Latest news with #Z06
Perth Now
17-07-2025
- Automotive
- Perth Now
Even hotter Chevrolet Corvettes to come, but don't count on an EV
There are even hotter versions of the current C8-series Chevrolet Corvette in the works despite the heroics of the flagship ZR1X – the most potent, rapid production Corvette in the nameplate's 72-year history. Currently the performance pinnacle of the C8 Corvette range, launched in 2020, the 2025 Corvette ZR1X packs a combined 1250hp (932kW) from its twin-turbo 5.5-litre LT7 V8 petrol engine and front-axle electric motor, with a staggering 0-100km/h time of 2.0-seconds flat. Just when Corvette fans thought things couldn't get any better, GM Performance lead engineer Tony Roma has told Top Gear there's even more to come from the current model. 'The ZR1X is not the end of the story, it's just the latest chapter,' Mr Roma told the British of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert 'The backbone we've built into the C8 is proving to be super capable. The things we've learned from creating the various models so far and the opportunities we have in the future with this chassis are incredible. 'The team that works on it has a very, 'what can we do, and how can we do it?' attitude. They see possibilities and not challenges.' Sadly, the ZR1X won't be offered in Australia, with the slow-selling Corvette E-Ray hybrid V8 remaining the most capable Corvette locally here – although its performance stats barely edge out the more expensive Z06. Mr Roma says both the E-Ray and the Z06 provided learnings the engineering team applied to the ZR1X – and even more capable C8 Corvettes to come. Supplied Credit: CarExpert That includes posting higher top speeds, with Chevrolet not supplying a top speed for the ZR1X – which, given its capability, should be higher than the Z06's staggering 233mph (375km/h) v-max. 'Speed is only relevant these days for bragging rights,' Mr Roma told Top Gear. 'For a car to have a certain amount of provenance, we have to offer a version of that car that's capable of doing those silly numbers. 'The ZR1's top speed attempt was not in expectation that our customers would ever repeat it, or even get remotely close, because you can't legally do that. 'The fact that the car has proven it can do it is precisely why people buy cars like this. Having the crazy lap times and ridiculous acceleration is part of what makes these cars what they are. Supplied Credit: CarExpert 'We are going to continue to make the car faster for those bragging rights, because our customers appreciate that. It's the same with any performance car manufacturer – we push each other with Nürburgring lap times for that reason.' Those speeds will be achieved with a V8, despite GM teasing a battery-electric Corvette concept back in 2022, with a recent follow-up earlier this year. Mr Roma told another UK title, this time Autocar, an electric Corvette must be about more than numbers – and that given the increasingly rapid performance in everyday EVs, Corvette buyers will be looking for something beyond acceleration times. 'We talk about what it would take to make a capable enough car, but right now it's still science fiction,' Mr Roma told Autocar. Supplied Credit: CarExpert 'And so that's our challenge – to come up with something different, that something engaging. 'When you're buying a car like a Corvette, why are you buying it? You're buying it because you want something special. You want to be engaged in the art of driving. 'And so, when we can figure out how to do that, and as we put more electrification in the car, we will, but we're not going to do an electric version of this car just to do it. That would defeat the entire purpose.' MORE: Everything Chevrolet Corvette
7NEWS
17-07-2025
- Automotive
- 7NEWS
Even hotter Chevrolet Corvettes to come, but don't count on an EV
There are even hotter versions of the current C8-series Chevrolet Corvette in the works despite the heroics of the flagship ZR1X – the most potent, rapid production Corvette in the nameplate's 72-year history. Currently the performance pinnacle of the C8 Corvette range, launched in 2020, the 2025 Corvette ZR1X packs a combined 1250hp (932kW) from its twin-turbo 5.5-litre LT7 V8 petrol engine and front-axle electric motor, with a staggering 0-100km/h time of 2.0-seconds flat. Just when Corvette fans thought things couldn't get any better, GM Performance lead engineer Tony Roma has told Top Gear there's even more to come from the current model. 'The ZR1X is not the end of the story, it's just the latest chapter,' Mr Roma told the British of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. 'The backbone we've built into the C8 is proving to be super capable. The things we've learned from creating the various models so far and the opportunities we have in the future with this chassis are incredible. 'The team that works on it has a very, 'what can we do, and how can we do it?' attitude. They see possibilities and not challenges.' Sadly, the ZR1X won't be offered in Australia, with the slow-selling Corvette E-Ray hybrid V8 remaining the most capable Corvette locally here – although its performance stats barely edge out the more expensive Z06. Mr Roma says both the E-Ray and the Z06 provided learnings the engineering team applied to the ZR1X – and even more capable C8 Corvettes to come. That includes posting higher top speeds, with Chevrolet not supplying a top speed for the ZR1X – which, given its capability, should be higher than the Z06's staggering 233mph (375km/h) v-max. 'Speed is only relevant these days for bragging rights,' Mr Roma told Top Gear. 'For a car to have a certain amount of provenance, we have to offer a version of that car that's capable of doing those silly numbers. 'The ZR1's top speed attempt was not in expectation that our customers would ever repeat it, or even get remotely close, because you can't legally do that. 'The fact that the car has proven it can do it is precisely why people buy cars like this. Having the crazy lap times and ridiculous acceleration is part of what makes these cars what they are. 'We are going to continue to make the car faster for those bragging rights, because our customers appreciate that. It's the same with any performance car manufacturer – we push each other with Nürburgring lap times for that reason.' Those speeds will be achieved with a V8, despite GM teasing a battery-electric Corvette concept back in 2022, with a recent follow-up earlier this year. Mr Roma told another UK title, this time Autocar, an electric Corvette must be about more than numbers – and that given the increasingly rapid performance in everyday EVs, Corvette buyers will be looking for something beyond acceleration times. 'We talk about what it would take to make a capable enough car, but right now it's still science fiction,' Mr Roma told Autocar. 'And so that's our challenge – to come up with something different, that something engaging. 'When you're buying a car like a Corvette, why are you buying it? You're buying it because you want something special. You want to be engaged in the art of driving. 'And so, when we can figure out how to do that, and as we put more electrification in the car, we will, but we're not going to do an electric version of this car just to do it. That would defeat the entire purpose.'
