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MaineShark
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- 1979 L82, 1987 Buick Grand National
Last Ride said:
Email sent your way...
Joe
Should I get a ZR-1?
- Thread starter MaineShark
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Email sent your way...
Joe
vee93
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- 1993 Medium Quasar Blue Metallic Coupe
MaineShark Joe-
Roger's Corvette in Orlando, Florida has 3 ZR1s!!!!
1) '91 White/Red 1,823 miles---$34,900
2) '95 Black/Black 8,000 miles---$45,900
3) '95 Black/Black 629 miles---$49,000
Kinda steep, but they are KOTR's!!! If you're heck-bent on getting a ZR1 and can afford it aaaaand pay for major maintenance if it comes to that, then get it. Or, you could just take your money and get an '04 Z06.
Earlier this year, I toyed with the idea of buying the '93 Med. Quasar Blue Metallic/light gray interior ZR1 Roger's had. Less than 2000 miles, I think and asking 59-thou and some change!!! It would've matched my current LT1 Med.Q.B. Metallic coupe nicely. But I let the chance slide cause I KNOW there's no one in my state that could work on it. And I can't, so....
Good luck in your hunt!!!
Roger's Corvette in Orlando, Florida has 3 ZR1s!!!!
1) '91 White/Red 1,823 miles---$34,900
2) '95 Black/Black 8,000 miles---$45,900
3) '95 Black/Black 629 miles---$49,000
Kinda steep, but they are KOTR's!!! If you're heck-bent on getting a ZR1 and can afford it aaaaand pay for major maintenance if it comes to that, then get it. Or, you could just take your money and get an '04 Z06.
Earlier this year, I toyed with the idea of buying the '93 Med. Quasar Blue Metallic/light gray interior ZR1 Roger's had. Less than 2000 miles, I think and asking 59-thou and some change!!! It would've matched my current LT1 Med.Q.B. Metallic coupe nicely. But I let the chance slide cause I KNOW there's no one in my state that could work on it. And I can't, so....
Good luck in your hunt!!!
WB9MCW
Well-known member
The King Ain't Cheep... But He Sure Can Run....
<CENTER>ZR-1 CORVETTE - MARATHON CHAMPION OF THE CENTURY
</CENTER><CENTER>by Robin Jenkins Last Update: <!--webbot bot="Timestamp" S-Type="EDITED" S-Format="%m/%d/%Y" startspan -->10/24/2004<!--webbot bot="Timestamp" i-checksum="12565" endspan -->
</CENTER>Marathon running is a brutal sport. The Greek messenger whose 26-mile-jog is commemorated by the race died of exhaustion 2500 years ago -- but only after completing his mission. Today we more often celebrate Olympic sprinters instead, forgetting that endurance is a surer mark of health and determination. Perhaps because it takes less than ten seconds to watch a sprint, those who run for hours don't as readily capture our attention. The same can be said for automobile racing -- 24-hour races are rare; 5000-mile races even more so. But, lest a true hero be forgotten in annual disputes over which new car quarter-miles the quickest, consider the undisputed marathon champion of automobile racing -- the gutsiest distance-racer ever built for the public.
Beginning in 1990 and ending with the 1995 model year, General Motors sold 6,939 Corvettes designated "ZR-1". Not to be confused with its more primitive namesake offered 20 years earlier, this ZR-1 was both luxuriously appointed and the fastest car built in America at the time -- not only in acceleration but on the highway, too. There were two features exclusive to the new ZR-1: each car came with a purpose-built, 32-valve, 4-cam, aluminum, LT-5 engine; and each was three inches wider in the rear than its sister Corvettes, in order to accommodate wider rear wheels and tires. Neither feature was obvious to the casual observer, but one of them made all the difference.
"The Heart of the Beast", as the ZR-1's LT-5 engine came to be called, was a huge departure from GM's traditional manufacturing style. It was designed in collaboration with Lotus Racing of Great Britain, and perhaps because it was hand-crafted by the women at Mercruiser Division of the Mercury Marine plant in Stillwater, Oklahoma, it was destined to become the strongest thump in ³The Heartbeat of America². The last of those amazing engines was pre-built in 1993 for installation in the 1994 and '95 model year ZR-1s. Yet, despite their age, LT-5 equipped Corvettes are thus far the fastest, mass-produced, distance-racers ever to appear on the planet.
The reason for the ZR-1's uncontested dominance at marathoning is that even the least potent of the LT-5 engines (375 hp) were designed to safely propel a Corvette to 180 mph, with absolutely no modifications, and still meet all EPA emissions and fuel-economy standards. On its first attempt, a 1990 model ZR-1 broke the world¹s record for covering the most ground in 24-hours. It ran all day and and all night, averaging almost 176 mph, including gas stops!
With the new 24-hour World Speed Record now in the bag, the VERY SAME CAR kept lapping the same eight-mile test track in Texas, until it had set a new World Speed Record for the longest specified distance -- 5000 miles, averaging almost 174 mph! Before this same ZR-1 finally pulled off that track, it ran two victory laps at over 190 mph, and Corvette owned TEN new International and World Records.
So, beginning with the 1991 model, the ZR-1 sported a tiny decal on the driver's side of the hatch glass, attesting to Corvette's new ownership of those national and international records; and by 1993, engineers had teased another 30 horsepower out of the engine. A few ZR-1s, whose owners tweaked the LT-5 engine beyond the factory's final 405 hp rating, have documented speeds in excess of 200 mph, yet remain fully tractable for general transportation. Few cars in the world, at any price, can reach such speeds in the first place, and fewer, still, are suitable for street use.
With a roll cage, a racing seat, open exhaust, and a 48 gallon gas tank, the record-breaking Corvette was by no means a street car, but it was unquestionably a production car, using its officially specified production engine. The prospect of succeeding with that innocent combination had been so laughable at the time that the press wasn't even officially invited to watch. Nobody in over 50 years had beaten the 24-hour speed record -- even when using imaginative combinations of exotic racing engines and purpose-built chassis. How could a mere production-class Corvette succeed where unlimited had failed?
Consider that the 175-180 mph speed range easily achieved by even the early, 375 hp, ZR-1 is comparable to current race averages in today's NASCAR events, where much lighter cars use the same size engine as the Corvette (5.7 liters or 350 cubic inches). Recall how many of those highly modified, NASCAR engines fail after less than 500 miles, and then ponder how the Corvette¹s LT-5 engine ran at the very same speeds for the equivalent of TEN Daytona 500s -- BACK-TO-BACK! That's a level of durability unprecedented in the automotive industry, a feat which has yet to be equaled by any production car, anywhere.
So it's not only that the ZR-1 is one of the few stock cars in the world that can comfortably run 180 mph; it's the fact that this car can do so, not just for hundreds, but for THOUSANDS of miles at a time! THAT'S what¹s impressive. Yet in calmer moments it could deliver an amazing 28 mpg at 65 mph, while displaying world-class cornering, braking and acceleration to complement its awesome highway speed. That was enough "all-around" superiority in performance for the media to qualify the ZR-1 as "King of the Hill," world-wide, when it was introduced -- a reputation it successfully defended through the end of its production.
