Chevrolet Camaro ZL1

The ZL1 convertible is $60,445 with destination and is available with a six-speed manual or a Tremec TR6060 6L90 Hydra-matic. It comes with GM's Magnetic-Ride suspension. To make it a solid convertible, Chevy redesigned the transmission support, stiffened the engine cradle, and added an underbody X-brace. Its competition mode is like that of an SS, and Chevy says the chassis has been tuned for "daily driver comfort and excellent control," which means it's not as serious of a "driver's car" as the ZL1 coupe.

Perhaps, though the roads I drove in order to sort out this car were mostly the same long and straight Great Lakes roads as the ones used to chassis-tune Oldsmobile 88s in the 1960s. What the drive did tell is that the ZL1 convertible can accelerate quickly and probably has a pretty good top speed, though it has the kind of subtle cowl shake you'd anticipate from any convertible that didn't begin life as such, like say, a Mazda Miata or Porsche Boxster. The only reason to choose the convertible over the coupe, even without having driven the coupe, is to hear that throaty supercharged V-8 rumble all the better.

What does this have to do with handling and the cure for understeer? The ZL1 convertible drive was to and from the western Michigan Gingerman race circuit, where Chevy offered laps in the new Camaro SS 1LE coupe. That drive reinforced its maker's assertion that handling has been improved. The 1LE is amazingly neutral for such a big, heavy coupe.

Specially designed monotube rear dampers, a strut tower brace, and 27-from/28-mm rear anti-roll bars are exclusive to the 1LE. It gets a flat-black hood, Brembos, a black front splitter and black rear spoiler, plus a short-throw six-speed manual and a D-shaped wheel. At $37,035, it's a bargain next to the ZL1 ragtop.

As a Mustang Track Package-beater, this -- not the ZL1 vs. GT500 -- is the Camaro to consider, at least until smaller, lighter Camaros and Mustangs arrive in time for the 2015 model year.