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Chevrolet has unleashed the unthinkable in the Corvette ZR1. The King of the Hill returns with the most powerful V8 ever produced in America from an auto manufacturer, mind-bending specs and iconic design to challenge the world's best supercars in both coupe and convertible variants.
Corvette ZR1 features a 5.5L, twin-turbocharged DOHC flat-plane crank V8 engine dubbed the LT7.
The LT7 engine produces 1,064 horsepower at 7,000 rpm and 828 lb-ft of torque at 6,000 rpm, per SAE guidelines - the most power ever from a factory Corvette and the most powerful V8 ever produced in America from an auto manufacturer.
Corvette ZR1 boasts a GM-estimated top speed of over 215 mph on the racetrack and will dispatch the quarter mile with a GM-estimated sub-10-second time.
Purposeful carbon fiber aero package creates over 1,200 pounds of downforce at top speed.
ZR1 revives one of the most iconic styles in Corvette history: the split rear window.
"The team that revolutionized Corvette with a mid-engine architecture took on another challenge: take ZR1 to the next level," said Scott Bell, vice president, Chevrolet. "Corvette ZR1 is about pushing the envelope with raw power and cutting-edge innovation. From Stingray, to Z06, E-Ray, and now ZR1, the Corvette family continues to elevate with each new iteration - and challenge the best in the world."
Pushing the boundaries of Engine Development
ZR1's 5.5L LT7 twin-turbocharged DOHC V8 engine starts with the same architecture as Z06's LT6, the most powerful naturally aspirated production V8 engine ever, and takes it to the next level with twin turbochargers - the first time ever for a factory Corvette.
Dubbed the "Gemini V8" architecture, the LT6 program was only the beginning as engineers dual-pathed a goal: to create massive power, capability and character from naturally aspirated and turbocharged flat plane crankshaft twin engines. With these goals in mind, engineers did not create an LT6 with turbochargers, but instead changed and optimized virtually every system for a boosted application.
Chevrolet Corvette ZR1's 5.5L, twin-turbo DOHC flat-plane crank LT7 engine is the result of engineering prowess and pushing the boundaries of what the engine architecture can do. Thoughtful planning produced the best performance from forced induction, married with the 5.5L flat-plane engine architecture.
Unique to the 5.5L LT7 twin-turbo V8:
Head castings with unique ports and a larger combustion chamber
Valve train timing and lift profile optimized for forced induction with higher exhaust temp enabling exhaust valves
Completely new intake system tuned for twin turbochargers
CNC machined combustion chamber, exhaust and intake ports specific to the LT7
Dual, ported shroud, ball bearing, mono-scroll (76 mm) turbochargers integrated with the exhaust manifold to reduce the volume and distance from the exhaust valve to the turbine wheel for quick response with electronic wastegates
Intelligent anti-lag engine calibration techniques specifically for ZR1 that adapt and react to driving style
The LT7 engine also builds upon this engine architecture with:
Added block and head machining to support turbo cooling and oiling
Counterweight changes to account for a unique piston, and unique connecting rod for the crank train
A secondary port fuel injection system added to deliver the needed additional fuel to support the engine's massive output
To support the dramatic increase in power from the LT7 engine, engineers made numerous changes to the Corvette ZR1's eight-speed dual-clutch transmission, including:
Inner and outer input shaft upgrades
Increased gear capacity with strength increased via shot peening for all gears
Final drive refinements
Oil management to support increased vehicle longitudinal and lateral capability
Increased control valves to accommodate the higher required clutch clamp load for LT7
The LT7 engine is purpose-built to accomplish its four-figure horsepower mission with no compromises in componentry and maintains the rev-happy character that is the heart of the Gemini V8 engine family. It will be hand-assembled by the master engine builders at the Performance Build Center, part of the Bowling Green Assembly Plant in Kentucky.
Enabling speed with ease
Purposeful aerodynamics provide the most downforce ever from a Corvette with over 1,200 pounds at top speed.