Certainly there were a few exotic street machines which could outrun a ZR-1, even during its hey-day -- but they could only do so for short distances. And, given the growing popularity of turbos and superchargers (the LT-5 required neither), there will likely be a much more impressive crop of sprinters wowing enthusiasts in this new century. But, the Dodge Viper excepted, from 1990 until the end of the last century, no such exotics were produced in quantities greater than a few hundred, and most of them numbered less than a handful. Even the few competitors which moved from prototype to limited-production, cost from twice to TWENTY-TIMES as much as the ZR-1's already hefty 66-thousand-dollar sticker, and still they couldn't keep up with the Corvette over long distances. The Porsche team admitted their 962 just wasn't up to it.
The sole, mass-produced, ZR-1 challenger in the 20th century was the Viper -- and despite having a much larger engine, and no concessions to refinement, it still failed to equal the Corvette's highway speed until a year after the ZR-1 was out of production. Today's 21st century Vipers, with a 150-cubic-inch-larger engine than the LT-5 "small block", will certainly exceed an aging ZR-1's 180 mph top speed. But none of those 525 hp monsters have dared attempt the Corvette's 1990 marathon run, and neither have Porsche, Ferrari, BMW, or Lamborghini. Between 1966 and 1988, Ford, Mercedes and Audi at least tried -- but they all failed.
It's only in the 21st Century that the ZR-1 has seen its decade-old world records begin to fall -- but NOT to production cars. Except for the ZR-1, no automobile available to the public has EVER performed that well. In fact, the car that the ZR-1 beat in order to set those records was a one-off, hand-built racer, powered by an aircraft engine! Its driver, whose long-standing marathon record the Corvette thumped by a whopping 15 mph, was Ab Jenkins. I know the name because it's shared by my great-great-grandfather. And, as one would logically expect, the 21st century cars that have since broken the Corvette's marathon records are also one-off prototypes, with neither their engines nor their chassis yet to see a show-room, let alone mass-production.
So it's very unlikely that the world will ever again see a production package accomplish such a feat. And even if another licensable car does someday go that fast, for that long, the odds are against its ever being mass-marketed for thousands of happy enthusiasts. The Corvette ZR-1's achievement is thus a singular and enduring benchmark -- the high point in the first century of automotive history -- certifiably the only mass-produced car that, even with gas stops, could average over 175 mph all day and all night.
The heavy, elegant, ZR-1 could not only travel coast-to-coast distances faster than most private planes can fly them, it could do so with more amenities -- six-way adjustable leather seats, Bose stereo, air-conditioning, electrically adjustable suspension, F-16-style gold-reflective windshield, and monster brakes. Besides, the Corvette offered owners sleeker lines than anything propeller-powered -- except maybe the Mercruiser race boats sharing its engine¹s production facility. Odd, when you ponder it, that the engines of the fastest Corvettes ever sold to the public were designed in England and built by an American boat company! That eccentricity alone gives the 1990-1995 Corvette ZR-1 a unique bloodline -- a pedigree befitting the fastest production car of its time.
After fifteen years, the world has yet to mass-produce a marathoner which has proved itself the ZR-1's equal, but we can hope. The two-generation-newer C-6 Corvette, due soon at Chevrolet dealerships, is reputed to be even faster than the ZR-1; but GM hasn't yet shown the C6 can average 175 mph for the first 5000 miles of its warranty. And even if it can, the marathon records firmly held by the Corvette ZR-1 through the turn of the last century may now, by experimental prototypes, have been pushed out of reach for any production car -- let alone a mass-marketed Chevy.
But, for one brief, shining moment, the certified "King of the Hill" could be driven out of an American showroom and onto a public highway, confidently assuring its pilot that nothing sold elsewhere at any price could match its pace and still go the distance. Were there an Olympics for cars, the indomitable ZR-1 would still be wearing gold. She done us proud.
© Robin Jenkins
Olympic August, 2004
Actually Mr Ed the koth is more advanced tech. ie(dohc)hemi, all alum. ect engine wise by far than the current z06 and c6 which are pushrod engines. The lt5 is by far the reason we zr1ers have such a luv affair with the koth.... and if u look hard enough u can find a bargin..ie my 60k miles 1992 zr-1 #443 for 18k well below the current 22k market value, with brand new dunlops to boot... hows them apples for bargin shopping!!! show me a c6 or a zo6 that can go 173mph ave. for 5000 miles in stock trim!!! the lt5 is the "ENDURANCE KING" HERE IS A NICE ARTICLE that will explain further why we luv da KING!!!!Edmond said:
<CENTER>ZR-1 CORVETTE - MARATHON CHAMPION OF THE CENTURY
</CENTER><CENTER>by Robin Jenkins Last Update: <!--webbot bot="Timestamp" S-Type="EDITED" S-Format="%m/%d/%Y" startspan -->10/24/2004<!--webbot bot="Timestamp" i-checksum="12565" endspan -->
</CENTER>Marathon running is a brutal sport. The Greek messenger whose 26-mile-jog is commemorated by the race died of exhaustion 2500 years ago -- but only after completing his mission. Today we more often celebrate Olympic sprinters instead, forgetting that endurance is a surer mark of health and determination. Perhaps because it takes less than ten seconds to watch a sprint, those who run for hours don't as readily capture our attention. The same can be said for automobile racing -- 24-hour races are rare; 5000-mile races even more so. But, lest a true hero be forgotten in annual disputes over which new car quarter-miles the quickest, consider the undisputed marathon champion of automobile racing -- the gutsiest distance-racer ever built for the public.
Beginning in 1990 and ending with the 1995 model year, General Motors sold 6,939 Corvettes designated "ZR-1". Not to be confused with its more primitive namesake offered 20 years earlier, this ZR-1 was both luxuriously appointed and the fastest car built in America at the time -- not only in acceleration but on the highway, too. There were two features exclusive to the new ZR-1: each car came with a purpose-built, 32-valve, 4-cam, aluminum, LT-5 engine; and each was three inches wider in the rear than its sister Corvettes, in order to accommodate wider rear wheels and tires. Neither feature was obvious to the casual observer, but one of them made all the difference.
"The Heart of the Beast", as the ZR-1's LT-5 engine came to be called, was a huge departure from GM's traditional manufacturing style. It was designed in collaboration with Lotus Racing of Great Britain, and perhaps because it was hand-crafted by the women at Mercruiser Division of the Mercury Marine plant in Stillwater, Oklahoma, it was destined to become the strongest thump in ³The Heartbeat of America². The last of those amazing engines was pre-built in 1993 for installation in the 1994 and '95 model year ZR-1s. Yet, despite their age, LT-5 equipped Corvettes are thus far the fastest, mass-produced, distance-racers ever to appear on the planet.
The reason for the ZR-1's uncontested dominance at marathoning is that even the least potent of the LT-5 engines (375 hp) were designed to safely propel a Corvette to 180 mph, with absolutely no modifications, and still meet all EPA emissions and fuel-economy standards. On its first attempt, a 1990 model ZR-1 broke the world¹s record for covering the most ground in 24-hours. It ran all day and and all night, averaging almost 176 mph, including gas stops!
