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Originally Posted by srika
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I know what you mean. I've seen numbers ALL OVER the place for the GT. Traps as low as 122 and as high as 130+. Makes no sense, really. I usually go by about a 127 mph trap for it, seeing how its about in the middle. ET's have ranged from 11.3 to 11.8 :dunno:
Whatever the case, the Z06 has very similar performance for almost a third of the cost. and oh yea my bad for missing the most important page.... :doh: |
Originally Posted by srika
Whatever the case, the Z06 has very similar performance for almost a third of the cost.
If they do ever build the Blue Devil then watch out everybody.:what: |
I am sure that when owners independently dyno their cars, we will find that the LS7 is way underrated. You don't get 125+ traps from 505 hp.
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:werd:
and, if owners don't get 125-127 mph out of their cars, that will be peculiar as well... cough*ringers*cough |
awesome info! This is one of my favorite cars. The performance, cost and style are all outstanding
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Wow... this is one American car I would buy. The performance is ridiculous considering
the cruising mileage. Keep in mind if you floor it around all the time don't expect 28mph ;) $65K is cheap for true supercar performance... :thumbsup: |
Originally Posted by allmotor_2000
Wow... this is one American car I would buy. The performance is ridiculous considering
the cruising mileage. Keep in mind if you floor it around all the time don't expect 28mph ;) $65K is cheap for true supercar performance... :thumbsup: I have to give it up to domestics in the area of performance, between the SRT4, SVT Cobra and Z06, you cant beat the bang for the buck. |
Viper ppl don't seem to like the new Z06 too much....... :rofl:
http://vca2.viperclub.org/forums/sho...b=5&o=&fpart=1 kinda silly really. |
Originally Posted by DownUnder
I wonder why they used the slowest time they got for the GT? Seems unfair. In another C&D comparison test the Ford GT did 0-60 in 3.3s, 0-100MPH in 7.6s, 0-150MPH in 16.9s, and the 1/4 mile in 11.6s @ 128MPH all quicker times then the Z06, and this is when it had 500HP instead of the 550HP it has now.
The HP for the GT never changed in reality. The claim changed. |
Originally Posted by DownUnder
The Z06 is close but is not faster or quicker then the GT. Some mag has gotten the Ford GT to do the 1/4-mile in 11.2s@132MPH, which was only .02s slower, then the Enzo in the comparison test. Also the Ford GT tops out at around 205MPH.
But it could be quicker if the above numbers are the average mags get. I saw 3.5 and 11.5 so I thought of the GT doing 3.7 and 11.7 on the average. I know there are quicker numbers but there are also slower numbers. Motorweek for example got 12.2 for the 1/4 recently. Just looking at the average numbers. Again, I said the above judging from what was posted above. Remember, the power to weight ration of the z06 is better than that of the GT's. So it should be par or faster than the GT, unless the GT makes a lot more than 550HP which is very possible. |
Originally Posted by srika
Viper ppl don't seem to like the new Z06 too much....... :rofl:
http://vca2.viperclub.org/forums/sho...b=5&o=&fpart=1 kinda silly really. The Viper is totally OWNED by the new Z06. Its faster, more comfortable, more practical, easier to drive and control and its cheaper to boot. No comparison IMO. |
From reading the article, I am astounded by the total weight of the car and the comparisons the author makes to the F430 and Carrera GT. Huge kudos to the GM engineering team on this feat. I bet it was not easy mainly due to cost.
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So, many times, during debates about the Corvette base car, Corvette backers and not, would always use the price as a criterion for the car's advantage. For example, the 911 costs 40% more than the C6, etc. With this Z06 then, one can say that, this is what GM is able to come up with when the price matches that of the base 911 (and it's actually below that, especially when one counts the options available). No doubt a feat for GM!
