ZR1 revealed!!

http://jalopnik.com/cars/detroit-auto-show/2009-chevrolet-corvette-zr1-revealed-officially-334923.php

Sexah!

http://img213.imageshack.us/img213/5500/112080201z2009chevroletil5.jpg
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http://img180.imageshack.us/img180/9984/zr16vw8we6.jpg
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hmmm, I have a new life goal now.

That is a sexy machine.

I love that the logos, calipers and engine accents are blue :metal: Blue Devil :metal:

So, i wonder if i could run those brakes with the bishop brackets. :think: :D

Ah, well, I wish it was more visually distinct from the standard Corvette and Z06, but I suppose that it's following in the "many flavors of 911" strategy that Porsche uses.

The hood window looks dumb. That's just a little too much "look, we copied Ferrari" to me.

And, in any case--probably not something I'm going to buy after the inevitable dealer butt-reaming. At sticker (assuming under 100k), hmm . . .

Whose going to want that after seeing the bad spy pics released of it way back? :rolleyes:

I just need $50,000 more dollars...:think:

this is everything i ever wanted in a sports car. great job gm!!!

Looks great and while I really wish they had done more to make it look different than the Z06, although I don't know what could have been done. I'm sure it will be light and certainly run like nothing to ever carry a Chevy bowtie.

Wonder what the weight is?

Love the boost gauge in the dash 15lbs would be very nice... undersized pulley anyone...

Ahh... that is one magnificent work of rolling modern art :bow:

So much for all the GTR buzz. ZR1 will hideously own anything conjured up in Japan Inc. :D

Ahh... that is one magnificent work of rolling modern art :bow:

Yes it is. I'll take two.

So much for all the GTR buzz. ZR1 will hideously own anything conjured up in Japan Inc. :D

Not in the same price range are they?

Not in the same price range are they?
That hasn't stopped people from comparing the GTR to all manner of other performance cars. As for cars IN the GTR price point - I seriously doubt Chevy is just going to sit around on their hands with the Z06 for that matter. The C6 is a moving target, with innate weight advantage over the Nissan....

Wow. :shock::bow:

i can't say i'm a huge fan of the bicycle rims but damn thats a sweet looking car

just wish i could afford it... like... ever.

http://i8.photobucket.com/albums/a41/deftonesfan867/chevrolet-corvette-zr1-31.jpg

http://69.89.21.67/~pittsbu4/cheersandgears/forums/index.php?showtopic=21578

For release: Dec. 20, 2007, 12:01 a.m. EST.

HEIR APPARENT: 2009 CHEVROLET CORVETTE ZR1 RECLAIMS DOMINION AS THE ‘KING OF THE HILL’
New, Supercharged LS9 V-8 is the Heart of a Bedeviling Performance Experience

DETROIT – The rumors are true. The speculation ends. And the UFO sightings on desert highways were not of extraterrestrial craft – but they were of a low-flying object capable of seemingly otherworldly performance.

Chevrolet officially announced the 2009 Corvette ZR1 – an American supercar that not only establishes new benchmarks for production-based power and performance, but challenges global competitors with a world-beating driving experience that also comes with a world-beating price of entry.

“The king has returned,” said Ed Peper, Chevrolet general manager. “The new ZR1 upends the notion of what an American supercar can deliver, with performance that trumps exotics that cost two, three or four times as much – and does so with the driving ease of a daily commuter.”

Dispensing with the formalities and getting right down to business, here are the ZR1’s basic stats:

• All-new LS9 supercharged 6.2L V-8 targeted at producing at least 100 horsepower per liter, or 620 horsepower (462 kW), and approximately 595 lb.-ft. of torque (823 Nm)
• Six-speed, close-ratio, race-hardened manual transmission
• New, high-capacity dual-disc clutch
• Higher-capacity and specific-diameter axle half-shafts; enhanced torque tube
• Specific suspension tuning provides more than 1g cornering grip
• Twenty-spoke 19-inch front and 20-inch rear wheels
• Michelin Pilot Sport 2 tires – P285/30ZR19 in front and P335/25ZR20 in the rear – developed specifically for the ZR1
• Standard carbon-ceramic, drilled disc brake rotors – 15.5-inch-diameter (394-mm) in the front and 15-inch-diameter (380-mm) in the rear
• Larger brake calipers with substantially increased pad area
• Standard Magnetic Selective Ride Control with track-level suspension
• Wider, carbon-fiber front fenders with ZR1-specific dual vents
• Carbon-fiber hood with a raised, polycarbonate window – offering a view of the intercooler below it
• Carbon fiber roof panel, roof bow, front fascia splitter and rocker moldings with clear-coated, exposed carbon-fiber weave
• ZR1-specific full-width rear spoiler with raised outboard sections
• Specific gauge cluster with boost gauge (also displayed on the Head-Up Display) and 220-mph (370 km/h) speedometer readout
• Only two options: chrome wheels and a “luxury” package
• Curb weight of approximately 3,350 pounds (1,519 kg)

The specialized components of the new ZR1 work harmoniously to deliver the most powerful and fastest automobile ever produced by General Motors. Performance estimates will be announced closer to vehicle’s summer 2008 launch.

“Preliminary testing shows the ZR1 bests the highly respected Corvette Z06 in every performance category, from acceleration and braking, to cornering grip and top speed,” said Peper. “It all boils down to the power-to-weight ratio and the ZR1’s is exceptional – better than the Porsche 911 GT2, the Ferrari 599 and even the Lamborghini LP640. In fact, the ZR1 is expected to be the first production Corvette to achieve a top speed of at least 200 mph.”

Supercharged LS9 engine
The new LS9 6.2L small-block engine is the phenomenal power plant the supports the ZR1’s performance capability. The enabler of the LS9’s phenomenal performance and refinement is a large, positive-displacement Roots-type supercharger with a new, four-lobe rotor design. It is augmented with an integrated charge cooling system that reduces inlet air temperature for maximum performance.

A sixth-generation supercharger developed by Eaton helps the LS9 make big power and torque at lower rpm and carries it in a wide arc to 6,600 rpm, as it pushes enough air to help the engine maintain power through the upper levels of the rpm band – the area where supercharged performance tends to diminish. Heavy-duty and lightweight reciprocating components enable the engine’s confident high-rpm performance.

The LS9 is hand-assembled at GM’s Performance Build Center and incorporates specialty processes typically seen in racing engines to produce a highly refined and precise product. For example, cast iron cylinder liners are inserted in the aluminum block and are finish-bored and honed with a deck plate installed. The deck plate simulates the pressure and minute dimensional variances applied to the block when the cylinder heads are installed, ensuring a higher degree of accuracy that promotes maximum cylinder head sealing, piston ring fit and overall engine performance.

Transmission and axle
The LS9 engine is backed by a new, stronger six-speed manual transmission and a twin-disc clutch that provides exceptional clamping power, while maintaining an easy clutch effort. ZR1-specific gearing in the transmission provides a steep first-gear ratio that helps launch the car and top speed is achieved in sixth gear – a change from the fifth-gear top-speed run-outs in the manual-transmission Corvette and Corvette Z06.

As the term implies, the twin-disc clutch system employs a pair of discs, which spreads out the engine’s torque load over a wider area. This enables tremendous clamping power when the clutch is engaged. It also dissipates heat better and extends the clutch life (in normal driving).

The twin-disc clutch system also contributes to the ZR1’s exceptional driving quality, with smooth and easy shifting. The twin-disc system’s design enables a 25-percent reduction in inertia, thanks to smaller, 260-mm plates, corresponding to a pedal effort that is similar to the Corvette Z06’s 290-mm single-disc system.

The rear axle also is stronger in the ZR1 and features asymmetrical axle-shaft diameters that were developed after careful testing to provide optimal torque management. The axles are also mounted on a more horizontal plane that correlates with the wider width of the rear wheels and tires.

