C6 ZR1 Nordschleife Sportauto Supertest Lap Time
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Quote:
I paid less for my 7k mile '03 GT2 than the price of a new ZR1, and still think it's a better car than both the ZR1 and the GT-R. Originally Posted by heavychevy
Same could be said for the ZR-1, at 40k more than the Z06 with the same seats and interior as a base C6.
I seriously considered all three of them before I finally decided to look for a GT2, and having owned a C6 Z06 with a ZR1 blower, the ZR1 was honestly the first one I crossed off of my list. Great performer, though.
Buying a GT-R would have saved me the most money, but the questionable reliability and game-boy gadgetry turned me off.
Only my opinion, of course.
Horst von Saurma's comments (translated by google/babelfish/worldlingo):
"On pot-even runway - like in Hockenheim - even in an exemplary manner, and firmly established, reliable road driving program, announces the Top Corvette in action of the forces caused by uneven road surface, as evident for example on the mountain and valley station of the Nordschleife connect to their acceptance threshold. Whether it is now because of the Setup, of the adaptive chassis working with two selectable characteristics (sport and comfort) or or whether the minimally displaced in the direction of the front axle weight distribution disturbs the harmony in the border area can be difficult to define.
Perhaps it is simply due to the extra weight that launched the ZR1 across the chassis like the suggestions some of the steadiness, calmness and reliability in the border area must, by which it could in its first appearance at Hockenheim so enthusiastic. The true situation is very directly to the appropriations for operating guidance, in terms of their transmission facilities, again with the wider front tires (285/30 ZR 19) in itself, considered in more perfect conditions. But it is this almost exaggerated acting directness is conditioned at high speed under the influence of too much in the vertical moving wheels, nervous behavior. This has inevitably counterproductive to the lines. The levers that could be accomplished with the incidents of this type could emerge from the world, is aerodynamics. Against the backdrop of dramatic performance capabilities, it would be the front-engined sports safely to dazzling, if the wind tunnel measured lift values at both axles further minimized, or better, would be transformed into output.
Bizarre leap into the air on the Nordschleife
So the ZR1 will display one of the Key points of the NordschleifeNamely, where the discharge is highest (Directions to the height Quiddelbach) a flight readiness that can take a shore-based vehicle for unusual shapes. The problem is that the axles not uniformly lose contact with the floor - which would manage the landing perfectly on - but only the lower weight loads and also dominated by a slight boost to the rear axle. The recipe that follows shortly thereafter, extremely fast right turns in the direction of Flugplatz - we say - out of focus resting phase, and address from the correct transfer point is no longer possible after such a bizarre leap into the air.
Nordschleife:
The horizontal load changes that have occurred automatically through the mountain and valley profile of the Nordschleife, inasmuch as a somewhat unpleasant consequence is kept as the correct line only with difficulty. If the tail does - such as at the end of the ramp in the area Quiddelbach height - a leap into the air to remain irregularities in the sequence is not enough. The middle layer around the active steering system requires very sharp in making the necessary corrections, a very steady hand.
Hockenheim:
As long as the lines are gamely as on the small track in Hockenheim, the ZR1 is in her element. The unusually direct proves to give way in connection with the reliable self-steering as the perfect recipe for the targeted pursuit of for the invented racing line. With the always accessible and well-controlled power Oversteering, every angle can be represented even in minutes. With the ceramic brakes a lasting alliance is assured.
Slalom:
While the quick steering response on level ground can be very effective in implementing change direction quickly, affects their high sensitivity to the mean position around on uneven surfaces occasionally as a disruptive factor. The entrance at the curve slightly understeering handling neutralized immediately under load."
"On pot-even runway - like in Hockenheim - even in an exemplary manner, and firmly established, reliable road driving program, announces the Top Corvette in action of the forces caused by uneven road surface, as evident for example on the mountain and valley station of the Nordschleife connect to their acceptance threshold. Whether it is now because of the Setup, of the adaptive chassis working with two selectable characteristics (sport and comfort) or or whether the minimally displaced in the direction of the front axle weight distribution disturbs the harmony in the border area can be difficult to define.
Perhaps it is simply due to the extra weight that launched the ZR1 across the chassis like the suggestions some of the steadiness, calmness and reliability in the border area must, by which it could in its first appearance at Hockenheim so enthusiastic. The true situation is very directly to the appropriations for operating guidance, in terms of their transmission facilities, again with the wider front tires (285/30 ZR 19) in itself, considered in more perfect conditions. But it is this almost exaggerated acting directness is conditioned at high speed under the influence of too much in the vertical moving wheels, nervous behavior. This has inevitably counterproductive to the lines. The levers that could be accomplished with the incidents of this type could emerge from the world, is aerodynamics. Against the backdrop of dramatic performance capabilities, it would be the front-engined sports safely to dazzling, if the wind tunnel measured lift values at both axles further minimized, or better, would be transformed into output.
