WELCOME TO THE WEBSITE DEDICATED TO THE CHEVROLET----- CORVETTE----- "ZR-1"----
------KNOWN AS THE K.O.T.H.------"KING OF THE HILL"
10-10-03 SCORED A MINT 1992 ZR-1,
YEP THE NEW ZR1 KICKS AZZ BIG TIME. 375 H.P. ALL ALUM. DOHC. REV'S TO 7,250+ RPM'S...
THE "HEART OF THE BEAST" THE LT-5 ENGINE...
SHE IS BLACK ON BLACK AND ALL GO!!! 0-60 MPH IN 4.3 SEC., 1/4 MI. IN 12.8 SEC.@113MPH., 20 SECONDS = 150MPH., AND ALL THAT ON STOCK TIRES.
ALL ALUMINUM D.O.H.C. PENTROOF ENGINE DESIGN (A BETTER MORE EFFICIENT DESIGN THAN A HEMI) WITH A 7,250 RPM REDLINE...
THIS ZR-1 WILL DO 180 MPH IN FIFTH GEAR. WITH 1" LOWERING AND FRONT AIR DAM MINOR MODS STOCK ZR-1's CAN DO OVER 200 MPH. SIXTH GEAR IS FOR ECONOMY ONLY (1100 RPM=55 MPH) WATCH OUT RICER IMPORTS THE "KING OF THE HILL" IS GUNNING FOR YOU!!! LONG LIVE THE KING!!!!!!!
CUT AWAY VIEW
LT5 DRAWING...YOU DO NOT SEE ANY PUSH RODS HERE!!!
LT-5 ENGINE- FRONT VIEW
LOTS OF PARTS GO INTO A LT-5 ENGINE -- DOHC ALL THE WAY -- 16 FUEL INJECTORS
CUT-AWAY DRAWING
LT5 CUT-AWAY SHOW ENGINE
LT5 CUT-AWAY SHOW ENGINE
LT5 ENGINE AND ZF6 (6 SPEED GERMAN ENGINEERED TRANSMISSION)
CUT-AWAY ZF6 TRANNY
ZR-1 SHOW CHASSIE
600+ HP SUPERCHARGED STOCK LT-5
ZR-1 MAGAZINE COVERS
ZR-1 BRICK AT THE CORVETTE MUSEUM
The original ZR-1 Corvette was a performance icon of the '90s, with the high-tech muscle to back up its supercar reputation. Despite its low build volume-a total of 6,939 cars were produced between 1990 and 1995-this is the car that helped reestablish the Corvette as a legitimate world-class performance car. It's a distinction the Vette hasn't relinquished since.
Since the LT5 would be built in limited numbers and installed strictly in the Corvette, GM selected an outside contrac-tor to construct it. In March 1986, Mercury Marine in Stillwater, Oklahoma, was approved as the sole builder of the LT5 powerplant.
CHIEF CORVETTE ENGINEER - DAVE McLELLAN
"I don't see the Corvette ZR-1 as exotic. I see it as much more. Corvette is identifiable and recognized on the road. Exotic is strange scoops and wings, like the Countach. Exotic is making 300 cars a year and selling them for outrageous prices. That's not Corvette. This car certainly delivers the elements of high performance driving -- all those things that exotic cars do for their owners -- at a much more affordable level. In a way, the Corvette ZR-1 is the ultimate expression of the Chevrolet mission statement, which is to "give more than expected". But instead of a $10,000 car you're talking about a $50,000 car that's giving you the attributes of a $60,000 to $300,000 car. You're going to find it's a higher performance car than any of the production-available Ferraris, including the Testarossa. It has higher performance than the Countach, as federalized. Ranking up there with the [Porsche] 959. Surely not at the level of the F40, which is just a thinly disguised race car. The Corvette is a civil automobile. It doesn't remind you every minute that you are driving a race car. But it also has this other dimension that is instantly waiting for you."
Dave joined General Motors Proving Ground Noise and Vibration Lab after graduating from Wayne State University as a mechanical engineer. His assignments had him working on the dynamics of cars, trucks and military tanks, then as manager of the newly-completed Vehicle Dynamics Test Area (Black Lake).
Dave’s career next took him to Chevrolet where he led the team that finished the 70 1/2 Camaro development, then to the GM Technical Center to manage John Delorean’s unsuccessful attempt to marry the Camaro and the Corvette platforms. In 1973 he was picked to attend MIT as a Sloan Fellow.
On his return he was assigned to work with Zora Arkus-Duntov and on Zora’s retirement in 1975, appointed Corvette Chief Engineer. Dave would be indelibly linked with the Corvette for the next 17 years. The all-new 1984 Corvette continued to be developed with advanced electronics, and culminated in the 375 hp ZR-1.