The Corvette ZR1 offers speed on tap like no Corvette before it. Two distinct setups, complete with Magnetic Ride dampers, accomplish this. The standard Corvette ZR1 chassis arrives with a sleeker body with lower drag and a small spoiler with customer-adjustable short and tall wickers. It also includes a standard carbon-fiber front splitter, rocker moldings, side intake with integrated brake cooling, and front underwing with stall gurney deflectors. Michelin Pilot Sport 4S tires wrap 20-inch front, and 21-inch rear wheels. The standard chassis blends the best of on-road comfort and track capability with this setup.
Corvette ZR1 dispatches the world's toughest tracks with ease, not only with the power from the 5.5L LT7 engine, but also due to additional, specific aerodynamic and cooling changes found throughout the car. These include:
Flow-through hood: Air enters the front grille, flows through the intercooler heat exchanger and exits the hood to increase front downforce and cool charged air temperatures.
Carbon fiber side profile air ducts: Clean, cool air is funneled through ducts, which are cleanly integrated into the signature wishbone bezel behind the cabin doors to cool the rear brakes through an intricately designed system that doesn't impact rear wheel travel
Unique fresh air intake ducts: Carbon fiber inlets located on top of the coupe rear hatch ingest air to cool the turbo compressor inlet air temperatures
Chevrolet Corvette ZR1's optional ZTK performance package unlocks a true track weapon. Notably, the ZTK package adds an aggressive, high-downforce rear wing, front dive planes, and a tall hood Gurney lip - all constructed from woven carbon fiber. Underneath, underbody strakes replace the standard front underwing stall Gurney to increase front downforce. The suspension tuning included in the ZTK package incorporates stiffer springs and adds Michelin Pilot Sport Cup 2 R tires. Amid testing and development, the ZR1 tackled some the world's most demanding racetracks, including the Nürburgring, Road Atlanta, and Virginia International Raceway.
Carbon Aero, featuring all aerodynamic equipment from the ZTK package, is available on the standard ZR1 chassis as well.
"We went into the ZR1 program with lofty goals, but even our first development tests on-track showed the teams were already exceeding them," said Tadge Juechter, executive chief engineer, Corvette. "As we worked to develop this car, we continued to leap past expectations, and we knew we had a special Corvette on our hands."
Controlling ZR1's high performance is a new brake system. The brake package uses a revolutionary carbon ceramic rotor manufacturing technology to yield increased durability and reduced brake component temperatures. Front rotors measure 15.7 inches (400mm) in diameter and rear rotors 15.4 inches (390mm) in diameter - the front rotors are the largest ever equipped on Corvette. In just 24.5 seconds, the Corvette ZR1 goes from 80-200 mph and back to 80 mph - 22% quicker than the C7 Corvette ZR1, and 53% quicker than the C6 Corvette ZR1.
Designed for the split window's return
For ZR1, function and form quickly took hold to create an instant icon - an icon worthy of the historic split window's return.
"We didn't approach this decision lightly, we know this is a beloved element from Corvette's history," said Phil Zak, executive design director, Chevrolet. "Not only does this element provide function, but we were able to integrate passionate design into the form and do it in a way that paid homage to Corvette's history. ZR1 felt like the right time to bring the split-window back."
Last seen on the C2-generation Corvette, and quietly previewed on the Corvette Z06 GT3.R race car, the split-window style capitalizes on the design statement that is Corvette ZR1. While serving as a statement piece, this carbon fiber "spine" between the two rear windows, available in exposed weave or body color, provides increased heat extraction from the engine compartment, working in parallel with numerous other cooling elements throughout ZR1.
The teams worked to elevate the striking design first revealed with the eighth-generation Corvette Stingray and accentuate lines that evoke the car's sense of motion - but the design's function also helps it perform. Teams looked at every component of Corvette ZR1 to ensure cooling and aerodynamics remained top of mind, and any change accomplished the car's mission: performance.
