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Joe Duarte, Autonet.ca
Published: 26 08 2008
ZR1 is super several times over
Can you ever have too much power?
Race car drivers will tell you “no”; but then again, so will tyrants. Race car drivers will love the latest Corvette – the ZR1. Then again, so might tyrants … especially if it lets them beat a hasty withdrawal from a city under siege in the middle of the night.
But as Spiderman learned, “with great power comes great responsibility”, and the good folks at Chevrolet certainly put that idiom to good use by endowing the ZR1 with a host of safety features to insure a driver will not shirk his or her responsibility.
A quick history lesson: Corvettes of the 1970s had a ZR-1 option package (as well as 12 ZR-2 models in 1971), which was basically a racing package with a heavy duty transmission and revised suspension. The first “original” ZR-1 appeared in the 1990 model year, after GM bought Lotus and had the British company provide a new engine and suspension system. It was hoped the new engine would top 400 hp, but it came in at 375.
Hand-assembled by one person over 4-5 hours, the new ZR1 engine tops 600 horsepower (604 to be exact), thanks to an Eaton supercharger that provides 10.5 psi boost. Torque is a healthy 638 lb.-ft. Take that Viper and Shelby GT500. So proud of it are the Chevrolet folks that they put a window in the carbon fibre hood so passersby could look at it (well, the nicely sculpted and colourful engine cover anyway, with the LS9 Supercharged engine designation prominently displayed).
And unlike those other straight-line tire shredders, Corvette can handle the twisties with considerable aplomb, thanks to the tweaking of its Magnetic Selective Ride Control. As with similar units, the choice is up to the driver through a dial on the centre console.
But what it does is transform the Corvette that used to be the straight-ahead accelerators to one that can surely hold a line with the Porsche 911 and Audi R8. In order to do that, it has to put forth a decisively firm ride, but one that isn’t at all uncomfortable outside the confines of smooth track pavement.
That’s not as unusual as it may sound, with cars like the 911 long ago figuring out the suspension tweaks necessary to keep the car comfortable over all terrains (and something others never really seemed to grasp). Meanwhile, cars from Lamborghini and Ferrari are always teeth rattling, all the time.
But back to the power … the acceleration is mind-blowing with maximum torque available at pretty well any point in the rpm range – 90 percent is reportedly available from 2,600 to 6,000 and when you consider that those 600+ ponies hit top stride at 6,500, you can see that you’ll never lack for oomph in this ’Vette.
What you feel in the driver’s seat is a “JAYYYNE, STOP THIS CRAZY THING!!!” type of experience, if you were George Jetson – put your foot down to get around a slower car and you’re out there in the passing lane in the blink of an eye (and you can’t help but blink with the Gs the car pulls – you can see the Gs you’re pulling laterally on the head-up display).
Meanwhile traction and stability aids keep you on the straight and narrow. You can switch them off but that is highly not recommended. Drilled manhole covers (with unique blue Brembo callipers) handle the task of bringing the ZR1 to a sure quick stop. The car can reportedly go from zero to 100 mph and back to a standstill in under 11 seconds.
The sprint to 100 km/h takes under 4.5 seconds, while 100 mph is reached in seven flat.
And a performance driving course is included in the purchase price.
Power is controlled by a new six-speed manual that makes good use of all six gears; the sixth is top gear, unlike on other Corvettes (and most others, for that matter) where it is strictly an economy gear. The gears are crisp and the clutch is light, so gear shifting is something you’re not likely to think too much about (and you might forget about, due to the engine’s torque). The lever is angled slightly toward the driver for comfortable actuation.
And actually, comfort is another trait Corvette has over its supercar cohorts – it’s not just easy to drive, it’s easy to climb into and out of, and comfortable on the body after several hours at the wheel. To that end, it really borders on touring coupe territory.
Chevrolet wanted to make a supercar for everyday use, and it has surely done that with the ZR-1. Not only can it perform with the best in the world, it will do it at a fraction of the price. Which was not something General Motors set out to do. Rather, the philosophy was to create the best sports car money could buy … at any price!