Looking at the tech specs: 1. According to C&D the car is officially quicker than the Ford GT. 2. Cheapest in its class by far in most cases 3. I was expecting better braking performance. That Viper is unbelievable with regard to braking, even today. 4. I was expecting better roadholing numbers. Well above 1.0g was my expectation. 5. Surprised to see the city fuel economy be second to that of the 911S' but I dont understand why C&D does not report highway fuel economy where I am sure the Z06 would be first. 6. Reading the options, I cant believe this car will top out at $70K with every major amenity and still give these performance figures. This is a feat, once again. I mean they even give you POWER telescoping steering wheel! Unbelievable how friendly supercars have become. And this car is not priced as one! What can GM come up with if it were to charge as much as the GT? The Enzo will be ridiculed if that's possible. 7. Looking at the gear ratios. Interesting to see that 1st gear tops at 59mph, I am sure that's deliberate because when you depress the clutch, you have reached 60 or more due to momentum. Very clever. But looking at the 1/4 mile topping at 125mph, I wonder if third is hampering the 1/4 ETA since it's 4mph short. It may be enough to be overcome while the change to 4th gear is happening but I doubt it. So in theory, if the driver has to engage 4th to reach 125mph, the 1/4 mile ETA could have been better if third was slightly longer. In this particular test, at least. 6th gear is 0.5! I cant believe how long this gear is! With all this torque, the engine cannot go further than 3600 rpm according to the chart! And at 3600 rpm you are doing 160mph!!! In other words, this is a great gear to cruise at 100 mph on the highway at 2200 rpm. 8. Interesting that the front track is wider than the rear! 9. The Cd is not that great at 0.34. I am sure that if this was at high 0.20s the car would be well into the 205mph area for top speed or higher. EPA would also have been better. 10. Guess what Top Gear! This supercar has leaf springs still. And we'll continue to use them until an edition of the all American Corvette is the fastest and quickest car in production at that given point. Pushrods also will be used and if GM can use carburators to do it, I'd love it even more. How's that for American high tech? 11. And all this in Good Year tires. I am saying this cos there is this belief out there from many that GY is way behind in tire tech. |
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Until the Viper, Z06, GT and hopefully F430 are put on the same track and tested head to head the numbers don't mean much.
As you can see, MT pulled a 1.05g compared to C&D's 0.98. |
surprise..... the F430 ppl are complaining too. :)
http://www.ferrarichat.com/forum/sho...7&page=2&pp=20 |
Originally Posted by srika
surprise..... the F430 ppl are complaining too. :)
http://www.ferrarichat.com/forum/sho...7&page=2&pp=20 |
Originally Posted by srika
surprise..... the F430 ppl are complaining too. :)
http://www.ferrarichat.com/forum/sho...7&page=2&pp=20 I loved this guys' interaction here: Originally Posted by lawwdog Too bad Chevy has to stay in an american series, if they were a great mechanical engineering company with SOUL..they would figure out how to do something other than a small block chevy. And, how many years has the small block chevy been out????????????? hhmmmmmm oh thats engineering at it's best. -------------------------------------------------------------------- ls1z51 Ah, more ignorance. It's not the same smallblock, fool! You should read more. A 427 motor that revs to 7000 rpm, comes in a lightweight, small package with a low center of gravity and gets 26mpg IS a significant engineering achievement to anyone with a brain. That's why no one else has managed to come close. The fact is that all the techie crap in euro cars comes out of artificial racing rules in F1 that are desinged to push the technology envelope. For a production car, it makes far more sense for form to follow function. Were you aware of the fact that BMW's tech-heavy M3 motor with 3 liters, 6 cylinders and hampster wheel low levels of torque weighs more, is larger and has a higher center of gravity than the 400hp, 6 liter ls2 in the base vette? Why in God's name? There's no good reason except to keep displacement down, which doesn't matter in the US. How is that good engineering? As for the performance of the 430 and the Z06, no doubt they are close. I love Vettes, I'm on my second, and they DO have a soul all their own. Would I rather have the 430? Of course? Is it worth nearly $150K more for its marginal virtues? That's a tough one. |
The sad thing is that the Ferrari guys still think Vettes cant hold their own in the twisties. They still see this Z06 as a straight line performer. It's 100% denial.
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Picked up R&T last night and was shocked to see their Z06 numbers at 4.2 to 60 and 12.3 @116.x in the 1/4 mile. Not unusual to see R&T have slower numbers than other mags but those numbers are well off even C&D's 3.6 and 11.7, especially the trap.
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If I could afford a F430 I don't think I'd actually buy one. I'm just not that kind of person.
I don't think that I'd necessarily get a Z06 either ... I really would have to drive it. The C5s were basically go-carts with big engines ... Not refined enough for me. My first choice would be a 911GT3 until I drove a Z06 and possibly changed my mind |
Originally Posted by dom
Picked up R&T last night and was shocked to see their Z06 numbers at 4.2 to 60 and 12.3 @116.x in the 1/4 mile. Not unusual to see R&T have slower numbers than other mags but those numbers are well off even C&D's 3.6 and 11.7, especially the trap.