With the new 24-hour World Speed Record now in the bag, the VERY SAME CAR kept lapping the same eight-mile test track in Texas, until it had set a new World Speed Record for the longest specified distance -- 5000 miles, averaging almost 174 mph! Before this same ZR-1 finally pulled off that track, it ran two victory laps at over 190 mph, and Corvette owned TEN new International and World Records.
So, beginning with the 1991 model, the ZR-1 sported a tiny decal on the driver's side of the hatch glass, attesting to Corvette's new ownership of those national and international records; and by 1993, engineers had teased another 30 horsepower out of the engine. A few ZR-1s, whose owners tweaked the LT-5 engine beyond the factory's final 405 hp rating, have documented speeds in excess of 200 mph, yet remain fully tractable for general transportation. Few cars in the world, at any price, can reach such speeds in the first place, and fewer, still, are suitable for street use.
With a roll cage, a racing seat, open exhaust, and a 48 gallon gas tank, the record-breaking Corvette was by no means a street car, but it was unquestionably a production car, using its officially specified production engine. The prospect of succeeding with that innocent combination had been so laughable at the time that the press wasn't even officially invited to watch. Nobody in over 50 years had beaten the 24-hour speed record -- even when using imaginative combinations of exotic racing engines and purpose-built chassis. How could a mere production-class Corvette succeed where unlimited had failed?
Consider that the 175-180 mph speed range easily achieved by even the early, 375 hp, ZR-1 is comparable to current race averages in today's NASCAR events, where much lighter cars use the same size engine as the Corvette (5.7 liters or 350 cubic inches). Recall how many of those highly modified, NASCAR engines fail after less than 500 miles, and then ponder how the Corvette¹s LT-5 engine ran at the very same speeds for the equivalent of TEN Daytona 500s -- BACK-TO-BACK! That's a level of durability unprecedented in the automotive industry, a feat which has yet to be equaled by any production car, anywhere.
So it's not only that the ZR-1 is one of the few stock cars in the world that can comfortably run 180 mph; it's the fact that this car can do so, not just for hundreds, but for THOUSANDS of miles at a time! THAT'S what¹s impressive. Yet in calmer moments it could deliver an amazing 28 mpg at 65 mph, while displaying world-class cornering, braking and acceleration to complement its awesome highway speed. That was enough "all-around" superiority in performance for the media to qualify the ZR-1 as "King of the Hill," world-wide, when it was introduced -- a reputation it successfully defended through the end of its production.
Certainly there were a few exotic street machines which could outrun a ZR-1, even during its hey-day -- but they could only do so for short distances. And, given the growing popularity of turbos and superchargers (the LT-5 required neither), there will likely be a much more impressive crop of sprinters wowing enthusiasts in this new century. But, the Dodge Viper excepted, from 1990 until the end of the last century, no such exotics were produced in quantities greater than a few hundred, and most of them numbered less than a handful. Even the few competitors which moved from prototype to limited-production, cost from twice to TWENTY-TIMES as much as the ZR-1's already hefty 66-thousand-dollar sticker, and still they couldn't keep up with the Corvette over long distances. The Porsche team admitted their 962 just wasn't up to it.
The sole, mass-produced, ZR-1 challenger in the 20th century was the Viper -- and despite having a much larger engine, and no concessions to refinement, it still failed to equal the Corvette's highway speed until a year after the ZR-1 was out of production. Today's 21st century Vipers, with a 150-cubic-inch-larger engine than the LT-5 "small block", will certainly exceed an aging ZR-1's 180 mph top speed. But none of those 525 hp monsters have dared attempt the Corvette's 1990 marathon run, and neither have Porsche, Ferrari, BMW, or Lamborghini. Between 1966 and 1988, Ford, Mercedes and Audi at least tried -- but they all failed.
It's only in the 21st Century that the ZR-1 has seen its decade-old world records begin to fall -- but NOT to production cars. Except for the ZR-1, no automobile available to the public has EVER performed that well. In fact, the car that the ZR-1 beat in order to set those records was a one-off, hand-built racer, powered by an aircraft engine! Its driver, whose long-standing marathon record the Corvette thumped by a whopping 15 mph, was Ab Jenkins. I know the name because it's shared by my great-great-grandfather. And, as one would logically expect, the 21st century cars that have since broken the Corvette's marathon records are also one-off prototypes, with neither their engines nor their chassis yet to see a show-room, let alone mass-production.
So it's very unlikely that the world will ever again see a production package accomplish such a feat. And even if another licensable car does someday go that fast, for that long, the odds are against its ever being mass-marketed for thousands of happy enthusiasts. The Corvette ZR-1's achievement is thus a singular and enduring benchmark -- the high point in the first century of automotive history -- certifiably the only mass-produced car that, even with gas stops, could average over 175 mph all day and all night.
The heavy, elegant, ZR-1 could not only travel coast-to-coast distances faster than most private planes can fly them, it could do so with more amenities -- six-way adjustable leather seats, Bose stereo, air-conditioning, electrically adjustable suspension, F-16-style gold-reflective windshield, and monster brakes. Besides, the Corvette offered owners sleeker lines than anything propeller-powered -- except maybe the Mercruiser race boats sharing its engine¹s production facility. Odd, when you ponder it, that the engines of the fastest Corvettes ever sold to the public were designed in England and built by an American boat company! That eccentricity alone gives the 1990-1995 Corvette ZR-1 a unique bloodline -- a pedigree befitting the fastest production car of its time.
After fifteen years, the world has yet to mass-produce a marathoner which has proved itself the ZR-1's equal, but we can hope. The two-generation-newer C-6 Corvette, due soon at Chevrolet dealerships, is reputed to be even faster than the ZR-1; but GM hasn't yet shown the C6 can average 175 mph for the first 5000 miles of its warranty. And even if it can, the marathon records firmly held by the Corvette ZR-1 through the turn of the last century may now, by experimental prototypes, have been pushed out of reach for any production car -- let alone a mass-marketed Chevy.
But, for one brief, shining moment, the certified "King of the Hill" could be driven out of an American showroom and onto a public highway, confidently assuring its pilot that nothing sold elsewhere at any price could match its pace and still go the distance. Were there an Olympics for cars, the indomitable ZR-1 would still be wearing gold. She done us proud.
© Robin Jenkins
Olympic August, 2004
I didn't mean to say that the DOHC setup was old tech, no way that is true. I was kind of saying it about the rest of the vehicle, besides the motor. There is no doubt about the stoutness (is that a word?:L) associated with the LT5 motor. From my experience, it pulls to 95mph easily and that's as fast as we could reasonably go on a public road at 3:00pm:L
The traction control, beefy brakes, lower road noise were the things that I was talking about in terms of technology. If I had a ZR-1, I would drive it everyday and everywhere. Of course, I would mod the heck out of it, too.