The Advertiser
17-07-2025
- Automotive
- The Advertiser
Even hotter Chevrolet Corvettes to come, but don't count on an EV
There are even hotter versions of the current C8-series Chevrolet Corvette in the works despite the heroics of the flagship ZR1X – the most potent, rapid production Corvette in the nameplate's 72-year history. Currently the performance pinnacle of the C8 Corvette range, launched in 2020, the 2025 Corvette ZR1X packs a combined 1250hp (932kW) from its twin-turbo 5.5-litre LT7 V8 petrol engine and front-axle electric motor, with a staggering 0-100km/h time of 2.0-seconds flat. Just when Corvette fans thought things couldn't get any better, GM Performance lead engineer Tony Roma has told Top Gear there's even more to come from the current model. "The ZR1X is not the end of the story, it's just the latest chapter," Mr Roma told the British of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "The backbone we've built into the C8 is proving to be super capable. The things we've learned from creating the various models so far and the opportunities we have in the future with this chassis are incredible. "The team that works on it has a very, 'what can we do, and how can we do it?' attitude. They see possibilities and not challenges." Sadly, the ZR1X won't be offered in Australia, with the slow-selling Corvette E-Ray hybrid V8 remaining the most capable Corvette locally here – although its performance stats barely edge out the more expensive Z06. Mr Roma says both the E-Ray and the Z06 provided learnings the engineering team applied to the ZR1X – and even more capable C8 Corvettes to come. That includes posting higher top speeds, with Chevrolet not supplying a top speed for the ZR1X – which, given its capability, should be higher than the Z06's staggering 233mph (375km/h) v-max. "Speed is only relevant these days for bragging rights," Mr Roma told Top Gear. "For a car to have a certain amount of provenance, we have to offer a version of that car that's capable of doing those silly numbers. "The ZR1's top speed attempt was not in expectation that our customers would ever repeat it, or even get remotely close, because you can't legally do that. "The fact that the car has proven it can do it is precisely why people buy cars like this. Having the crazy lap times and ridiculous acceleration is part of what makes these cars what they are. Those speeds will be achieved with a V8, despite GM teasing a battery-electric Corvette concept back in 2022, with a recent follow-up earlier this year. Mr Roma told another UK title, this time Autocar, an electric Corvette must be about more than numbers – and that given the increasingly rapid performance in everyday EVs, Corvette buyers will be looking for something beyond acceleration times. "We talk about what it would take to make a capable enough car, but right now it's still science fiction," Mr Roma told Autocar. "And so that's our challenge – to come up with something different, that something engaging. "When you're buying a car like a Corvette, why are you buying it? You're buying it because you want something special. You want to be engaged in the art of driving. "And so, when we can figure out how to do that, and as we put more electrification in the car, we will, but we're not going to do an electric version of this car just to do it. That would defeat the entire purpose." MORE: Everything Chevrolet Corvette Content originally sourced from: There are even hotter versions of the current C8-series Chevrolet Corvette in the works despite the heroics of the flagship ZR1X – the most potent, rapid production Corvette in the nameplate's 72-year history. Currently the performance pinnacle of the C8 Corvette range, launched in 2020, the 2025 Corvette ZR1X packs a combined 1250hp (932kW) from its twin-turbo 5.5-litre LT7 V8 petrol engine and front-axle electric motor, with a staggering 0-100km/h time of 2.0-seconds flat. Just when Corvette fans thought things couldn't get any better, GM Performance lead engineer Tony Roma has told Top Gear there's even more to come from the current model. "The ZR1X is not the end of the story, it's just the latest chapter," Mr Roma told the British of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "The backbone we've built into the C8 is proving to be super capable. The things we've learned from creating the various models so far and the opportunities we have in the future with this chassis are incredible. "The team that works on it has a very, 'what can we do, and how can we do it?' attitude. They see possibilities and not challenges." Sadly, the ZR1X won't be offered in Australia, with the slow-selling Corvette E-Ray hybrid V8 remaining the most capable Corvette locally here – although its performance stats barely edge out the more expensive Z06. Mr Roma says both the E-Ray and the Z06 provided learnings the engineering team applied to the ZR1X – and even more capable C8 Corvettes to come. That includes posting higher top speeds, with Chevrolet not supplying a top speed for the ZR1X – which, given its capability, should be higher than the Z06's staggering 233mph (375km/h) v-max. "Speed is only relevant these days for bragging rights," Mr Roma told Top Gear. "For a car to have a certain amount of provenance, we have to offer a version of that car that's capable of doing those silly numbers. "The ZR1's top speed attempt was not in expectation that our customers would ever repeat it, or even get remotely close, because you can't legally do that. "The fact that the car has proven it can do it is precisely why people buy cars like this. Having the crazy lap times and ridiculous acceleration is part of what makes these cars what they are. Those speeds will be achieved with a V8, despite GM teasing a battery-electric Corvette concept back in 2022, with a recent follow-up earlier this year. Mr Roma told another UK title, this time Autocar, an electric Corvette must be about more than numbers – and that given the increasingly rapid performance in everyday EVs, Corvette buyers will be looking for something beyond acceleration times. "We talk about what it would take to make a capable enough car, but right now it's still science fiction," Mr Roma told Autocar. "And so that's our challenge – to come up with something different, that something engaging. "When you're buying a car like a Corvette, why are you buying it? You're buying it because you want something special. You want to be engaged in the art of driving. "And so, when we can figure out how to do that, and as we put more electrification in the car, we will, but we're not going to do an electric version of this car just to do it. That would defeat the entire purpose." MORE: Everything Chevrolet Corvette Content originally sourced from: There are even hotter versions of the current C8-series Chevrolet Corvette in the works despite the heroics of the flagship ZR1X – the most potent, rapid production Corvette in the nameplate's 72-year history. Currently the performance pinnacle of the C8 Corvette range, launched in 2020, the 2025 Corvette ZR1X packs a combined 1250hp (932kW) from its twin-turbo 5.5-litre LT7 V8 petrol engine and front-axle electric motor, with a staggering 0-100km/h time of 2.0-seconds flat. Just when Corvette fans thought things couldn't get any better, GM Performance lead engineer Tony Roma has told Top Gear there's even more to come from the current model. "The ZR1X is not the end of the story, it's just the latest chapter," Mr Roma told the British of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "The backbone we've built into the C8 is proving to be super capable. The things we've learned from creating the various models so far and the opportunities we have in the future with this chassis are incredible. "The team that works on it has a very, 'what can we do, and how can we do it?' attitude. They see possibilities and not challenges." Sadly, the ZR1X won't be offered in Australia, with the slow-selling Corvette E-Ray hybrid V8 remaining the most capable Corvette locally here – although its performance stats barely edge out the more expensive Z06. Mr Roma says both the E-Ray and the Z06 provided learnings the engineering team applied to the ZR1X – and even more capable C8 Corvettes to come. That includes posting higher top speeds, with Chevrolet not supplying a top speed for the ZR1X – which, given its capability, should be higher than the Z06's staggering 233mph (375km/h) v-max. "Speed is only relevant these days for bragging rights," Mr Roma told Top Gear. "For a car to have a certain amount of provenance, we have to offer a version of that car that's capable of doing those silly numbers. "The ZR1's top speed attempt was not in expectation that our customers would ever repeat it, or even get remotely close, because you can't legally do that. "The fact that the car has proven it can do it is precisely why people buy cars like this. Having the crazy lap times and ridiculous acceleration is part of what makes these cars what they are. Those speeds will be achieved with a V8, despite GM teasing a battery-electric Corvette concept back in 2022, with a recent follow-up earlier this year. Mr Roma told another UK title, this time Autocar, an electric Corvette must be about more than numbers – and that given the increasingly rapid performance in everyday EVs, Corvette buyers will be looking for something beyond acceleration times. "We talk about what it would take to make a capable enough car, but right now it's still science fiction," Mr Roma told Autocar. "And so that's our challenge – to come up with something different, that something engaging. "When you're buying a car like a Corvette, why are you buying it? You're buying it because you want something special. You want to be engaged in the art of driving. "And so, when we can figure out how to do that, and as we put more electrification in the car, we will, but we're not going to do an electric version of this car just to do it. That would defeat the entire purpose." MORE: Everything Chevrolet Corvette Content originally sourced from: There are even hotter versions of the current C8-series Chevrolet Corvette in the works despite the heroics of the flagship ZR1X – the most potent, rapid production Corvette in the nameplate's 72-year history. Currently the performance pinnacle of the C8 Corvette range, launched in 2020, the 2025 Corvette