Unless you've been living in something akin to tropical-island isolation for the past few months, you've already committed certain information about the recently announced ZR1 to memory. You know the skinny on its 620-odd-horsepower engine, probably because you read about it here ("LS9 Lives!," April 2008). You've likely also heard other anecdotal tidbits from outside sources, like the origins of the "Blue Devil" nickname, how the car was almost called "SS," and how the name "ZR-1" (as originally used on the LT5-powered cars of 1990-1995) will now do without its hyphen.
While whispers like who approved what in hush-hush board meetings may be interesting yarns of some historical significance, they have little to do with what die-hard GM muscle enthusiasts are really concerned with: the hardcore details on the 2009 Corvette ZR1's features. Below you'll find none of the former and all of the latter, so get ready for the most up-to-date info we've been able to uncover on GM's supercar.
Body / Chassis
The wonders start with the structure of the car. Not surprisingly, the ZR1 ditches the base Corvette steel frame for the Z06's Dana-built aluminum one--the reason of course being for weight savings. Even so, an optioned-out ZR1 will tip in somewhere close to 200 pounds heftier than a Z06's 3,162-pound curb weight. Why? Primarily, it's the powerplant. GMHTP readers are surely aware that all aluminum-block LS engines weigh almost exactly the same. The problem comes in with the LS9's supercharger system and its related plumbing. Plus, horsepower makes heat, so some of the additional mass comes from thermal insulation having been added to the car to ensure the passenger compartment stays cool.
Extensive efforts by engineers helped keep the car's total mass increase to a minimum, with greater use of exotic materials that wouldn't have made the cut in the ZR1's budget-minded siblings. Carbon fiber is now used on the front fenders (which are now wider to help accommodate the ZR1's meatier rubber), as well as on the hood, roof panel and bow, front splitter, and rocker extensions, but actually not on other parts like the rear fenders. Jim Danahy, chief engineer for C6 Vehicle Programs, told GMHTP: "We tried to take weight off the front and top of the car, so that we could keep a good balance of the weight distribution and keep the center of gravity low as well." Understandably, Chevy isn't bashful about its carbon fiber, and through a high-dollar protective clear coating, shows off as much of the stuff as aesthetically possible.All told, the ZR1's projected 3,350-or-so pounds of max curb weight will even be about 100 pounds portlier than a Corvette convertible--and it's weight distribution is less optimal than the superbly-biased Z06, too, with a bit of a forward tilt (around 52/48). But though it may not be the lightest amongst the bunch, the ZR1's power-to-weight ratio will still trump that of competing cars made by the likes of Porsche and Ferrari (whose 620hp, V-12-powered 599 tips the scales at over 3,700 pounds). But power-to-weight ratio is just one of myriad factors that affect a vehicle's actual on-track performance, so while superiority in this area is a great thing to have going into a fight, only time will tell how the ZR1 performs against the competition in a balls-out racetrack romp. Exactly how this will play out will probably have much to do with the ZR1's suspension.
 |  In today's world, a new base...  In today's world, a new base Vette can easily outrun the original ZR-1. Though some surely understood the renewed horsepower war would only escalate, this new car must go beyond what anyone could have dreamt in 1990. A supercharged ZR1 with 200+ horsepower over what the original cars ever had? Come on! Check out the skull-and-crossed-flags logo on the intake ducting--a tasteful touch that erases any doubt as to this mill's sinister intentions. | |