Cooling for the ZR1 became an even higher priority, because the LT6 and LT7 employ extremely tight tolerances between the crankshaft and connecting rods, which mandates keeping the 5W-50 oil below 120° C (248° F) at all times. And the system simply works, as even on a hot and humid Texas day, I only noticed oil temperatures cresting above 104° C (220° F) occasionally. The interior is better than any prior generation of Corvette, but it feels prosaic compared to the cockpits of its more exotic mid-engined rivals. Michael Teo Van Runkle The interior is better than any prior generation of Corvette, but it feels prosaic compared to the cockpits of its more exotic mid-engined rivals. Michael Teo Van Runkle Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit. Michael Teo Van Runkle Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit. Michael Teo Van Runkle The ZR1 gets added cooling and more wings. Michael Teo Van Runkle The ZR1 gets added cooling and more wings. Michael Teo Van Runkle Lightweight carbon-fiber wheels are mounted with the stickiest road-legal tires Chevy could fit. Michael Teo Van Runkle The ZR1 gets added cooling and more wings. Michael Teo Van Runkle The hardtop convertible ZR1 lacks the split-engine venting and shoulder intakes, while cutting into headroom so much that I skipped out while wearing a helmet. Other journalists noticed a drop-off in performance for the convertibles, and probably more so than the mild weight gains of just about 100 lbs (45 kg) might suggest. Instead, temperatures probably came into play, as the ECU drew back timing and instead allowed mild overboost of 24–25 psi to compensate for the Texas day. Even so, an engineer admitted he thought the engine was probably down 5–10 percent on power. The fact that I hit my highest-ever top speed despite the ZR1 potentially giving up somewhere between 53 to 106 hp (40–80 kW) only makes this Corvettes sou...
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Last seen: 2025-06-02 14:36