ZR1X packs a combined 1250hp (932kW) from its twin-turbo 5.5-litre LT7 V8 petrol engine and front-axle electric motor, with a staggering 0-100km/h time of 2.0-seconds flat. Just when Corvette fans thought things couldn't get any better, GM Performance lead engineer Tony Roma has told Top Gear there's even more to come from the current model. "The ZR1X is not the end of the story, it's just the latest chapter," Mr Roma told the British of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. "The backbone we've built into the C8 is proving to be super capable. The things we've learned from creating the various models so far and the opportunities we have in the future with this chassis are incredible. "The team that works on it has a very, 'what can we do, and how can we do it?' attitude. They see possibilities and not challenges." Sadly, the ZR1X won't be offered in Australia, with the slow-selling Corvette E-Ray hybrid V8 remaining the most capable Corvette locally here – although its performance stats barely edge out the more expensive Z06. Mr Roma says both the E-Ray and the Z06 provided learnings the engineering team applied to the ZR1X – and even more capable C8 Corvettes to come. That includes posting higher top speeds, with Chevrolet not supplying a top speed for the ZR1X – which, given its capability, should be higher than the Z06's staggering 233mph (375km/h) v-max. "Speed is only relevant these days for bragging rights," Mr Roma told Top Gear. "For a car to have a certain amount of provenance, we have to offer a version of that car that's capable of doing those silly numbers. "The ZR1's top speed attempt was not in expectation that our customers would ever repeat it, or even get remotely close, because you can't legally do that. "The fact that the car has proven it can do it is precisely why people buy cars like this. Having the crazy lap times and ridiculous acceleration is part of what makes these cars what they are. Those speeds will be achieved with a V8, despite GM teasing a battery-electric Corvette concept back in 2022, with a recent follow-up earlier this year. Mr Roma told another UK title, this time Autocar, an electric Corvette must be about more than numbers – and that given the increasingly rapid performance in everyday EVs, Corvette buyers will be looking for something beyond acceleration times. "We talk about what it would take to make a capable enough car, but right now it's still science fiction," Mr Roma told Autocar. "And so that's our challenge – to come up with something different, that something engaging. "When you're buying a car like a Corvette, why are you buying it? You're buying it because you want something special. You want to be engaged in the art of driving. "And so, when we can figure out how to do that, and as we put more electrification in the car, we will, but we're not going to do an electric version of this car just to do it. That would defeat the entire purpose." MORE: Everything Chevrolet Corvette Content originally sourced from:
The Advertiser
11-07-2025
- Automotive
- The Advertiser
2025 Chevrolet Corvette Z06 review
Chevrolet Corvette Pros Chevrolet Corvette Cons What a tease. I got the keys to this Chevrolet Corvette Z06 – complete with the Z07 Performance Package – one unrelentingly rainy week, one in which I had no track time scheduled. So here I was in this wild-looking, track-ready supercar, and I couldn't unleash its full potential. It was like having a bag full of tools and no DIY project. But hey, even if you did plan on buying and tracking Chevy's new flat-plane crank V8-powered Z06, that's theoretically only going to account for a small portion of your overall driving. For track impressions, you can check out James Wong's review. So what's the Z06 like to live with? That I can tell you! First thing you'll need to know is this car is an introvert's nightmare. I don't think I've ever driven a car that has attracted more attention, with the already aggressively styled Z06 enhanced further by the Z07 Performance Package. Our tester wore carbon-fibre ground effects and dive planes, plus an enormous rear wing. The result? Kids jumping up and down waving. People sticking their mobile phones out of car windows filming. Hell, someone even followed me down a street and pulled over as I was parking and asked to take pictures of it. The Z06 looks absolutely wild, and with the current C8 moving the engine from up front to midship, it has proportions more closely resembling much pricier Ferrari and Lamborghini supercars. It's the first Corvette with a double overhead-cam, flat-plane crank V8, and slots in above the pushrod V8-powered Stingray and the electrified E-Ray, the latter of which uniquely features a hybrid system and all-wheel drive. Missing from our shores thus far is the ZR1, which takes this new 5.5-litre V8 and bolts on a pair of turbochargers, or the recently revealed ZR1X that combines this engine with an AWD hybrid system like the E-Ray's. If there was ever any question before that the Corvette was a supercar, that seems to have been well and truly answered with the C8. And it's the only American supercar, now that the Dodge Viper is gone and the Ford GT has died again. The way the light bounces off the spoiler at night might bring to mind the '59 'batwing' Chevys, but this is a bona-fide Ferrari competitor. And yet, it's also surprisingly liveable. The Z06 is, thus far, the priciest member of the local Corvette lineup. It looks like a bargain, especially considering the cheapest Ferrari is a $500k-plus proposition. But our tester had a raft of pricey options, including: That's close to $80,000 in options. We imagine plenty of Ferrari and Lamborghini buyers drop that much (or more) in options, but it's surprising to see just how long the options list is on a Corvette – and how much opportunity you have to really personalise your sports car. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool Let's address the elephant in the cabin. Chevrolet recently revealed an update for the Corvette that makes some significant changes to its interior, including the removal of the distinctive row of buttons on the side of the centre console that separates the passenger's side of the cabin. Other changes include a larger touchscreen and a rejigged centre console. Therefore, a lot of the gripes we have with the outgoing C8's cabin will soon be addressed. I'm personally a bit sad to see the wacky button bridge go, though. What won't change with the update is the basic layout, and that's a good thing. The design is striking, with a very driver-focused cockpit that sees the touchscreen angled towards the driver. Getting in is a bit tough but once you're in it's comfortable, even for my lanky 6'3'' nephew in the passenger seat. The seats are heated and ventilated and prove grippy and supportive, ideal for a spirited blast without sacrificing day-to-day comfort. Your passenger may be shocked to find there's no grab handle, however. The driver sits behind a squared-off, chunky steering wheel with carbon-fibre trim, which can also be found in various places throughout the cabin, including the centre console, and it's applied tastefully. Set these pieces aside, and essentially every surface has been given the appearance of being leather-wrapped, with prominent stitching. This is deceptive, however. There's soft-touch trim on the doors and the sides of the centre console, where we'd argue this is crucial. But there's a lot of hard plastic too, including the hood over the instrument cluster. At circa-$190,000 for the base Stingray, I could almost let this slide, but at the circa-$330,000 price point of the Z06 it's disappointing. At least all the trim, whether hard or soft, looks uniform, though we did observe some janky stitching on one side of the centre console. There's a handy head-up display, while the instruments are all digital and feature multiple different layouts. Chevrolet has employed slick graphics for the digital cluster, which are reminiscent of Lotus' Unreal Engine-based graphics, however they're let down by some slight pixelation. The infotainment system will be familiar to anybody who has been in a recent Chevrolet product, much like some of the physical switchgear. But the infotainment system works well, with an intuitive menu structure, a reliable wireless connection for smartphone mirroring, and attractive graphics, and like the carryover switchgear it works well. Would buyers really notice these items were used in lesser Chevrolets if it wasn't pointed out by motoring journalists? We will ding Chevy for the column stalks, however – these could be much nicer for this price point. Also, the cupholders are terrible as they lack a rubberised base and look cheap. You can also get a mobile phone stuck in the gap next to the lid when it's open, and it's a nuisance trying to retrieve it. The air-conditioning is excellent, which is to be expected for a company that once counted Frigidaire as one of its subsidiaries. Having the controls on that unusual 'bridge' seems goofy at first, but it's refreshing to have physical switchgear for all of this and it's easily accessible by both occupants. Alas, this design cue is going away with a coming MY26 upgrade. Storage isn't exactly abundant in the cabin, though you do get a centre console bin. There are two luggage compartments, one behind the engine and one up front. The one in the rear can fit an overnight bag or two, and you can squeeze a small duffel into the front compartment. The Z06 can be had only as a coupe in Australia, though it has a removable roof panel. Pull two levers and it pops off easily, and if you manoeuvre it correctly it can fit in the rear luggage compartment. If you look behind yourself, you can admire the engine, proudly displayed under a glass cover. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Z06 may be the priciest Corvette in Australia, but it's not the quickest from 0-100km/h. The E-Ray beats it to the century by just one tenth of a second. