The Chevrolet Corvette ZRr1 is a car that begs, no, dares you to explore its
limits, but I'm not going to do that for two good reasons. One when it arrived the
rear tires were already toast, and two, to review cars for a living
I need a driver's license, and I'm not going to risk my livelihood setting the
new urban land speed record. Put those limitations in place and a question arises.
What kind of fun can you have in a Corvette ZR1 if you're aiming not to
break the law?
Triple digits might be thrilling but so is 35 as long as you get there quick
enough.
Quickness is a given with the ZR1. I could paint you a word picture, but
numbers work just fine. That bulging hood hides a 6.2-liter
supercharged V8 making 755 horsepower. Here, let's toss a graphic up just in
case you think you misheard me. With the electronic limited slip differentials
shuttling power to the ground and in the right setting 0-60 sprints blur
by in less than three seconds. Ten-second quarter mile times are achievable, and
with enough tarmac the ZR1 can hit 212 miles per hour
making it the fastest production Corvette ever. What good is the fastest
production Corvette ever produced if you can't show it off to your friends?
The grip on those wheels is really noticed. That's nice.
And there's the speed limit. Woo, got there fast. Did we get out of square in
second? Yeah, we're still in second, though that was cruising along second. You know what it is right?
Right now you're driving like the worst person to ever learn to drive a stick
shift. Who are you? Yeah
Along with heated and ventilated Nappa leather seats, front curb cameras and
Bose premium audio, the $10,000 pricier 3ZR trim has a performance data
recorder. It's made to capture your exploits at the racetrack, and the
internet was created for secure military communications. There's no harm in
repurposing technology. Remember that time I breezed through the infamous
traffic circle at swift but still legal speeds? Why, yes I do.
The law tends to associate acceleration with danger, so logically if I'm using
the brakes they'll think I'm driving more safely.
Braking might not seem like fun, but try it with an unsuspecting passenger. All
right! See, fun. Where brakes are concerned the Corvette ZR1 is a massive
overachiever. Brembo carbon ceramics come standard, 15.5-inch rotors and blue six-
piston calipers upfront, 15.3-inch rotors in back. That's the kind of stopping
power you want when you're sending lap times at the Nurburgring. Is it overkill
on the streets? Maybe, maybe not.
The ZR1 features a four mode exhaust system and progressing from bizarrely
quiet stealth mode to raucous track mode, there's an exhaust setting for all
occasions. For tunnels and overpasses I recommend track.
Look I'm just driving here but the ZR1 flips a switch and other motorists, oh
hey, Dodge Challenger SRT8 guy, why yes, I do see your smoking tires. For some reason
the ZR1 inspires these kinds of displays. It's the arrow bits.
Maybe it's the ZR1 badge, or maybe it's the carbon-fiber everything. To be fair
if you add enough carbon fiber to a Sienna minivan someone will try and race
you. If I had to guess though, I'd say it's the high-wing included on the
$3,000 DTK track Performance Package. Oh, you didn't see it? Yeah, if you look
really closely in the back there there's a wing. The high wing offers five-degrees of
adjustment to really dial in your desired downforce. Though it does add
drag versus the standard low wing, so if you're gunning for max velocity go low
wing, but if ultimate track performance is the goal, ZTK is the play.
Beyond a conspicuous wing the package adds higher rate springs, carbon fiber
end caps for the front splitter, loop only, revised tuning for the standard
multimode magnetic ride control, and Michelin Pilot Sport Cup 2 summer tires,
elevating the ZR1s already ludicrous cornering abilities.
The Corvette ZR1 offers an eight-speed automatic transmission, but for ultimate
driver engagement stick with the standard automatic rev matching seven-speed
manual clutch. Efforts are totally manageable for such a powerful engine,
and the shifter gives you something to do when you get bored, and I mean that
quite literally. With so much torque a lazier driver could just leave the
transmission in third and skip shifting all together. Look here I am leaving from
a stop in third no problem,
and here I am doing the speed limit in third, merging with the freeway,
just burbling along, and now breaking because the freeway is clogged.
One of the great things about a Corvette is the view forward. The long hood gives
you a sense that you're guiding something fast, kind of like pointing and
shooting an arrow.
The ZR1 amplifies that sensation by reminding you with that big old
carbon-fiber engine cover that unholy power lies beneath.
Truthfully, creating a sense of speed is more about feel than numbers. It's sound,
vibrations and visual cues, even obeying the speed limit the ZR1 makes for a
riveting commute. I should also say that the ZR1 is still a Corvette. Some of the
interior plastic bits feel cheap, and I'm pretty sure this trim piece shouldn't
move. No problem, if you need a distraction from interior shortcomings
try looking up.
You can buy a Corvette ZR1 in convertible form for about $126,000
including destination and gas guzzler
charges, but pro tip, go with the $4,000 cheaper coupe and you
can still enjoy open-air motoring. Look at all the fun I'm having,
and look at my smug satisfaction having saved $4,000. Aw, that guy's so smug.
Hate him so much!
When driving a 755 horsepower Corvette it's fun to imagine exploiting its
potential. That days sound good. Maybe a quick trip to Germany? How about
some high-speed cross-country shenanigans Cannonball Run style, or
maybe, just maybe, the true appeal of a ZR1 is the certainty you're piloting the
pinnacle of Corvette-dom. As far as factory issued vets go this is the
fastest, priciest, best you can buy, full stop, and the best part, you know you're
driving the ultimate Corvette no matter how slow you go.