[Just_me]

Is it running on runflats?

[Merc1]

No. There is no mention of runflats.

M

[Bruce]

I wouldn't be too sure of the ZR-1 humiliating the GT-R. There's little doubt that ZR-1 will be a monster (and a fantastic sports car), but on a track like the Hockenheim I wouldn't be surprised if the GT-R was able to fend off the 'Vette. Do take note that the Skyline will have the great advantage of traction (notably thanks to it's drive train and control sysyems) and thus is obviously something which most 'Vettes seem to (understandably) lack.

Nor would I would be the least bit surprised if the GT-R had the advantage off-the-line. Sure, by and large the ZR-1 will undoubtedly be faster in a straight line, but will it really been able to pull it's weight on the circuit?

And yes, I'm fully aware of the Z06's amazing set of figures in Sport Auto's Supertest. Look at it this way - the Zonda may be a lot lighter than the Carrera GT and it may have a boatload more thrust, but because of the latter it has troubles extracting it's full potential through the tighter corners.

I'm not saying "this" car is better "than" that car, I'm merely pointing out that I'd wait for a set of performance figures before coming to any conclusions.

Anyhow, as for the ZR-1:

Definitely an exciting car. Interesting set of styling ques too; it really does seem to hark back to the C4 ZR-1 and that's obviously perfect for the true 'Vette enthusiast. And though I love what they've done with the side-air vents and the rear spoiler, I'm must admit to being not too fond of the glass-bonnet (doesn't work too well in my humble opinion), nor the alloys. Other than that, I haven't any complaints.

It's also interesting to learn that this engine - the LS9 - is based upon on the LS3 and not the LS7. Clearly they were looking for an engine set-up more than a tad brute than the Z06 (ZR-1/Z06): take note of the redline difference - 6,600 versus 7,000 respectively; the compression ratio's - 9:1.0 veruses 11:1.0 respectively.

Impressive beast all-around. Kudos GM.

[Merc1]

Head for the fallout shelter: the beastly Corvette ZR1 is gonna wreak some havoc.


The ZR1 is the most expensive and most powerful production Corvette in history, with a price tag around 100 grand ($110,000 for the loaded 4LZ trim level) and an estimated 620 hp at 6500 rpm and 600 lb-ft of torque at 4000 rpm from its supercharged LS9 6.2-liter V-8.

It is the first factory-built Corvette to feature forced induction, and it will also be the first Corvette to top 200 mph off the showroom floor. The idea that such a Vette could exist is certifiably bonkers.

And yet here it is. Thank you, Rick Wagoner. Thank you, Bob Lutz. And thank you Corvette vehicle lead engineer Tom Wallace.

The Heart of the Beast

Spearheading the myriad mutations needed to turn a run-of-the-mill Corvette into a ZR1 is, of course, that blown hunk of aluminum residing between the front wheels. Contrary to what you might think, the LS9 isn’t based on the Z06’s 7.0-liter LS7, but rather the base Vette’s 6.2-liter LS3 (the LS3 has 76 percent carryover parts), with which it shares a 4.06-inch bore and 3.62-inch stroke. The LS7’s cylinder walls were deemed too thin to reliably handle the extra grunt of the supercharger. The LS9 has been validated to 150,000 hours, and saw no piston, rod, or crank failures in 6800 cumulative dyno hours. The hand-assembled engines come from GM’s Performance Build Center in Wixom, Michigan, and each one is hot-tested before it goes out the door.

The all-new blower is provided by Eaton, and is the sixth in its series of Roots-type superchargers. The Gen VI “Twin Vortices Series” rides between the cylinder banks, making max boost of 10.5 psi, and Chevy claims an increase in both efficiency and noise reduction over past superchargers. An air-to-liquid intercooler sits on top of the supercharger. By lowering the engine inside the car, engineers were able to avoid the tell-tale hood bulge required for most superchargers. As a result, hood height only increases an inch, although there is little space between the outside of the hood and the engine.

Other, less noticeable changes were made under the hood, too. The LS9’s heads are made of an alloy meant to handle higher temperatures, and they sit on four-layer steel gaskets rather than the two-layer ones found in the LS3. The intake ports have swirl wings, which increase the efficiency of the combustion process, but unfortunately also cramp airflow. The supercharger’s forced air, however, mitigates the airflow problem, according to Corvette engineers.