The traction control, beefy brakes, lower road noise were the things that I was talking about in terms of technology. If I had a ZR-1, I would drive it everyday and everywhere. Of course, I would mod the heck out of it, too.
WB9MCW
Well-known member
Long, Live The King!
Long, Live the King!
by P. Cook, (C)1997
Nine years ago, I sat in Phoenix, Arizona, with hundreds of other dealer representatives from all over the country. The event was a Certified Corvette Specialist program; a week of lectures, discussions, driving instruction, and simply tearing around Firebird International Raceway with folks like Stu Hayner, Doc Bundy and Tommy Archer riding shotgun and teaching us how to drive... real fast.
One evening, as all of us were gathered into the banquet hall of the hotel to hear Chevrolet big-wigs Doug Robinson and Jim Ingle give their presentation. There, by the podium, was =D2the car=D3 we all had been waiting for under wraps.
...It's been called the "wide body", the "super-vette", and the "king of the hill".... And as Doug Robinson said that, Jim Ingle pulled off a car cover to reveal the first, real ZR-1 I had ever seen in person; an '89 red on red prototype. As all the cameras flashed around the hall, time seemed to slow down, and stop. You could feel the excitement and the emotions in the room; they couldn't have been any stronger if they had pulled the wraps off a naked Cindy Crawford.
No one would argue that the ZR-1 was the most greatly anticipated car of the last twenty five years. And ever since production halted, the ZR-1 has become the forgotten date for the evening, disregarded in favor of some flashy, but late arrivals. The Viper, the Acura NSX-T, the Porsche Boxter, the Mercedes SLK, and the Ferrari F-50, to name but a few. Although some have caught the camera's eye, none have come close to the legend called "ZR-1". Now relegated to be a part of automotive history, the ZR-1 was retired early from service with vehicles like GM's EV-1 to be the hallmark. Those who know, however, have not forgotten that the ZR-1 is the living and reigning "king of the hill". A symbol worthy of our fidelity; it still can capsize all of these stragglers in its wake.
We were all ready for the birth of the ultimate Corvette. One that was as American as the USA itself; a combination of different ethnicities. Right down to its soul, the ZR-1 is no pure-bred; and it makes no apologies for being so. Like all Americana, it tries to be the best it can be and drew internationally from the parts bin. In result, the ZR-1 is a mixture of the best the world has to offer. It's heartbeat was born within Lotus of England. It's long legs came from ZF in Germany, and its physique came from a native born design and chassis.
GMs board should have killed the ZR-1 program in its infancy. Its character isn't one of political correctness. It is not a zero emission vehicle, it seats only two, and it doesn't get 100 mpg. Rather, it is socially unacceptable to the masses; illogical, illegal and immoral. The cars concept is so shamelessly one of personal gratification, that your guilt will lead you to expect that a sandle-clad Greenpeace member will hurl themselves beneath your wheels to stop all this fun. But fun was just the point with the ZR-1; it was not built for mass consumption, but for a few select drivers to experience an intimate exchange between car and driver.
The ZR-1 is the ultimate sports car; an untempermental, drive-around-the-town, supercar. Pristine ZR-1s can still be had for a fraction of their original price. And although many of the ZR-1's little brothers (the C-5's) can be had for less money, we all know who would win the brotherly brawl; and which one would capture the checkered flag worthy of the name Corvette.
It's amazing that I was able to sit there in Phoenix, and witness a small part of automotive history. It's also amazing that such an unveiling took place; GM has always reacted to other manufacturers offerings, and rarely taken the initiative. But nine years ago, on that evening, it was GM's moment. GM actually had done something right and was on the cutting edge with a new product. GM was the first to recognize the supercar market, and actually build a niche sports car for it; the ZR-1.
It's an easy car for the average pedestrian to miss; just another Corvette roaring by. But even the average car enthusiast would notice the center-high-mounted-stop-lamp atop the glass rear hatch... on a late model C-4 Vette? Further inspection would reveal that the name Corvette isn't sculpted into the body, but is written in bold, convex letters on the end cap. This car looks bigger... pumped, like a body builder finishing a set of bicep curls. Oh they'd comment with a smile, that's a ZR-1.
Every magazine has featured not one, but several articles on the ZR-1. It has graced countless magazine covers, simply because publishers knew it would ensure huge circulation numbers. In the beginning, as in the end, they all raved about the car. Media encounters with the supercar (superstar?) ended in all too short interviews. Most people could only imagine what the car was like; it had personality, and it seemed unreachable. Everyone had seen Jim Dunne's telephoto spy photos on the cover of Autoweek back in '88 that showed a wide, mean and elusive King of the Hill Corvette. But back there in the real world in Phoenix, sat the car in person to touch, smell, and sit in. The ZR-1 had arrived.
On walking up to the ZR-1, you still notice just how low it sits, under four feet high. As you open the door, you plant you right leg into the foot well, lean forward, and squat into the driver's seat as the left leg follows. Many have complained about the effort required to get in and out of the Corvettes, but these happen to be the same people who don't really understand bicep curls either.
As you adjust the outside rear-view mirror, it's easy to notice a little more curve in the driver's door compared to a standard Corvette. The ZR-1 is 3 inches wider than its C-4 sibling, and the subtle 1 1/2" bulge per side reminds the driver that they are piloting a very special and powerful Corvette.
In looking around the familiar cockpit, the driver feels at home. The interior layout was updated back in '90 with the car's premier, and in '92, with many of the dash bezel areas changed to matte black finishes instead of the original gray color. At your fingertips, the feel of the air-bag equipped steering wheel is unmistakably European; its texture and material are not unlike one of the German offerings. The European feel is no coincidence for GM's world class sports car.
As you scan further, you notice that the interior's designers intended to have you feel integrated with the car, as if you wear it. The instrument panel is covered by a black, semi-circular hood that descends into the driver's door arm rest, and the center console, both also in black. The resultant "U" wraps around the driver and blends the control panel nicely to its surroundings. It also contrasts well with the rest of the inside of the car, as long as your interior isn't black.
The instrument panel fans out and houses a large 7,000 rpm analog tach on the left, a digital speedometer in the center, and four analog engine/function gauges to the right; voltage, oil pressure, water temperature, and battery voltage. The dashboard curves down gently from the windshield, and gives the effect of a spacious cockpit.
The standard sports seats are great in feel and aroma, incorporating electric bolsters (for width control) plus an adjustable three section lumbar support. The seats are so effective at holding the driver in place, that few after market seat suppliers have made sales from Corvette customers looking to change them.
As you look below the CD player with am/fm cassette, you notice a key with words above it; "normal" and "full". This and the 7,000 rpm tach are the only telltale signs of this special Corvette's capabilities.
As you turn the ignition key to the "on" position, you hear the ferocious buzz of the primary fuel pump for a few seconds, and then it pauses, waiting for you to light the engine; there is also a secondary fuel pump for those demanding situations. As you crank the engine, you hear the high pitched and rapid "nyet, nyet, nyet" sounds of the starter and the engine fires with a soft, yet fast idle. Your heart races even though you=D5ve driven the car many times before. Like an old love dear to your heart, the ZR-1 has a special hold on our emotions.