In what turned out to be his last development of the Corvette, Dave challenged an R&D team to design a next generation Corvette capable of ZR-1 performance but at standard Corvette prices. Charged with the impossible task of making the Corvette faster, lighter, roomier and more rigid as a convertible, the team adopted the backbone architecture that would be the hallmark of the C5. Dave retired from General Motors in the fall of 1992.
ZR-1 AD's
THE ENDURANCE RECORD STILL STANDING FOR THE ZR-1
THE ACTUAL 5000 MILE ENDURANCE ZR-1 (FANCY RACING PAINT JOB BUT A STOCK ZR-1 AND LT-5 JUST LIKE A FACTORY STOCKER (MINOR MOD'S IE: 3.07 GEAR VS 3.45 STOCK REAR AXLE RATIO,EXHAUST-OPEN HEADERS(NO CATS), ROLL BAR AND 5 POINT HARNESS AND A LARGER 48GAL. GAS TANK)
DO YOU THINK YOUR CAR COULD GO 5,000 MILES AT 173 MPH AVERAGE (INCLUDING GAS STOPS) AND TWO 190 MPH VICTORY LAPS AT THE END.
THIS IS LIKE DOING 10 DAYTONA 500'S IN A ROW NON STOP. THIS RECORD MAY STAND FOREVER BEING THAT MANY HAVE TRIED (LIKE PORSCHE AND OTHERS) AND NONE HAVE MADE IT. REMEMBER IT HAS TO BE A STOCK PRODUCTION CAR, JUST OFF THE PRODUCTION ASSEMBLY LINE WITH ONY MINOR SIMPLE MOD'S...AND ONLY MOD'S APPROVED BY THE FIA INTERNATIONAL.
HERE IS A LINK TO THE 5,000 MILE ENDURANCE RECORD...1990 Corvette ZR-1 World Speed & International Endurance Record
BE SURE TO READ THE "MARATHON CHAMPION OF THE CENTURY"
by Robin Jenkins AT BOTTOM OF THIS PAGE !!!
UPDATE ****** FEB 2002 ******
(from VW Press Release) Nardo / Wolfsburg Volkswagen took a prototype of its W12 sports car to the Nardo high-speed circuit near Lecce in Southern Italy on February 23 and 24, and again beat the existing world 24-hour speed record. This exceptional sports car design, with a top speed of 350 km/h(217.53 MPH), covered a distance of 7,749.4 kilometres at an average speed of 322.89 km/h(200.7 MPH).
The world record set up only shortly before, on October 14, 2001 with the same car, was beaten by 27.7 km/h, with the car covering 663 kilometres more. This improvement is due to the remarkable reliability of the 440 kW (600 bhp) twelve-cylinder engine, to further development work on the car itself and to its highly motivated crew.
NOTE==== THE VW NEVER WENT INTO PRODUCTION
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THE SECOND MOST FAMOUS ZR-1 FROM "BAYWATCH HAWAII"
ZR-1... THE MOVIE STAR... "PINEAPPLE EXPRESS II"
......................##********************* SPECIAL NOTE ********************##.....................................
...SCROLL DOWN TO THE BOTTOM OF THE PHOTO'S FOR A HISTORICAL TIME LINE AND ARTICLES ON THE "KING OF THE HILL...ZR-1
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THE SUNBURST CORVETTE CLUB CRYSTAL LAKE,IL.
MY FIRST 1984 C-4 VETTE 52K MILES, RACING EXHAUST WITH FLOWMASTER AMERICAN THUNDER MUFFLERS, 3:73 REAR AXLE GEAR INSTALLED. 0-60 IN 5 SECONDS WITH STOCK 205HP CROSSFIRE ENGINE....
THE BETTER HALF AND I..... AT A CLUB VETTE SHOW
MY NEIGHBOR PHIL WHO SOLD ME MY 92 ZR-1 WON THE "MEGA ZR-1" AUCTION AT BG IN 2008
SIX CORVETTE GENERATIONS
MEET "BAD ATTITUDE" MY 28' WELLCRAFT SCARAB EXCEL...