Ride and handling
The ZR1 is built on the same aluminum-intensive chassis as the Corvette Z06 and features similar independent SLA front and rear suspensions, with aluminum upper and lower control arms. Where the ZR1 differs is the suspension tuning, which was optimized for the car’s steamroller-wide front and rear tires.

Magnetic Selective Ride Control is standard and tuned specifically for the ZR1. The system’s ability to deliver a compliant ride with nearly instantaneous damping adjustments enabled engineers to develop a surprisingly supple ride quality in a supercar that still delivers cornering grip of more than 1g.

From a high-performance perspective, Magnetic Selective Ride Control helps the rear axle remain planted during launch for smooth, hop-free acceleration. It also helps suppress axle movement when cornering on broken or uneven pavement.

Brakes, wheels and tires
Commensurate with the ZR1’s engine output is the braking system, which is headlined by carbon-ceramic brake rotors. Found on only a few exotics and more expensive supercars, carbon-ceramic brake rotors are made of a carbon-fiber-reinforced ceramic silicon carbide material. Their advantage comes in low mass and resistance to wear and heat. In fact, the rotors should never show any corrosion or require replacement for the life of the vehicle, when used in normal driving.

The vented and cross-drilled rotors on the ZR1 measure 15.5 inches (394 mm) in diameter in the front and 15 inches (380 mm) in diameter in the rear – making them among the largest carbon-ceramic rotors available on any production vehicle.

Clamping down on the high-tech rotors are six-piston front calipers and four-piston rear calipers, each painted a ZR1-exclusive blue. The front pads are equivalent in size to the largest on any production car with a single-pad design – double that of the Corvette Z06’s 70-sq.-cm. front pads.

The brakes are visible through the ZR1’s exclusive wheels: 20-spoke alloy rims that measure 19 inches in diameter in the front and 20 inches in the rear. They come standard with a bright, Sterling Silver paint finish and chrome versions are optional. The wheels are wrapped in Michelin Pilot Sport 2 tires developed specifically for the ZR1, measuring P285/30ZR19 in front and P335/25ZR20 in the rear.

Exclusive exterior
The ZR1 is instantly recognizable, with perhaps the most identifiable feature a raised, all-carbon-fiber hood that incorporates a clear, polycarbonate window. The window provides a view of the top of the engine’s intercooler, with the legend “LS9 SUPERCHARGED” embossed on the left and right sides, and an engine cover with the Corvette crossed flags logo debossed at the front.

The underside of the hood has an exposed carbon-fiber-weave. Exposed carbon-fiber is used on the roof, roof bow, rocker molding and front splitter. These exterior components are protected by a specially developed glossy, UV-resistant clear coat that resists yellowing and wear.

Widened, carbon-fiber front fenders with specific, dual lower vents, and a full-width, body-color rear spoiler incorporating the center high-mounted stop lamp, are also unique to the ZR1. All of the exterior features of the car were developed to enhance high-speed stability and driver control.

Interior details
The ZR1’s interior builds on the brand’s dual-cockpit heritage, with high-quality materials, craftsmanship and functionality that support the premium-quality experience promised by the car’s performance. The ZR1’s cabin differs from the Corvette and Corvette Z06 with the following:

• ZR1-logo sill plates
• ZR1-logo headrest embroidery
• Specific gauge cluster with “ZR1” logo on the tachometer and a 220-mph (370 km/h) readout on the speedometer
• Boost gauge added to the instrument cluster and Head-Up Display

The “base” ZR1 (RPO 1LZ) comes with accoutrements based on the Z06, including lightweight seats and lightweight content. The uplevel interior package includes unique, power-adjustable and leather-trimmed sport seats (embroidered with the ZR1 logo); custom, leather-wrapped interior available in four colors; navigation system, Bluetooth connectivity and more.

By the numbers
In addition to the exterior cues and powertrain, ZR1 models will be distinguished from other Corvette models by their VIN. Each will carry a unique, identifying VIN digit, as well as a sequential build number. This makes it easy to determine the build number of a specific car – information treasured by enthusiasts and collectors. For example, a ZR1 with a VIN ending in “0150” would indicate it is the 150 th ZR1 built for the model year.

In case anyone's wondering -- the magazine and website all about the Trend in Motors are the sleazy bunch of d-bags who broke the embargo seven hours early. We just followed suit. We'll have more time to talk about that later -- now go and read the press release and look at the pretty pictures.

:lol:

Can we NOT plague this thread too with that damned GTR, please. I'd rather basque in the ambiance of the 620hp, Supercharged, don't-mess-with-me-or-I'll-eat-you-alive ZR-1

Chevy, Scott, GM, or whoever might be reading this - PLEASE Offer that dark-gray/slate color for the Camaro, PLEASE!!!!;)

620hp...............................drooling

Just saw this on Autoblog.com and quickly came here to see if it had been posted.

Holy s**t.

I still think the wheels are too big in diameter (25 series rear tires!!!), and I'd prefer a 5 spoke (maybe drawing back to the previous ZR1 for inspiration), but that car is insane.

It is a touch too busy for my tastes, but that does not make me want to have relations with it any less...

:metal:

:bow:

Those brakes are SICK!!

EDIT: Oh yeah, I thought it looked freaking hot in blue. Then I saw the stealth gray-ish car, and I, well, I need to go change my underpants.

:shock:

Amazing. That sums it all up.

In that black/carbon color, it looks incredible.

Almost 600 lb-ft of torque!!!! that is going to be so much fun to drive.

Dan

That hasn't stopped people from comparing the GTR to all manner of other performance cars. As for cars IN the GTR price point - I seriously doubt Chevy is just going to sit around on their hands with the Z06 for that matter. The C6 is a moving target, with innate weight advantage over the Nissan....
Anybody who thinks anybody is just going to "sit still" or that everything isn't a moving target is either on drugs or needs to be.

Acura and Toyota are already working on their own supercars; and there are plenty to choose from on the European side of the world as well - none inside or outside of the U.S. live in a vaccum or is foolish enough to think that the "next" big thing won't a badder bad-ass than whatever came before.

That aside, the ZR1 is an awesome car and GM deserves the credit it gets for actually bringing this monster to market.

3350lbs? Thats about what 200lbs more than the Z06? Figured with all that lightweight magic it'd be about the same if not lighter...hmmm oh well its still sick!

oh. my. god.

:drool:

That mother ****er looks ****ing mean as ****.

**** it...i'll spend a couple of bucks for a lottery ticket now

Not too bad. The wheels are a little too much on the bling bling side and the window in the hood is gay.

I think the ZR-1 Badges look really cheap. But I could live with that. :drool:

exterior looks horrible

I just read this on another board:

My favorite part about this car is that it has six hundred twenty mother ****ing horsepower and still doesn't need a park bench on the ass.

:lol:

Dear Santa....

o...m...g.......I know what I'm gettin when the kids finish school and move away...:cool:
Makes me really wonder how the Camaro will end up, I'm really psych'ed(sp?) now!:bow:

are they takin pre-orders or something?????

i have a buddy who said he is pre-ordering one. (wants one over the F430!)

A few thoughts:

- I don't like the blue calipers on the dark-gray car, and I think it'll look really bad with a color like red.
- The window in the hood doesn't agree with me.
- The curb weight seems higher than what was promised.
- I really like the multi-spoke wheels
- The new splitter and fenders look great
- GM does not appear to be f'in' around with the brake package
- A bit more distinction from normal Corvettes in the interior might have been nice.

Overall, I'm awestruck by the appearance - for some reason, I really, really like the changes over the standard Vette. And I don't have any doubt that the performance will live up to the hype. Now, time to start working on that career in bank robbery...

BTW, I like to see anyone banned who references the GT-R in a thread that isn't about that car :mad:

A few thoughts:

- I don't like the blue calipers on the dark-gray car, and I think it'll look really bad with a color like red.
- The window in the hood doesn't agree with me.
- The curb weight seems higher than what was promised.
- I really like the multi-spoke wheels
- The new splitter and fenders look great
- GM does not appear to be f'in' around with the brake package
- A bit more distinction from normal Corvettes in the interior might have been nice.

