Camaro ZL1 1LE

On a test track, the ZL1 1LE hits 60 mph in 3.6 seconds. A regular-strength six-speed ZL1 takes 3.8 seconds, and the 10-speed auto gets it done in 3.5 seconds. The 1LE version runs the quarter mile in 11.7 seconds with a 123.0-mph trap speed. The manual ZL1 needs 11.8 seconds at 123.9 mph, whereas the automatic hits it in 11.5 seconds at 125.0 mph. The 1LE's lower trap speed is likely due to the drag from the aero bits. The ZL1 1LE can pull a max g of 1.11 and run our figure-eight course in 23 seconds flat. For reference, anything above 1.1 g and a figure-eight time in the 22-second range should be considered elite. The six-speed ZL1 can pull 1.08 g and run the figure eight in 23.2 seconds; the 10-speed is good for 1.07 g and 23.1 seconds. Braking for the ZL1 1LE from 60 mph happens in an ultra-elite 91 feet. The regular manual car takes 97 feet, whereas the auto needs only 96 feet. Anything less than 100 feet is excellent. For a bit more contrast, the aforementioned 2018 Mercedes-AMG GT R weighs 3,680 pounds, hits 60 mph in 3.4 seconds, runs the quarter mile in 11.4 seconds at 127.6 mph, pulls 1.12 g on the skidpad, figure eights in 22.8 seconds, stops from 60 mph in 96 feet, and popped off a 7:10.92 lap of the Nordschleife. The beast from Gr ne H lle also costs more than twice as much as the Chevy.

1969 Chevy Nova

Chevy had redesigned its compact for '68, but the look was still pretty tame. The chassis design, however, was shared with the Camaro, so big blocks finally fit. Sure enough, the 396-cid V-8 appeared as a Super Sport option partway through '68. For '69, the 396 was back in 350-bhp tune and -- for those who knew how to play the order form -- as the 375-bhp L78.

This was the hoodlum Nova. Building one began with the SS package. It added $280 to the $2405 base price of a Nova pillared coupe and included a 300-bhp 350-cid V-8, special suspension, red stripe F70xl4s, and power front discs. Replacing the 350 with the L78 cost another $500, but even with the $184 close-ratio four-speed, $43 limited-slip, and excellent $84 fast-ratio power steering, the price was an enticing $3,500 or so.

SS badges, black-accented grille and tail, and simulated hood air intakes marked the exterior, but nothing shouted supercar. Still, all stealthiness seemed to dissolve with the L78. What the "396" numerals on the fender suggested, the racket of solid lifters and the ominous rumble from dual exhausts confirmed.

"The junior Chevy with the senior engine... is an instantly recognized and feared street cleaner," reported Car and Driver. "The 396 Chevy II sure wasn't the invisible sleeper we had expected, but it was every bit as wild as we hoped."

Not only did the SS 396 stuff big power into a 3400-pound package, it put just 55 percent of its heft on the front axle, a favorable weight balance few muscle cars could match. Even so, torque and tire slip conspired to quell bite off the line. Cheater slicks solved the problem. True, they may have given away the Nova SS 396's true mission, but its cover was blown the moment the L78 fired up, anyway.

C6 ZR1. My absolute favorite of all times.

Model year 2009 saw the return of the ZR1 (now without the hyphen) badge on the C6 Corvette. This time, Chevrolet strapped a supercharger on a 6.2-liter V-8 producing a whopping 638 hp and 604 lb-ft of torque. The roof, hood, front splitter, fenders, and rocker panels were all made of carbon fiber. Magnetic dampers, Brembo carbon-ceramic brakes, and the largest wheels ever placed on a production Corvette (at the time) were all standard equipment. When Motor Trend tested the 2009 ZR1, we were impressed with the supercharged Corvette's 3.3-second 0-60 time, 11.2-second quarter-mile time (at 130.5 mph), and 97-foot stopping distance from 60 mph—still very impressive numbers today. The 2009 ZR1 was so good it beat the Ferrari 599 GTB in a comparison test.