Luxury Used Cars DFW Dallas TX |Texan Ride |2019 Chevrolet Corvette ZR1
Truth is, going fast, especially beyond the 150-mph mark, requires you to act responsibly. The activity is fraught with exponentially increasing risk. Accelerating through speeds previously only experienced on the fastest road courses, then keeping the throttle pinned, is particular to the struggle that is the Mile. Started in 2003, the Texas Mile, now held in Victoria, is a standing-mile acceleration test for those seeking a long-term relationship with blurred scenery. Endurance drag racing, if you will. Combining NHRA-like accumulation of speed and dry-lake-bed-like top end for street cars, the Mile is unlike anything else in motorsports, a place to really uncork it. (Corvette ZR1).Texan Ride will locate you Used Cars DFW Chevrolet Corvette for low price contact our sales team at (972)546-3822.
We didn’t fully grasp this until we were there. Until we saw otherwise unremarkable human beings drive 220 mph in stock-bodied Corvettes. Until we heard all the ZR1’s 755 horsepower erupt from its four howitzer exhaust tips in qualifying. You see, no matter how sober you might be, there are rules at the Texas Mile. And before you’re allowed to give ’er hell the whole way in a car this powerful, you’ve got to show that you can handle it by making a successful qualifying pass between 140 and 165 mph. Somehow, we managed.
Available in either a Targa or a convertible body style and fitted with either a high or a low freestanding wing, the ZR1 comes in the shape and aero profile of your choosing. Plant foot to firewall in any version, and its 715-lb-ft ax to the spleen reminds you instantly of the benefits of restraint. The 6.2-liter LT5’s extra power and torque relative to the Z06’s LT4 powerplant largely come courtesy of a supercharger with 52 percent more displacement. The ZR1’s Eaton TVS R2650 blower makes 14.0 psi versus the LT4’s 9.4 and routes it through intercoolers with about double the heat-transfer capacity. Port- and direct-fuel-injection systems combine to meet the additional irrigation needs, and cylinder deactivation goes bye-bye (along with the Eco and Weather drive modes).
We ran the Mile with traction and stability control on but still metered the throttle until second gear arrived. Our car was fitted with the optional eight-speed automatic (a seven-speed manual is standard). Only later, in our own testing, did we discover that 60 mph zaps past in 3.0 seconds and that the ZR1 vaporizes the quarter-mile in 10.8 seconds at 135 mph—both numbers achieved without electronic aids. We also learned that a ZR1 with the $2995 ZTK Track Performance package, as ours was, comes with some very real drawbacks if your only goal is maximizing speed in a standing mile. Included in the package are gummy Michelin Pilot Sport Cup 2 tires, a carbon front splitter with removable end caps, proprietary tuning for the standard magnetorheological dampers, stiffer springs, and, of course, the high wing that most clearly identifies the car as a ZR1. In this configuration, the super-Chevy is a road-course-optimized machine sprouting an abundance of speed-killing, downforce-enhancing appendages. We trimmed the wing to its flattest position (the other option being five degrees of pitch) and prepared to go full pedal the whole way.
The next pass, made on 101-octane race fuel per Chevy’s advice for track use in the ZR1’s owner’s manual, was a 180-mph wake-up call. It was followed by the 183-mph best-effort run. And then we realized the one thing that everyone who drives the Mile eventually realizes: Holding it down is an implacable test of cojones, horsepower, and aerodynamic drag. But it’s that last element that most significantly limits the ZR1 here. Though Chevy couldn’t provide one for this test, the low-wing ZR1 with less drag exists.
There is, however, a reason for the big-wing car: turning stability, something we experienced in the days preceding the Mile in the Texas Hill Country west of San Antonio. And the ZR1 does, in fact, turn. Like its Stingray Z51, Grand Sport, and Z06 brothers, the Last Samurai of the seventh-generation Corvette uses an electronically controlled rear differential, making it a taloned savage in the hills, a ruthless stalker of apexes, the Overlord of Powerslides. It is also an annihilator of good judgment, catapulting our usual caution into the next county as it encouraged deeper braking and ever higher cornering speeds. It is a GTLM car for the street and exponentially more serious than a standard Stingray. The lighter, more communicative steering of the base car is gone, replaced by a helm as leaden as a tectonic plate. Up against its limits on the skidpad, it lacks the Stingray’s playfulness, replacing it with the heavy-handed pledge of big grip. With its splitter’s side plates installed and its rear wing tipped to the full-downforce position, the ZR1 made 1.18 g’s of grip, virtually identical to the Z06. Its brake pedal proves undeterred by any amount of speed, heat, or momentum. Braking from 183 mph didn’t faze the ZR1’s standard carbon-ceramic rotors any more than did our round of instrumented stops from 70 mph. At 134 feet, the ZR1’s best stop came close but couldn’t match the 128 feet of the 113-pound-lighter Z06.