Overall, I'm awestruck by the appearance - for some reason, I really, really like the changes over the standard Vette. And I don't have any doubt that the performance will live up to the hype. Now, time to start working on that career in bank robbery...

BTW, I like to see anyone banned who references the GT-R in a thread that isn't about that car :mad:

Mind if I object to a few?

- I think that the blue calipers look just fine. Considering the colors they have been shown in from GM media, I'd say they look pretty nice and that the wheels are a great selection for the ZR1.

- At first I thought the window on the hood would be tacky. However, after seeing how it looks in relation to the hood, with the beauty cover of the motor...I think it looks pretty damn cool. My only request is that the colors around the beauty cover match that of the car. I don't want a blue beauty cover on a black ZR1.

- Haven't look at the weight, so I have no idea, but lets remember. GM's usually pretty conservative with their #'s. Both HP and weight. We've yet to see the "official" HP figures. I'm guessing the "official" # will be 650hp with dynos coming up with about that at the rear wheels.

- I referenced the wheels as well. Those are killer!

As for the rest, I agree. The brakes are sick on this. The one major gripe I've had about the Corvette C6 since being at its introduction at the Opera House when the C6 first showed is that interior.

Since I own a Solstice...I guess I can't bitch about the interior, and I won't. Cause everything else about the ZR1 kicks ASS!

BTW, I like to see anyone banned who references the GT-R in a thread that isn't about that car :mad:

You mean like you just did!:D

As for the ZR1, oh...oh...oh...CARGASM!

2009 Chevrolet Corvette ZR1, officially revealed for all the world to see

http://jalopnik.com/cars/detroit-auto-show/2009-chevrolet-corvette-zr1-revealed-officially-334923.php

http://media.gm.com/servlet/GatewayServlet?target=http://image.emerald.gm.com/gmnews/viewmonthlyreleasedetail.do?domain=74&docid=42156

This is it. The speculation, rumors and half-truths can now be set aside -- this is the 2009 Chevrolet Corvette ZR1, officially revealed for all the world to see. Powered by a supercharged LS9 6.2L small-block engine, the ZR1 hasn't even received an official horsepower number from the engineers toiling away at the General. All Harlan Charles, project manager for the Corvette team was able to tell us last week was the new high-powered 'Vette engine is "capable of producing at least 100 horsepower per liter. That's at least 620 horsepower, and approximately 595 lb.-ft. of torque." Chevrolet wasn't even able to give us a time on the 0-60. Charles was only willing to say "it's in the low three seconds." The small-block engine under the hood is only able to hit those massive numbers due to the addition of the positive-displacement Roots-type supercharger with a new, four-lobe rotor design plus an integrated charge cooling system that reduces inlet air temperature for increased performance. That's the "go" end, but the "whoa" end is just as impressive. The ZR1 gets some simply huge carbon-ceramic, drilled disc brake rotors. They're so big and are required to be so powerful they're using the same 15-inch-diameter discs found on the front of a Ferrari 599. Except on the ZR1, they go on the 20" tires in the rear. In the front, they'll be getting even larger 15.5-inch-diameter rotors. Yup, they're simply breathtaking to see up-close. For the time being everyone else will have to check out the gallery below or the full press release after the jump. In case anyone's wondering -- the magazine and website all about the Trend in Motors are the sleazy bunch of d-bags who broke the embargo seven hours early. We just followed suit. We'll have more time to talk about that later -- now go and read the press release and look at the pretty pictures.


CHEVROLET ENTERS THE WORLD OF SUPERCARS WITH 2009 CORVETTE ZR1
New, Supercharged LS9 V-8 is the Heart of the ZR1

DETROIT - Chevrolet officially announced the 2009 Corvette ZR1 - an American supercar that brings the technology and engineering refinement of carbon-fiber, ceramics and electronics together in a distinctive design.

"Chevrolet's goal with the new ZR1 is to show what an American supercar can deliver, at a price that trumps exotics that cost two, three or four times as much - and does so with exceptional driveability," said Ed Peper, Chevrolet general manager.

The ZR1's basic stats:

* All-new LS9 supercharged 6.2L V-8 targeted at producing at least 100 horsepower per liter, or 620 horsepower (462 kW), and approximately 595 lb.-ft. of torque (823 Nm)
* Six-speed, close-ratio, race-hardened manual transmission
* New, high-capacity dual-disc clutch
* Higher-capacity and specific-diameter axle half-shafts; enhanced torque tube
* Specific suspension tuning provides more than 1g cornering grip
* Twenty-spoke 19-inch front and 20-inch rear wheels
* Michelin Pilot Sport 2 tires - P285/30ZR19 in front and P335/25ZR20 in the rear - developed specifically for the ZR1
* Standard carbon-ceramic, drilled disc brake rotors - 15.5-inch-diameter (394-mm) in the front and 15-inch-diameter (380-mm) in the rear
* Larger brake calipers with substantially increased pad area
* Standard Magnetic Selective Ride Control with track-level suspension
* Wider, carbon-fiber front fenders with ZR1-specific dual vents
* Carbon-fiber hood with a raised, polycarbonate window - offering a view of the intercooler below it
* Carbon-fiber roof panel, roof bow, front fascia splitter and rocker moldings with clear-coated, exposed carbon-fiber weave
* ZR1-specific full-width rear spoiler with raised outboard sections
* Specific gauge cluster with boost gauge (also displayed on the head-up display) and 220-mph (370 km/h) speedometer readout
* Only two options: chrome wheels and a "luxury" package
* Curb weight of approximately 3,350 pounds (1,519 kg)

The specialized components of the new ZR1 work harmoniously to deliver the most powerful and fastest automobile ever produced by General Motors. Performance estimates will be announced closer to vehicle's summer 2008 launch.

"Preliminary testing shows the ZR1 builds on the highly respected Corvette Z06 in every performance category, from acceleration and braking, to cornering grip and top speed," said Peper. "It all boils down to the power-to-weight ratio and the ZR1's is exceptional - better than the Porsche 911 GT2, the Ferrari 599 and even the Lamborghini LP640. In fact, the ZR1 is expected to be the first production Corvette to achieve a top speed of at least 200 mph."

Supercharged LS9 engine

The new LS9 6.2L small-block engine is the power plant the supports the ZR1's performance capability. The enabler of the LS9's performance and refinement is a large, positive-displacement Roots-type supercharger with a new, four-lobe rotor design. It is augmented with an integrated charge cooling system that reduces inlet air temperature for maximum performance.

A sixth-generation supercharger developed by Eaton helps the LS9 make big power and torque at lower rpm and carries it in a wide arc to 6,600 rpm, as it pushes enough air to help the engine maintain power through the upper levels of the rpm band - the area where supercharged performance tends to diminish. Heavy-duty and lightweight reciprocating components enable the engine's confident high-rpm performance.

The LS9 is hand-assembled at GM's Performance Build Center, in Wixom, Mich., and incorporates specialty processes typically seen in racing engines to produce a highly refined and precise product. For example, cast iron cylinder liners are inserted in the aluminum block and are finish-bored and honed with a deck plate installed. The deck plate simulates the pressure and minute dimensional variances applied to the block when the cylinder heads are installed, ensuring a higher degree of accuracy that promotes maximum cylinder head sealing, piston ring fit and overall engine performance.

Transmission and axle

The LS9 engine is backed by a new, stronger six-speed manual transmission and a twin-disc clutch that provide exceptional clamping power, while maintaining an easy clutch effort. ZR1-specific gearing in the transmission provides a steep first-gear ratio that helps launch the car, and top speed is achieved in sixth gear - a change from the fifth-gear top-speed run-outs in the manual-transmission Corvette and Corvette Z06.