Published: 26 08 2008
ZR1 is super several times over
Can you ever have too much power?
Race car drivers will tell you “no”; but then again, so will tyrants. Race car drivers will love the latest Corvette – the ZR1. Then again, so might tyrants … especially if it lets them beat a hasty withdrawal from a city under siege in the middle of the night.
But as Spiderman learned, “with great power comes great responsibility”, and the good folks at Chevrolet certainly put that idiom to good use by endowing the ZR1 with a host of safety features to insure a driver will not shirk his or her responsibility.
A quick history lesson: Corvettes of the 1970s had a ZR-1 option package (as well as 12 ZR-2 models in 1971), which was basically a racing package with a heavy duty transmission and revised suspension. The first “original” ZR-1 appeared in the 1990 model year, after GM bought Lotus and had the British company provide a new engine and suspension system. It was hoped the new engine would top 400 hp, but it came in at 375.
Hand-assembled by one person over 4-5 hours, the new ZR1 engine tops 600 horsepower (604 to be exact), thanks to an Eaton supercharger that provides 10.5 psi boost. Torque is a healthy 638 lb.-ft. Take that Viper and Shelby GT500. So proud of it are the Chevrolet folks that they put a window in the carbon fibre hood so passersby could look at it (well, the nicely sculpted and colourful engine cover anyway, with the LS9 Supercharged engine designation prominently displayed).
And unlike those other straight-line tire shredders, Corvette can handle the twisties with considerable aplomb, thanks to the tweaking of its Magnetic Selective Ride Control. As with similar units, the choice is up to the driver through a dial on the centre console.
But what it does is transform the Corvette that used to be the straight-ahead accelerators to one that can surely hold a line with the Porsche 911 and Audi R8. In order to do that, it has to put forth a decisively firm ride, but one that isn’t at all uncomfortable outside the confines of smooth track pavement.
That’s not as unusual as it may sound, with cars like the 911 long ago figuring out the suspension tweaks necessary to keep the car comfortable over all terrains (and something others never really seemed to grasp). Meanwhile, cars from Lamborghini and Ferrari are always teeth rattling, all the time.
But back to the power … the acceleration is mind-blowing with maximum torque available at pretty well any point in the rpm range – 90 percent is reportedly available from 2,600 to 6,000 and when you consider that those 600+ ponies hit top stride at 6,500, you can see that you’ll never lack for oomph in this ’Vette.
What you feel in the driver’s seat is a “JAYYYNE, STOP THIS CRAZY THING!!!” type of experience, if you were George Jetson – put your foot down to get around a slower car and you’re out there in the passing lane in the blink of an eye (and you can’t help but blink with the Gs the car pulls – you can see the Gs you’re pulling laterally on the head-up display).
Meanwhile traction and stability aids keep you on the straight and narrow. You can switch them off but that is highly not recommended. Drilled manhole covers (with unique blue Brembo callipers) handle the task of bringing the ZR1 to a sure quick stop. The car can reportedly go from zero to 100 mph and back to a standstill in under 11 seconds.
The sprint to 100 km/h takes under 4.5 seconds, while 100 mph is reached in seven flat.
And a performance driving course is included in the purchase price.
Power is controlled by a new six-speed manual that makes good use of all six gears; the sixth is top gear, unlike on other Corvettes (and most others, for that matter) where it is strictly an economy gear. The gears are crisp and the clutch is light, so gear shifting is something you’re not likely to think too much about (and you might forget about, due to the engine’s torque). The lever is angled slightly toward the driver for comfortable actuation.
And actually, comfort is another trait Corvette has over its supercar cohorts – it’s not just easy to drive, it’s easy to climb into and out of, and comfortable on the body after several hours at the wheel. To that end, it really borders on touring coupe territory.
Chevrolet wanted to make a supercar for everyday use, and it has surely done that with the ZR-1. Not only can it perform with the best in the world, it will do it at a fraction of the price. Which was not something General Motors set out to do. Rather, the philosophy was to create the best sports car money could buy … at any price!
