You instantly know the Z06 is a different type of Corvette the moment you prod its starter button. That pokes the 5.5-litre LT6 into life, and it doesn’t sound anything like the Stingray. Where that rumbles like a typical small block V8 from Michigan, this sounds more like a mill from Maranello. It’s said the LT6 was inspired by the V8 from the 458 Italia, and it sure sounds like it. Honed by hand rather than mass produced, the LT6 has a flat-plane crankshaft, double overhead cams, four valves per cylinder and an 8600rpm redline. That’s 2000 more than you get with the Stingray.
The C8 Corvette Z06 sees the return of a naturally aspirated engine to the menu. The last gen C7 had a 6.2-litre supercharged engine delivering a thumping surge of torque. But apparently the Z06 fans preferred the way the previous C5 and C6 generation Z06s ramped up their power and torque more progressively. Where those still relied on old pushrod small blocks (out to 7.0-litres in the C6), the LT6 is a completely different beast.
The original Z06 was an option package for the 1963 model. At the time, GM wasn’t officially backing any racing exploits but the Z06 option allowed customers to hot up their C2 Vettes for track use with some go-fast parts like race-tuned suspension, lightweight wheels, upgraded brakes and bigger fuel tanks. They call this new Z06 ‘the track focused’ model, so it has heritage, and you can think of it as a genuine Porsche 911 GT3 competitor.
The LT6’s flat-plane crankshaft, they say, allows ‘balanced bank-to-bank air flow and provides low rotational inertia’. Along with forged titanium conrods and low-profile forged pistons, this allows for ‘rapid rpm changes as well as high engine speeds’. It’s peaky in other words, the full 475kW of power registering at 8400rpm with the 595Nm of torque chiming in at 6300rpm. That’s down on US spec cars (500kW/623Nm) as we get the Euro spec exhaust and extra emission filters. And the noise? Well, that’s quite something. It’s like there are two very irate V4s going at it behind you, trying to out-do each other. It’s not quite a melody at lower rpm but it’s dramatic and loud, with a few buzzes and vibrations transmitted into the cabin to remind you that you opted for the ‘track focused’ one.
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Like the Stingray, it uses an eight-speed dual-clutch trans, beefed up to handle the extra excitement with stronger clutch packs, including an extra clutch plate, more robust output shafts and an improved lubrication system. And it has a slightly shorter final drive ratio to help the engine spin even more quickly. With track work in mind, there’s uprated engine and oil cooling while larger side air intakes help the flow, as does the Z06-specific front end.
There are no fundamental changes to the chassis or suspension components but spring rates are 30 per cent stiffer, the bushings are harder and it gets slightly smaller roll bars. The adaptive MagneRide dampers are tuned to suit. And it gets a whole heck more stick with 275/30s up front and larger 21-inch rears, wrapped in 345/25s. They had to stretch the Z06 body by 91mm to compensate. Standard are six-piston Brembos and steel rotors, while carbon ceramics are optional.
This particular Z06 is dripping with carbon fibre add ons. A ‘standard’ Z06 is more restrained and yet more menacing looking than the C8 Stingray with its wider body, larger side intakes and a deeper front chin. It wears a discreet spoiler at the rear too. Without any options, it is $346,000, and not bad ‘value’ given Porsche now wants $422,900 for a GT3. However, all the carbon extras here add $30k to the price; the big wing alone is $15k. It is all functional, said to add three times the down force at high speed. The Carbon ceramics add a further $20k and there’s another $8k of CF and leather in the interior. Even the black wheels are extra. All up, the extras sent the price out to $412k.
It’s a well-mannered weapon. The dual-clutch trans handles slow speed manoeuvres and tricky inclines without an issue, and it eases through traffic politely. With its stiffer springs the ride is lumpier than the Stingray’s, but far from awful in its Tour mode which has the dampers in their most relaxed setting. You can also set the tone of the exhaust, from mild to blaring.
The turning circle isn’t great but you can opt for the steering to be as light as that of a hatchback. The added width makes it that bit harder to squeeze into a car park and even harder to get out. But otherwise, it’s not too taxing on the back for ingress/egress, especially with the hardtop roof removed.
You can quickly summon the images of the front cameras to the screen thanks to a well-sited button. And it allows precision placement without crunching that splitter. The front lifter is quick acting and also helps preserve the low-lying carbon treatment.