As the term implies, the twin-disc clutch system employs a pair of discs, which spreads out the engine's torque load over a wider area. This enables tremendous clamping power when the clutch is engaged, while also helping to dissipate heat better and extend the life of the clutch.

The twin-disc clutch system also contributes to the ZR1's exceptional driving quality, with smooth and easy shifting. The twin-disc system's design enables a 25-percent reduction in inertia, thanks to smaller, 260-mm plates, corresponding to a pedal effort that is similar to the Corvette Z06's 290-mm single-disc system.

The rear axle also is stronger in the ZR1 and features asymmetrical axle-shaft diameters that were developed after careful testing to provide optimal torque management. The axles are also mounted on a more horizontal plane that correlates with the wider width of the rear wheels and tires.

Ride and handling

The ZR1 is built on the same aluminum-intensive chassis as the Corvette Z06 and features similar independent SLA front and rear suspensions, with aluminum upper and lower control arms. Where the ZR1 differs is the suspension tuning, which was optimized for the car's steamroller-wide front and rear tires.

Magnetic Selective Ride Control is standard and tuned specifically for the ZR1. The system's ability to deliver a compliant ride with nearly instantaneous damping adjustments enabled engineers to develop a surprisingly supple ride quality in a supercar that still delivers cornering grip of more than 1g.

From a high-performance perspective, Magnetic Selective Ride Control helps the rear axle remain planted during launch for smooth, hop-free acceleration. It also helps suppress axle movement when cornering on broken or uneven pavement.

Brakes, wheels and tires

Commensurate with the ZR1's engine output is the braking system, which is headlined by carbon-ceramic brake rotors. Found on only a few exotics and more expensive supercars, carbon-ceramic brake rotors are made of a carbon-fiber-reinforced ceramic silicon carbide material . Their advantage comes in low mass and resistance to wear and heat. In fact, the rotors should never show any corrosion or require replacement for the life of the vehicle, when used in normal driving.

The vented and cross-drilled rotors on the ZR1 measure 15.5 inches (394 mm) in diameter in the front and 15 inches (380 mm) in diameter in the rear - making them among the largest carbon-ceramic rotors available on any production vehicle.

Clamping down on the high-tech rotors are six-piston front calipers and four-piston rear calipers, each painted a ZR1-exclusive blue. The front pads are equivalent in size to the largest on any production car with a single-pad design - double that of the Corvette Z06's 70-sq.-cm. front pads.

Huh, woulda posted this, kinda just thought people knew about it...:D

But yeah, I freaking LOVE how it looks. The side profile makes it look like a true track car, it's incredible.

That said, that interior is still completely... normal.... Except it's not on a $100K car. Weak Chevy, weak.

http://jalopnik.com/photogallery/09ChevyCorvetteZR1Black/1000345570?viewSize=thumb1280x1280

That's a BAD ASS MOTHER EFFIN car!

I hope they don't hold they're value too well as I might be looking for one when the C7 drops. ;)

* Standard Magnetic Selective Ride Control with track-level suspension

:no:

comments:

a) sounds badass
b) Unlike the current Z, looks like I can't afford one for a very, very long time.

They're going from a viper-killing C6 Z06 to a viper-murderer C6 ZR1.... nice :D.

http://forums.corvetteforum.com/showthread.php?t=1892397

Chevrolet's new LS9 V-8 is the latest in a line of engines that first saw the light of day way back in 1955. In the planning for this engine, the GM Powertrain team led by Sam Winegarden and Ron Meegan had a number of goals. Not only did they want the most powerful production Corvette engine ever, it had to compete with the best engines in the world for both power and refinement. After all, the ZR1 is intended to be docile and easy to drive at low speeds while still having the capacity to exceed 200 mph.

When the LS7 V-8 in the current Z06 Corvette debuted a couple of years ago, it was deemed to be the pinnacle of what could be achieved from a normally aspirated small block. The displacement had been boosted to 7.0L with an output of 505 hp and 470 lb-ft of torque. Although more power is certainly possible, it would have come at the expense of long-term durability, and since GM won't release an engine for production unless the design is validated for at least 100,000 miles, the LS7 approach was deemed a dead end for now.

Getting past that 500 hp wall with this architecture would require forced induction provided by a new Eaton Rootes type supercharger. However, the pressures generated by going much past 500hp would have been too much for the 7.0L block. In order to get the necessary robustness to make the engine last, the GM Powertrain engineers reduced the displacement back to 6.2L in order get the cylinder wall thickness they needed. The block was also beefed up in other ways. Fillet radii (a fillet is the curved surface at the joint where two other surfaces meet) were increased in the block bulkhead area improving strength by 20% even as passages were opened up to improve fluid flow.

When cylinder heads are bolted to an engine block and torqued down, the cylinder bores undergo some deformation. That's part of why pistons have to be smaller than the bore, and spring loaded rings are used to follow the cylinder wall and provide a seal for the combustion chamber. The production tolerances inherent in manufacturing all these parts leads to loss and inconsistency of power delivery. To help overcome this problem, a deck plate is used during the boring and honing process of the block. A steel plate is bolted to the block and torqued down to distort the bores of the cast iron cylinder liners prior to machining. When the plate is removed the block relaxes, but the distortion caused by installing the cylinder heads restores the bores to their condition when they were machined. The end result is bores that are much closer to being parallel and round allowing a tighter piston fit and more consistent performance. The bore and stroke of the LS9 come out to a nicely over-square 103.25mm x 92mm.

The heads themselves are based on the design from the L92, LS3 and LS6 engines with a few modifications. A wing cast into the intake port induces some swirl in the air/fuel mixture as it passes the 55.0mm titanium intake valves. The spent gases exit past sodium filled exhaust valves on their way to the same fabricated dual wall stainless steel headers used on the LS7. The heads themselves are made from a premium A356-T6 aluminum alloy that is rotocast. The rotocasting process rotates the mold as the aluminum is poured in. This helps get gas bubbles out of the mold and the molten metal, reducing porosity and increasing ultimate tensile and yield strength. The material change provides a 15% increase in strength with a further 9% coming from the rotocasting. The same process is used on the heads for the 2.0L turbocharged engine used in the Sky Red Line and other vehicles.

Like the block and heads, the reciprocating parts of the LS9 have to withstand tremendous pressures. The LS9 has a 9.1:1 compression ratio along with 10.5 psi of boost pressure. The pistons are forged from aluminum with polymer liners on the skirts to reduce friction. The tops of the pistons are sumped to allow clearance for the valves without the use of valve pockets. The continuous surface helps to improve the strength of the piston, which is further enhanced by anodizing. More titanium shows up in the connecting rods, which add strength with lower reciprocating mass. At the bottom end, a forged steel crankshaft is held in place by six bolt steel main bearing caps.

Generating power in an engine requires air and fuel. More power takes more air and more fuel. In this cast, the extra air comes courtesy of the latest 6th generation Eaton Rootes supercharger. The new rotors now have four lobes and there is significantly more twist. The old unit had 60 degrees of twist while the new version has 160 degrees. The result is much improved efficiency and quieter operation. The LS9 supercharger has 2.3L of displacement and at its maximum speed of 15,000 rpm draws about 80 hp as compared to 120 hp for a gen 5 supercharger. The radiated noise from the blower case has been reduced by 10 dBa.

This is the first known use of the 6th generation Eaton supercharger by an OEM in a production application. Roush uses the unit on some of its vehicles and also offers various sizes in the aftermarket, including the 2.3L unit from the LS9, a 1.9L and a 0.9L for smaller engines.