Additional changes include:
A carbon fiber roof to reduce mass and lower the center of gravity for both coupe and convertible
Unique aluminum wheel design available in four finishes, including Edge Blue - an homage to ZR1's signature color cue
Optional new carbon-fiber wheel design, exclusive to ZR1, to further reduce mass
LT7 engine intake finished in Edge Blue - delivering an engine that looks as good as it performs
Optional new carbon-fiber wheel design, exclusive to ZR1, to reduce unsprung mass by 42.8 pounds
The Corvette ZR1's cockpit dials up the attention to detail, notably with unique ZR1 badging found on an interior plaque, the sill plates and steering wheel. A new finishing stitch pattern for the doors, specific to ZR1, is available on the 3LZ trim. A boost gauge is also present, denoting the first factory turbocharged Corvette in the nameplate's history.
Providing further choice to customers, the Corvette ZR1 will provide a roster of customization between exterior and interior colors. Shared with the 2025 Corvette lineup, new colors such as Competition Yellow, Hysteria Purple and Sebring Orange headline updates. The latter recalls a fan-favorite hue from the previous C7-generation Corvette ZR1.
Inside, a new Habanero interior is available, as is a Blue Stitch option. Various full-length racing stripes, brake caliper colors, including an exclusive blue for the calipers, seat belt colors and more will also be available.
King of the Hill coming in 2025
Corvette ZR1 will enter production in 2025 and will be built at General Motors' Bowling Green Assembly Plant in Kentucky. It joins Corvette Stingray, Corvette Z06 and Corvette E-Ray to continue elevating the Corvette family.
It's be really cool to attend a lecture by Tadge Juechter, quite the amazing chief engineer for the Vette. Being part of the C8 which has met and exceeded in many cases the best of Europe exotics.
The big hint that the Corvette ZR1s LT7 engine would be twin-turbocharged was there all along in the Z06if you knew where to look.
It's be really cool to attend a lecture by Tadge Juechter, quite the amazing chief engineer for the Vette. Being part of the C8 which has met and exceeded in many cases the best of Europe exotics.
The Vette has always been about meeting the objective measures against the best of European exotics IMO. With the European exotics seeing a big jump in power recently, it seems like GM had no choice but to also do the same. The C8 is also quite a bit heavier than the C7. The 2019 ZR1 curb weight was 3671lb. But the DRY weight of the C8 ZR1 is already at 3670lb. This would translate to about 3950lb in curb weight.
When the likes of McLaren 750S is just under 3100lb, Ferrari 296 GTB under 3500lb, etc, the ZR1 really needs that kind of power to match these cars. Traditionally, GM also doesn't really underrate their engines unlike the European brands too. For instance, The C8 Stingray with much the same weight and power as a AMG GT S, but the GT S has a 1/4 mile trap speed that is 5mph higher, quite significant. If the ZR1's engine is made by one of the European brands, it would probably be rated at 950hp or something instead. And we know there will be special editions of the 296 GTB, 750S, and even the 911 coming out pretty soon. We also know the 296 GTB is capable of a 1/4 mile trap speed of 152mph - that's some 21mph faster than the Z06 (Z06 does 131mph, whereas the heavier and less powerful 911 turbo s traps at 137mph, again showing how the European brands tend to underrate their cars). With it being a few hundred pounds heavier than the Z06, the ZR1 really needs that extra 400hp to make up for that weight difference and gain that huge difference in trap speed.
The 911 Turbo also has AWD which helps it get going even though it's heavier. The big issue with Covettes like this is that they don't put that kind of power down until you get up to speed but they are epic on a track.
I guess the big thing is that the cars you're comparing this to are multiple times the price tag of one of these (before markups obvs). Also there is still the rumored Corvette Zora that will have this engine plus the hybrid drive from the e-ray in it to have even more power and AWD.
The steering is vague on the Corvettes, even if it is predictable(ish)...
I'm sure C8 is better than C6 but that's how I feel. It's a GM/American thing...
The 911 Turbo also has AWD which helps it get going even though it's heavier. The big issue with Covettes like this is that they don't put that kind of power down until you get up to speed but they are epic on a track.
