The 2011 Chevrolet Camaro returns for its second model year with only a few minor changes. The high-shouldered, cartoonish exterior, scorching performance, and muscle-car attitude carry over with all the force of before.

Just as the muscle-car feeding frenzy (first stoked a few years ago by concept cars, then the introduction of the Dodge Challenger) might have subsided, Ford turned up the heat this year with new V-6 and V-8 engines, truly resurrecting a decades-old rivalry. And what better indication than after Ford revealed the 305-hp Mustang V-6, Chevrolet announced a new 312-hp rating for its base 3.6-liter V-6 in the Camaro.

The 2011 Camaro makes some extreme sacrifices inside in order to achieve an aggressive look. Space inside is tight, without much headroom for taller drivers, while shorter ones might feel claustrophobic from the high beltline; for just about everyone, visibility is severely compromised. There’s a small backseat, but it’s good for only two small children, and the trunk is quite tiny. On the other hand, ride quality is excellent, with a surprising lack of road noise.

The SS uses the V8, which sees no major changes for 2011. SS versions with a manual transmission get a 426-horsepower 6.2-liter V8. Automatic-equipped SS models also get a 6.2-liter V8, but it makes 400 horsepower and features GM’s Active Fuel Management cylinder deactivation. V6 versions also offer a manual or automatic transmission. Available safety features include ABS, traction control, antiskid system, front-side airbags, and curtain-side airbags. An RS Package for LT and SS models includes bi-xenon headlights, specific trim, and on LT versions, 20-inch wheels. All Camaros are available with 21-inch wheels

Where high technology meets high performance, you find some serious automobiles. As an example, look no further than the 2012 Nissan GT-R. As the representative of Nissan’s latest technology, the GT-R packs some pretty serious hardware, including a fire-breathing twin-turbo V6, a dual-clutch automated manual transmission, an advanced all-wheel-drive system and a sport-focused suspension with adaptive dampers. The GT-R’s performance numbers push it into supercar category, yet the Nissan maintains a significantly lower price point.

This year the Nissan GT-R expands its performance envelope even farther. Power output rises to 530 horsepower (45 hp more than last year) and 488 pound-feet of torque (up from 434) thanks to the combination of revised turbo boost and more free-flowing intake and exhaust systems. The already impressive brakes also have been enlarged slightly to better deal with the added performance potential.

Beyond the track sheet, you can definitely feel the R35 GT-R (12MY M/C)’s extra power, much like you’d feel being whacked from behind by a six iron. Besides the engine, the other changes are far subtler. It’s a good thing Nissan brought along a couple examples of the 2011 model to compare against the new car during our single day of driving and track lapping.

Every production car on the market represents a snapshot, the final spot where the engineers decided to call it a day after exhausting their development time and budget. Improvements can always be eked out with more time and budget. That’s what the 2012 GT-R represents: the old GT-R plus three years of time and a little—very little, because the sports-car market has been sucking wind lately—extra development money.

Nissan undertook an ambitious project with the first-generation GT-R, and succeeded at shocking the sports car establishment with bestial acceleration and tenacious handling. The 2012 GT-R’s more responsive suspension and angrier engine up the ante considerably, offering an even quicker and easier turning sled with which to challenge the big boys. The price has crept up nearly $20,000 since the 2009 debut model, but even as it approaches the treacherous six-figure mark, the Nissan GT-R remains a remarkable performance bargain.