"Long, Live the King! - Part Two" by P. Cook, (C)1997
As the old standard Corvette's LT-1 engine was known for its smoothness and torque, it is always surprising to see how the LT-5 of the ZR-1 shatters the old benchmark on both counts. Plenty of torque is created at low rev's (300 ft-lbs @ 2000 rpm) and peaks at 4800 rpm (370 ft-lbs). Peak horsepower (405 hp) is generated at 5800 rpm and the redline is 7000 rpm; fuel cut-off occurs at 7200 for those who don't know when to call it quits. And although the numbers may look similar to a regular Corvette on paper, make no mistake about it, there are no similarities in real world driving.
At your fingertips is a German ZF 6-speed that incorporates two overdrives, 0.75 in fifth, and 0.50 in sixth gear. Its feel is light, precise, and easy to read, thanks to the center sprung loading. If you every driven one of the '84-'88 C4 vettes with the Doug Nash transmission backed with a two-speed overdrive, the ZF unit represents a "night and day" improvement. Long throws and balkiness are replaced with short throws and a nimble, light feel.
The shifter has three easy-to-feel gates that let you know where you are in the shift pattern; a critical feature when you combine the availability of six gears with the intensity of a racing situation where it is easy to misplace a downshift. For instance, in switching from 5th gear to 4th gear, it could be possible to select 2nd gear by mistake. Perform this error at high speed as you enter a tight turn and you'll find yourself swapping ends instantly. All you have to do though, is pull the shifter out of gear... feel no side-to-side resistance, you're in the 3-4 gate. Feel a push to the right? You're in the 1-2 gate. Feel a push to the left? You're in the 5-6 gate. It's that simple.
Ahhh, what a dozen years of development have done to refine the car's ride quality. The front tires of all ZR-1's are Goodyear's unidirectional and asymmetric GSC 275/40ZR-17's. The massive 315/35 ZR-17's that fill out the rear fender wells of the ZR-1 are called on to provide the additional traction that is required with the car's power. All Corvettes have a tendency to kick out their tail when the throttle is pressed too hard in the turns. Thus, the engineers wanted to make sure that this unwelcome oversteer would not happen easily with 400+ horsepower at your disposal.
The ZR-1 comes standard with the FX-3 selective ride control, an adjustable suspension that was developed jointly with Bilstein. Each of the three settings has six "steps" of computer regulated suspension stiffness that increase with the car's speed. The base setting is called "touring", the intermediate setting is called "sport", and the third is called "performance". The stiffest level of the base touring mode overlaps the lower end of the intermediate sport setting, just as the high end of the sport setting overlaps the bottom end of the third performance mode. How these settings allow the driver to adjust the ride is remarkable.
If the driver sights an approaching washboard surface and does not feel like riding it out, just dial in the "tour" setting for a ride that is soft and forgiving. Try this with a car equipped with a stiff autocross suspension and you'll be bouncing and rattling all over the road. See a beautiful stretch of freshly paved asphalt and want to blast through its apex with speed and control? Dial in "performance" for a taught suspension that offers the maximum handling potential and road feel.
Despite speculation and prototypes badged otherwise, the ZR-1 received its namesake from a suspension designation, rather than from its engine designation "LT-5". The letter "Z" has always been used as the first letter of suspension options at Chevrolet. And although LT-5 seemed very likely to be the supercar's name for many years, corporate edicts (keeping engine designations off of cars exteriors) would keep "LT-5" as simply an engine designation code. ZR-1 would be resurrected from the available RPO bin from the late 70's Corvette to carry the torch for the Corvette into the '90's.
The ZR-1's handling inspires confidence. Even when pushing the car to the limit, the driver feels safe with the car. In fact, this car's level of forgiveness is measured by its grace under pressure in a panic situation. Suddenly, you're in a decreasing radius turn too hot and heavy. G-forces build as the tires give way to a slide. If you are comfortable with the transition, maintain the throttle pressure and the car is balanced. Feel nervous? Let off the throttle and the car will obey and regain traction as if nothing ever happened. Panicked? Stab the brake pedal hard and the car will still be forgiving and slow down. Try this in some other "supercars" and you will describe yourself as "lucky" when you are climbing out of the grass after wondering where the road went.
This is not to say that the ZR-1 is without fault, however, its lingering flaws are mainly those aesthetic ones that relate to interior materials; hard plastic pieces do not belong in a $65,000 sports car. Anyone, however, that has compared a ZR-1 to any prior Corvette will notice the improvement in fit and finish. The doors close with a solid "thunk". Attention to detail is also evident in, of all places, the exhaust system and in particular, the resonators. The engineers went through several designs of resonators until they achieved just the right sound from the exhaust system. The result is an engine that generates the best sound effects around, without announcing your arrival to the constables.
There are those drivers who turn on their car stereos to overcome ambient noise. With the ZR-1 though, you may find yourself turning "off" the 200 Watt Delco Bose system (that sounds decent albeit, too neutral) for the engine listening pleasure. The intoxicated whirring sound of four cams is hard to convey and impossible to describe to those who haven't heard it. Let's just say that you might find yourself hanging in first gear for the shear pleasure of blasting through an underpass to hear the symphony and reverb of the engine din at 7,000 rpm.
Just as you may be getting used to the exhilaration of the car's acceleration, you may want to throw the gear selector into neutral, jam your foot on the brake pedal, and attempt to lock up the brakes at say... 85 mph. If you never thought that braking could be thrilling, then you've never experienced anti-lock brakes system (ABS) and had your heart race from a 1.0+ G stop; try this with your partner in crime, but not with someone weak of heart. It's also wise to make sure that the road behind you is clear when you try it! Besides getting your adrenaline going, the familiarity from this practice will probably save you from an accident at least once during the course of ownership of the car.
The ABS braking system was developed by Bosch and introduced in '86, and has been upgraded for the ZR-1's performance. Huge 13" rotors provide the stopping power up front, and the three channel system modulates these front brakes independently, and modulates the rears together as a single unit.
New in '92 was the ASC (Automatic Slip Control) developed by Bosch. It uses the anti-lock brake sensors to anticipate wheel slippage during acceleration. It combats this by pushing back on the accelerator, retarding the timing to reduce power, and automatically applying the brakes to stop wheel slippage. If you live in the North Pole, then you'll probably feel that ASC is a God-send. But for those of us who live elsewhere, an ASC equipped Corvette hinders performance in flat-out racing situations where the driver may want to slide the end of the car out in a sweeper. Although ASC has an "off" switch, it offers little consolation as it must be turned off each and every time the engine is fired up. Also, a Corvette that inherently pushes the accelerator pedal up is an anathema.