Our only real complaint concerns the automatic transmission, which lacks the control of most dual-clutch gearboxes or manuals in heated driving. Its response to shift requests is perceptibly delayed, a fact that’s more annoying considering the effectiveness of the manual and its active rev-matching feature.
Comfort compromises are few but undeniable. Though the dampers are retuned to match the heavier front end and higher chassis loads, the 3671-pound ZR1, in Tour mode, offers the same road-trip-friendly compliance we’ve come to expect in every C7. But the ZTK package’s Cup 2 rubber, which has nearly zero void area, screams in protest on some surfaces, resonating with enough noise at 70 mph to be fatiguing on long drives. The less aggressive, and presumably less noisy, Pilot Super Sports come only on the low-wing car. So pick your compromises carefully. Inside, our $141,190 test car included the $1995 Competition Sport seats and plenty of carbon fiber, synthetic suede, and red stitching. It’s a nice place to be and would be more so if it didn’t smell like petrochemicals every time we opened the door on a warm Texas afternoon. Nonetheless, the ZR1 is a miracle of speed—and not just the straight-ahead sort. It effectively answers the question of what the ultimate incarnation of a front-engine Corvette is like.
Two forever memories remain from the Texas Mile. The first is of feeling the ZR1 at speed, testing the pitiless truth of physics and winning. And the second, the one that justifies the whole endeavor, came in the quiet pause after we finally lifted off the big pedal. It’s in that moment, before the result was revealed, that we realized why people do this. Because underneath all the layers of Nomex and despite every nerve in our bodies saying we shouldn’t, every last one of us has a desire to go real damned fast. It’s why we hold it down.
History of Chevrolet
Chevrolet , colloquially referred to as Chevy and formally the Chevrolet Division of General Motors Company, is an American automobile division of the American manufacturer General Motors (GM). Louis Chevrolet and ousted General Motors founder William C. Durant started the company on November 3, 1911 as the Chevrolet Motor Car Company. Durant used the Chevrolet Motor Car Company to acquire a controlling stake in General Motors with a reverse merger occurring on May 2, 1918 and propelled himself back to the GM presidency. After Durant’s second ousting in 1919, Alfred Sloan, with his maxim “a car for every purse and purpose”, would pick the Chevrolet brand to become the volume leader in the General Motors family, selling mainstream vehicles to compete with Henry Ford’s Model T in 1919 and overtaking Ford as the best-selling car in the United States by 1929.
Chevrolet-branded vehicles are sold in most automotive markets worldwide, with the notable exception of Oceania, where GM is represented by its Australiansubsidiary, Holden; Chevrolet announced a return to the region beginning in 2018 after a 50-year absence. In 2005, Chevrolet was relaunched in Europe, primarily selling vehicles built by GM Daewoo of South Korea with the tagline “Daewoo has grown up enough to become Chevrolet”, a move rooted in General Motors’ attempt to build a global brand around Chevrolet. With the reintroduction of Chevrolet to Europe, GM intended Chevrolet to be a mainstream value brand, while GM’s traditional European standard-bearers, Opel of Germany, and Vauxhall of United Kingdom would be moved upmarket.However, GM reversed this move in late 2013, announcing that the brand would be withdrawn from Europe, with the exception of the Camaro and Corvette in 2016. Chevrolet vehicles will continue to be marketed in the CIS states, including Russia. After General Motors fully acquired GM Daewoo in 2011 to create GM Korea, the last usage of the Daewoo automotive brand was discontinued in its native South Korea and succeeded by Chevrolet.
In North America, Chevrolet produces and sells a wide range of vehicles, from subcompact automobiles to medium-duty commercial trucks. Due to the prominence and name recognition of Chevrolet as one of General Motors’ global marques, Chevrolet, Chevy or Chev is used at times as a synonym for General Motors or its products, one example being the GM LS1 engine, commonly known by the name or a variant thereof of its progenitor, the Chevrolet small-block engine.
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