A 635HP SUPERCHARGED 502 CID CHEVY ENGINE
5150 RPM/26"PROP = 77MPH+....
THE BETTER HALF AND I GET TO MEET THE "MAN" REGGIE FOUNTAIN
MY DAILY DRIVER A 1997 FORD THUNDERBIRD LX 4.6L SHOC V8
YAMAHA XT 350 ENDURO
UPDATE FALL 2004 SCORED A USED 2000XP SEA DOO
HAS A 900CC 130HP ENGINE GOOD FOR 60+
BOY DO I HAVE SPRING FEVER BAD NOW I CAN'T WAIT TO LAUNCH THIS BABY OFF THE BIG WAVES
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ANOTHER GREAT HOBBY OF MINE SINCE 1972 IS HAM RADIO...MY AMATEUR RADIO CALL LETTERS ARE WB9MCW... THAT IS " WHISKEY-BRAVO-NINER-MIKE-CHARLIE-WHISKEY "...EVER SINCE I WAS A KID I HAVE LOVED RADIOS...IN FACT I MAKE MY LIVING AT IT NOW... SELLING RADIOS THAT IS...THE COMPANY WEBSITES ARE...
www.wadsworthsales.com
WADSWORTH SALES
www.apogeeindustriesinc.com
APOGEE INDUSTRIES
HERE ARE SOME PHOTOS OF MY PERSONAL "HAM RADIO" STATION...
UNLIKE A LOT OF HAMS BANISHED TO THE BASEMENT OR A BEDROOM...MY STATION IS IN MY GREAT ROOM WHERE I USE THEM ALL THE TIME...JUST LIKE MY ADDICTION TO SPEED I AM ADDICTED TO RADIOS TOO...CAN NOT GET ENOUGH OF THEM...
MY RADIOS AND THE 12 VOLT MOBILE ONES TO SAVE SPACE PLUS I CAN HOOK THEM UP TO A BATTERY IN AN EMERGENCY AND STILL BE ON THE AIR
ICOM IC730 HF (10 METERS TO 160 METERS) RIG, YAESU MEMORIZER 2 METER RIG, RANGER AR3300 10 METER RIG, ALINCO DR-605 TQ 2MT/440MHZ DUAL BANDER TO NAME A FEW...
AND THE "BIG GUN" A 1,300 WATT LINEAR AMPLIFIER BY DENTRON MODEL# 160-10L WITH FOUR B572 TUBES...
AND HERE ARE SOME PHOTOS OF MY ANTENNAS
AND THIS IS THE START OM MY SECOND TOWER ON THE PROPERTY THAT WILL HAVE A 3 ELEMENT YAGI TRI-BAND BEAM ON IT FOR TALKING ALL AROUND THE WORLD
ROCKER JOE WALSH JUST HAPPENS TO BE A HAM RADIO EXTRA CLASS OPERATOR~WB6ACU
MY OTHER BIG HOBBY IS MUSIC. I HAVE BEEN PLAYING SINCE 7TH GRADE. I WAS THE ONLY GUY WHO COULD HOLD THE SUZAPHONE FOR LONG TIMES SO THAT WAS WHAT THE CONDUCTOR HAD ME PLAY. BUT BY FRESHMAN YEAR IN HIGH SCHOOL "GUITAR FEVER" TOOK OVER AND "ROCK AND THE BLUES" CHANGED MY LIFE FOREVER. ALONG CAME HARMONICA NEXT AND THIS IS THE INSTRUMENT THAT I HAVE MASTERED ALONG WITH GUITAR. BELOW IS MY CURRENT COLLECTION OF GOODIES.
IT ALL STARTED WITH THIS YAMAHA CLASSICAL GUITAR THAT I BOUGHT IN 1972 FOR $90. I STILL PLAY IT TO THIS DAY AND THEY STILL MAKE IT JUST LIKE MY "72" BUT NOW IT GOES FOR $165
MY CURRENT ELECTRIC IS THE GIBSON L6S. IT HAS A DOUBLE OCTAVE FRET BOARD AND WAS BOUGHT IN 79.