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Originally Posted by charliemike
If I could afford a F430 I don't think I'd actually buy one. I'm just not that kind of person.
I don't think that I'd necessarily get a Z06 either ... I really would have to drive it. The C5s were basically go-carts with big engines ... Not refined enough for me. My first choice would be a 911GT3 until I drove a Z06 and possibly changed my mind something like this: http://cars.com/go/search/detail.jsp...6&aff=national $50k less!!! :nod: or even a F360 or F355... I dunno for sure though, since I'm not in that position atm.... :sad: |
Originally Posted by srika
you know, I agree. do you know what I would get?
something like this: http://cars.com/go/search/detail.jsp...6&aff=national $50k less!!! :nod: or even a F360 or F355... I dunno for sure though, since I'm not in that position atm.... :sad: |
Cadillac should really start to develop the northstar engine in the same way that chevy has done with this series engine. Drop the supercharger and start turning that engine into a monster like this.
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Originally Posted by charliemike
I'm really not one for penismobiles ... The 911GT3 is a little bit of one but not a full-on compensator because the general 911 body is so commonplace. :rofl:
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Originally Posted by Maximized
I am sure that when owners independently dyno their cars, we will find that the LS7 is way underrated. You don't get 125+ traps from 505 hp.
Edit, he makes that to the wheels, the z06 prolly makes around 450-470 to the wheels. |
Originally Posted by srika
:werd:
and, if owners don't get 125-127 mph out of their cars, that will be peculiar as well... cough*ringers*cough |
7:28 --- Porsche Carrera GT, Walther Röhrl, Autobild July 2004
7:32.4 -- Porsche Carrera GT, definitive time by Horst Von Saurma 7:32.5 - Gemballa Porsche GTR 600 EVO, Wolfgang Kaufmann (2001) 7:36 --- Porsche Carrera GT, factory test driver Walther Röhrl (2002) 7:40* -- Porsche Carrera GT, *estimated time on cold and partially wet track (2003) 7:40* -- 161.217 km/h – Corvette Z06, 505 PS/ 1419.7 kg (estimated), Jan Magnusen 7:40 --- Mercedes Benz McLaren SLR, Klaus Ludwig, Autobild July 2004 7:42 --- Radical 1500 SR3 (2002) 7:43 --- TechArt GT Street (2001) 7:43 --- Porsche 996 911 GT3 RS, factory test driver Walter Rohrl, MOTOR Magazine 7:43.5 - Lamborghini Murcielago (Autocar magazine, 2002) 7:44 --- Pagani Zonda C12S (07/2003) 7:45 --- Gemballa Porsche GTR 600 (12/2000) 7:46 --- Porsche 996 GT2 7:46 --- SHK Porsche 993 GT2, 652 PS (1999) 7:47 --- Porsche 996 GT3 RS, 381PS (996) (2004) 7:49 --- Porsche 996 GT3 Cup 7:50 --- BMW E46 M3 CSL (08/2003) 7:50 --- Blitz Supra, 750 PS, Herbert Schürg (1997) 7:50 --- Honda RC30, Helmut Daehne (1993) 7:50 --- Lamborghini Murcielago (06/2002) 7:52 --- Gemballa Porsche 911 Le Mans (1995) 7:52 --- Lamborghini Gallardo E-Gear (12/2003) 7:52 --- Mercedes Benz SLR McLaren (06/2004) 7:54 --- Porsche GT3 (996) (2003) 7:55 --- Caterham R500 Superlight (2002) 7:56 --- Ferrari 360 Challenge Stradale (02/2004) 7:56 --- Porsche 996 Turbo 7:56 --- Honda NSX-R - Motoharu Kurosawa, Best MOTORing 7:56 --- Chevrolet Corvette CE Z06 Source: GM LSX Syndicate |
I am not sure why there is an asterisk next to the 7:40 and why it did not count as official (since 7:43 is what's widely reported). Interesting to see that it's clearly quicker than the GT2 though.
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maybe to signify a tie with the GT? :dunno:
edit: or to signify the same conditions that the GT tested under? |
OH BOY; there's a C6 ZO6, copper, at Purdue; GM came with it for their job fare! Damn this car is freakin sexy!