Bizarre leap into the air on the Nordschleife
So the ZR1 will display one of the Key points of the NordschleifeNamely, where the discharge is highest (Directions to the height Quiddelbach) a flight readiness that can take a shore-based vehicle for unusual shapes. The problem is that the axles not uniformly lose contact with the floor - which would manage the landing perfectly on - but only the lower weight loads and also dominated by a slight boost to the rear axle. The recipe that follows shortly thereafter, extremely fast right turns in the direction of Flugplatz - we say - out of focus resting phase, and address from the correct transfer point is no longer possible after such a bizarre leap into the air.
Nordschleife:
The horizontal load changes that have occurred automatically through the mountain and valley profile of the Nordschleife, inasmuch as a somewhat unpleasant consequence is kept as the correct line only with difficulty. If the tail does - such as at the end of the ramp in the area Quiddelbach height - a leap into the air to remain irregularities in the sequence is not enough. The middle layer around the active steering system requires very sharp in making the necessary corrections, a very steady hand.
Hockenheim:
As long as the lines are gamely as on the small track in Hockenheim, the ZR1 is in her element. The unusually direct proves to give way in connection with the reliable self-steering as the perfect recipe for the targeted pursuit of for the invented racing line. With the always accessible and well-controlled power Oversteering, every angle can be represented even in minutes. With the ceramic brakes a lasting alliance is assured.
Slalom:
While the quick steering response on level ground can be very effective in implementing change direction quickly, affects their high sensitivity to the mean position around on uneven surfaces occasionally as a disruptive factor. The entrance at the curve slightly understeering handling neutralized immediately under load."
In summary, the ZR1 is in its element on a flat, smooth track like Hockenheim. The quick steering and easily controllable oversteer nets a lap time 1 second faster than the GT-R, and equal to the rear-engined GT2, a vehicle type with which HvS is very familiar.
On the bumpier, Nurburgring, that same quick steering combined with the undulating track, a suspension incapable of dampening vertical wheel movements, and poor aero balance becomes a liability, particularly at high speeds. It becomes difficult to maintain the line.
If HvS was scared of the ZR1, he had every right to be. The car appears to be underdeveloped for the 'Ring, in terms of suspension behavior over bumps, too-quick steering, and poor aero balance. Most other manufacturers with 600+ hp machines provide some level of balance, reduced lift, or even downforce. In the wind tunnel, the ZR1 produced 39kg of lift on the front axle, 14kg at the rear. By comparison, the GT-R produces only 3kg of lift at the front, and 8kg of downforce at the rear. And with its weight pushing down on those tires, it can better maintain a contact patch with undulating surfaces or whenever a turn and crest converge. This helps not just in corners (where in high-speed kinks the GT-R is already noted for its stability), but in braking zones (where the GT-R has also been noted for its stability), and while powering out of turns. It can put down more of its power more of the time.
This is what many who doubted it on the basis of hp/wt failed to realize. The GT-R has been optimized for such a track in so many ways. And unlike some other tracks, it doesn't stress the brakes as much. Again, this works in the GT-R's favor.
Those comments about the ZR1's behavior over bumps and nervous steering (as well as a general sense of disconnectedness and thus lack of confidence) have been echoed in reviews by Evo, AutoExpress, TopGear, Motor Trend, and Car Magazine. The latter mentioned that the ZR1's seats are so poor that replacing them could easily improve some of the "feel" of the car. Not having to brace yourself excessively or flailing around should do wonders for concentration and precision too. GM has placed some sticky tires on the ZR1, yet the seats are the same as in the base 'Vette where they are already inadequate for serious driving. I'm sure that's von Saurma's fault too.
On the bumpier, Nurburgring, that same quick steering combined with the undulating track, a suspension incapable of dampening vertical wheel movements, and poor aero balance becomes a liability, particularly at high speeds. It becomes difficult to maintain the line.
If HvS was scared of the ZR1, he had every right to be. The car appears to be underdeveloped for the 'Ring, in terms of suspension behavior over bumps, too-quick steering, and poor aero balance. Most other manufacturers with 600+ hp machines provide some level of balance, reduced lift, or even downforce. In the wind tunnel, the ZR1 produced 39kg of lift on the front axle, 14kg at the rear. By comparison, the GT-R produces only 3kg of lift at the front, and 8kg of downforce at the rear. And with its weight pushing down on those tires, it can better maintain a contact patch with undulating surfaces or whenever a turn and crest converge. This helps not just in corners (where in high-speed kinks the GT-R is already noted for its stability), but in braking zones (where the GT-R has also been noted for its stability), and while powering out of turns. It can put down more of its power more of the time.
This is what many who doubted it on the basis of hp/wt failed to realize. The GT-R has been optimized for such a track in so many ways. And unlike some other tracks, it doesn't stress the brakes as much. Again, this works in the GT-R's favor.
Those comments about the ZR1's behavior over bumps and nervous steering (as well as a general sense of disconnectedness and thus lack of confidence) have been echoed in reviews by Evo, AutoExpress, TopGear, Motor Trend, and Car Magazine. The latter mentioned that the ZR1's seats are so poor that replacing them could easily improve some of the "feel" of the car. Not having to brace yourself excessively or flailing around should do wonders for concentration and precision too. GM has placed some sticky tires on the ZR1, yet the seats are the same as in the base 'Vette where they are already inadequate for serious driving. I'm sure that's von Saurma's fault too.