There’s nothing as fancy as adaptive cruise control but there are a couple of safety minders, the lane keeping not too obstructive. However, the collision warning often thinks you’re about to rear end the car in front. There’s no sat nav, relying instead on phone connectivity, while the infotainment system is rather rudimentary.
With its extended leather treatments, it smells suitably luxurious and the finishing is sound too. The buckets are firm but heated, ventilated and power adjustable. It’s semi-practical with a boot at each end, the rear one quite reasonable for a sports car. That is unless you want to take the roof off. That’s a manual job, and the panel is stowed in the boot, gobbling up all the space.
Of the drive modes (Tour, Sport, Track, My Mode and Winter) Sport is good for a blast, with everything set to its middling position. But better still, hit the Z button on the wheel and you can fiddle with all the hardware parameters on the go, via the touchscreen. You can mix and match the steering weight (we liked the max track heft), brake pedal resistance and suspension (middle setting please) along with the powertrain response and engine noise (to da max). There’s also the performance traction management settings to play with. The Corvette Z06 has an electronically-controlled LSD, and the Performance Traction Management (PTM) system aims to maximise this traction-enhancing contraption. You can have it switch the T/C off, and then progress through sportier stability control modes. Despite the big outputs, the way the LT6 builds its power progressively makes it relatively easy to manage on a warm, dry road given all that rubber.
The engine is the centrepiece, however. In its max mode, the throttle response is cracking as it’s set to spin. While not devoid of torque at basement revs, once you swing it past 4000, it really starts to rip, pulling wildly as it heads to 8600rpm where the trans snatches another ratio to keep it humming. In Sport, the swaps are swift yet smooth whereas max attack adds a little shift shock drama. While it’s reluctant to downshift when you get on the brakes, you can paddle it down a cog or two easily enough, ensuring there’s enough excitement dialled in for the corner exit. While the carbon brakes don’t lack for power we bet the pedal feel gets better on track, once you can generate some more heat into them. You’re unlikely to overwork them on road. The steering is sharp, the Corvette Z06 diving into the turns. With its mid-engine balance and those tyres, its reserve of grip is huge. But, like the brakes, the rack is likely to become more lively when you’re getting really serious on track, the feedback a little muted on road. The suspension is firmer than the Stingray’s, and so can’t ride out those bigger bumps as calmly when in Sport mode, yet it’s not bullied off line either. Not until you move the dial up into the firmest Track setting at least.
You can never tire of the way this jets off the turns, getting into the power as the corner opens up and hearing that snarling beast in behind as it thrusts you onwards. The Stingray is quick, but this is furious. And thirsty; consumption levels around 15L/100km for commuting and into the 20s when spinning properly.
The engine is the star here, supported ably by the honed chassis which really deserves a good track session to get the most of it.
Damn quick, although we can’t tell you exactly how fast as our old measuring system still requires a 12v plug to power up which the Corvette doesn’t have (or we couldn’t find). But there is a launch system that’s easy to initiate, bringing the LT6 to 3000rpm before you release the brake and it jets off without drama. That is until you play around with the PTM system, where you can launch it that bit harder and invoke a little wheelspin.
The Z06 is a mammoth performance package and looks sensational (aero kit aside). Go easy on the carbon bits and we reckon it’s something of a super sports deal.
$346,000 / 20.2L/100km / 468g/km
0-100 km/h 3.0s
Ambient cabin noise 77.6dB@100km/h
Engine 5463cc / V8 / DI
Max power 475kW@5600-7000rpm
Max torque 595Nm@2250-5600rpm
Drivetrain 8-speed twin-clutch / RWD
Front suspension Wishbones/swaybar
Rear suspension Wishbones/swaybar
Turning circle 11.4 (2.1 turns)
Front brakes Carbon discs (398mm)
Rear brakes Carbon discs (390mm)
Stability systems ABS, ESP, TV
Safety AEB, LDW, RCTA
Tyre size f-275/30R20 r-345/25R21
Wheelbase 2722mm
L/W/H 4688 / 2025/ 1235mm
Trackf-1685mm r-1678mm
Fuel capacity 70L
Luggage capacity 113-240L
Tow rating Not rated to tow
Service intervals 12 months / 12,000km
Warranty 3yrs / 100,000 km
ANCAP rating Not rated
Weight (claimed) 1661kg