Overall, the ZR-1 is awesome in performance and looks. Owners have to get used to the attention the car garners, and the myriad of questions that follow from admirers. On one particular occasion, a gentleman was caught looking at the parked ZR. The resultant conversation revealed that he really liked the car, but didn't quite understand its mission. "Where are you going to drive 180 mph? ... the posted limit is 55 mph" he asked. A smile came over my face as I raved about the 25 mpg the ZR gets on the highway, the beautiful ride quality she exhibits on rough pavement, the awesome Bose stereo, and the utility of even throwing groceries beneath the hatchback when called on to do so. I said matter-of-factly that you really can drive the ZR-1 around town mildly and still appreciate its character. He looked blankly back at me as we said our good-byes, and I got into the ZR-1 and left.
As I pulled out onto the street, I steadily pressed down on the throttle until the engine reached 3,500 rpm... the whirring of the cams taunted me to press the pedal all the way to the floor... and I obliged. A rush came over me as I was pushed back into the seat... people on the sidewalk stopped in their tracks, turned around in slow motion, and hailed "long live the king". At least, that's the way it seemed from the wideness of their eyes. As the engine's symphony reached its crescendo, I laughed and thought of what I had just said before to the gentleman on the sidewalk... I laughed and thought, OK., so maybe mildly was a poor choice of words.
<HR>
but it came with traction control, beefy brakes and it is quite quiet inside at least compaired to my 84...here grasshopper let me learn u more....Edmond said:I didn't mean to say that the DOHC setup was old tech, no way that is true. I was kind of saying it about the rest of the vehicle, besides the motor. There is no doubt about the stoutness (is that a word?:L) associated with the LT5 motor. From my experience, it pulls to 95mph easily and that's as fast as we could reasonably go on a public road at 3:00pm:L
The traction control, beefy brakes, lower road noise were the things that I was talking about in terms of technology. If I had a ZR-1, I would drive it everyday and everywhere. Of course, I would mod the heck out of it, too.
Long, Live the King!
by P. Cook, (C)1997
Nine years ago, I sat in Phoenix, Arizona, with hundreds of other dealer representatives from all over the country. The event was a Certified Corvette Specialist program; a week of lectures, discussions, driving instruction, and simply tearing around Firebird International Raceway with folks like Stu Hayner, Doc Bundy and Tommy Archer riding shotgun and teaching us how to drive... real fast.
One evening, as all of us were gathered into the banquet hall of the hotel to hear Chevrolet big-wigs Doug Robinson and Jim Ingle give their presentation. There, by the podium, was =D2the car=D3 we all had been waiting for under wraps.
...It's been called the "wide body", the "super-vette", and the "king of the hill".... And as Doug Robinson said that, Jim Ingle pulled off a car cover to reveal the first, real ZR-1 I had ever seen in person; an '89 red on red prototype. As all the cameras flashed around the hall, time seemed to slow down, and stop. You could feel the excitement and the emotions in the room; they couldn't have been any stronger if they had pulled the wraps off a naked Cindy Crawford.
No one would argue that the ZR-1 was the most greatly anticipated car of the last twenty five years. And ever since production halted, the ZR-1 has become the forgotten date for the evening, disregarded in favor of some flashy, but late arrivals. The Viper, the Acura NSX-T, the Porsche Boxter, the Mercedes SLK, and the Ferrari F-50, to name but a few. Although some have caught the camera's eye, none have come close to the legend called "ZR-1". Now relegated to be a part of automotive history, the ZR-1 was retired early from service with vehicles like GM's EV-1 to be the hallmark. Those who know, however, have not forgotten that the ZR-1 is the living and reigning "king of the hill". A symbol worthy of our fidelity; it still can capsize all of these stragglers in its wake.
We were all ready for the birth of the ultimate Corvette. One that was as American as the USA itself; a combination of different ethnicities. Right down to its soul, the ZR-1 is no pure-bred; and it makes no apologies for being so. Like all Americana, it tries to be the best it can be and drew internationally from the parts bin. In result, the ZR-1 is a mixture of the best the world has to offer. It's heartbeat was born within Lotus of England. It's long legs came from ZF in Germany, and its physique came from a native born design and chassis.
GMs board should have killed the ZR-1 program in its infancy. Its character isn't one of political correctness. It is not a zero emission vehicle, it seats only two, and it doesn't get 100 mpg. Rather, it is socially unacceptable to the masses; illogical, illegal and immoral. The cars concept is so shamelessly one of personal gratification, that your guilt will lead you to expect that a sandle-clad Greenpeace member will hurl themselves beneath your wheels to stop all this fun. But fun was just the point with the ZR-1; it was not built for mass consumption, but for a few select drivers to experience an intimate exchange between car and driver.
The ZR-1 is the ultimate sports car; an untempermental, drive-around-the-town, supercar. Pristine ZR-1s can still be had for a fraction of their original price. And although many of the ZR-1's little brothers (the C-5's) can be had for less money, we all know who would win the brotherly brawl; and which one would capture the checkered flag worthy of the name Corvette.
It's amazing that I was able to sit there in Phoenix, and witness a small part of automotive history. It's also amazing that such an unveiling took place; GM has always reacted to other manufacturers offerings, and rarely taken the initiative. But nine years ago, on that evening, it was GM's moment. GM actually had done something right and was on the cutting edge with a new product. GM was the first to recognize the supercar market, and actually build a niche sports car for it; the ZR-1.
It's an easy car for the average pedestrian to miss; just another Corvette roaring by. But even the average car enthusiast would notice the center-high-mounted-stop-lamp atop the glass rear hatch... on a late model C-4 Vette? Further inspection would reveal that the name Corvette isn't sculpted into the body, but is written in bold, convex letters on the end cap. This car looks bigger... pumped, like a body builder finishing a set of bicep curls. Oh they'd comment with a smile, that's a ZR-1.
Every magazine has featured not one, but several articles on the ZR-1. It has graced countless magazine covers, simply because publishers knew it would ensure huge circulation numbers. In the beginning, as in the end, they all raved about the car. Media encounters with the supercar (superstar?) ended in all too short interviews. Most people could only imagine what the car was like; it had personality, and it seemed unreachable. Everyone had seen Jim Dunne's telephoto spy photos on the cover of Autoweek back in '88 that showed a wide, mean and elusive King of the Hill Corvette. But back there in the real world in Phoenix, sat the car in person to touch, smell, and sit in. The ZR-1 had arrived.
On walking up to the ZR-1, you still notice just how low it sits, under four feet high. As you open the door, you plant you right leg into the foot well, lean forward, and squat into the driver's seat as the left leg follows. Many have complained about the effort required to get in and out of the Corvettes, but these happen to be the same people who don't really understand bicep curls either.
As you adjust the outside rear-view mirror, it's easy to notice a little more curve in the driver's door compared to a standard Corvette. The ZR-1 is 3 inches wider than its C-4 sibling, and the subtle 1 1/2" bulge per side reminds the driver that they are piloting a very special and powerful Corvette.
In looking around the familiar cockpit, the driver feels at home. The interior layout was updated back in '90 with the car's premier, and in '92, with many of the dash bezel areas changed to matte black finishes instead of the original gray color. At your fingertips, the feel of the air-bag equipped steering wheel is unmistakably European; its texture and material are not unlike one of the German offerings. The European feel is no coincidence for GM's world class sports car.
