It’s one of those names you dream about as an auto journalist: the new, off-the-ship Z06; “Come to the Lausitzring, take a look,” says Patrick Hermann, Corvette’s all-purpose gunsmith. Not only is he the go-to person for us, he also makes the American veteran a good fit for Europe.
FZ 6071 is the first Z06 to be shipped to Europe by ship from the US plant in Bowling Green (Kentucky). With its Herrmann reels of high quality rides. Several thousand kilometers to test that everything meets local requirements.
The Z06 is the first EU-spec production car. This can be seen above all in the exhaust system, which in the US model ends with four central exhaust pipes and emits a bone-chilling noise into the environment.
And here’s exactly where the problem lies: What we find beautiful, the popular para rider knows as annoying. So a more traditional exhaust system had to be made for the old world market and of course a petrol particulate filter had to be fitted. The Amy None of this interests you.
Chevrolet has developed a modernized 5.5L for the Z06
But this should only marginally concern us. On the one hand, the Z06 is primarily about performance; On the other hand, even in this configuration it still sounds a bit harsh, the cold start on the Lausitz square may still be heard in nearby Dresden.
Source of joy: modern engine technology. It’s hard to believe, however Corvette The Z06 has missed an all-new 5.5-liter engine that breaks with the old Corvette tradition with two overhead camshafts per cylinder bank and 32 valves. Until now, all Corvette V8s relied on a center camshaft and valve train below traditional pushrods and rocker arms.
everybody? No, a small Anglo-Saxon village put up fierce resistance in the late 1980s. The village is called Hethel and is the home of the Specialized Lightweight Lotus – owned by General Motors at the time. Here is one it was developed for C 4 The legendary ZR1 LT5, made according to the same knitting pattern as today’s LT6 C 8 Z06. So the new one takes on a massive legacy—but stays true to its predecessors in that it also does without charging.
Aluminum block and flat-plane crankshaft – the LT6 comes from racing
It even gets better: The LT6 has a flat-plane crankshaft, like you’d find in motorsports or even from FerrariAMG GT Black Series and Co. knows. This is simply because the engine comes from racing. To be more precise, from the C8.R, which has been the fastest GTE Pro at Le Mans in absolute terms over the past two years. Not the worst genes then.
The block itself is made entirely of aluminum, as are the forged pistons. The dry sump lubrication system ensures that all critical areas are lubricated, even under enormous centrifugal forces. This results in a speed limit of – wait for it – 8,600 revs.
In terms of chassis, too, the tentative top model (which is still shrouded in meaningful silence about the potential ZR1) no longer has much to do with the underpinning: the track is made wider, the base setup is tighter, rims Larger – 20 inches in the front and 21 inches in the rear. The springs alone are 35 percent stiffer than the standard model.
The Tight Body Package omits the Corvette’s massive rear spoiler
This creates a problem: On rebound, the damper unit will have too much travel for the expansion potential of the spring. Corvette uses so-called auxiliary springs for this, which give the chassis a constant base tension. We also know who Porsche from the 911 GTS.
The optional Z07 package installed on our test car had a more compact chassis setup (order code: FE7) with specific MagneRide Adaptive Chassis tuning. Also in the package: a carbon fiber aero kit with front splitter and flickers and a massive rear spoiler, which unfortunately can’t be tilted.
There are also ceramic composite brakes with diameters of 399 mm at the front and 391 mm at the rear as well as sticky Michelin Cup 2 R 345 mm wide on the rear axle. Of course mixed particularly with the needs of the Z06.
Optionally, the Cup 2 R can be installed full carbon rims from the Australian company Carbon Revolution. This also provides carbon fiber rides for Ferrari or Renault Megan rs fro cup. These alone save 18.6 kilograms compared to conventional rims.
Despite the uncompromising concept, the Z06 cushions cleanly
But for now enough talk about theory – let’s get down to practice. Well, at least from the passenger seat. For curves, I swing through the right gate. At the push of a button, 5.5 liters come to life. On the inside, the whole thing sounds much more resonant than on the outside. We cruise out of the pit lane, even the transverse joints and drainage grooves here at the Lausitzring sprout away relatively cleanly in standard mode. Surprising, given this uncompromising design.
We’ll stay in normal mode for now, because there should be something going on with the structure in the pictures. The limiting factor in the beginning is anyway TiresBecause if the 2R cup doesn’t get to temperature, it drives like raw eggs. Only after some time does the kiosk come to life. And this is immediately noticeable: cornering speeds are increasing, the side struts are pressing deeper into the ribs, and the smile on Patrick’s face is getting wider.
I have an insatiable desire to change the driver, but I’m not even allowed to drive a few meters back – company regulations. Of course we understand that, we don’t want anyone to get in trouble.
During launch control, you notice how the tire bites into the asphalt
But now that the sticky rounds are getting warm, Patrick turns “army,” hitting hard in Launch Control and bumping us hard down the start-finish straight. Corvette reports 2.6 seconds to 60 miles (96 km/h).
What the EU car will ultimately achieve and consume is yet to be agreed upon. It is already clear that the flat lap later: our meter can be prepared for the really low times.