asked me if I want to come out for a few laps with him in his car, a Cayman GT4. Obviously, the answer was yes. I wrote about that (original post  here , if you want to read). Fast forward a few months to when I had that post featured front and centre in my updated blog layout,






Does An Aftermarket Grille Really Increase Airflow?
I put a Saleen S281 grille to the test to answer that question.

Stock Suspension S197 Mustang With Square 305/30/19's
What you need to fit a proper size square tire setup.

How Limited Slip Diffs Make You Faster on Track
What you need to know about how they put power down and pros and cons.

Can Telemetry Explain Schumacher's Talent?
A comparison between Schumacher's and then team mate Herbert's data.






Cayman GT4 Track Review
The first Cayman with proper (911-challenging) power.

Is an EcoBoost Mustang any good on Track?
Two days at the track in a Mustang short 4 cylinders.

2016 BMW M4 DCT Track Review
It's quick (properly quick). But is it fun?

Can a stock Golf Diesel handle a Track Day?
Not your every day track beater.




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GTR vs Evo X vs STI: which has the best AWD system?

A few weeks ago, I made a post explaining  mainstream AWD system types and how they compare , pros and cons, etc. including some simple diagrams to show where the power goes and how much. As promised, this post will focus on specific cars and what AWD systems they use, especially ones that that have more or less been defined by their AWD systems, and the best place to start may be with a bombshell; the Nissan GT-R. Nissan GT-R (R35) The GT-R has built a reputation around having monster traction and very approachable performance, thanks to its AWD system - Advanced Total Traction Engineering System for All-Terrain (ATTESA) - and what it can do for you. But the GT-R doesn't actually use the most mechanically sophisticated type of AWD systems discussed in the previous article, namely a "true" AWD with a centre differential. Instead, it uses a clutch pack to transfer power. RWD-based clutch-type AWD schematic - Rams Eye The Track Guy © The R32, R33, and R34 Sky

Michelin Pilot Sport Cup 2's vs Bridgestone Potenza RE-71R's

I never thought I'd ever run Michelin Pilot Sport Cup 2's on my 2012 Boss 302. The cost is astronomical and they are supposed to last the least of anything comparable. So how did I end up with (nearly) fresh Sport Cup 2's? A complete fluke. I came across a lightly used set with only a few hundred miles and no track time; 305/30/19 takeoffs from a GT Performance Pack Level 2 (GT PPL2). I knew my 71R's were getting very worn before the season started and likely wouldn't last the whole season, even this short one. The price was far better than a new set of RE-71R's, a little more than half, and local Time Attack rules (Canadian Automobile Sport Clubs) recently made 180 and 200 TW tires equivalent, meaning no PAX or PIP point penalty for going with 180 TW tire like the Pilot Sport Cup 2's. I have been very curious about how PSC2's compare to RE 71R's but I stayed away due to their being painfully expensive and, up to last year, their 180 TW rating would

Limited Slip Differential Types Compared

BMW M2 equipped with an eLSD - BMW © A few weeks ago, I posted about traditional clutch-type limited slip diffs (LSD's) and how they work. You can read about those in the previous post: How Limited Slip Diffs Make You Faster on Track . But as you might know or have learned from reading the article, they aren't without their faults, which means engineers are always working to get around those limitations. You may not be surprised to learn that something like the Ferrari 488 GTB doesn't use a traditional limited slip diff, but it's not limited to super cars, far from it. Cars like the Golf GTI, the Civic Type R, various Mustangs, Corvettes, and BMW M cars, and even the Lexus RC F and GS F, all avoid a traditional limited slip diff in favour of one of these technologies. To keep things simple, I'll focus on two wheel drive vehicles. The vast (vast) majority of principles apply to all and 4 wheel drive vehicles, but there are some subtle differences that I'll

2004 Audi TT 3.2 Quattro DSG Track Review

Before getting into this, I have to confess something... I had never driven an Audi TT before. Not until this one, anyway. But that hasn't stopped me from forming an opinion about it from the comforts of my own couch while reading and watching reviews online. After all, if you've never done that, do you even know what the point of the internet is? Now, we all interpret reviews differently. Call it confirmation bias if you will, but if you like a car, you'll read a review and look at the positives as what makes the car great and the negatives are but a few quibbles you have to live with. If you don't like a car, the positives are a few things the manufacturer got right while screwing up everything else. It's a bit harsh to put the TT in the latter category, but that's where it ended up for me... I never took the TT seriously. The problem with the TT for me isn't that it's a Golf underneath, per se. There is nothing wrong with a performance car sharing a