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Got to talk to the GM rep that actually OWNS this ZO6 about the the blue devil; he confirmed its a single turbo V-8 with over 600 hp.
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Originally Posted by importtuner
Got to talk to the GM rep that actually OWNS this ZO6 about the the blue devil; he confirmed its a single turbo V-8 with over 600 hp.
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Originally Posted by charliemike
No offense but Dave Hill has told people that car doesn't exist.
Do you really think he wants to steal the thunder from all the Z06’s that started shipping this week? |
Originally Posted by Shawn S
Of course he did.
Do you really think he wants to steal the thunder from all the Z06’s that started shipping this week? |
says estimated because of conditions...
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A member of another forum told me that the asterisk means that the track was closed at the time the 7:40 was done. When the track is closed the car cannot start from the beginning of the track which takes a certain number of feet out of the...equation. Hence the better times. Makes sense. I believe it.
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Chevrolet Corvette Z06 - - With 505 horsepower, this must be the golden age of the Corvette. - - BY LARRY WEBSTER - - PHOTOGRAPHY BY JIM FETS - - Source: caranddriver.com - October 2005
THE VERDICT Chevrolet Corvette Z06 Highs: Supercar performance at a reasonable price, everyday practicality. Lows: An uncommunicative chassis. The Verdict: If the rest of the GM line were as good as this, the company's troubles would be over. ---------------------------------- GM wants the world to know that it can take on the best of Europe with the new 505-hp Z06, the fastest Corvette the company has ever produced. To make that point, GM held the first press drive of this American sports car in Europe. The three-day tour began in Germany, headed west to Belgium, and then southwest for Paris. Along the way we did a handful of laps at the Nürburgring's Formula 1 track, a 3.2-mile course that's next to the famous 12.9-mile Nordschleife course, and at Spa, a 4.3-mile road course in Belgium that has the hairiest downhill-uphill series of three wicked turns we've ever sweated through. That section, called Eau Rouge, provided the biggest thrills of what was basically an uneventful tour. Europeans gawked at the car and seemed to applaud it. They likely were unaware that they were witnessing the arrival of a car that exposes the majority of European sports cars for what they are: overpriced, underperforming snobs. The Z06 starts at $65,800. It is the most powerful and expensive model in the Vette lineup and, interestingly, the lightest. Usually, the best-performing car in any model lineup is the beefiest, because adding horsepower generally means fortifying other parts of the car to withstand the strain caused by big power. The Z06's expanded power comes from a new pushrod 7.0-liter V-8 engine. Except for the titanium connecting rods and intake valves, there's nothing in this engine's parts list to suggest that it's a monster motor. The genius here is in the details, with careful attention paid to maximum airflow and valvetrain weight and stiffness. The result is a big engine that revs like a small one to 7000 rpm with a 6300-rpm horsepower peak. The torque curve is wide and flat with more than 400 pound-feet available between 2400 and 6400 rpm. To handle an engine that could twist a maple tree like a washrag, Chevy beefed up the rear axle, the six-speed manual transmission, and the clutch, and installed wider wheels and larger brakes. The idea, according to assistant chief engineer Tadge Juechter, was to create a robust platform that could deal with the stresses and heat of the big motor. To that end, the team also added coolers for every fluid except brake fluid and enlarged the radiator. To maintain oil pressure during sustained high-g cornering maneuvers, they also installed a dry-sump oil system on the engine. Engine oil is usually carried in a deep pan that hangs on the bottom of the engine, but a dry-sump system uses a shallow pan and an external oil reservoir. Oil capacity is eight quarts for the Z06 versus 5.5 for the base car. All the new bits added about 100 pounds to the base 3288-pound, 400-hp Vette, a figure that wouldn't burden the Z06's power, which had been increased by 105 horses. But to Chevy's credit, the team trimmed