As you scan further, you notice that the interior's designers intended to have you feel integrated with the car, as if you wear it. The instrument panel is covered by a black, semi-circular hood that descends into the driver's door arm rest, and the center console, both also in black. The resultant "U" wraps around the driver and blends the control panel nicely to its surroundings. It also contrasts well with the rest of the inside of the car, as long as your interior isn't black.
The instrument panel fans out and houses a large 7,000 rpm analog tach on the left, a digital speedometer in the center, and four analog engine/function gauges to the right; voltage, oil pressure, water temperature, and battery voltage. The dashboard curves down gently from the windshield, and gives the effect of a spacious cockpit.
The standard sports seats are great in feel and aroma, incorporating electric bolsters (for width control) plus an adjustable three section lumbar support. The seats are so effective at holding the driver in place, that few after market seat suppliers have made sales from Corvette customers looking to change them.
As you look below the CD player with am/fm cassette, you notice a key with words above it; "normal" and "full". This and the 7,000 rpm tach are the only telltale signs of this special Corvette's capabilities.
As you turn the ignition key to the "on" position, you hear the ferocious buzz of the primary fuel pump for a few seconds, and then it pauses, waiting for you to light the engine; there is also a secondary fuel pump for those demanding situations. As you crank the engine, you hear the high pitched and rapid "nyet, nyet, nyet" sounds of the starter and the engine fires with a soft, yet fast idle. Your heart races even though you=D5ve driven the car many times before. Like an old love dear to your heart, the ZR-1 has a special hold on our emotions.
"Long, Live the King! - Part Two" by P. Cook, (C)1997
As the old standard Corvette's LT-1 engine was known for its smoothness and torque, it is always surprising to see how the LT-5 of the ZR-1 shatters the old benchmark on both counts. Plenty of torque is created at low rev's (300 ft-lbs @ 2000 rpm) and peaks at 4800 rpm (370 ft-lbs). Peak horsepower (405 hp) is generated at 5800 rpm and the redline is 7000 rpm; fuel cut-off occurs at 7200 for those who don't know when to call it quits. And although the numbers may look similar to a regular Corvette on paper, make no mistake about it, there are no similarities in real world driving.
At your fingertips is a German ZF 6-speed that incorporates two overdrives, 0.75 in fifth, and 0.50 in sixth gear. Its feel is light, precise, and easy to read, thanks to the center sprung loading. If you every driven one of the '84-'88 C4 vettes with the Doug Nash transmission backed with a two-speed overdrive, the ZF unit represents a "night and day" improvement. Long throws and balkiness are replaced with short throws and a nimble, light feel.
The shifter has three easy-to-feel gates that let you know where you are in the shift pattern; a critical feature when you combine the availability of six gears with the intensity of a racing situation where it is easy to misplace a downshift. For instance, in switching from 5th gear to 4th gear, it could be possible to select 2nd gear by mistake. Perform this error at high speed as you enter a tight turn and you'll find yourself swapping ends instantly. All you have to do though, is pull the shifter out of gear... feel no side-to-side resistance, you're in the 3-4 gate. Feel a push to the right? You're in the 1-2 gate. Feel a push to the left? You're in the 5-6 gate. It's that simple.
Ahhh, what a dozen years of development have done to refine the car's ride quality. The front tires of all ZR-1's are Goodyear's unidirectional and asymmetric GSC 275/40ZR-17's. The massive 315/35 ZR-17's that fill out the rear fender wells of the ZR-1 are called on to provide the additional traction that is required with the car's power. All Corvettes have a tendency to kick out their tail when the throttle is pressed too hard in the turns. Thus, the engineers wanted to make sure that this unwelcome oversteer would not happen easily with 400+ horsepower at your disposal.
The ZR-1 comes standard with the FX-3 selective ride control, an adjustable suspension that was developed jointly with Bilstein. Each of the three settings has six "steps" of computer regulated suspension stiffness that increase with the car's speed. The base setting is called "touring", the intermediate setting is called "sport", and the third is called "performance". The stiffest level of the base touring mode overlaps the lower end of the intermediate sport setting, just as the high end of the sport setting overlaps the bottom end of the third performance mode. How these settings allow the driver to adjust the ride is remarkable.
If the driver sights an approaching washboard surface and does not feel like riding it out, just dial in the "tour" setting for a ride that is soft and forgiving. Try this with a car equipped with a stiff autocross suspension and you'll be bouncing and rattling all over the road. See a beautiful stretch of freshly paved asphalt and want to blast through its apex with speed and control? Dial in "performance" for a taught suspension that offers the maximum handling potential and road feel.
Despite speculation and prototypes badged otherwise, the ZR-1 received its namesake from a suspension designation, rather than from its engine designation "LT-5". The letter "Z" has always been used as the first letter of suspension options at Chevrolet. And although LT-5 seemed very likely to be the supercar's name for many years, corporate edicts (keeping engine designations off of cars exteriors) would keep "LT-5" as simply an engine designation code. ZR-1 would be resurrected from the available RPO bin from the late 70's Corvette to carry the torch for the Corvette into the '90's.
The ZR-1's handling inspires confidence. Even when pushing the car to the limit, the driver feels safe with the car. In fact, this car's level of forgiveness is measured by its grace under pressure in a panic situation. Suddenly, you're in a decreasing radius turn too hot and heavy. G-forces build as the tires give way to a slide. If you are comfortable with the transition, maintain the throttle pressure and the car is balanced. Feel nervous? Let off the throttle and the car will obey and regain traction as if nothing ever happened. Panicked? Stab the brake pedal hard and the car will still be forgiving and slow down. Try this in some other "supercars" and you will describe yourself as "lucky" when you are climbing out of the grass after wondering where the road went.
This is not to say that the ZR-1 is without fault, however, its lingering flaws are mainly those aesthetic ones that relate to interior materials; hard plastic pieces do not belong in a $65,000 sports car. Anyone, however, that has compared a ZR-1 to any prior Corvette will notice the improvement in fit and finish. The doors close with a solid "thunk". Attention to detail is also evident in, of all places, the exhaust system and in particular, the resonators. The engineers went through several designs of resonators until they achieved just the right sound from the exhaust system. The result is an engine that generates the best sound effects around, without announcing your arrival to the constables.
There are those drivers who turn on their car stereos to overcome ambient noise. With the ZR-1 though, you may find yourself turning "off" the 200 Watt Delco Bose system (that sounds decent albeit, too neutral) for the engine listening pleasure. The intoxicated whirring sound of four cams is hard to convey and impossible to describe to those who haven't heard it. Let's just say that you might find yourself hanging in first gear for the shear pleasure of blasting through an underpass to hear the symphony and reverb of the engine din at 7,000 rpm.
Just as you may be getting used to the exhilaration of the car's acceleration, you may want to throw the gear selector into neutral, jam your foot on the brake pedal, and attempt to lock up the brakes at say... 85 mph. If you never thought that braking could be thrilling, then you've never experienced anti-lock brakes system (ABS) and had your heart race from a 1.0+ G stop; try this with your partner in crime, but not with someone weak of heart. It's also wise to make sure that the road behind you is clear when you try it! Besides getting your adrenaline going, the familiarity from this practice will probably save you from an accident at least once during the course of ownership of the car.