The fuel side of the equation is taken care of by a dual pressure fuel system. Getting smooth low speed operation out of such a powerful engine requires a lot more dynamic range from the injectors than is currently available. At maximum output, the fuel system needs to be able to supply 58 g/s. Injectors that can supply enough gasoline to feed an engine with this much power tend to be hard to control at the low flow rates required at idle. To help achieve this, a separate fuel system ECU is mounted next to the fuel tank. Based on demand it can adjust the fuel pressure to either 600 kPa at high speeds or 250 kPa at low speed. With the lower pressure, the flow rate at the injectors can be more easily modulated. By way of comparison, the LS7 system only provides 40 g/s of fuel flow. This same issue is why the the LS9 is not currently set up for flex-fuel capability. The high octane characteristics of E85 would be well suited to an engine like the LS9. However, according to Sam Winegarden, the higher fuel flow rates required to make up for the lower energy density would have had too much of a negative effect on low speed drivability.

Packaging was a major challenge for the LS9 engineers. They only had one extra inch in height to work with in the ZR1 engine compartment and less than that in length. In order to make everything fit, the air to liquid inter-cooler uses two heat exchangers spread apart with the air flow going horizontally and then back down into the intake ports. The inter-cooler lowers the temperature of the intake charge by 140 degrees F. Because of the limited space, there was no room to add a separate drive belt for the blower, so a revised two-belt setup was devised. An 11 rib belt drives the blower, water pump and power steering pump. To withstand the added loads, the water pump also gets a beefier bearing.

The pressures generated by the blower and combustion displace the cylinder head by up to 16 microns. Since each of the two active layers of the multi layer head gasket in the LS7 can take up 5 microns, the LS9 gets a gasket with 4 active layers. Also helping to keep the cylinder heads tightly sealed to the block are larger 12mm head bolts (the LS7 uses 11mm bolts).

Keeping all the metal parts moving smoothly requires a lot of lubrication. The LS9 keeps the LS7's dry sump system but with some enhancements. An extra gravity-fed 2.75 qt reservoir ensures that the oil pickup never goes dry even under the most severe cornering conditions that the ZR1 can generate. A dual gerotor oil pump carries over from the LS7 with one rotor pumping oil to the engine while the other scavenges the sump, all the while oil temperatures being regulated by an oil cooler mounted on the side of the sump. A new feature of the LS9 is the block-mounted oil squirters. These units mounted below each cylinder barrel shoot a spray of oil toward the underside of the pistons. This has the dual effect of cooling the pistons and increasing the lubrication between the piston and cylinder reducing both friction and noise.

All these precision machined parts give the LS9 a red-line of 6,600 rpm and an output of at least 620 hp and 600 lb-ft of torque. That's enough to push a 3,340 lb ZR1 to 200 mph and beyond. The use of the supercharger gave the engineers more flexibility in tuning the cam-shaft to improve low end drivability of the LS9 compared to the LS7. The LS9 cam has less lift and 27% less overlap than the LS7, which provides a steadier idle. The twin-plate 260mm clutch has more than enough capacity to handle the LS9 prodigious output while requiring the same or less effort than the single plate 290 mm unit in the Z06. The Tremec 6060 six-speed gearbox has a 2.29:1 first gear ratio and 3.42:1 final drive, a combination that allows it to make the all important 0-60 mph run without having to shift to second gear. The revised shift linkage takes 20 percent less effort to move over a 12 percent shorter distance.

The LS9 won't be getting its final certification until about March, but so far GM has put over 6,800 dyno hours on the new engine. They have run an engine for 100 hours continuously at wide open throttle and done both simulated and real 24-hour track cycles similar to what the GT1 C6.Rs run on the dyno and in the car. Thanks to the extensive simulation and modeling done prior to building any parts, the engines have been remarkably reliable. To date, through three years of development, they have never had a failed piston, connecting rod or crankshaft in testing. The simulations have gotten so accurate that the first prototype engine on the dynamometer ran within 3.5% of the simulation throughout the entire power and torque curve.

changing pants now

....my oh my

Holy smokes, I can't believe how gorgeous it is on top of the jaw dropping specs.

That thing is SICK! I seriously was drooling looking through those pics. GM has been stepping up its game lately!

TR6060 :drool:

http://images.motortrend.com/photo_gallery/112_0802_14z+2009_chevrolet_corvette_ZR1+engine_ba y.jpg

Kudos to GM for incorporating the skull and flags logo... Its nice to see that GM isn't a completely PC corporate monolith occasionally. :D

I predict that lottery ticket sales nationwide are going to spike slightly...

sweet baby jesus.

roots style supercharger...skeet skeet skeet

I didnt have time to read the whole article...all I saw was 620hp at leaste.. holy shiiiiite. Anyways what is that thing on the hood, is it a clear cover for you to see the engine or is it some kinda popup cowl thing, or is it a shaker?

What's the story on that?^^^

That car is sex on wheels....:drool:

My only complaint is that I can't afford one. I was thinking the same thing about the weight...somewhere I remember them saying under 3000lbs. :confused:

Love the :death: on the intake tube.

Anyone notice that the wheels are the c6 z06 spoke pattern overlaying the c5 z06 spoke pattern?

I'm not sure how much has been publicly leaked, but I don't think a lot of people realize how fast this thing is. We're talking a car lighter than Ford GT with significantly more power.


By the way, I have a feeling this story is gonna get better! :D

Merry Christmas

I didnt have time to read the whole article...all I saw was 620hp at leaste.. holy shiiiiite. Anyways what is that thing on the hood, is it a clear cover for you to see the engine or is it some kinda popup cowl thing, or is it a shaker?

Polycarbonate clear cover to see the engine, yeah.

What's the story on that?^^^

It was the unofficial which I believe later became official C6.R racing logo.

What's the story on that?^^^

Name's Jake. He stems from a few seasons ago when the Corvette race team had "Take No Prisoners" up on their pit wall.

I think it was last season, the two C6Rs raced with contrasting Jake color schemes.

I'm reasonably sure it could be said the ZR1 lives up to the original motto.

Polycarbonate clear cover to see the engine, yeah.
Well... a polycarbonate clear cover to see the engine... cover... yeah

Damn that is badass, I was afraid of that yellow C6 that came out not too long ago, but this thing is SeX on wheels.

Why is there a viewhole in the hood when all that's underneath it is a plastic engine cover? :confused:

yeah I noticed the skull too...thought it was bad ass :cool:

Why is there a viewhole in the hood when all that's underneath it is a plastic engine cover? :confused:

Its the top of the supercharger.

Threads merged into the correct forum.

The LS9 won't be getting its final certification until about March, but so far GM has put over 6,800 dyno hours on the new engine. They have run an engine for 100 hours continuously at wide open throttle...
:eek: :eek: Very Cool. Hmm. I wonder if Chevy's competitors are doing that? :D

I don't get why everyone says the 7L isn't strong enough for a blower, yet lingenfelter turbo's them to 850+HP an offers a 2yr/24K warrenty.
Lingenfelter wouldn't do that if they broke. One side has to be wrong.

Two things I'd change.
Instead of the clear cover have the intercooler cover come through the hood a half inch giving it the apperance of an old school shaker.
Then put some slits in the top so it cools better. Like the spy pic.

Other thing. Instead of one big injector and an ECM/wiring nightmare in the back. Use two injectors like the LT5. Or one smaller injector for idling-3K then the second kicks in. Something of that nature.

Other notes of intrest.
It uses the same exhaust mainifolds as the 7L.
We all know a header swap on one of those is worth a ton of power.
It uses a cam with less lift and 27% less duration then the 7L
Again we all know a cam an header swap on an Ls7 can put you at 650hp.
So now we are taking an engine already at 650hp that's using the same exhaust manifolds and an even smaller cam.
So cam, headers, pulley, tune = 850hp for those that do it right. :eek:

I like everything from the windshield forward.

Don't like the scoops in front of the rear wheels or the rear "wing" (lip) if you can call it that.

Should have had Larry Shinoda style it...or at least the rear.

http://www.zr1netregistry.com/110-1063_IMG.JPG

I
So cam, headers, pulley, tune = 850hp for those that do it right. :eek:

I am shaking...

