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http://www.topgear.com/drives/CB/A1/...sts/03/01.html
Chevrolet Corvette Z06 It took Chevrolet five years camping in the world's most famous race tracks (and a whole lot of investment) to come up with their fastest road car ever, the new Corvette Z06.
Named after a rare racing version of the 1963 Stingray, this über 'Vette will be on sale across Europe by the end of the year. It boasts some impressive stats, courtesy of the largest displacement small-block V8 ever produced by Chevrolet: try 3.7 seconds 0-60mph and a top speed of 198mph.
On this first and rather exclusive encounter with the Z06 - both on a track in Virginia and on the public roads around it - it soon becomes apparent that this is a more visceral Corvette than previous cars.
The larger grille opening makes this a front breather, whereas the regular C6 Vette takes its intake air from below. Then there are the wider, carbon-fibre front wings, wider quarter panels to house the larger rear wheels, the quartet of trumpet-like machined exhaust outlets and the duck-tail spoiler to further reduce lift.
Other than that, it is pretty much the conventional low, long-nosed Corvette shape. Once inside, the good news is that the steering wheel has shrunk 2cm in diameter, but the bad news is the lack of improvement in materials and finish. Considering that in this rarefied market segment, we Europeans will hardly settle for anything poorer than a few soft touch plastics and an excess of hand-stitched leather.
Still, a headup display, keyless entry and pushbutton ignition are standard, while a DVD satnav system (the first satnav offered in a Corvette), and seven-speaker Bose hi-fi are options.There's fairly good in-car stowage in the doors and centre console, plus a whopping (for a supercar) 640-litre boot. In fact, by combining this functionality with the relatively discreet sound effects produced by the engine below 3,000rpm, Chevrolet has created a supercar that can almost be used as a daily commuter.
Moreover, because economy verges on respectability (again for a supercar, at least), it's the first such extreme fun car to escape the American 'gas guzzler' tax, which adds $6,400 to the cost of owning a Lamborghini Gallardo, for instance. The relatively light clutch pedal makes this a disarmingly simple car to drive too, and the steering is quick and communicative, but never frenetic. On the other hand, the weighty but precise shift action of the Tremec six-speed gearbox needs some getting used to, but to be fair, it is engineered to deal with the massive loads of torque on offer.
This is coupled to that Chevy small-block, now expanded to 7011cc and generating 512bhp and 470lb ft of torque - or 108bhp and 67lb ft more than the already very swift standard 'Vette has to offer. The engine is nicely upgraded thanks to a co-development with the Corvette C6R Le Mans racer. That explains the titanium connecting rods and intake valves, and other lightweight components that help it now rev up to 7,000rpm.
The acceleration borders on cataclysmic: the Z06 blasts to 100mph in just over seven seconds and approaches the double-ton barrier like no product of the GM empire has ever done before. Keep your foot held down and the engine shows no sign of relenting. The chassis provides an overall balanced feel, progressively releasing grip at either end, depending on how you play with the pedals. The car flows well over uneven asphalt and stays settled over corner bumps.
The conventional cross-drilled, ventilated brakes feature vast six-piston front and four-piston rear calipers and are convincing too, with no sign of fade. Ceramic brakes were considered too costly to fit as standard; as is the case with a Porsche 911, but these may be made available in the future (albeit for around £2,000 extra).Defying commonly held perceptions of such large and fast, all-American sports cars, the Z06 combines a degree of precision and refinement to the way it handles. What helps significantly is the fact that at 1,421kg, this is a relatively light car - especially impressive given the size of its engine.
The use of aluminium and carbon-fibre structural components in place of the steel of the regular 'Vette, plus a magnesium engine and suspension cradle, all assist weight reduction efforts and give an improved distribution of weight, too. The battery was even shifted back to the boot for this cause.
On the race track, it covers distance quickly, while retaining a reasonable margin of safety. The stability control system can be shut off or you can select a 'competition' mode that allows more slip before intervening than the fully active mode. I start the first couple of laps round the 3-and-a-bit mile circuit with all the electronic aids on and then - as the knowledge of both the track and the car rise - turn it off, and then disengage the competition mode. Even the trickiest sections are handled with no major scares. And after a few hot laps the Z06 continues to feel stable and keyed in, all the way through.
Did I say 'hot laps'? Well, that's how it feels just after crossing the finish line a dozen times, already imagining headlines announcing a lap record pulverized by a non-professional driver and obviously a wasted talent.
But things are put into perspective after I sit next to Johnny O'Connell (Le Mans GT1 class winner with Chevrolet this year and involved in the production development of the Z06) and realise I had been barely doing warm-ish laps before he took to the wheel. This ultimate incarnation of the Corvette provides its driver with the best of several scenarios. It's planted enough to massage the egos of most potential owners and their abilities, yet is comfortable enough to consider driving regularly in town.
And there's one further good reason for those with the means to seriously ponder buying one: the £60,000 price tag. Driven back to back with a Lamborghini Gallardo or a Ferrari F430, the Z06 would be every bit as rapid; yet you could buy yourself two of these for the price of either.
