Quick Comparison Of C7 Vs C6 Z06 Magazine Test Results

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I CORNER OK. Let me first say with my license plate "I CORNER" for the past 32 years, the 2015 Z06 truly emulates the cornering capability, that I definitely would like. Unfortunately, I do not expect to convince the wife to replace our 2008 Z with a new Z just yet, ...and parting with the last 427, would have emotions of regrets and relief as well. However, given all of the performance hype over the past year and the C7Z06 crash at the Nurburgring with the attempt to post a record, I have waited with interest to see what the big 3 car magazines' test results would be. Car & Driver and Motor Trend have published results. Road & Track took the holidays off with their "combined December/January" issue. I compared pertinent performance results between the C6Z and C7Z with great interest. All I can say is WOW to the cornering on the near slicks!! The down force on the C7Z (Z07) must surpass the Viper ACRS wings by a wide margin. However, down force and extra weight clearly extracted a price on top-end acceleration and speed, as evidenced here, and as one would expect. I also expected that the torque-converter automatic, would sap power as well. However, I cannot reach that conclusion based on the results, as MT did not publish top-end acceleration values above quarter-mile for the manual transmission. Sorry, but I never found comprehensive data for the ZR1 to include it in the comparison. So did we really gain much 9 years later? Here is what I found: Oh, by the way. C&D reported a 0- 150 time of 15.8 seconds for the Hellcat Charger, which weighs almost 4600lbs and is hardly as aerodynamic as a Corvette. Amazing what 707hp can do without downforce, ... right? It sounds counterintuitive that a 4600lb brick could beat a C7Z06 to 150mph by 2 seconds!! #1 · Jan 8, 2015 (Edited) OK. Let me first say with my license plate "I CORNER" for the past 32 years, the 2015 Z06 truly emulates the cornering capability, that I definitely would like. Unfortunately, I do not expect to convince the wife to replace our 2008 Z with a new Z just yet, ...and parting with the last 427, would have emotions of regrets and relief as well. However, given all of the performance hype over the past year and the C7Z06 crash at the Nurburgring with the attempt to post a record, I have waited with interest to see what the big 3 car magazines' test results would be. Car & Driver and Motor Trend have published results. Road & Track took the holidays off with their "combined December/January" issue. I compared pertinent performance results between the C6Z and C7Z with great interest. All I can say is WOW to the cornering on the near slicks!! The down force on the C7Z (Z07) must surpass the Viper ACRS wings by a wide margin. However, down force and extra weight clearly extracted a price on top-end acceleration and speed, as evidenced here, and as one would expect. I also expected that the torque-converter automatic, would sap power as well. However, I cannot reach that conclusion based on the results, as MT did not publish top-end acceleration values above quarter-mile for the manual transmission. Sorry, but I never found comprehensive data for the ZR1 to include it in the comparison. So did we really gain much 9 years later? Here is what I found: Oh, by the way. C&D reported a 0- 150 time of 15.8 seconds for the Hellcat Charger, which weighs almost 4600lbs and is hardly as aerodynamic as a Corvette. Amazing what 707hp can do without downforce, ... right? It sounds counterintuitive that a 4600lb brick could beat a C7Z06 to 150mph by 2 seconds!! See less See more 1 Sort by Oldest first Oldest first Newest first Most reactions #2 · Jan 8, 2015 The only reason why I bought the '13 was because of the NA 427. If I had wanted a FI motor I would have waited for the C7. I think the C6 was a great value. I don't think I could bring myself to pay close to sticker for a new car. Yes my '13 has depreciated like crazy but I don't care. #3 · Jan 9, 2015 OK, you guys have made your point. The C7Z is a lemon and not comparable to the C6Z. IF someone accidentally buys a C7Z and doesn't want it, you are welcome to give it to me for safekeeping. That's just the type of guy I am.... :grin: Mike #4 · Jan 9, 2015 Be a cold day in hell when I decided on choosing a car by what any magazine states As is most of those tests were banging on a C7 Z06 that did not even have the 1,500 miles GM says is needed. The results alone would change just by a 400 foot elevation change or corrected for weather They are testing in colder weather and I would bet know crap about how to drive a Z06 with Cup 2 tires. Common way to ambush a new Corvette model as the real numbers will not be seen until next summer as weather, engine run time and people learning how to drive the Z06/Z07, M7 or A8. #5 · Jan 9, 2015

I CORNER said: OK. Let me first say with my license plate "I CORNER" for the past 32 years, the 2015 Z06 truly emulates the cornering capability, that I definitely would like. Unfortunately, I do not expect to convince the wife to replace our 2008 Z with a new Z just yet, ...and parting with the last 427, would have emotions of regrets and relief as well. However, given all of the performance hype over the past year and the C7Z06 crash at the Nurburgring with the attempt to post a record, I have waited with interest to see what the big 3 car magazines' test results would be. Car & Driver and Motor Trend have published results. Road & Track took the holidays off with their "combined December/January" issue. I compared pertinent performance results between the C6Z and C7Z with great interest. All I can say is WOW to the cornering on the near slicks!! The down force on the C7Z (Z07) must surpass the Viper ACRS wings by a wide margin. However, down force and extra weight clearly extracted a price on top-end acceleration and speed, as evidenced here, and as one would expect. I also expected that the torque-converter automatic, would sap power as well. However, I cannot reach that conclusion based on the results, as MT did not publish top-end acceleration values above quarter-mile for the manual transmission. Sorry, but I never found comprehensive data for the ZR1 to include it in the comparison. So did we really gain much 9 years later? Here is what I found: View attachment 8882 Oh, by the way. C&D reported a 0- 150 time of 15.8 seconds for the Hellcat Charger, which weighs almost 4600lbs and is hardly as aerodynamic as a Corvette. Amazing what 707hp can do without downforce, ... right? It sounds counterintuitive that a 4600lb brick could beat a C7Z06 to 150mph by 2 seconds!! Click to expand...