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool Let's address the elephant in the drive first: the sound. Australia uses the same exhaust setup as Europe, which sees the centre-mounted outlets replaced with four outlets, two on each side at the rear. Not only does this make the Z06 look more like the cheaper Stingray and E-Ray, it means it doesn't sound as good as either of those cheaper variants. We parked a Z06 next to a E-Ray for a rev test – in the interests of science, of course – and it was the hybrid that sounded better. The Z06 also has a rev-limiter, preventing it from being revved beyond 3000rpm when stationary. If you want to show off to your friends how your Z06 sounds, then, you're going to be disappointed. Mind you, it doesn't sound bad… it just doesn't sound as good as a supercar at this price ought to. Once you're on the move, the Z06 has a distinctive sound of its own. It has a lovely metallic growl when you punch it, though it has a tendency to drone. Settled into a cruise with the engine revving at around 2000rpm, there's this omnipresent clatter of sorts. It's a less common type of V8 with a less common type of noise, and you may or may not like it. At least noise suppression in the cabin is good, allowing you to easily carry on a conversation even with the engine literally right behind you. And what a delight it is to look behind you and see that big V8 proudly on display. You may or may not like the sound, but you'll find it much harder to fault how this engine feels. For starters, it's bloody quick. You gather pace rapidly, and this is a V8 that loves to be revved. The eight-speed dual-clutch automatic transmission handles the grunt of the 5.5-litre V8 terrifically. At low speeds, it feels more like a traditional automatic, and in Touring and Weather drive modes the throttle is still progressive and isn't dulled. As you build up revs, the Z06 starts to pick up the pace and moves through the gears with ease. Shifts are rapid, and it doesn't hold onto gears annoyingly long, even in Sport mode where they're more pronounced. The current gear helpfully appears in the instrument cluster, and I never felt the need to use those gorgeous carbon-fibre paddle shifters. Naturally, in Sport mode shifts feel more pronounced. Drive modes are selectable via a rotary dial on the centre console. Even more intuitive to use is the Z button on the steering wheel, which puts the steering, suspension, engine, engine sound, transmission and brakes in their most aggressive settings. There's also a customisable My Mode, allowing you to toggle your preferred settings for steering, suspension, engine sound and brake feel. I configured it to have the suspension in the softest setting, the steering to the intermediate setting, and engine noise to the loudest. The steering is terrific in terms of weighting and feel, and the Z06 has a pointy nose with small inputs leading to direct movements. Even in its intermediate weight setting, the Z06's steering doesn't feel overly heavy. The shape of the wheel and its slick carbon-fibre parts discourage you from driving with your hands at 10 and 2, so you'll have to put them at 9 and 3 where they belong. The Z06 handles like it's on rails, feeling perfectly poised in corners. Oh how I wish I could have taken this to the track… The tyres have an abundance of grip, and even in the wet there's still a solid connection with the road. The carbon-ceramic brakes on our tester also work wonderfully, without feeling ridiculously grabby in regular driving. You might think the Z06, looking the way it does, will feel too extreme for the daily commute. You'd be wrong. Okay, I found it a bit stressful to drive, but that was almost entirely due to all that fragile-looking carbon-fibre on the exterior. There is thankfully a nose lift system to prevent you from tearing up the bumper on your driveway, but you'll still want to be careful in the Z06. You can adjust the firmness of the suspension, and even in Sport mode it's taut but comfortable. Visibility out of the Z06 is awful, so what a relief Chevrolet included a digital rear-view mirror and blind-spot monitoring. The Z06 has a reversing camera and two front cameras, which it stitches together for an overhead view. But there's no traditional surround-view camera. Also missing from the features list are rain-sensing wipers, which is a strange omission. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Z06 sits atop the local Corvette range. 2025 Chevrolet Corvette Z06 equipment highlights: There's also a huge options list, and besides those mentioned earlier you can also specify your Z06 with various different wheels, stripes, and brake caliper and seatbelt colours, as well as a transparent roof. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Chevrolet Corvette hasn't been assessed by ANCAP or Euro NCAP. Standard safety equipment includes: There's also a digital rear-view mirror which, trust us, in a car with blind spots like this is most definitely a safety feature. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Corvette's aftersales offering isn't spectacular. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool Given the price premium of not only the Z06 over other Corvettes, but also this loaded Z06 over the regular Z06, you'd want to be taking this to the track. There's no question this has a unique feel relative to the cheaper Stingray and E-Ray, from the distinctive engine note to the way power is delivered. Then there are the enhancements that come with the Z07 package, which help make the 'Vette even more of a track weapon. But the Z06 carries a premium of over $60,000 over an E-Ray and over $130,000 more than a Stingray, and that's before you take into account options and on-road costs. Is this the best Corvette for track work? In the absence of the ZR1 in Australia, we'd argue yes. And the Z06, despite its significant impost, is still cheaper than a comparable supercar with a bull or prancing horse badge. You just need to decide how much that greater track focus over a Stingray is worth, and if that figure is more or less than $134,000. And if you are happy to pay Z06 money, we reckon a new exhaust should be your next purchase. Regardless, the Corvette is playing in the big league now, and this is a compelling American alternative to Europe's finest. Interested in buying a Chevrolet Corvette? Let CarExpert find you the best deal hereMORE: Everything Chevrolet Corvette Content originally sourced from: Corvette Pros Chevrolet Corvette Cons What a tease. I got the keys to this Chevrolet Corvette Z06 – complete with the Z07 Performance Package – one unrelentingly rainy week, one in which I had no track time scheduled. So here I was in this wild-looking, track-ready supercar, and I couldn't unleash its full potential. It was like having a bag full of tools and no DIY project. But hey, even if you did plan on buying and tracking Chevy's new flat-plane crank V8-powered Z06, that's theoretically only going to account for a small portion of your overall driving. For track impressions, you can check out James Wong's review. So what's the Z06 like to live with? That I can tell you! First thing you'll need to know is this car is an introvert's nightmare. I don't think I've ever driven a car that has attracted more attention, with the already aggressively styled Z06 enhanced further by the Z07 Performance Package. Our tester wore carbon-fibre ground effects and dive planes, plus an enormous rear wing. The result? Kids jumping up and down waving. People sticking their mobile phones out of car windows filming. Hell, someone even followed me down a street and pulled over as I was parking and asked to take pictures of it. The Z06 looks absolutely wild, and with the current C8 moving the engine from up front to midship, it has proportions more closely resembling much pricier Ferrari and Lamborghini supercars. It's the first Corvette with a double overhead-cam, flat-plane crank V8, and slots in above the pushrod V8-powered Stingray and the electrified E-Ray, the latter of which uniquely features a hybrid system and all-wheel drive. Missing from our shores thus far is the ZR1, which takes this new 5.5-litre V8 and bolts on a pair of turbochargers, or the recently revealed ZR1X that combines this engine with an AWD hybrid system like the E-Ray's. If there was ever any question before that the Corvette was a supercar, that seems to have been well and truly answered with the C8. And it's the only American supercar, now that the Dodge Viper is gone and the Ford GT has died again. The way the light bounces off the spoiler at night might bring to mind the '59 'batwing' Chevys, but this is a bona-fide Ferrari competitor. And yet, it's also surprisingly liveable. The Z06 is, thus far, the priciest member of the local Corvette lineup. It looks like a bargain, especially considering the cheapest Ferrari is a $500k-plus proposition. But our tester had a raft of pricey options, including: That's close to $80,000 in options. We imagine plenty of Ferrari and Lamborghini buyers drop that much (or more) in options, but it's surprising to see just how long the options list is on a Corvette – and how much opportunity you have to really personalise your sports car. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool Let's address the elephant in the cabin. Chevrolet recently revealed an update for the Corvette that makes some significant changes to its interior, including the removal of the distinctive row of buttons on the side of the centre console that separates the passenger's side of the cabin. Other changes include a larger touchscreen and a rejigged centre console. Therefore, a lot of the gripes we have with the outgoing C8's cabin will soon be addressed. I'm personally a bit sad to see the wacky button bridge go, though. What won't change with the update is the basic layout, and that's a good thing. The design is striking, with a very driver-focused cockpit that sees the touchscreen angled towards the driver. Getting in is a bit tough but once you're in it's comfortable, even for my lanky 6'3'' nephew in the passenger seat. The seats are heated and ventilated and prove grippy and supportive, ideal for a spirited blast without sacrificing day-to-day comfort. Your passenger may be shocked to find there's no grab handle, however. The driver sits behind a squared-off, chunky steering wheel with carbon-fibre trim, which can also be found in various places throughout the cabin, including the centre console, and it's applied tastefully. Set these pieces aside, and essentially every surface has been given the appearance of being leather-wrapped, with prominent stitching. This is deceptive, however. There's soft-touch trim on the doors and the sides of the centre console, where we'd argue this is crucial. But there's a lot of hard plastic too, including the hood over the instrument cluster. At circa-$190,000 for the base Stingray, I could almost let this slide, but at the circa-$330,000 price point of the Z06 it's disappointing. At least all the trim, whether hard or soft, looks uniform, though we did observe some janky stitching on one side of the centre console. There's a handy head-up display, while the instruments are all digital and feature multiple different layouts. Chevrolet has employed slick graphics for the digital cluster, which are reminiscent of Lotus' Unreal Engine-based graphics, however they're let down by some slight pixelation. The infotainment system will be familiar to anybody who has been in a recent Chevrolet product, much like some of the physical switchgear. But the infotainment system works well, with an intuitive menu structure, a reliable wireless connection for smartphone mirroring, and attractive graphics, and like the carryover switchgear it works well. Would buyers really notice these items were used in lesser Chevrolets if it wasn't pointed out by motoring journalists? We will ding Chevy for the column stalks, however – these could be much nicer for this price point. Also, the cupholders are terrible as they lack a rubberised base and look cheap. You can also get a mobile phone stuck in the gap next to the lid when it's open, and it's a nuisance trying to retrieve it. The air-conditioning is excellent, which is to be expected for a company that once counted Frigidaire as one of its subsidiaries. Having the controls on that unusual 'bridge' seems goofy at first, but it's refreshing to have physical switchgear for all of this and it's easily accessible by both occupants. Alas, this design cue is going away with a coming MY26 upgrade. Storage isn't exactly abundant in the cabin, though you do get a centre console bin. There are two luggage compartments, one behind the engine and one up front. The one in the rear can fit an overnight bag or two, and you can squeeze a small duffel into the front compartment. The Z06 can be had only as a coupe in Australia, though it has a removable roof panel. Pull two levers and it pops off easily, and if you manoeuvre it correctly it can fit in the rear luggage compartment. If you look behind yourself, you can admire the engine, proudly displayed under a glass cover. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Z06 may be the priciest Corvette in Australia, but it's not the quickest from 0-100km/h. The E-Ray beats it to the century by just one tenth of a second. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool Let's address the elephant in the drive first: the sound. Australia uses the same exhaust setup as Europe, which sees the centre-mounted outlets replaced with four outlets, two on each side at the rear. Not only does this make the Z06 look more like the cheaper Stingray and E-Ray, it means it doesn't sound as good as either of those cheaper variants. We parked a Z06 next to a E-Ray for a rev test – in the interests of science, of course – and it was the hybrid that sounded better. The Z06 also has a rev-limiter, preventing it from being revved beyond 3000rpm when stationary. If you want to show off to your friends how your Z06 sounds, then, you're going to be disappointed. Mind you, it doesn't sound bad… it just doesn't sound as good as a supercar at this price ought to. Once you're on the move, the Z06 has a distinctive sound of its own. It has a lovely metallic growl when you punch it, though it has a tendency to drone. Settled into a cruise with the engine revving at around 2000rpm, there's this omnipresent clatter of sorts. It's a less common type of V8 with a less common type of noise, and you may or may not like it. At least noise suppression in the cabin is good, allowing you to easily carry on a conversation even with the engine literally right behind you. And what a delight it is to look behind you and see that big V8 proudly on display. You may or may not like the sound, but you'll find it much harder to fault how this engine feels. For starters, it's bloody quick. You gather pace rapidly, and this is a V8 that loves to be revved. The eight-speed dual-clutch automatic transmission handles the grunt of the 5.5-litre V8 terrifically. At low speeds, it feels more like a traditional automatic, and in Touring and Weather drive modes the throttle is still progressive and isn't dulled. As you build up revs, the Z06 starts to pick up the pace and moves through the gears with ease. Shifts are rapid, and it doesn't hold onto gears annoyingly long, even in Sport mode where they're more pronounced. The current gear helpfully appears in the instrument cluster, and I never felt the need to use those gorgeous carbon-fibre paddle shifters. Naturally, in Sport mode shifts feel more pronounced. Drive modes are selectable via a rotary dial on the centre console. Even more intuitive to use is the Z button on the steering wheel, which puts the steering, suspension, engine, engine sound, transmission and brakes in their most aggressive settings. There's also a customisable My Mode, allowing you to toggle your preferred settings for steering, suspension, engine sound and brake feel. I configured it to have the suspension in the softest setting, the steering to the intermediate setting, and engine noise to the loudest. The steering is terrific in terms of weighting and feel, and the Z06 has a pointy nose with small inputs leading to direct movements. Even in its intermediate weight setting, the Z06's steering doesn't feel overly heavy. The shape of the wheel and its slick carbon-fibre parts discourage you from driving with your hands at 10 and 2, so you'll have to put them at 9 and 3 where they belong. The Z06 handles like it's on rails, feeling perfectly poised in corners. Oh how I wish I could have taken this to the track… The tyres have an abundance of grip, and even in the wet there's still a solid connection with the road. The carbon-ceramic brakes on our tester also work wonderfully, without feeling ridiculously grabby in regular driving. You might think the Z06, looking the way it does, will feel too extreme for the daily commute. You'd be wrong. Okay, I found it a bit stressful to drive, but that was almost entirely due to all that fragile-looking carbon-fibre on the exterior. There is thankfully a nose lift system to prevent you from tearing up the bumper on your driveway, but you'll still want to be careful in the Z06. You can adjust the firmness of the suspension, and even in Sport mode it's taut but comfortable. Visibility out of the Z06 is awful, so what a relief Chevrolet included a digital rear-view mirror and blind-spot monitoring. The Z06 has a reversing camera and two front cameras, which it stitches together for an overhead view. But there's no traditional surround-view camera. Also missing from the features list are rain-sensing wipers, which is a strange omission. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Z06 sits atop the local Corvette range. 2025 Chevrolet Corvette Z06 equipment highlights: There's also a huge options list, and besides those mentioned earlier you can also specify your Z06 with various different wheels, stripes, and brake caliper and seatbelt colours, as well as a transparent roof. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Chevrolet Corvette hasn't been assessed by ANCAP or Euro NCAP. Standard safety equipment includes: There's also a digital rear-view mirror which, trust us, in a car with blind spots like this is most definitely a safety feature. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Corvette's aftersales offering isn't spectacular. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool Given the price premium of not only the Z06 over other Corvettes, but also this loaded Z06 over the regular Z06, you'd want to be taking this to the track. There's no question this has a unique feel relative to the cheaper Stingray and E-Ray, from the distinctive engine note to the way power is delivered. Then there are the enhancements that come with the Z07 package, which help make the 'Vette even more of a track weapon. But the Z06 carries a premium of over $60,000 over an E-Ray and over $130,000 more than a Stingray, and that's before you take into account options and on-road costs. Is this the best Corvette for track work? In the absence of the ZR1 in Australia, we'd argue yes. And the Z06, despite its significant impost, is still cheaper than a comparable supercar with a bull or prancing horse badge. You just need to decide how much that greater track focus over a Stingray is worth, and if that figure is more or less than $134,000. And if you are happy to pay Z06 money, we reckon a new exhaust should be your next purchase. Regardless, the Corvette is playing in the big league now, and this is a compelling American alternative to Europe's finest. Interested in buying a Chevrolet Corvette? Let CarExpert find you the best deal hereMORE: Everything Chevrolet Corvette Content originally sourced from: Corvette Pros Chevrolet Corvette Cons What a tease. I got the keys to this Chevrolet Corvette Z06 – complete with the Z07 Performance Package – one unrelentingly rainy week, one in which I had no track time scheduled. So here I was in this wild-looking, track-ready supercar, and I couldn't unleash its full potential. It was like having a bag full of tools and no DIY project. But hey, even if you did plan on buying and tracking Chevy's new flat-plane crank V8-powered Z06, that's theoretically only going to account for a small portion of your overall driving. For track impressions, you can check out James Wong's review. So what's the Z06 like to live with? That I can tell you! First thing you'll need to know is this car is an introvert's nightmare. I don't think I've ever driven a car that has attracted more attention, with the already aggressively styled Z06 enhanced further by the Z07 Performance Package. Our tester wore carbon-fibre ground effects and dive planes, plus an enormous rear wing. The result? Kids jumping up and down waving. People sticking their mobile phones out of car windows filming. Hell, someone even followed me down a street and pulled over as I was parking and asked to take pictures of it. The Z06 looks absolutely wild, and with the current C8 moving the engine from up front to midship, it has proportions more closely resembling much pricier Ferrari and Lamborghini supercars. It's the first Corvette with a double overhead-cam, flat-plane crank V8, and slots in above the pushrod V8-powered Stingray and the electrified E-Ray, the latter of which uniquely features a hybrid system and all-wheel drive. Missing from our shores thus far is the ZR1, which takes this new 5.5-litre V8 and bolts on a pair of turbochargers, or the recently revealed ZR1X that combines this engine with an AWD hybrid system like the E-Ray's. If there was ever any question before that the Corvette was a supercar, that seems to have been well and truly answered with the C8. And it's the only American supercar, now that the Dodge Viper is gone and the Ford GT has died again. The way the light bounces off the spoiler at night might bring to mind the '59 'batwing' Chevys, but this is a bona-fide Ferrari competitor. And yet, it's also surprisingly liveable. The Z06 is, thus far, the priciest member of the local Corvette lineup. It looks like a bargain, especially considering the cheapest Ferrari is a $500k-plus proposition. But our tester had a raft of pricey options, including: That's close to $80,000 in options. We imagine plenty of Ferrari and Lamborghini buyers drop that much (or more) in options, but it's surprising to see just how long the options list is on a Corvette – and how much opportunity you have to really personalise your sports car. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool Let's address the elephant in the cabin. Chevrolet recently revealed an update for the Corvette that makes some significant changes to its interior, including the removal of the distinctive row of buttons on the side of the centre console that separates the passenger's side of the cabin. Other changes include a larger touchscreen and a rejigged centre console. Therefore, a lot of the gripes we have with the outgoing C8's cabin will soon be addressed. I'm personally a bit sad to see the wacky button bridge go, though. What won't change with the update is the basic layout, and that's a good thing. The design is striking, with a very driver-focused cockpit that sees the touchscreen angled towards the driver. Getting in is a bit tough but once you're in it's comfortable, even for my lanky 6'3'' nephew in the passenger seat. The seats are heated and ventilated and prove grippy and supportive, ideal for a spirited blast without sacrificing day-to-day comfort. Your passenger may be shocked to find there's no grab handle, however. The driver sits behind a squared-off, chunky steering wheel with carbon-fibre trim, which can also be found in various places throughout the cabin, including the centre console, and it's applied tastefully. Set these pieces aside, and essentially every surface has been given the appearance of being leather-wrapped, with prominent stitching. This is deceptive, however. There's soft-touch trim on the doors and the sides of the centre console, where we'd argue this is crucial. But there's a lot of hard plastic too, including the hood over the instrument cluster. At circa-$190,000 for the base Stingray, I could almost let this slide, but at the circa-$330,000 price point of the Z06 it's disappointing. At least all the trim, whether hard or soft, looks uniform, though we did observe some janky stitching on one side of the centre console. There's a handy head-up display, while the instruments are all digital and feature multiple different layouts. Chevrolet has employed slick graphics for the digital cluster, which are reminiscent of Lotus' Unreal Engine-based graphics, however they're let down by some slight pixelation. The infotainment system will be familiar to anybody who has been in a recent Chevrolet product, much like some of the physical switchgear. But the infotainment system works well, with an intuitive menu structure, a reliable wireless connection for smartphone mirroring, and attractive graphics, and like the carryover switchgear it works well. Would buyers really notice these items were used in lesser Chevrolets if it wasn't pointed out by motoring journalists? We will ding Chevy for the column stalks, however – these could be much nicer for this price point. Also, the cupholders are terrible as they lack a rubberised base and look cheap. You can also get a mobile phone stuck in the gap next to the lid when it's open, and it's a nuisance trying to retrieve it. The air-conditioning is excellent, which is to be expected for a company that once counted Frigidaire as one of its subsidiaries. Having the controls on that unusual 'bridge' seems goofy at first, but it's refreshing to have physical switchgear for all of this and it's easily accessible by both occupants. Alas, this design cue is going away with a coming MY26 upgrade. Storage isn't exactly abundant in the cabin, though you do get a centre console bin. There are two luggage compartments, one behind the engine and one up front. The one in the rear can fit an overnight bag or two, and you can squeeze a small duffel into the front compartment. The Z06 can be had only as a coupe in Australia, though it has a removable roof panel. Pull two levers and it pops off easily, and if you manoeuvre it correctly it can fit in the rear luggage compartment. If you look behind yourself, you can admire the engine, proudly displayed under a glass cover. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Z06 may be the priciest Corvette in Australia, but it's not the quickest from 0-100km/h. The E-Ray beats it to the century by just one tenth of a second. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool Let's address the elephant in the drive first: the sound. Australia uses the same exhaust setup as Europe, which sees the centre-mounted outlets replaced with four outlets, two on each side at the rear. Not only does this make the Z06 look more like the cheaper Stingray and E-Ray, it means it doesn't sound as good as either of those cheaper variants. We parked a Z06 next to a E-Ray for a rev test – in the interests of science, of course – and it was the hybrid that sounded better. The Z06 also has a rev-limiter, preventing it from being revved beyond 3000rpm when stationary. If you want to show off to your friends how your Z06 sounds, then, you're going to be disappointed. Mind you, it doesn't sound bad… it just doesn't sound as good as a supercar at this price ought to. Once you're on the move, the Z06 has a distinctive sound of its own. It has a lovely metallic growl when you punch it, though it has a tendency to drone. Settled into a cruise with the engine revving at around 2000rpm, there's this omnipresent clatter of sorts. It's a less common type of V8 with a less common type of noise, and you may or may not like it. At least noise suppression in the cabin is good, allowing you to easily carry on a conversation even with the engine literally right behind you. And what a delight it is to look behind you and see that big V8 proudly on display. You may or may not like the sound, but you'll find it much harder to fault how this engine feels. For starters, it's bloody quick. You gather pace rapidly, and this is a V8 that loves to be revved. The eight-speed dual-clutch automatic transmission handles the grunt of the 5.5-litre V8 terrifically. At low speeds, it feels more like a traditional automatic, and in Touring and Weather drive modes the throttle is still progressive and isn't dulled. As you build up revs, the Z06 starts to pick up the pace and moves through the gears with ease. Shifts are rapid, and it doesn't hold onto gears annoyingly long, even in Sport mode where they're more pronounced. The current gear helpfully appears in the instrument cluster, and I never felt the need to use those gorgeous carbon-fibre paddle shifters. Naturally, in Sport mode shifts feel more pronounced. Drive modes are selectable via a rotary dial on the centre console. Even more intuitive to use is the Z button on the steering wheel, which puts the steering, suspension, engine, engine sound, transmission and brakes in their most aggressive settings. There's also a customisable My Mode, allowing you to toggle your preferred settings for steering, suspension, engine sound and brake feel. I configured it to have the suspension in the softest setting, the steering to the intermediate setting, and engine noise to the loudest. The steering is terrific in terms of weighting and feel, and the Z06 has a pointy nose with small inputs leading to direct movements. Even in its intermediate weight setting, the Z06's steering doesn't feel overly heavy. The shape of the wheel and its slick carbon-fibre parts discourage you from driving with your hands at 10 and 2, so you'll have to put them at 9 and 3 where they belong. The Z06 handles like it's on rails, feeling perfectly poised in corners. Oh how I wish I could have taken this to the track… The tyres have an abundance of grip, and even in the wet there's still a solid connection with the road. The carbon-ceramic brakes on our tester also work wonderfully, without feeling ridiculously grabby in regular driving. You might think the Z06, looking the way it does, will feel too extreme for the daily commute. You'd be wrong. Okay, I found it a bit stressful to drive, but that was almost entirely due to all that fragile-looking carbon-fibre on the exterior. There is thankfully a nose lift system to prevent you from tearing up the bumper on your driveway, but you'll still want to be careful in the Z06. You can adjust the firmness of the suspension, and even in Sport mode it's taut but comfortable. Visibility out of the Z06 is awful, so what a relief Chevrolet included a digital rear-view mirror and blind-spot monitoring. The Z06 has a reversing camera and two front cameras, which it stitches together for an overhead view. But there's no traditional surround-view camera. Also missing from the features list are rain-sensing wipers, which is a strange omission. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Z06 sits atop the local Corvette range. 2025 Chevrolet Corvette Z06 equipment highlights: There's also a huge options list, and besides those mentioned earlier you can also specify your Z06 with various different wheels, stripes, and brake caliper and seatbelt colours, as well as a transparent roof. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Chevrolet Corvette hasn't been assessed by ANCAP or Euro NCAP. Standard safety equipment includes: There's also a digital rear-view mirror which, trust us, in a car with blind spots like this is most definitely a safety feature. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Corvette's aftersales offering isn't spectacular. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool Given the price premium of not only the Z06 over other Corvettes, but also this loaded Z06 over the regular Z06, you'd want to be taking this to the track. There's no question this has a unique feel relative to the cheaper Stingray and E-Ray, from the distinctive engine note to the way power is delivered. Then there are the enhancements that come with the Z07 package, which help make the 'Vette even more of a track weapon. But the Z06 carries a premium of over $60,000 over an E-Ray and over $130,000 more than a Stingray, and that's before you take into account options and on-road costs. Is this the best Corvette for track work? In the absence of the ZR1 in Australia, we'd argue yes. And the Z06, despite its significant impost, is still cheaper than a comparable supercar with a bull or prancing horse badge. You just need to decide how much that greater track focus over a Stingray is worth, and if that figure is more or less than $134,000. And if you are happy to pay Z06 money, we reckon a new exhaust should be your next purchase. Regardless, the Corvette is playing in the big league now, and this is a compelling American alternative to Europe's finest. Interested in buying a Chevrolet Corvette? Let CarExpert find you the best deal hereMORE: Everything Chevrolet Corvette Content originally sourced from: Corvette Pros Chevrolet Corvette Cons What a tease. I got the keys to this Chevrolet Corvette Z06 – complete with the Z07 Performance Package – one unrelentingly rainy week, one in which I had no track time scheduled. So here I was in this wild-looking, track-ready supercar, and I couldn't unleash its full potential. It was like having a bag full of tools and no DIY project. But hey, even if you did plan on buying and tracking Chevy's new flat-plane crank V8-powered Z06, that's theoretically only going to account for a small portion of your overall driving. For track impressions, you can check out James Wong's review. So what's the Z06 like to live with? That I can tell you! First thing you'll need to know is this car is an introvert's nightmare. I don't think I've ever driven a car that has attracted more attention, with the already aggressively styled Z06 enhanced further by the Z07 Performance Package. Our tester wore carbon-fibre ground effects and dive planes, plus an enormous rear wing. The result? Kids jumping up and down waving. People sticking their mobile phones out of car windows filming. Hell, someone even followed me down a street and pulled over as I was parking and asked to take pictures of it. The Z06 looks absolutely wild, and with the current C8 moving the engine from up front to midship, it has proportions more closely resembling much pricier Ferrari and Lamborghini supercars. It's the first Corvette with a double overhead-cam, flat-plane crank V8, and slots in above the pushrod V8-powered Stingray and the electrified E-Ray, the latter of which uniquely features a hybrid system and all-wheel drive. Missing from our shores thus far is the ZR1, which takes this new 5.5-litre V8 and bolts on a pair of turbochargers, or the recently revealed ZR1X that combines this engine with an AWD hybrid system like the E-Ray's. If there was ever any question before that the Corvette was a supercar, that seems to have been well and truly answered with the C8. And it's the only American supercar, now that the Dodge Viper is gone and the Ford GT has died again. The way the light bounces off the spoiler at night might bring to mind the '59 'batwing' Chevys, but this is a bona-fide Ferrari competitor. And yet, it's also surprisingly liveable. The Z06 is, thus far, the priciest member of the local Corvette lineup. It looks like a bargain, especially considering the cheapest Ferrari is a $500k-plus proposition. But our tester had a raft of pricey options, including: That's close to $80,000 in options. We imagine plenty of Ferrari and Lamborghini buyers drop that much (or more) in options, but it's surprising to see just how long the options list is on a Corvette – and how much opportunity you have to really personalise your sports car. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool Let's address the elephant in the cabin. Chevrolet recently revealed an update for the Corvette that makes some significant changes to its interior, including the removal of the distinctive row of buttons on the side of the centre console that separates the passenger's side of the cabin. Other changes include a larger touchscreen and a rejigged centre console. Therefore, a lot of the gripes we have with the outgoing C8's cabin will soon be addressed. I'm personally a bit sad to see the wacky button bridge go, though. What won't change with the update is the basic layout, and that's a good thing. The design is striking, with a very driver-focused cockpit that sees the touchscreen angled towards the driver. Getting in is a bit tough but once you're in it's comfortable, even for my lanky 6'3'' nephew in the passenger seat. The seats are heated and ventilated and prove grippy and supportive, ideal for a spirited blast without sacrificing day-to-day comfort. Your passenger may be shocked to find there's no grab handle, however. The driver sits behind a squared-off, chunky steering wheel with carbon-fibre trim, which can also be found in various places throughout the cabin, including the centre console, and it's applied tastefully. Set these pieces aside, and essentially every surface has been given the appearance of being leather-wrapped, with prominent stitching. This is deceptive, however. There's soft-touch trim on the doors and the sides of the centre console, where we'd argue this is crucial. But there's a lot of hard plastic too, including the hood over the instrument cluster. At circa-$190,000 for the base Stingray, I could almost let this slide, but at the circa-$330,000 price point of the Z06 it's disappointing. At least all the trim, whether hard or soft, looks uniform, though we did observe some janky stitching on one side of the centre console. There's a handy head-up display, while the instruments are all digital and feature multiple different layouts. Chevrolet has employed slick graphics for the digital cluster, which are reminiscent of Lotus' Unreal Engine-based graphics, however they're let down by some slight pixelation. The infotainment system will be familiar to anybody who has been in a recent Chevrolet product, much like some of the physical switchgear. But the infotainment system works well, with an intuitive menu structure, a reliable wireless connection for smartphone mirroring, and attractive graphics, and like the carryover switchgear it works well. Would buyers really notice these items were used in lesser Chevrolets if it wasn't pointed out by motoring journalists? We will ding Chevy for the column stalks, however – these could be much nicer for this price point. Also, the cupholders are terrible as they lack a rubberised base and look cheap. You can also get a mobile phone stuck in the gap next to the lid when it's open, and it's a nuisance trying to retrieve it. The air-conditioning is excellent, which is to be expected for a company that once counted Frigidaire as one of its subsidiaries. Having the controls on that unusual 'bridge' seems goofy at first, but it's refreshing to have physical switchgear for all of this and it's easily accessible by both occupants. Alas, this design cue is going away with a coming MY26 upgrade. Storage isn't exactly abundant in the cabin, though you do get a centre console bin. There are two luggage compartments, one behind the engine and one up front. The one in the rear can fit an overnight bag or two, and you can squeeze a small duffel into the front compartment. The Z06 can be had only as a coupe in Australia, though it has a removable roof panel. Pull two levers and it pops off easily, and if you manoeuvre it correctly it can fit in the rear luggage compartment. If you look behind yourself, you can admire the engine, proudly displayed under a glass cover. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Z06 may be the priciest Corvette in Australia, but it's not the quickest from 0-100km/h. The E-Ray beats it to the century by just one tenth of a second. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool Let's address the elephant in the drive first: the sound. Australia uses the same exhaust setup as Europe, which sees the centre-mounted outlets replaced with four outlets, two on each side at the rear. Not only does this make the Z06 look more like the cheaper Stingray and E-Ray, it means it doesn't sound as good as either of those cheaper variants. We parked a Z06 next to a E-Ray for a rev test – in the interests of science, of course – and it was the hybrid that sounded better. The Z06 also has a rev-limiter, preventing it from being revved beyond 3000rpm when stationary. If you want to show off to your friends how your Z06 sounds, then, you're going to be disappointed. Mind you, it doesn't sound bad… it just doesn't sound as good as a supercar at this price ought to. Once you're on the move, the Z06 has a distinctive sound of its own. It has a lovely metallic growl when you punch it, though it has a tendency to drone. Settled into a cruise with the engine revving at around 2000rpm, there's this omnipresent clatter of sorts. It's a less common type of V8 with a less common type of noise, and you may or may not like it. At least noise suppression in the cabin is good, allowing you to easily carry on a conversation even with the engine literally right behind you. And what a delight it is to look behind you and see that big V8 proudly on display. You may or may not like the sound, but you'll find it much harder to fault how this engine feels. For starters, it's bloody quick. You gather pace rapidly, and this is a V8 that loves to be revved. The eight-speed dual-clutch automatic transmission handles the grunt of the 5.5-litre V8 terrifically. At low speeds, it feels more like a