Joaquim Oliveira
Chevrolet Corvette Z06 It took Chevrolet five years camping in the world's most famous race tracks (and a whole lot of investment) to come up with their fastest road car ever, the new Corvette Z06.
Named after a rare racing version of the 1963 Stingray, this über 'Vette will be on sale across Europe by the end of the year. It boasts some impressive stats, courtesy of the largest displacement small-block V8 ever produced by Chevrolet: try 3.7 seconds 0-60mph and a top speed of 198mph.
On this first and rather exclusive encounter with the Z06 - both on a track in Virginia and on the public roads around it - it soon becomes apparent that this is a more visceral Corvette than previous cars.
The larger grille opening makes this a front breather, whereas the regular C6 Vette takes its intake air from below. Then there are the wider, carbon-fibre front wings, wider quarter panels to house the larger rear wheels, the quartet of trumpet-like machined exhaust outlets and the duck-tail spoiler to further reduce lift.
Other than that, it is pretty much the conventional low, long-nosed Corvette shape. Once inside, the good news is that the steering wheel has shrunk 2cm in diameter, but the bad news is the lack of improvement in materials and finish. Considering that in this rarefied market segment, we Europeans will hardly settle for anything poorer than a few soft touch plastics and an excess of hand-stitched leather.
Still, a headup display, keyless entry and pushbutton ignition are standard, while a DVD satnav system (the first satnav offered in a Corvette), and seven-speaker Bose hi-fi are options.There's fairly good in-car stowage in the doors and centre console, plus a whopping (for a supercar) 640-litre boot. In fact, by combining this functionality with the relatively discreet sound effects produced by the engine below 3,000rpm, Chevrolet has created a supercar that can almost be used as a daily commuter.
Moreover, because economy verges on respectability (again for a supercar, at least), it's the first such extreme fun car to escape the American 'gas guzzler' tax, which adds $6,400 to the cost of owning a Lamborghini Gallardo, for instance. The relatively light clutch pedal makes this a disarmingly simple car to drive too, and the steering is quick and communicative, but never frenetic. On the other hand, the weighty but precise shift action of the Tremec six-speed gearbox needs some getting used to, but to be fair, it is engineered to deal with the massive loads of torque on offer.
This is coupled to that Chevy small-block, now expanded to 7011cc and generating 512bhp and 470lb ft of torque - or 108bhp and 67lb ft more than the already very swift standard 'Vette has to offer. The engine is nicely upgraded thanks to a co-development with the Corvette C6R Le Mans racer. That explains the titanium connecting rods and intake valves, and other lightweight components that help it now rev up to 7,000rpm.
The acceleration borders on cataclysmic: the Z06 blasts to 100mph in just over seven seconds and approaches the double-ton barrier like no product of the GM empire has ever done before. Keep your foot held down and the engine shows no sign of relenting. The chassis provides an overall balanced feel, progressively releasing grip at either end, depending on how you play with the pedals. The car flows well over uneven asphalt and stays settled over corner bumps.
The conventional cross-drilled, ventilated brakes feature vast six-piston front and four-piston rear calipers and are convincing too, with no sign of fade. Ceramic brakes were considered too costly to fit as standard; as is the case with a Porsche 911, but these may be made available in the future (albeit for around £2,000 extra).Defying commonly held perceptions of such large and fast, all-American sports cars, the Z06 combines a degree of precision and refinement to the way it handles. What helps significantly is the fact that at 1,421kg, this is a relatively light car - especially impressive given the size of its engine.
The use of aluminium and carbon-fibre structural components in place of the steel of the regular 'Vette, plus a magnesium engine and suspension cradle, all assist weight reduction efforts and give an improved distribution of weight, too. The battery was even shifted back to the boot for this cause.
On the race track, it covers distance quickly, while retaining a reasonable margin of safety. The stability control system can be shut off or you can select a 'competition' mode that allows more slip before intervening than the fully active mode. I start the first couple of laps round the 3-and-a-bit mile circuit with all the electronic aids on and then - as the knowledge of both the track and the car rise - turn it off, and then disengage the competition mode. Even the trickiest sections are handled with no major scares. And after a few hot laps the Z06 continues to feel stable and keyed in, all the way through.
Did I say 'hot laps'? Well, that's how it feels just after crossing the finish line a dozen times, already imagining headlines announcing a lap record pulverized by a non-professional driver and obviously a wasted talent.
But things are put into perspective after I sit next to Johnny O'Connell (Le Mans GT1 class winner with Chevrolet this year and involved in the production development of the Z06) and realise I had been barely doing warm-ish laps before he took to the wheel. This ultimate incarnation of the Corvette provides its driver with the best of several scenarios. It's planted enough to massage the egos of most potential owners and their abilities, yet is comfortable enough to consider driving regularly in town.
And there's one further good reason for those with the means to seriously ponder buying one: the £60,000 price tag. Driven back to back with a Lamborghini Gallardo or a Ferrari F430, the Z06 would be every bit as rapid; yet you could buy yourself two of these for the price of either.
Joaquim Oliveira