I guess the big thing is that the cars you're comparing this to are multiple times the price tag of one of these (before markups obvs). Also there is still the rumored Corvette Zora that will have this engine plus the hybrid drive from the e-ray in it to have even more power and AWD.
Yup, AWD helps with traction, that's why I left the 1/4 mile ET out of my discussion, and only focused on the trap speed. Trap speed is not affected by the launch. You can have a crappy launch or an awesome launch, but the 1/4 mile trap speed won't change much.
And yes, that's also my point - the Vette has ALWAYS been about getting close to or beating cars that are way more expensive (my first sentence in my previous post) - and that to continue to do so, they need more power, as those exotics have raised the bar noticeably in the past few years. After all, Chevy sells about 35000 Corvettes every year for the past three years on average. They certainly can't be charging too much for a common car. It's sort of like the Model S Plaid. Yea it can do low 9's and traps at over 150mph in the 1/4 mile but since it's kinda common, they can't charge like a $500k just because it's the fastest car out there in a straight line.
Yup, AWD helps with traction, that's why I left the 1/4 mile ET out of my discussion, and only focused on the trap speed. Trap speed is not affected by the launch. You can have a crappy launch or an awesome launch, but the 1/4 mile trap speed won't change much.
And yes, that's also my point - the Vette has ALWAYS been about getting close to or beating cars that are way more expensive (my first sentence in my previous post) - and that to continue to do so, they need more power, as those exotics have raised the bar noticeably in the past few years. After all, Chevy sells about 35000 Corvettes every year for the past three years on average. They certainly can't be charging too much for a common car. It's sort of like the Model S Plaid. Yea it can do low 9's and traps at over 150mph in the 1/4 mile but since it's kinda common, they can't charge like a $500k just because it's the fastest car out there in a straight line.
Huh? Launch absolutely makes a difference in trap speed. If you spend the first 1/8th mile struggling for traction then your trap speed is going to be much lower than one that hooks up off the line.
I'm totally with you man - that if a car can't hook up until 50% down the strip, then it will affect the trap speed for sure.
For this discussion though, we are talking about the C8. We already know it can launch extremely well. We know for the Z06 it can do 60ft in 1.6s which by that time the car is going at like 45mph or so and there's just no traction issue by that time (60 ft is 4.5% of the 1/4 mile).
It's more of an issue if we are talking about some 2000lb 900hp FWD turbo civic with 245 width street tires.
Fair enough. I guess it comes down to German HP vs American HP. Either way, the Corvette is a monster all around and a bargain for the price tag. I would definitely drive one (a Z06 for me) myself.
I think we can ignore the 130-170mph since that has more to do with drag. Other than trap speed, the 60-130mph is also a pretty popular measure of power to weight ratio since there's no traction issue involved unless we are looking at 1200hp+. We can see how the AMG GT R and Z06 have pretty much identicaly weight and are pretty much neck and neck for both 60-130mph as well as the 1/4 mile trap speed, but once is rated at 93hp less.
Essentially both are these are equivalent to a car making 645hp at the crank with a curb weight of about 3680lb. I wouldn't say the Z06 is overrated though because at that trap speed, there's some more drag involved, especially for a car with downforce in mind. Though the GT R also has a similarly sized wing and other aero bits, and it seems like it's massively underrated.
Just for fun, I tried plugging in figures of the Model S Plaid - 4828lb at 151mph trap speed. While it's rated at 1020hp, the calculator would give an estimate of nearly 1300hp!
So ya, I'm very curious what the ZR1 will do in a straight line. It does not seem to be too focused on getting the most downforce (1200lb at 200mph is quite a lot less than something like the GT3 RS at 1900lb at just 177mph). But I would still expect it to top the Lightning Lap chart. 1000hp, 4000lb, MR, big fat semi slicks, aero bits - That's a recipe for some insane lap times.
I do think only GM (and may be Ford) can make something like this and have the demand to support it.
Price aside, since the C8 = no MT. I'd have the AMG, even a lower trim non-R model.