fat like the best Hollywood plastic surgeon. The headliner in the weight-loss program is the aluminum frame that weighs 136 pounds, which works out to a third less than the regular Vette's heavier but stronger steel unit. To retain chassis rigidity, the Z06 eschews the removable roof for a fixed cast-magnesium structure and another magnesium piece for the engine cradle. Weight was also shed by using carbon-fiber floorboards and front fenders and liners. The end result is a "mosaic of materials," says Juechter. When all was said and done to the Z06, it weighed in at 3147 pounds, or 141 less than the base Vette. To put that in perspective, Ferrari's all-aluminum F430 weighs 3380 pounds, and Porsche's carbon-fiber $446,000 Carrera GT weighs 3146 pounds. As little as the Z06 weighs, it does not feel like a light, nimble car. To accommodate the wider rear tires (325/30ZR-19s versus stock 285/35ZR-19s), the Z06's tail bulges an extra 3.3 inches for a 75.9-inch width; the car fills the width of a typically narrow European back road. By threading carefully through the curves, we had no problem stretching the Vette's legs on the autobahn as we left the Nürburgring. Although we never got close to the car's claimed 198-mph top speed, 150 mph was a breeze. The Z06 has some aero tweaks, such as a deeper front spoiler and a small rear spoiler, that help keep the car planted as the rushing air tries to lift it off the ground. If we hadn't missed an autobahn exit, we'd have made the 85-mile trip to Spa in record time. Spa is a track we've all seen on TV on the Formula 1 tour, but the tube does not do this circuit justice. The signature section is called Eau Rouge. It starts with a steep downhill straight that's bordered by the pit wall on one side and an Armco barrier on the other. At the bottom of the hill, the course takes a quick left, then immediately bends back to the right as it goes abruptly uphill. At the top of the hill the course shifts back to the left. It is a fast section that's taken at over 100 mph in the Z06, and one can't help getting that sweaty-palm feeling simply watching somebody fly through it. The rest of the course is filled with fast high-speed sweepers with plenty of elevation changes and a plethora of unfriendly-looking walls, barriers, and trees to get up close and personal with should one go off . The track was built in the early 1920s, when race drivers had a short life expectancy and seatbelts were a future invention. And remember, we were about to drive this course in a car with a power-to-weight ratio that's better than a Ford GT's (6.2 pounds per horsepower versus 6.4), so obtaining speed would not be a problem. Summoning courage, however, was. We went for a ride with Corvette test driver Jim Mero to learn the course. Heading downhill to Eau Rouge, he accelerated into fourth gear, or about 130 mph. At the bottom of the hill he flicked the car left, then right, and headed uphill and arced back left as he crested. All this in the blink of an eye. The speed never dropped below 110 mph. We were a little slower through Eau Rouge, but we're not pinning that on the car. The Z06 is very well balanced. It won't do anything that will surprise the driver. Drivers can reliably predict which end will slide based on how the car has been set up to take the corner. Eventually, we got comfortable. As benign as the Corvette handles, the chassis still moves around and takes some getting used to. Some cars, like the Porsche 911, provide an instant confident feeling that the Z06 does not impart. It's tough to put your finger on exactly why that is. The Z06 corners flatly, and it breaks away in a smooth, easily controlled manner, but it takes some time to get confident with its behavior. The steering is a tad numb, even though we didn't detect any free play or slop. After two laps we lined up for Eau Rouge, determined to duplicate Mero's smooth run, and kept the throttle pinned as we neared the bottom of the hill. We hit the dip, flicked left, then right, and headed back uphill. Somewhere in the sequence, we erred—probably lifting off the gas when we shouldn't have. It's hard to say exactly what happened, but the car got squirrelly. We weren't frightened. Terrified is a better word. In the middle of this bad moment, the Z06's stability-control system kicked in and kept us on track. Yes, the Z06 has a stability-control system with a competition mode that allows enough leeway to let you slide the car, but it will intervene in a dramatic slide. We'd wisely left