Best performance per dollar: LSA Z/28 or base Corvette?
02-23-2010, 11:50 AM
#31
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@ "neck snapping"You plan on going all kung fu on your passengers or something? That's kinda violent sounding...
As for destroying base Vettes, I wouldn't be so sure, at least until the rubberband / plastic wheel swap takes place. I think the two would be pretty close... The Z/28 would enjoy a slight power to weight advantage if it were to come it at 4000-4100 lbs and 556 hp, but the Vette enjoys better weight distribution and better aero properties.
02-23-2010, 08:15 PM
#34
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02-23-2010, 09:18 PM
#35
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I would expect for Chevy to have a suspension & braking package for the Z/28 that could handle the increase in power - unlike what Ford does for the GT 500.
So yeah, I think the Z/28 to out perform the GT 500, even with it's weigh loss & power boost.
So yeah, I think the Z/28 to out perform the GT 500, even with it's weigh loss & power boost.
02-23-2010, 11:13 PM
#36
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02-23-2010, 11:19 PM
#37
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Compared to the base GT, the GT500 gets; different tires (summer), different dampers, roll bars, and springs (40% heavier than the base GT stuff), higher durometer bushings all around with additional bracing.
And when you get down to it, the GT500 prior to the 2010 TP/GT cars would trounce the GT in every performance metric (and possibly the Bullitt as well).
The GT500's achilles heel is due to NVH issues with rear suspension and F/R weight distribution.The former is easily fixed but not really an option as it creates some racket in the interior, the latter has been addressed somewhat for 2011.
Last edited by bossco; 02-23-2010 at 11:27 PM.
02-24-2010, 01:30 AM
#38
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Would a LSA Z28 go for $50K flat? Then my question is, could you find that magical Corvette Grand Sport Coupe that's actually priced at the starting $54k? If so, then I would vote for the Corvette Grand Sport Coupe.
I'd personally be happy with just a SS with the understeer tuned out.. (rear sway swap?)
I'd personally be happy with just a SS with the understeer tuned out.. (rear sway swap?)
02-24-2010, 07:43 AM
#39
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Does anybody want to take a guess if the LSA Camaro will have a Gas Guzzler Tax? CTS-V has a $1300 gas tax. Might be hard for GM to get the MPG needed to miss that gas tax.
I am going to guess the car will sticker for $49,9xx with around a $500 - $1000 gas tax. Limeted production to under 10k units a year and dealer mark ups for the first year of $10k and then it will depend on your dealer after that. I would expect ADM for the life cycle of the car in some cases. The GT 500 still gets MSRP and above with no discounts or incentives available.
So if GM does the same, plan on spending $53 - 60k for a LSA Camaro the next two years.
I am going to guess the car will sticker for $49,9xx with around a $500 - $1000 gas tax. Limeted production to under 10k units a year and dealer mark ups for the first year of $10k and then it will depend on your dealer after that. I would expect ADM for the life cycle of the car in some cases. The GT 500 still gets MSRP and above with no discounts or incentives available.
So if GM does the same, plan on spending $53 - 60k for a LSA Camaro the next two years.
02-24-2010, 08:29 AM
#40
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I think they could get that with the right transmission gearing.
02-24-2010, 08:48 AM
#41
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It might be a combined number. (14-23) so 18.5 combined?
The ZR1 even has a gas tax (14-20mpg), so I dont see how the Camaro team will overcome it. I wouldnt pay 1300 bucks for nothing, I'm sure they will just figure it into the base price of the car.
02-24-2010, 09:00 AM
#42
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I'm pretty sure it HAS to show up as a tax, not just an absorbed fee into the price of the car.
02-24-2010, 09:38 AM
#43
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02-24-2010, 12:43 PM
#44
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02-24-2010, 12:49 PM
#45
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From the link Bob provided (thanks Bob!) on the guzzler tax:
Think maybe they ought to rethink this stuff, especially in light of recent events with the IPCC and the global warming fearmongers?
[/tangent]
Originally Posted by fueleconomy.gov
How are total annual greenhouse gas emissions estimated?
The greenhouse gas estimates presented here are full fuel-cycle estimates, combining the three major greenhouse gases emitted by motor vehicles:
Carbon dioxide (CO2)
Nitrous oxide (N
methane
. Full fuel-cycle estimates include all steps in the use of a fuel, from production and refining to distribution and final use. This gives a more complete picture of the climate change impacts of using a particular fuel.
Some greenhouse gases have greater impacts on climate than others. Scientists have developed relative global warming potential numbers for each gas that gives its impact on global climate realtive to that of carbon dioxide. We use the global warming potentials developed by the Intergovernmental Panel on Climate Change to combine the three gases into tons of carbon dioxide equivalent. We believe this gives the most compete and accurate reflection of the impact of each vehicle's energy use on the global climate.
Numerous assumptions and calculations are necessary to estimate full fuel-cycle greenhouse gas emissions in carbon dioxide equivalents. So, estimates from different sources will vary. Our estimates are taken from the U.S. Department of Energy's GREET model (Version 1.5) developed by Argonne National Laboratory. Additional information is available at http://www.transportation.anl.gov/ttrdc/greet/ .
The greenhouse gas estimates presented here are full fuel-cycle estimates, combining the three major greenhouse gases emitted by motor vehicles:
Carbon dioxide (CO2)
Nitrous oxide (N
methane
. Full fuel-cycle estimates include all steps in the use of a fuel, from production and refining to distribution and final use. This gives a more complete picture of the climate change impacts of using a particular fuel.
Some greenhouse gases have greater impacts on climate than others. Scientists have developed relative global warming potential numbers for each gas that gives its impact on global climate realtive to that of carbon dioxide. We use the global warming potentials developed by the Intergovernmental Panel on Climate Change to combine the three gases into tons of carbon dioxide equivalent. We believe this gives the most compete and accurate reflection of the impact of each vehicle's energy use on the global climate.
Numerous assumptions and calculations are necessary to estimate full fuel-cycle greenhouse gas emissions in carbon dioxide equivalents. So, estimates from different sources will vary. Our estimates are taken from the U.S. Department of Energy's GREET model (Version 1.5) developed by Argonne National Laboratory. Additional information is available at http://www.transportation.anl.gov/ttrdc/greet/ .
[/tangent]