traditional automatic, and in Touring and Weather drive modes the throttle is still progressive and isn't dulled. As you build up revs, the Z06 starts to pick up the pace and moves through the gears with ease. Shifts are rapid, and it doesn't hold onto gears annoyingly long, even in Sport mode where they're more pronounced. The current gear helpfully appears in the instrument cluster, and I never felt the need to use those gorgeous carbon-fibre paddle shifters. Naturally, in Sport mode shifts feel more pronounced. Drive modes are selectable via a rotary dial on the centre console. Even more intuitive to use is the Z button on the steering wheel, which puts the steering, suspension, engine, engine sound, transmission and brakes in their most aggressive settings. There's also a customisable My Mode, allowing you to toggle your preferred settings for steering, suspension, engine sound and brake feel. I configured it to have the suspension in the softest setting, the steering to the intermediate setting, and engine noise to the loudest. The steering is terrific in terms of weighting and feel, and the Z06 has a pointy nose with small inputs leading to direct movements. Even in its intermediate weight setting, the Z06's steering doesn't feel overly heavy. The shape of the wheel and its slick carbon-fibre parts discourage you from driving with your hands at 10 and 2, so you'll have to put them at 9 and 3 where they belong. The Z06 handles like it's on rails, feeling perfectly poised in corners. Oh how I wish I could have taken this to the track… The tyres have an abundance of grip, and even in the wet there's still a solid connection with the road. The carbon-ceramic brakes on our tester also work wonderfully, without feeling ridiculously grabby in regular driving. You might think the Z06, looking the way it does, will feel too extreme for the daily commute. You'd be wrong. Okay, I found it a bit stressful to drive, but that was almost entirely due to all that fragile-looking carbon-fibre on the exterior. There is thankfully a nose lift system to prevent you from tearing up the bumper on your driveway, but you'll still want to be careful in the Z06. You can adjust the firmness of the suspension, and even in Sport mode it's taut but comfortable. Visibility out of the Z06 is awful, so what a relief Chevrolet included a digital rear-view mirror and blind-spot monitoring. The Z06 has a reversing camera and two front cameras, which it stitches together for an overhead view. But there's no traditional surround-view camera. Also missing from the features list are rain-sensing wipers, which is a strange omission. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Z06 sits atop the local Corvette range. 2025 Chevrolet Corvette Z06 equipment highlights: There's also a huge options list, and besides those mentioned earlier you can also specify your Z06 with various different wheels, stripes, and brake caliper and seatbelt colours, as well as a transparent roof. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Chevrolet Corvette hasn't been assessed by ANCAP or Euro NCAP. Standard safety equipment includes: There's also a digital rear-view mirror which, trust us, in a car with blind spots like this is most definitely a safety feature. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool The Corvette's aftersales offering isn't spectacular. To see how the Chevrolet Corvette lines up against the competition, check out our comparison tool Given the price premium of not only the Z06 over other Corvettes, but also this loaded Z06 over the regular Z06, you'd want to be taking this to the track. There's no question this has a unique feel relative to the cheaper Stingray and E-Ray, from the distinctive engine note to the way power is delivered. Then there are the enhancements that come with the Z07 package, which help make the 'Vette even more of a track weapon. But the Z06 carries a premium of over $60,000 over an E-Ray and over $130,000 more than a Stingray, and that's before you take into account options and on-road costs. Is this the best Corvette for track work? In the absence of the ZR1 in Australia, we'd argue yes. And the Z06, despite its significant impost, is still cheaper than a comparable supercar with a bull or prancing horse badge. You just need to decide how much that greater track focus over a Stingray is worth, and if that figure is more or less than $134,000. And if you are happy to pay Z06 money, we reckon a new exhaust should be your next purchase. Regardless, the Corvette is playing in the big league now, and this is a compelling American alternative to Europe's finest. Interested in buying a Chevrolet Corvette? Let CarExpert find you the best deal hereMORE: Everything Chevrolet Corvette Content originally sourced from:
Perth Now
27-06-2025
- Automotive
- Perth Now
Why the Chevrolet Corvette is a CarExpert Choice winner
The Porsche 911 has long been the yardstick against which all luxury sports cars are measured, but there's a new kid in town. The latest Chevrolet Corvette has now managed what the brilliant but too expensive and too limited Honda NSX – and the highly underrated but now discontinued Audi R8 – failed to do: topple the 911 to become our pick as the finest luxury sports car available. General Motors shocked the world when it launched the eighth generation of its lauded Corvette in 2019, releasing not only the first global version produced in both left- and right-hand drive, but the first one with a mid-mounted engine. The move made Chevrolet's iconic sports car a more direct rival for the likes of the Ferrari 296, Lamborghini Huracan and, yes, the rear-engined 911. Launched with what GM does best – a big-bore V8 – the ground-breaking C8 promised Ferrari levels of engine and chassis performance in a purpose-built two-seat sports car, for Chevrolet money. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert Indeed, Australian Chevrolet distributor GM Specialty Vehicles announced a base price of $144,990 before on-road costs for the Stingray in March 2021. By the time first deliveries took place in September 2021, the first batch of 250 vehicles was already sold out and there was no ETA on further shipments, while some dealers were gouging potential customers tens of thousands of dollars on top of official list prices. But after growing demand from disenfranchised GM performance car fans following the axing of Holden, HSV and the locally converted Chevrolet Camaro in 2020, more supplies eventually arrived in late 2023 after several production delays and a $15k base price hike. The hot Z06 arrived around the same time, priced from a cool $336,000, followed by the electrified $275,000 E-Ray in August 2024, and more price hikes for the Stingrays that now start at $186,990. Nevertheless, that's just $10,000 more than the cheapest BMW M4 and still almost $100,000 less than the most affordable 911, both of which offer less power. Supplied Credit: CarExpert Sadly, while the Z06 rides on Carbon Revolution wheels made in Australia, its exhaust and therefore power output were nobbled by our government's fun police. In more sad news, the most ferocious versions of the C8 – including the ZR1 that packs a twin-turbo version of the Z06's 5.5-litre flat-plane crank V8, making a mammoth 783kW of power and 1123Nm of torque, and probably the hybridised ZR1X that develops an incredible 932kW – will only be produced in left-hand drive, ruling them out for official Australian release. But no Corvette is a wallflower, with even the base Stingray 2LT Coupe and Convertible using a naturally aspirated 6.2-litre V8 producing 369kW and 637Nm of torque. The Z06 Coupe cranks out a healthy 475kW/595Nm, and the E-Ray adds a front electric motor to the Stingray recipe to deliver all-wheel drive and a very generous 488kW/807Nm. Supplied Credit: CarExpert However, the latest Corvette isn't just a relative bargain and it doesn't just out-power its closest competitors – it matches them for design, refinement, safety, technology and dynamics, with superb chassis balance, talkative steering, fantastic brakes and big rewards for drivers who dig deep into its broad skillset. The E-Ray in particular has an enormous performance envelope, and delivers so much acceleration, sound and X-factor so seamlessly and – so far – reliably that it's hard to believe it was created in the US and not Germany or Italy, as outlined below by my colleagues. 'Anybody who scoffs at the notion an American automaker can't compete in the supercar big league needs to get behind the wheel of Chevy's mid-engined C8 Corvette,' said CarExpert news editor William Stopford. 'Not only does this American supercar look the part, it offers the adroit handling and tremendous performance expected of such a vehicle. 'While the all-wheel drive hybrid E-Ray is my personal favourite, you can get a base Stingray for close to $100k less than the cheapest Porsche 911 and well under half the price of the cheapest Lamborghini or Ferrari. Try ignoring that.' Supplied Credit: CarExpert 'After driving the latest Chevrolet Corvette – particularly the E-Ray – it's hard to go past America's supercar in the luxury sports segment,' said marketplace editor James Wong. 'The stonking electrified V8 drivetrain is not only blisteringly quick, but it offers an old-school sound, track-happy handling and of course those classic supercar proportions make it look twice as expensive than it actually is. Even better, the available Carbon Revolution carbon-fibre wheels add a dash of Australia to an already desirable recipe.' 'The obvious choice here would be the Porsche 911, but people seem to underestimate Chevy's V8 sports car weapon,' said deputy marketplace editor Joosh Nevett. 'The C8 Corvette is the best 'Vette yet – not only does it offer blistering performance, but also supercar styling and an interior that feels special to sit in. 'Then there's the matter of money, as the base Corvette Stingray is a relative bargain compared to an equivalent 911. But if I had the choice, I'd shell out for the Z06 or E-Ray, both of which take the Corvette brand to new heights.' Supplied Credit: CarExpert Winner – Chevrolet Corvette Finalist – Porsche 911 Finalist – BMW M4 To see all the CarExpert Choice winners, click here. MORE: Explore the Chevrolet Corvette showroomMORE: E-Ray breaks tradition to take centre stage at 2025 Corvette Nationals