it on. That system is part of the Z06's strange dichotomy. On one hand, it's a perfectly reasonable street car. It's easy to get into and out of, there's a 22-cubic-foot luggage compartment, the view out is expansive in all directions, the ride is reasonably plush, and except for some tire noise from the run-flat Goodyears, it's a comfortable highway cruiser. We only found a few annoyances—a transmission tunnel that gets toasty and some gear rattle when we lugged the engine. You could drive this car every day. But by almost every performance standard, the Z06 is a supercar. A few days after our trip, we took a Z06 to GM's Milford proving ground and tested it. It ripped to 60 mph in only 3.6 seconds, hit 100 in 7.9, and 150 in 17.5. That's on par with or better than the performance of the $153,345 Ford GT (and good luck getting that price) and $180,785 Ferrari F430. Likewise, the brakes are terrific, bringing the Vette to a standstill from 70 mph in only 162 feet. And it pulled 0.98 g on the skidpad. Spending double the Z06's price does not guarantee you'll have a car that can beat it. When you experience this thrilling car and are aware of the Corvette's string of Le Mans victories (four class wins in five tries), it seems reasonable to say that we're in the golden age of the Corvette. .... CHEVROLET CORVETTE Z06 Vehicle type: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe Price as tested: $69,995 Price and option breakdown: base Chevrolet Corvette Z06 (includes $800 freight), $65,800; 2LZ package (includes heated seats, power-telescoping steering wheel, 6-CD changer, satellite radio), $2900; polished wheels, $1295 Major standard accessories: power windows, driver seat, and locks; remote locking; A/C; cruise control; tilting steering wheel; rear defroster Sound system: Chevrolet AM-FM radio/CD changer, 7 speakers ENGINE Type: V-8, aluminum block and heads Bore x stroke: 4.13 x 4.00 in, 104.8 x 101.6mm Displacement: 428 cu in, 7008cc Compression ratio: 11.0:1 Fuel-delivery system: port injection Valve gear: pushrods, 2 valves per cylinder, hydraulic lifters Power (SAE net): 505 bhp @ 6300 rpm Torque (SAE net): 470 lb-ft @ 4800 rpm Redline: 7000 rpm DRIVETRAIN Transmission: 6-speed manual Final-drive ratio: 3.42:1, limited slip Gear - Ratio - Mph/1000 rpm - Speed in gears I - 2.66 - 8.4 - 59 mph (7000 rpm) II - 1.78 - 12.6 - 88 mph (7000 rpm) III - 1.30 - 17.3 - 121 mph (7000 rpm) IV - 1.00 - 22.4 - 157 mph (7000 rpm) V - 0.74 - 30.3 - 198 mph (6500 rpm) VI - 0.50 - 44.9 - 160 mph (3600 rpm) DIMENSIONS Wheelbase: 105.7 in Track, front/rear: 63.5/62.5 in Length/width/height: 175.6/75.9/49.0 in Ground clearance: 4.8 in Drag area, Cd (0.34) x frontal area (22.3 sq ft): 7.6 sq ft Curb weight: 3147 lb Weight distribution, F/R: 50.9/49.1% Curb weight per horsepower: 6.2 lb Fuel capacity: 18.0 gal CHASSIS/BODY Type: full-length frame integral with the body Body material: fiberglass-and-carbon-fiber-reinforced plastic INTERIOR SAE volume, front seat: 52 cu ft luggage: 22 cu ft Front-seat adjustments: fore-and-aft, seatback angle, front height, rear height Restraint systems, front: manual 3-point belts, driver and passenger front and side airbags SUSPENSION Front: ind, unequal-length control arms, transverse leaf spring, anti-roll bar Rear: ind, unequal-length control arms with a toe-control link, transverse leaf spring, anti-roll bar STEERING Type: rack-and-pinion with variable hydraulic power assist Steering ratio: 16.1:1 Turns lock-to-lock: 2.9 Turning circle curb-to-curb: 39.0 ft BRAKES Type: hydraulic with vacuum power assist and anti-lock control Front: 14.0 x 1.3-in vented disc Rear: 13.4 x 1.0-in vented disc WHEELS AND TIRES Wheel size: F: 9.5 x 18 in, R: 12.0 x 19 in Wheel type: cast aluminum Tires: Goodyear Eagle F1 Supercar EMT; F: P275/35ZR-18 (87Y), R: P325/30ZR-19 (94Y) Test inflation pressures, F/R: 30/30 psi Spare: none C/D TEST RESULTS ACCELERATION: Seconds Zero to 30 mph: 1.6 40 mph: 2.2 50 mph: 2.8 60 mph: 3.6 70 mph: 4.5 80 mph: 5.5 90 mph: 6.7 100 mph: 7.9 110 mph: 9.3 120 mph: 11.0 130 mph: 12.8 140 mph: 15.0 150 mph: 17.5 Street start, 5-60 mph: 4.3 Top-gear acceleration, 30-50 mph: 12.9 50-70 mph: 10.6 Standing 1/4-mile: 11.7 sec @ 125 mph Top speed (drag limited, mfr's claim): 198 mph BRAKING 70-0 mph @ impending lockup: 162 ft HANDLING Roadholding, 300-ft-dia skidpad: 0.98 g Understeer: minimal moderate excessive FUEL ECONOMY EPA city driving: 16 mpg EPA highway driving: 26 mpg |
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