The LS9 uses a forged steel crank and pistons, and has a lower, 9.1:1 compression ratio, as compared with the 10.7:1 ratio of the LS3. The connecting rods are titanium, like the LS7’s. The LS3 and LS9 have identical valve diameters, but the blown motor gets titanium intake and sodium-filled steel exhaust valves.

The Rest of the Voodoo

As the LS9 does its work, its many, many ponies invade the transmission, where they encounter a beefed-up six-speed Tremec unit with closer ratios than the one found in the Z06. However, first gear will still be good for 60 mph, ensuring insane performance stats. A dual-plate clutch offers enough feel and modulation, according to Chevy, to make launches a snap. We expect 0-to-60 in 3.5 seconds, or better, and the quarter-mile in 11.0 seconds.

The spring rates have been softened from those of the Z06, and the ZR1 will get the second generation of Delphi’s auto-reactive magnetic shocks standard, tuned to produce a docile ride around town in a car that required a new speedometer to 220 mph. The footwear is fat; the ZR1 gets 285/30-19s up front and 335/25-20s at the rear. By comparison the Z06 uses 275/35-18 front and 325/30-19 rear setups. As Lutz puts it, “it’s wonderfully easy to drive, but once in it, Clark Kent turns into Superman.”

The Corvette uses the same Brembo carbon-ceramic brakes as the ones found on the million-dollar Bugatti Veyron supercar. Vented and cross-drilled discs measure a whopping 15.5 inches at the front and an even 15 at the back. The front calipers utilize six pistons, and the rears four. Essentially, everything was brought up to the level needed to handle the rush of power the car can create, says product design chief and vice chairman Bob Lutz.

The ZR1 will likely be 150 pounds heavier than the roughly 3200-pound Z06, despite the liberal use of carbon fiber for the hood—which has a see-through panel in the middle for an excellent view of the top of the intercooler cover—front fenders, sill extensions, front splitter, and roof. The car has eight major panels of carbon fiber compared with six made of other materials. And GM says it will be first to offer clear-coated carbon fiber exterior panels designed to last the life of the car. The chemical additive added to the clear coat costs more than $60,000 a gallon, officials say.

The weight gain was inevitable, given all the extra hardware under the hood. “It’s literally like being fired out of a slingshot in a time warp continuum,” Lutz says, but with stability enhancement to help keep the tail straight when nailing the throttle when exiting a corner.

Production starts in July, for sale in August or September. GM can build about 2000 ZR1s a year with a choice of seven colors. Each ZR1 will have a unique identifying VIN number that incorporates the sequential build number, which should please collectors.

The Vette to End All Vettes—Literally

Since its launch, the Z06 has always been “the best dollar-for-dollar sports car on the planet,” but that’s kind of like being called the “best pound-for-pound fighter” in boxing. You may be very good, but there are still bigger, stronger opponents out there who’ll knock you flat on your rear. In the case of the Ferrari 599–baiting ZR1, however, it doesn’t look like we need any qualifiers whatsoever—it’s going to rock, plain and simple.

And with the fear that high-performance vehicles like this may be legislated out of existence in the future because they can’t meet emissions standards, we plan to enjoy every minute we can, just in case.


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M

[Bruce]

Ahh, I've only now realized the ZR-1 has ceramic brakes.

A needed item for such a monster of a vehicle.

[SDNR]

Really nice looking and outrageous power ....what's the build quality like?


So is this GM's salute to climate change ?

[Monster]

Check out the little skull graphics on the air intake tube it looks awsome.

I am very impressed with GM. They have tried very hard and upgraded every single element of the impressive Z06 already. This is a killer package on paper, but on the road and track it is another matter. It is good to see GM go for the softer suspension setting cause the rear tyres really do need to be in constant contact with the road.

[Just_me]

Real High-res images

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[Deutsch]

Originally Posted by Rob

So is this GM's salute to climate change ?

Live it up before it's too late.

[Guibo]

Originally Posted by Just_me

Is it running on runflats?

Based on this picture, it is:
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"ZP" = Zero Pressure