:bow::bow::bow::bow::bow:

what could possibly compete with that?

Remember when we all thought the C6 Z06 was the ultimate sports car? This is overkill, but I love everything about it. It's a 599 GTB with a $175k discount.

Other thoughts:

I love that it uses the magnetic shocks.

Wheels look great. And I bet this thing could stop the rotation of the Earth with those brakes.

"Skull" logo on the intake is a nice touch.

And for the record, I love the hood window.

Man I want that dark gray one :drool: . I would love to have that motor to put in something too. Don't know if this has been posted up yet, but here you all go http://www.popularhotrodding.com/hotnews/0801phr_supercharged_ls9/index.html .

David

Sure, it looks nice, but what kind of gas mileage does it get??? [/sarcasm]

I don't get why everyone says the 7L isn't strong enough for a blower, yet lingenfelter turbo's them to 850+HP an offers a 2yr/24K warrenty.
Lingenfelter wouldn't do that if they broke. One side has to be wrong.

They don't use a stock LS7

I like everything from the windshield forward.

Don't like the scoops in front of the rear wheels or the rear "wing" (lip) if you can call it that.

Should have had Larry Shinoda style it...or at least the rear.

http://www.zr1netregistry.com/110-1063_IMG.JPG

That rear bumper looks cheesey as ****. SUPAH STREET DOG

...engine tested for 100 hours straight at WOT.

Sweet. I like how GM is going after the durability of this engine. I'd hate to see this thing get released and then have to call a bunch of them back like the Ford GT.

Dan

Well... a polycarbonate clear cover to see the engine... cover... yeah

Why is there a viewhole in the hood when all that's underneath it is a plastic engine cover? :confused:

The Silver part that you see is not an engine cover.. it's actually the intercooler. The black and blue part is just a plastic cover though
http://www.autoblog.com/photos/detroit-2008-the-chevrolet-ls9-v-8/536143/

yet lingenfelter turbo's them to 850+HP an offers a 2yr/24K warrenty.


um lol.. i think GM wants the engine to last longer than 2yr/24K on the ZR1.. i'm pretty sure this thing will be warrantied for 5yr/100k like the rest of GM powertrains

What happened to the sub 3000 mark?

Power Happened. :lol:

The 300-400 extra pounds over the Z06 is a huge surprise and disappointment to me. Maybe not to others but I would have assumed they'd be able to keep the weight to about the same as the Z06... extra weight reducing countermeasures to counteract the weight of the new motor, larger brakes, etc...

Still, they claim this will take the production car track record at any track out there. That's a pretty bold statement and if it's true and yet this car is still more comfortable and daily drivable than the Z06 then this is huge for GM.


Oh... FWIW I hate those wheels. Everything else looks great though.:)

Sweet. I like how GM is going after the durability of this engine. I'd hate to see this thing get released and then have to call a bunch of them back like the Ford GT.

I thought the Ford GT recall was for an a-arm?

The 300-400 extra pounds over the Z06 is a huge surprise and disappointment to me. Maybe not to others but I would have assumed they'd be able to keep the weight to about the same as the Z06... extra weight reducing countermeasures to counteract the weight of the new motor, larger brakes, etc...


I don't they had any other place to take weight away from.

Still, they claim this will take the production car track record at any track out there. That's a pretty bold statement and if it's true and yet this car is still more comfortable and daily drivable than the Z06 then this is huge for GM.
where did they say this?

New Wallpaper.

http://www.blogsmithmedia.com/www.autoblog.com/media/2007/12/x09pt_ep047.jpg

The 300-400 extra pounds over the Z06 is a huge surprise and disappointment to me. Maybe not to others but I would have assumed they'd be able to keep the weight to about the same as the Z06... extra weight reducing countermeasures to counteract the weight of the new motor, larger brakes, etc...Z06 = 3130. ZR1 = 3350.

My math has that at 220 lbs, not 300-400...

:think:

Think of it as driving a Z06 with robvas's gf riding shotgun, then adding an extra 115 (or more) hp to compensate.

:)

Whats up with the seats? They should seriously have more bolstering than that. I know this is targeted towards old people with deep pockets, but come on, my saturn has more bolstering than that.

Z06 = 3130. ZR1 = 3350.

My math has that at 220 lbs, not 300-400...

:think:

Think of it as driving a Z06 with robvas's gf riding shotgun, then adding an extra 115 (or more) hp to compensate.

:)

where did they say this?

Both of those statements were based on what I read in this article:
http://www.edmunds.com/insideline/do/Features/articleId=124018?tid=edmunds.il.home.photopanel..1 .*

Both of those statements were based on what I read in this article:
http://www.edmunds.com/insideline/do/Features/articleId=124018?tid=edmunds.il.home.photopanel..1 .*
Quit reading Edmunds ;)

Also I have never had a girlfriend anywhere near 220lbs!

Hell, at 3,300 to 3,400 pounds, the ZR1 is almost 300 pounds heavier than a Z06.Did you get a visual but jumble the context of the numbers, maybe? The 300 and 400 show up there, but not as the actual delta in weight. The Z06 is not at 3000 even.

:)

Mommy!!! :eek:

That dark charcoal version is freaking awesome!

http://img230.imageshack.us/img230/1640/ls9xmasje4.jpg

And just to up the ZR1's chest-puffing quotient, Juechter notes this car "will be able to take the production-car track record at any racetrack." Ex-squeeze me? And no, the company has not done an officially timed run at the Nürburgring yet.
ahh ok I see now. Thats quite the bold statement!

IMG...

That's awesome!:cool:

That statement alone has me excited. This car looks absolutly friggin deadly.
The wheels, brakes, paint, engine, gfx, trim, everything.
I do wish that maybe they spent some time with Recar/Johnson Controls and created a more aggressive seat with a bit more bolstering.

While I don't think the weight will be a big deal since the extra 115 hp will certainly make up for it and then quite a bit more. It just shows how hard weight is to shave on these supercars with all the engine, brake, and suspension upgrades. On one side for the price I would have hoped GM could have kept the weight at Z06 levels or lower to really hit home how fast it could be. But on the other they can't just empty the car our like the Cobra R and charge $100k for it. Those owners will want all the power and performance and comfort and quietness too.

I hate to say it but if GM had trouble keeping the weight down on the most expensive and most tehnically advanced Corvette ever made then I can see the issues that lie ahead with the Camaro development.

As far as weight, considering the huge tires/wheels, brakes, supercharger system and all that, what do you expect?
http://webpages.charter.net/stberry/vette.jpg

While I don't think the weight will be a big deal since the extra 115 hp will certainly make up for it and then quite a bit more.

Guys, GM is being modest about these numbers!

Way cool!

WOW, very nice. I would have liked to seen different looking headlight capsules and led taillights to set it apart from other Corvettes

Holy Crap the engine takes 12.5 quarts of oil:eek::eek: This is not a dry sump system like the LS7 (which takes 8 quarts) is it? That is where the extra weight comes in :p.

My thoughts.....

1. I don't care that it weighs 3300 lbs. It has 620+ HP to make up for the extra 200 lbs it gained over the Z06.

2. The window in the hood looks like crap. It works on Ferrari's F430 and other Ferraris, since the engine is under a back window that already exists. GM created a window where none existed before, and it doesn't look right.

3. The brakes are serious. They could haul the space shuttle down in a hurry.

4. "Jake" on the intake is very cool.

5. I like the wheels. Very racy.

6. I like the bodywork (with the exception of the aforementioned hood window).

Overall, I think GM has made a bonafide supercar out of the Corvette, one that costs hundreds of thousands of dollars less than vastly inferior competitors. Let's hope some of that magic falls on the Camaro, too.

Game Over

I hate to say it but if GM had trouble keeping the weight down on the most expensive and most tehnically advanced Corvette ever made then I can see the issues that lie ahead with the Camaro development.

....especially the one with the LS8 .