The ABS braking system was developed by Bosch and introduced in '86, and has been upgraded for the ZR-1's performance. Huge 13" rotors provide the stopping power up front, and the three channel system modulates these front brakes independently, and modulates the rears together as a single unit.
New in '92 was the ASC (Automatic Slip Control) developed by Bosch. It uses the anti-lock brake sensors to anticipate wheel slippage during acceleration. It combats this by pushing back on the accelerator, retarding the timing to reduce power, and automatically applying the brakes to stop wheel slippage. If you live in the North Pole, then you'll probably feel that ASC is a God-send. But for those of us who live elsewhere, an ASC equipped Corvette hinders performance in flat-out racing situations where the driver may want to slide the end of the car out in a sweeper. Although ASC has an "off" switch, it offers little consolation as it must be turned off each and every time the engine is fired up. Also, a Corvette that inherently pushes the accelerator pedal up is an anathema.
Overall, the ZR-1 is awesome in performance and looks. Owners have to get used to the attention the car garners, and the myriad of questions that follow from admirers. On one particular occasion, a gentleman was caught looking at the parked ZR. The resultant conversation revealed that he really liked the car, but didn't quite understand its mission. "Where are you going to drive 180 mph? ... the posted limit is 55 mph" he asked. A smile came over my face as I raved about the 25 mpg the ZR gets on the highway, the beautiful ride quality she exhibits on rough pavement, the awesome Bose stereo, and the utility of even throwing groceries beneath the hatchback when called on to do so. I said matter-of-factly that you really can drive the ZR-1 around town mildly and still appreciate its character. He looked blankly back at me as we said our good-byes, and I got into the ZR-1 and left.
As I pulled out onto the street, I steadily pressed down on the throttle until the engine reached 3,500 rpm... the whirring of the cams taunted me to press the pedal all the way to the floor... and I obliged. A rush came over me as I was pushed back into the seat... people on the sidewalk stopped in their tracks, turned around in slow motion, and hailed "long live the king". At least, that's the way it seemed from the wideness of their eyes. As the engine's symphony reached its crescendo, I laughed and thought of what I had just said before to the gentleman on the sidewalk... I laughed and thought, OK., so maybe mildly was a poor choice of words.
<HR>
Wegone
Well-known member
LONG LIVE THE KING
Wegone
Well-known member
But did you have any issues with it????k4site said:
I've had my 91 almost 3 years and put 26K miles on it only gas & oil normal mait.
Had my 90 just over 1 year & put 20K miles on it 1 water pump the other things I did were normal mait.
I say bull **** to all the talk of problems and difficulty of repair !!!!
8388
Well-known member
- Joined
- Jan 2, 2003
- Messages
- 808
- Location
- Texas
- Corvette
- (2) Callaway's (2) ZR1 (1) supercharged 35th
Some cars just have more problems than others. I know of people that have had nothing but serious problems with Z06's.
That being said,I'd like to see a Z06 run as hard as I've seen a ZR1 do with over 200k miles.
That being said,I'd like to see a Z06 run as hard as I've seen a ZR1 do with over 200k miles.
Wegone
Well-known member
Sorry ... but some of those are common C4 issues mated with a car that had been in storage to long....
not trying to start anything here sounds like you made a good change going with the C5...
Zr-1's are not for everyone and I for one would not trade my ZR-1 for a C5
not trying to start anything here sounds like you made a good change going with the C5...
Zr-1's are not for everyone and I for one would not trade my ZR-1 for a C5
WB9MCW
Well-known member
yes the bose do give some guys prob's mine still works perfect at 60k incld cd playerk4site said:
not cool prop.....did u ever change the chip and lower the fan temp??? fact. stock is 230f for emissions reasons..my fan goes on at 190 now and never goes over 205 now even in hot summer high humity!!
cam tensioner and chain is an expensive german design..most find them bullet proof!!! surprised u had a prob. here at all!!
tranny seal???again not a common prob. hell the tranny is a hd truck german design...the zf co. same as porche uses...again for most bullet proof.
you wont get many guys on this forum to knock the lt5 and the zr-1 cause we belive it is perhaps the best damn engine ever put in any of the general's bodies ever!!! many report 200k reliable miles before rebuild and a mild rebuild at that!!
nuthin wrong with z06 but there is still only one king as described in the above articles and several have actually sold their z06's and picked up low mi 95 zr-1's cause they missed em so much!!! i myself much prefer the classic lines of the c4 over the c5 and c6 any day of da week!!!
kingman
Well-known member
Do it,Do It!!!!!!!!!!!!!
My biggest mistake was to get a 96 LT1 instead of the 96 LT4 and if l did, l should have bought the ZR-1 any year as long as it had low miles no more then 35,000 miles.
Alan
My biggest mistake was to get a 96 LT1 instead of the 96 LT4 and if l did, l should have bought the ZR-1 any year as long as it had low miles no more then 35,000 miles.
Alan
I'm the owner of one of the fastest Z06s your going to come across. That being said, I'd JUMP at the chance to have a clean ZR1! If given the choice between paying 35-38K for a low mileage '02, '03 Z06, or 30K for a low mileage, late model ZR1, I'd jump on the ZR1. I STILL love the lines of the C4 ZR1. I'll buy one someday if I run into the right deal. My only concern would be finding someone who has the knowledge to work on one.
Jeffvette
Well-known member
motorman said:
:eyerole
8388
Well-known member
- Joined
- Jan 2, 2003
- Messages
- 808
- Location
- Texas
- Corvette
- (2) Callaway's (2) ZR1 (1) supercharged 35th
motorman said:
Where the heck do you buy your parts from ?
How about this, if you don't have something constructive to say, keep your sarcastic remarks to yourself.
The value of a ZR1 today, is mostly due to mis information from people like yourself.
WB9MCW
Well-known member
marc in chicago suburbs is the ZR-1 expert!!!!
zo6 tom most good mech.'s can work on the simple stuff on zr-1. and ur in ohio the expert in chicagoland is www.zr1specialist.com marc haibeck.... prob a nice roadtrip 4 u if u need special work,,, and the zr-1 net has on line help 24/7 with the usergroup net...check it out... log in on corvette mechanic.com and go to the zr-1 section i mod on and click on cool zr-1 websites if u want all the ones i know of!!!! dont be shy of a zr-1 there is lots of support out there 4 em!!! they have a true cult like following.....
zo6 tom most good mech.'s can work on the simple stuff on zr-1. and ur in ohio the expert in chicagoland is www.zr1specialist.com marc haibeck.... prob a nice roadtrip 4 u if u need special work,,, and the zr-1 net has on line help 24/7 with the usergroup net...check it out... log in on corvette mechanic.com and go to the zr-1 section i mod on and click on cool zr-1 websites if u want all the ones i know of!!!! dont be shy of a zr-1 there is lots of support out there 4 em!!! they have a true cult like following.....
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