Have liked it since it came out, but may as well be a Ferrari 250 SWB as far as my budget is concerned
I think we can ignore the 130-170mph since that has more to do with drag. Other than trap speed, the 60-130mph is also a pretty popular measure of power to weight ratio since there's no traction issue involved unless we are looking at 1200hp+. We can see how the AMG GT R and Z06 have pretty much identicaly weight and are pretty much neck and neck for both 60-130mph as well as the 1/4 mile trap speed, but once is rated at 93hp less.
Essentially both are these are equivalent to a car making 645hp at the crank with a curb weight of about 3680lb. I wouldn't say the Z06 is overrated though because at that trap speed, there's some more drag involved, especially for a car with downforce in mind. Though the GT R also has a similarly sized wing and other aero bits, and it seems like it's massively underrated.
Just for fun, I tried plugging in figures of the Model S Plaid - 4828lb at 151mph trap speed. While it's rated at 1020hp, the calculator would give an estimate of nearly 1300hp!
So ya, I'm very curious what the ZR1 will do in a straight line. It does not seem to be too focused on getting the most downforce (1200lb at 200mph is quite a lot less than something like the GT3 RS at 1900lb at just 177mph). But I would still expect it to top the Lightning Lap chart. 1000hp, 4000lb, MR, big fat semi slicks, aero bits - That's a recipe for some insane lap times.
I do think only GM (and may be Ford) can make something like this and have the demand to support it.
A lot of the variability for this might also come from how the power is made. A turbo engine like the AMG has a vastly different torque and power curve than a NA engine like the C8 Z06 has.
Price aside, since the C8 = no MT. I'd have the AMG, even a lower trim non-R model.
Have liked it since it came out, but may as well be a Ferrari 250 SWB as far as my budget is concerned
I feel like the last gen AMG GT Coupe is a bit of a bargain. I see a lot of 2016-2018 models GT,GT S, GT C for around the $60-$80k mark. That's not bad considering you get a pretty rare car (compared to something like a Supra, Corvette, or 911), while being comfortable under $100k. You get a lot of prestige and a lot of performance as well. That 4.0L V8 TT as shown below is pretty potent even in stock form. It can make some big power with a few mods too. My friend has a 2016 GT S with a tune, downpipes, and turbo upgrade, and is at about 750hp at the crank. It also has decent handling and he tracks it often. More often than not it's one of the fastest if not the fastest on a regular track day. At 3600lb it's also not too heavy nowadays when the new Zr1 is approaching 4000lb lol.
Originally Posted by SamDoe1
A lot of the variability for this might also come from how the power is made. A turbo engine like the AMG has a vastly different torque and power curve than a NA engine like the C8 Z06 has.
For sure, that's why I would like to see some performance figures of the ZR1. Gotta do the talking on the track
I feel like the last gen AMG GT Coupe is a bit of a bargain. I see a lot of 2016-2018 models GT,GT S, GT C for around the $60-$80k mark. That's not bad considering you get a pretty rare car (compared to something like a Supra, Corvette, or 911), while being comfortable under $100k. You get a lot of prestige and a lot of performance as well. That 4.0L V8 TT as shown below is pretty potent even in stock form. It can make some big power with a few mods too. My friend has a 2016 GT S with a tune, downpipes, and turbo upgrade, and is at about 750hp at the crank. It also has decent handling and he tracks it often. More often than not it's one of the fastest if not the fastest on a regular track day. At 3600lb it's also not too heavy nowadays when the new Zr1 is approaching 4000lb lol.
My good friend has an AMG GT-S and I absolutely love that thing. So much fun to drive, makes a great noise, comfortable/quiet when you want it to be, bonkers fast when you want to play all while being overall pretty reliable and easy to own. Overall it's one of the best bang for your buck cars out there, especially at the $60k-$70k price point. You can also easily tune it to make monster power too.
If that car had a back seat, I'd own one right now. I know they make the AMG GT 4 door but that's not even close to the same thing.
07-26-2024, 08:06 AM
AMAZING
my bad, forgot about the Z06