From all I can gather , the theoretical super low weight of the ZR1 was a complete internet myth based on nothing official . Given all the stuff that was added , I think only a 220lb weight gain is pretty damn acceptable .

For a Corvette overall, it's on the threshold of being too heavy, but it is still an incredible acheivement to keep the weight down with how much extra they threw at this car.

FYI, I like the clear spot in the hood. Overall, the styling is a little overdone for my taste, but they need to differentiate this from the base model and Z06 so that is to be expected I guess. It is more "exotic" looking.

Looking forward to the real world performance numbers.

Dan

http://jcamere.deviantart.com/art/BlueZR1-Dual-Monitor-Wallpaper-72588116

A Dual Monitor Wallpaper that I created for anyone

Anyone got anything that would look good on a 1680x1050 screen???

Will it beat the GTR's time at the Nurburgring?

EDIT: Just read the post about a page back, which answered my question.

If it can beat the GTR, GM had better lap the 'Ring now... b/c Nissan are getting a lot of publicity re GTR. GTR sales are far exceeding supply.

I hate to say it but the styling is a bit too extreme for my liking (ditto the GTR). I much prefer the Z06.

Z06 = 3130. ZR1 = 3350.

My math has that at 220 lbs, not 300-400...

:think:

Think of it as driving a Z06 with robvas's gf riding shotgun, then adding an extra 115 (or more) hp to compensate.

:)

As silly as it seems, some of the added weight might aid traction as this engine would be a torque monster.

Having said that, I gather most of the weight gain is near the front, high in the engine bay. I wonder what that does to the car's f-r balance?

:drool:

This bad boy has surpassed all my expectations I had for this car. Love the exterior styling, even the wheels. Everything is styled to look aggressive and mean, especially the twin port side vents. The hood window isnt bad either, as long as that engine cover can be color'd like the car like Josh was saying.

Even tho this Vette is gonna carry a hefty price, I'm sure they'll sell everyone they build. Also Im assuming we're gonna be able to see this in person at next years auto show season?

I just read this on another board:

My favorite part about this car is that it has six hundred twenty mother ****ing horsepower and still doesn't need a park bench on the ass.

:lol:

still browsing the forums eh?:D

I'm sure after the first dyno test we'll see its putting out about 50 more hp than advertised.

High res gallery:
http://www.dieselstation.com/manufacturers/chevrolet/2009-corvette-zr1-pictures.html

Wow. :eek:

Of all things though, it's the Corvette skull on the air intake that makes it that much more badass. :cool:

Wow. :eek:

Of all things though, it's the Corvette skull on the air intake that makes it that much more badass. :cool:

I agree! I think it's awesome they included Jake with the car.

I thought it was projected to be 650hp? What happened to that?

What I like better than the extra 30peak hp is:

GM Powertrain testing shows the engine makes approximately 300 horsepower (224 kW) at 3,000 rpm and nearly 320 lb.-ft. of torque (434 Nm) at only 1,000 rpm. Torque tops 585 lb.-ft. (793 Nm) at about the 4,000-rpm mark, while horsepower peaks at 6,500 rpm. The engine produces 90 percent of peak torque from 2,600 rpm to 6,000 rpm.
Talk about a broad FAT power curve...

It's a work of art...I like how they used the blue number 1 in ZR1 to match the blue brake calipers.

I thought it was projected to be 650hp? What happened to that?

I dont think the rating is final yet . GM says at least 620 hp because this engine isnt SAE certied yet .

What I like better than the extra 30peak hp is:


Talk about a broad FAT power curve...

It's a work of art...I like how they used the blue number 1 in ZR1 to match the blue brake calipers.

A lot of turbocharged vehicles out there are making 90-95% of their peak torque well below 2000 rpm and carrying it up to almost redline.

Granted, they still don't have nearly THAT much torque - but in terms of flatness I think flat torque curves are becoming kind of expected these days from performance motors.

I am still really pumped that this thing has 335's in the rear and 285's in the front!!!

WOW!!! :eek:

I think the Z06 has 335's in the rear as well doesn't it?

Z06 has 325s in the rear.

BTW, they've also added ZR1 info on Chevy's site:
http://www.chevrolet.com/corvette/zr1/?evar10=CORVETTE_PROMO1_GET_09_ZR1_DETAILS_NOW

I'm wondering if the glass piece in the hood is removable for dry track days as a heat outlet.

Look at this insane torque curve!!!

http://picsorban.com/upload/gmgraph.jpg

Some more LS9 info here:

http://www.popularhotrodding.com/hotnews/0801phr_supercharged_ls9/index.html

I want that engine!

Pretty impressive when you compare it to the V10 in the Viper. I always considered that about the highest TQ I would see in a sub $150k production car, but the Corvette ZR1 kills that!

Dan

That's one big beautiful, fat, torque curve..!:cool:.

Impressive, I can't get of the difference between the LS7 and the LS9.....and look at how lumpy the Viper's torque curve is!

That is absolutely madness! :thumb:

I know I'm different than the typical consumer, and this car gets the heart pumping, but I'm not as impressed with it as I was with the C6 ZO6.

It is a gorgeous car, though I also think the hood "window" is gimmicky.

The great thing about the ZO6 over the standard 'Vette is the frame and body that shaves the weight off.

I'd rather buy a ZO6 and have fun modifying and beating the crap out of it.

For turnkey and reliable badassness, this car should do the trick. I just don't know if I could drop six figures on a 'Vette :shock:

what are the odds of them offering the windowed hood as an option? or better yet a no-cost option over a standard hood...

That is absolutely madness! :thumb:

http://image.hazardstrip.com/ico/sprays/this_is_sparta_v2_0_by_dooo.gif

I know I'm different than the typical consumer, and this car gets the heart pumping, but I'm not as impressed with it as I was with the C6 ZO6.

It is a gorgeous car, though I also think the hood "window" is gimmicky.

The great thing about the ZO6 over the standard 'Vette is the frame and body that shaves the weight off.

I'd rather buy a ZO6 and have fun modifying and beating the crap out of it.

For turnkey and reliable badassness, this car should do the trick. I just don't know if I could drop six figures on a 'Vette :shock:
if you want to buy a vette to have fun modifying, get an 08 base vette and install an APS twin turbo kit. it'll blow the ZR1 and just about every production vehicle ever made out of the water. you'll probably end up spending $10k less than you would on a C6 Z06 too.

if you want to buy a vette to have fun modifying, get an 08 base vette and install an APS twin turbo kit. it'll blow the ZR1 and just about every production vehicle ever made out of the water. you'll probably end up spending $10k less than you would on a C6 Z06 too.

Well, it's never as easy as bolting some crap on and expecting the same durability, reliability, NVH, efficiency, etc. but that IS exactly my point. You can make power in your garage. You can install bigger brakes. You can't hydroform an aluminum chassis in your garage. You can mold CF body panels but are the ZO6 panels autoclaved with high performance epoxy systems?

The jump from the base C6 to ZO6 seems to bring some really great things to the table besides the typical hot rodding. The ZR1 just seems like a ZO6 with more power but nothing really technologically new (not to put down what appears to be excellent engineering with regards to the blower/intake/intercooler packaging).

It's even more shocking when you realize it's a six figure Corvette. I've always loved Corvettes but that's a lot of money for, well, a Corvette. It does after all still share plenty of components with a base C6.

Maybe everyone's just obsessing over the engine and I'm missing more? What does $30k+ over an already very capable ZO6 get you besides a blower, larger brakes, a couple hundred pounds, and cosmetics?

I would just havet to say that the bragging rights that you own a ZR1 would be enough. That does seem like alot. But very few people can say that and be telling the truth. :)

what are the odds of them offering the windowed hood as an option? or better yet a no-cost option over a standard hood...

Probably 0 . The hood window is completely integrated to the supercharger cover and the process of seemlessly bonding the the lexan window into the Carbon fiber hood isnt exactly cost effective .

