[ENGINE REVVING]
[MUSIC PLAYING]
KURT NIEBUHR: The C8 Corvette blew us away
with its poise and performance.
But we knew GM was just scratching
the surface of the potential for its new mid-engine architecture
even as we were handling the Stingray, Edmunds's
top-rated sports car, not once but twice.
We were already eagerly anticipating this car--
the fire breathing Z06.
You can check out our first look video
with Editor in Chief Alistair Weaver
to drill down on the specific differences
between the Stingray and this Z06.
[ENGINE REVVING]
SPEAKER: Jeez!
KURT NIEBUHR: But suffice it to say it's
all about track day supremacy.
That's exactly why I jumped at Chevy's invite
to head to Pittsburgh International Race
Complex, a.k.a.
Pit Race, helmet in hand.
After a big breakfast and a chalk talk,
we got behind the wheel.
A bit of housekeeping as we set out on the full 2.78 mile,
19 turn track.
This fast, undulating circuit is one
of the courses where Corvette engineers developed the Z06.
In order to have us come to grip with this car's
wild performance envelope, GM wisely started us out
in the standard Z06.
Even in base form, this is insane.
You can already start to hear the new 5.5-liter flat plane
crank V8 as I pull out of the pits.
It's got a totally different character
than the 6.2 liter small block in the Stingray.
Now I've had a lot of street and track
time in Edmunds's long-term Stingray,
and this car already feels very, very different.
That's me following lead development engineer Aaron
Link.
I've got two laps directly behind him to study the course.
This is the first time I've ever been here.
And then another journalist is going to take the second spot
and I'll filter back behind him.
Even without the optional Z07 package's insane aero
and super-sticky tires, you can see we're already
at a pretty good clip, even before they let us out
on our own for seven or eight laps.
This new engine makes 670 horsepower--
670.
But you've got to rev it to 6,300 RPM
to get to its 460 pound foot torque peak.
That's a lot less torque than the old C7 supercharged Z06,
but it's way too much fun to rev this engine up
to its 8600 RPM redline.
This doesn't sound like any production Corvette
anyone has ever heard.
Even on this base Z06's Pilot Sport 4S tires,
there's a ton of grip in the corners.
This thing has 275 section front tires.
That's 30 millimeter more than the Stingray.
The backs are 345--
345.
No surprise they needed to invest
in some more unique bodywork than the old Z06 just
to fit these 14-inch-wide meats.
Man, it's hard to capture on camera,
but this track demands a lot of both car and driver.
There are plenty of elevation changes,
blind crests, and hidden apexes.
Chevy has installed this quickish chicane
on the back straight to keep us newcomers
from barreling into turn 16 at about 150 miles an hour.
Some of these tricky sections are harmless fun,
while others promise severe punishment
if you get them wrong.
So I appreciate that chicane and the lack of speed
just this once.
They're letting me run in any of the Z06's traction modes.
But since I'm new to this course,
I'm sticking with Sport.
And I should note that I am driving in track mode.
OK, they've checker flagged our first session.
[MUSIC PLAYING]
This time in the Z07 package cars, these specific cars
feature optional carbon-fiber wheels
that are 41 pounds lighter across all four of them.
That's huge.
And speaking of huge carbon things, check out those brakes.
At 15.7 inches up front and 15.4 out back,
these carbon ceramic brakes are the biggest ones
they've ever fitted to any production Corvette.
I immediately noticed the lighter carbon-fiber wheels
and the super-sticky Michelin Pilot Sport Cup 2 R tires
with only a slight turn of the wheel exiting pit lane.
It may sound a little strange, but it really is that obvious.
I can also feel that the MagneRide suspension
has been re-tuned.
There's excellent body control, so much so
that I became confident enough to really ride
pit race's curves at speed.
Stability is confidence.
And this Z07 package has it in spades.
Chevy says the Z07 pack's additional aero
makes 734 pounds of downforce at 186 miles an hour.
And I'm going to take their word for it
as I can't reach that speed here,
but I can take advantage of all that grip.
Just listen to that engine.
This thing really breathes well at high RPM thanks
to its trick intake manifold and dual throttle bodies.
Inside that engine, it's a hot rodder's dream
of forged lightweight internals.
And it sounds absolutely wicked.
All right, this is going to be my lap commentary at Pitt Race.
Charge over this a little bit of curve.
The ESC light flickering again.
And now, we're into the area where
we're just about to come to one of the scariest corners
on the track.
It's a quick right.
It's coming up here.
Blind turn in, turn farther than you
need to, maintenance throttle, get on the curb, and then floor
it.
That's the pit straight right in front of you, so don't lift.
Flat out all the way through here.
Watch that speed.
This is that quick chicane on the back straight.
Go through that.
Thanks for putting that in because this corner
would probably be 145 miles an hour
if they didn't put it there.
Braking for the last turn, again, a late turn in,
just kiss the curb on the exit.
Watch the throttle so that you don't get ESC intervention
and just floor it.
Just wind it out.
Listened to that thing.
ESC triggering a little bit.
No big deal.
That's it.
Now, I'm going to shut up for one lap
and let you hear the Z06 for yourself.
This was recorded with the Corvette onboard PDR--
the Performance Data Recorder.
[ENGINE REVVING]
OK, it's pretty obvious that I left a lot of speed
on the table through most of those corners.
But that's not the V06's fault. It's communicative.
It's stable and responsive to every input.
I just didn't want to be the one to wad up
a perfectly good Z06 over driving a tough track
that I've only just met.
The Z06 is very much the 911 GT3 to the Stingray's 911.
It's a giant leap forward from an already impressive sports
car.
A special shout out to Corvette's performance traction
management.
I can't think of a better system for all levels of drivers.
I really want to get this Z06 out
on public roads for a good flogging
to get the full measure of this car.
But heavy Pennsylvania rain and semi-slick Cup 2 R tires
meant it was just not going to be.
At a starting price of right around $107,000,
the base Z06 is hardly cheap, but it is an outstanding value.
To make the most of it, I'd opt for the Z07 Package,
plus I'd splurge on the carbon brakes, carbon wheels,
and the aero package that comes along with the Z07 Package.
Oh, and I'd add the competition bucket seats too.
[ENGINE REVVING]