Thanks for posting. There is not as much difference between my beater and the new C7. I think it would be hard to justify the added cost of a C7 after reviewing the data. But stili... #6 · Jan 12, 2015 (Edited) My point was that if GM's goal was to develop a maximum lateral G car, they achieved success. I applaud the lateral limits of this car. However, it came a penalty price for straight line speed. I assume that GM avoided the european supercar approach to variable downforce, with variable height/pitch spoilers/wings/splitters (i.e. Porsche, Lamborgini, Mclaren, Ferrari) to reduce cost. With 650hp, the C7Z should have been able to easily beat the Charger Hellcat to 150 mph and go well above 200 mph. Just based on the fact that both C&D and MT achieved 0-60 times of 3.0s & 3.2s, 0-100 times of 6.8s to 7.2s, and lateral G numbers of 1.19 & 1.16 G respectively; demonstrates that the C7Z tires were hooking up very well. These are very good numbers for a 3500+ lb car with only 2 wheel drive, with a road-race configured/calibrated suspension, and without drag slicks. If you want a quicker car off the line, 4 wheel drive is a must in todays supercars. Cold-dry weather is better for power. As long as the tires can hook-up, you can use that power. Any car, especially a highly boosted car, makes less power in high heat and humidity. Not sure how the SC cars are affected by altitude, but turbo engines are affected less by altitude than normally aspirated. I do not know who was driving for C&D (quicker numbers with auto trans), but race car driver Randy Pobst was listed as the driver for MT. I think if anyone understood driving with downforce and taking it to (or past) the limit, a pro-driver could. #7 · Jan 12, 2015

I CORNER said: I think if anyone understood driving with downforce and taking it to (or past) the limit, a pro-driver could. Click to expand...

I don't know, brutha. I remember a Fest where a professional Corvette driver took 4the place in the Fest autoX competition after talking trash the entire 24 hours before. I think Dan's (Z06phile) wife took 3rd place. Just sayin'... :rofl: Mike Show more replies 0 Reply #9 · Jan 12, 2015 I've never understood why some people are so enamored with a top speed capability that they'll never use. I can't (or wouldn't) drive anywhere close to 200 mph on public roads and I top out at ~150 mph on track (it's a twisty road course, not a high-banked oval). I CORNER, I assume you're interested in buying a C7Z (eventually) or you wouldn't have bothered with this analysis. Can I ask what kind of driving do you normally do? Have you ever topped out your C6Z at 198 mph, are you a street racer, track racer, or do you simply want the this car for bragging rights for your Sunday drives to IHOP? #12 · Jan 15, 2015 Who me? My street racing and top end encounters are long gone, based on profession & age of 57. While not afraid to drive up there (right conditions), the professional risk is too big. My security clearance at our nuclear power plant means that if I am simply arrested for that kind of driving (no trial or conviction needed), I get fired immediately (& probably banned from the industry). Our 3 county area has way too many traffic cops. I have done a few bursts to around 140+, but safe arrest-free opportunities/locations are few. I did some autocross in the past (heavily modified Pontiac 455(30 over) Super Duty Formula Firebird & same for a Z28), but that was before all of my cancer surgeries starting in 2002. My work saving the world from nuclear disaster :moon:, has taken up so much time that track racing just never happened. So I guess, as an engineer who designs, maintains, tests, modifies & trouble-shoots electrical and control systems at a dual unit nuc plant, I just ask why can't we get both handling and top end. We are not talking Veyron top speeds here. Even the base C6 with LS3 is rated at 190. Psychologically losing that capability seems like a step back. Just because I own a 44 Magnum, does not mean that I want to shoot someone with it. Like Teddy R said, speak softly, but carry a big stick. Hey and what is wrong with IHOP? Rick 1 Reply #10 · Jan 15, 2015 Road & Track printed their results for the C7Z(Z07)Manual in the Feb issue: $105,210 3536 lbs 186 mph top speed 0-60 in 3.3 sec 0-100 in 7.6 sec 0-150 in 17.1 sec [email protected] mph Qtr 1.17G 60-0 in 105 ft 12/22 mpg est They noted 46 deg F temps, downforce tanked top end accel, & top end 9 mph less with Z07 drag. Looks like cold weather added enough power to lower 0-150 time. Still at 46 deg F traction did pretty well! #14 · Jan 27, 2015 No question but that moveable aero effects on the Z07 could let you have you top speed and cornering, too, but with a higher cost, more complexity and some extra weight for servos, etc.:yeadog: Insert Quotes Post Reply

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