Expensive engine development program and low production/demand equates to a higher than normal cost for the ZR1.

I recall reading about one of Enzo Ferrari's quotes that you usually pay the cost of entry into a Ferrari for the engine alone... the rest is of the car is essentially free. The same almost applies to the ZR1.

Almost...

the ZR1 is more than a blower on a Z06. the carbon fiber used and the stuff they coat it with adds some price and takes away weight. it has different shocks (did I read magnetically charged) and new brakes (which they said was a $20k option on some ferrari) that are the biggest of any production car.

believe me, $100k is a LOAD of money and about 100 times more than I have to spend on a vehicle right now but for what you're getting its a screamin' deal.

I, however, would probably go about it the way you would though. I would do exactly what I said. APS twin kit on an 08 Z51!
the thing that most excites me is the blower setup and if it could somehow be put under the hood of an f-body without interfering with the cowl. only problem is that you would have to use L92/LS3 heads. not a huge problem since they're a great head but it limits your options.

You can mold CF body panels but are the ZO6 panels autoclaved with high performance epoxy systems?

Off the top of my head I'm pretty sure there are. Actually, the Z06 is the highest volume car ever to come with a "substantial" amount of carbon fiber from the factory. I read an article about it a while back that was talking about how hard it would be to merely get the panels past quality control to the same dimensions, much less consistent weight. They went out for bid and I cant remember the name of the company that won though.

Though it begs the question, are they using carbon fiber [all over] not so much as a weight savings, but as bragging rights? In recent years carbon fiber has become a form of automotive 'bling' and that might have something to do with things. I don't know the exact numbers - but I'd bet good money the cost/lb over fiberglass is pretty steep.

Off the top of my head I'm pretty sure there are.

Though it begs the question, are they using carbon fiber [all over] not so much as a weight savings, but as bragging rights? In recent years carbon fiber has become a form of automotive 'bling'

That's why I asked. FRP's are excellent materials but they rely much more heavily on design and process. If they are made "right" those body panels may certainly be high performance and not "bling".

I like my CF painted ;)

I recall reading about one of Enzo Ferrari's quotes that you usually pay the cost of entry into a Ferrari for the engine alone... the rest is of the car is essentially free. The same almost applies to the ZR1.

This is a Chevrolet, not a Ferrari :irk: The architecture for this engine is well paid for by the millions of LSx engines sold. This is NOT a Ferrari engine, that's always been the great thing about the 'Vette! This is also the addditional cost over the LS7 which is not a mass production engine either! Isn't much of the components for the LS9 (or the LS9 itself) going in other vehicles? I guess not at that price.

What's the LS9 crate engine going to cost? :leaving:

the ZR1 is more than a blower on a Z06.

No argument here. The question is how useful is the rest of this stuff?

the carbon fiber used and the stuff they coat it with adds some price and takes away weight.

The ZO6 uses a lot of CF. What is this "stuff" they coat it with and why would they add the extra weight in coatings to save weight? How much weight over the ZO6 does it save?

it has different shocks (did I read magnetically charged)

I thought the magnetic-rheological shocks were an option on all 'Vettes (and some Cadillacs?)

and new brakes (which they said was a $20k option on some ferrari) that are the biggest of any production car.

They look to be fairly standard in design, just bigger? Big isn't always the big cost factor, especially these days. Ferrari has installed very advanced carbon-carbon brakes and other very highly technical components. Again, this is a Chevrolet, KISS, good and bad.

I also question whether such large brakes are worth the added cost and mass? Brakes have far exceeded tire capabilities for a long time now. The ZO6 brakes don't suffer from fade do they? Will these brakes give you more over the ZO6 brakes than just having them last a couple more track days before replacement?

Of course I'm one of the guys that doesn't understand the trend to massive wheels either :shrug:

believe me, $100k is a LOAD of money and about 100 times more than I have to spend on a vehicle right now but for what you're getting its a screamin' deal.

I'm just playing devil's advocate here. It's a badass vehicle. I just don't think I would ever buy one. The ZO6 on the other hand seems worth it to me.

This is a Chevrolet, not a Ferrari :irk: The architecture for this engine is well paid for by the millions of LSx engines sold. This is NOT a Ferrari engine, that's always been the great thing about the 'Vette! This is also the addditional cost over the LS7 which is not a mass production engine either! Isn't much of the components for the LS9 (or the LS9 itself) going in other vehicles? I guess not at that price.

What's the LS9 crate engine going to cost? :leaving:



No argument here. The question is how useful is the rest of this stuff?



The ZO6 uses a lot of CF. What is this "stuff" they coat it with and why would they add the extra weight in coatings to save weight? How much weight over the ZO6 does it save?



I thought the magnetic-rheological shocks were an option on all 'Vettes (and some Cadillacs?)



They look to be fairly standard in design, just bigger? Big isn't always the big cost factor, especially these days. Ferrari has installed very advanced carbon-carbon brakes and other very highly technical components. Again, this is a Chevrolet, KISS, good and bad.

I also question whether such large brakes are worth the added cost and mass? Brakes have far exceeded tire capabilities for a long time now. The ZO6 brakes don't suffer from fade do they? Will these brakes give you more over the ZO6 brakes than just having them last a couple more track days before replacement?

Of course I'm one of the guys that doesn't understand the trend to massive wheels either :shrug:



I'm just playing devil's advocate here. It's a badass vehicle. I just don't think I would ever buy one. The ZO6 on the other hand seems worth it to me.

The Z06 runs Carbon Fiber on the front fenders. The ZR1 will run Carbon Fiber pretty much everywhere else.

The brakes on the ZR1 are Carbon Ceramic. In fact they are the largest Carbon Ceramic brakes ever installed on a street car. Larger than the Enzo's. On top of that they reduce unsprung weight by 11 lbs. per corner. That is a huge weight savings.

The official press release data has all this stuff in there. Lot's of good reading.

The ZO6 uses a lot of CF. What is this "stuff" they coat it with and why would they add the extra weight in coatings to save weight?
CF breaks down when exposed to UV light. The carbon fiber wing on my Evo looked pretty bad after only 2 1/2 years. The coating is just a UV blocking clear coat so you can still see the CF. They could have just painted it, but then you get no bling to show off.

The Z06 runs Carbon Fiber on the front fenders. The ZR1 will run Carbon Fiber pretty much everywhere else.

That's what I like to hear! I wonder how much mass is conserved over the ZO6.

The brakes on the ZR1 are Carbon Ceramic.
Now we're talking.

CF breaks down when exposed to UV light. The carbon fiber wing on my Evo looked pretty bad after only 2 1/2 years. The coating is just a UV blocking clear coat so you can still see the CF. They could have just painted it, but then you get no bling to show off.

That's what I figured. Epoxy systems (not the carbon fiber) do break down with exposure to UV. I'd rather have the damn thing just painted. Ricer fads shouldn't be spreading to real cars :)

:drool: I stumped a salesman at the local stealership about this car.. (Doesn't take much).. He's never heard of it, I was there picking his brain about the ZO6 and also drooling over it... :drool: Wow, i know more about that damn car than the GM SALESMAN!!!!

I am sure we will hear a recall in 2-3 years about yellowing roofs on the ZR1's lol

:drool: I stumped a salesman at the local stealership about this car.. (Doesn't take much).. He's never heard of it, I was there picking his brain about the ZO6 and also drooling over it... :drool: Wow, i know more about that damn car than the GM SALESMAN!!!!They aren't really "GM salesmen." Dealerships are independent businesses. They hire salespeople. Some of those people may have an auto background or enthusiast tendencies, but many/most are simply selling a product, not much different than if they were selling Oreck vacuum cleaners or something. When the product arrives on their lot, they'll study the cheat sheets and try to remember a few key selling points, but most of them don't sit around reading message boards and car mags like a lot of us do. :)

I've never come across a salesman who knows anywhere near as much about the vehicle I'm looking at as I do...