For nearly as long as the American Le Mans Series has run, one of its biggest attractions has been the super high-tech presence of Audi’s LMP team. Their drivers have always been among the world’s finest, often with Formula 1 pedigree (indeed, the years-old joke on the paddock is that F1 is the “feeder series” for Le Mans sports cars), nearly as diversified as the UN, or at least Angelina Jolie’s nursery.

Thus, with the FIA World Endurance Championship continuing to play to the more sterile but market-friendly circuits (its only US date for 2013 being COTA in Texas), and with the LMP1 class departing from the series after this year, the Audi team returned for a Swan Song run – a thank you and farewell to the fans and the series, and as always a tune-up for Le Mans 24. What’s remarkable about Audi’s run last Saturday was not that they won, but how they continue to make it look so easy. It isn’t. Just completing 12 Hours at Sebring is a conquest of its own; winning it, and winning so convincingly for so long, leaves Audi with an overall streak to rival the greatest ever.

Then, there’s the story of the Series itself.

“Human sacrifice, dogs and cats living together… mass hysteria!” 

The words of Peter Venkman in Ghostbusters may have been intended as a joke, but no less hyperbole has been spent in recent months on next year’s integration of the American Le Mans Series and Grand Am into one combined program.

View Gallery Daytona Beach.

This went on much the same way that the Indy Racing League and Champ Car steadfastly remained in their own walled gardens, until. Until it was too late. Until nobody else cared anymore. Until the rest of the racing world – and even the IRL’s media darling, Danica Patrick – had moved on.

So, while the two sets of racing series spent years with each pretending the other didn’t exist, NASCAR kept cashing all the checks. More than five years later, the unified IndyCar series is still struggling to rebuild.

The split in sports car racing has followed a similar trajectory – a cold war of sanctioning bodies, each hoping the other would eventually either run out of money, or just give up. Last year, the two sides reached a détente of sorts: NASCAR (which owns Grand Am) agreed to buy out the American Le Mans Series and pretty much everything that came with it. The rest of the deal will some day be history – except that history is being written on tarmac right now.

It wasn’t that long ago that Audi would have never been mentioned in the same breath as Ferrari, Porsche or Lamborghini. That has all changed not because of Audi’s racing success at Le Mans, but because of the car you see here, the R8. The multiple endurance victories certainly helped to elevate Audi brand awareness and equity with the sportscar cognoscenti, but the R8 takes all of Audi’s know-how and engineering prowess that has evolved through racing and puts it into a high-performance road car model – a model that is also raced very successfully around the world. I had a chance to spend a week driving an R8 and my time in the car revealed how good it really is, even as it is set to be updated for the 2014 model year.

Audi offers the R8 in a few different flavors that are differentiated by body style and engine choices. You can buy the R8 with a 4.2-liter V8 that makes 430hp, a 5.2-liter V10 that makes 525hp, or in the case of the GT model, a 5.2-liter V10 that makes 560hp. These engine choices are available in either coupe or convertible (Spyder) form, ranging in price from $114,200 for the R8 4.2 coupe to $210,300 for the R8 GT Spyder, and all R8 models come with Audi’s famous quattro all-wheel drive. While my first choice for our test would have been a GT coupe (since its closest in performance to the R8 LMS race car), I didn’t hesitate when Audi offered me an R8 4.2 Spyder to drive.

Back in 2010, I tested the Chevy Camaro SS and while I found the car entertaining to drive, it was more because of its honking V8 engine and cool retro looks than its handling prowess. In that review, I commented that the SS was “a point and shoot car that feels great going in a straight line, but is not the kind of car that you’re going to go out in search of twisty roads with or be anxious to take to a track day.” Over the last two years, Chevy engineers have consistently worked to improve the Camaro, and after spending a week driving the new top-of-the-line ZL1 model, I can tell you that it’s quite a different car than the SS model I drove two years ago, with the primary differences coming not so much from the big increase in power, but from the suspension tuning.

Click Image for Full GalleryBraselton.

“At last, we can address the need for restrictor plates at Sebring!”

“Hey, wouldn’t it be great if NASCAR bought its way into a monopoly of road racing in America – no, wait, nobody’s ever asked that.”

“’ISCAR?’ Really?”

And then there’s the High Octane love-it-or-hate-it Truth: “It had to happen, eventually.”

It’s been a good couple of years for Chevrolet. They celebrated their 100^th Anniversary in November 2011 and by the end of last year had set a new record for worldwide sales, with over 4.7 million bowtie-badged cars and trucks going out the door. Sales have continued to be strong in 2012, driven by models like the new Cruze compact and Malibu midsize cars, and let’s not forget that Corvette Racing won Le Mans last year and the ALMS GT championship this year, which is possibly the most competitive GT championship in the world. They may get most of their sales from the more mass-produced cars and trucks, but the heart and soul of Chevrolet resides in models like the Corvette and Camaro. Louis Chevrolet himself was a racer that would probably like to take the ALMS Corvette out himself if he were still around. For our own celebration of Chevy’s 100^th anniversary (a little late) and Corvette’s 60^th anniversary, we got our hands on two of the hottest models in the Chevy lineup, the Corvette Grand Sport 60^th Anniversary coupe, and the Camaro ZL1. First up, the Corvette.