MY ACOUSTIC IS AN OVATION
THIS 1970'S VINTAGE ORANGE 4 TUBE 120 WATT HEAD IS MY PRIDE AND JOY
SHOWN HERE WITH THE GIBSON LS6
MY OTHER BIG AMP IS A CRATE 90 WATT HEAD
I USE PEAVEY SPEAKERS
MY SMALL AMPS ARE A 1965 VINTAGE FENDER DELUXE REVERB (ANOTHER PRIDE AND JOY)
AND THIS PIGNOSE PORTABLE BATTERY OPERATED AMP
FOR "EFFECTS" I HAVE AN ARION STEREO FLANGER
A SMALL STONE PHASE SHIFTER
A CRY BABY WHA-WHA
THE "ECHOPLEX" THE ONLY WAY TO ECHO-- "CONSTANT TAPE LOOP"
AND A MXR NOISE GATE TO ROUND IT ALL OFF AND KEEP IT ALL UNDER CONTROL
MY FAVORITE HARMONICA IS THE HOHNER "SPECIAL 20"
AND THE BIG SPECIAL 20 "HARMONICA KIT"
PLUS BEING A "RADIO GUY" WE HAVE TO GO "WIRELESS" WITH OUR NADY VHF "RADIO/GUITAR SYSTEM"
********SUCH IS MY WONDERFUL WORLD OF MUSIC********
CARLOS SANTANA PLAYS A GIBSON L6S
AND TED NUGENT DRIVES A ZR-1
SO I GUESS I FIGURE
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>>>>>>>>>>>>>>>>>> ZR-1 Introduction <<<<<<<<<<<<<<<<<<
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From Time Magazine
Business
The Pussycat That Roars
A 380-horse, $50,000 Corvette dazzles the motor critics
May 8, 1989
Although Detroit's automakers have designed and built every type of car imaginable in the past 90 years, they have never produced a world-class sports car
that could match a Porsche or a Ferrari. That may be changing. General Motors
will roll out its $50,000 Corvette ZR1 in September, and the automotive trade press is already gushing about the car with the sort of enthusiasm it usually reserves for $150,000 European exotics. "We have finally driven the ZR1 Corvette," raves Automobile magazine. "And without equivocation we can pronounce it the fastest and finest high- performance automobile America has ever produced. "It is certainly fast. The car has a top speed of 180 m.p.h. and can go from 0 to 60 m.p.h. in a blistering 4.2 sec., making it the fastest factory-built car in the world. Moreover, the Corvette more than holds its own in road- hugging tests against the $75,000 Porsche 928GT and the $180,000 Ferrari Testarossa. The soul of the new machine is a ferocious 380-h.p. V-8 engine that experts say is the most sophisticated ever built. The aluminum-alloy engine boasts 32 valves, four for each cylinder, and an innovative air-intake system that can sip oxygen from a single narrow throttle valve or suck it full blast from a wide-mouth intake, depending on how sharply the driver presses the pedal to the metal. Other high-tech bells and whistles include a slick six-speed computer-assisted manual transmission and a suspension system that automatically adjusts shock absorbers to the speed of the car. The bad news for parking-lot jockeys dreaming about taking the new Vette for a joyride is that the car comes equipped with a so-called valet key feature. When the driver switches it on before leaving his prize in an attendant's hands, half the engine's valves shut down. That turns one mean machine into a pussycat. Anyone wishing to buy a ZR1 anytime soon may be out of luck. Chevy plans to build only 4,000 in the 1990 model-year, and most of those have been reserved. "If you don't have an order in by now," says dealer Matthew Williams of Jack Cauley Chevrolet in West Bloomfield, Mich., "you probably won't be able to get one."
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Description taken from "The Corvette Anthology" CD
1989
The heralded ZR-1 special performance package, hinted at three years earlier and expected to be released late in the 1989 production cycle, was held off until 1990 because of "insufficient availability of engines caused by additional development."
1990
Anticipation became realization -- the "King of the Hill" had arrived.
In the mid-80's, General Motors and its Corvette Division approached Group Lotus in Great Britain with the idea of developing the world's fastest production car. From that collaboration came the LT5 engine, an aluminum-block V-8 with the same bore as the standard (L98) 350ci displacement unit, but with 375 horsepower. To accomplish this power boost, the new block featured four overhead camshafts and 32 valves. The LT5s were built by Mercury Marine in Oklahoma and assembled into the ZR-1 vehicle at Bowling Green.
A unique computerized engine control module provided "bi-modal" characteristics. This dual personality was a logical outgrowth of the appeal of the twin-turbo Callaway conversions. The ZR-1 could be used for routine street driving or convert to a race car with speed and handling available on demand. The computer system directed fuel mixtures through an upgraded injection system that allowed for low-, half- and full-throttle modes and kicked the engine up to 375hp. And, a key-operated "valet" switch locked out the upper speed ranges, limiting power to a normal 250 horses to prevent inexperienced hands from taking advantage of the car's outstanding power.
Available only in coupe configuration, the ZR-1 was distinguishable from other Corvette coupes by its wider tail section, rear 11" wheels and its new convex rear fascia and four "square" taillights. 3,049 ZR-1s were turned out.
The "King of the Hill" did not come cheap, however. The price of the basic coupe was $31,979, but with the addition of the ZR-1's special performance package listed at $27,016, the car was not meant for the faint-hearted or bargain-conscious. It's reported that some dealers asked and were paid $100,000 for the then ultimate in American sports cars.
Evidence of its power was a 4.3 second 0-60 sprint and a quarter- mile turned in 12.8 seconds. Top speed was nearly 180mph.
1991
The 1991 ZR-1 maintained its own unique personality with improved doors and newly designed 11-inch wide rear wheels. Among the options were heavy duty suspension components so the ride could be adjusted from firm to very firm, rather than from soft to firm found in earlier systems. (Note: Actually FX3 adjustable suspension was standard on all ZR-1's)
2,044 ZR-1s were built at a sticker price add-on of $31,683.
1992
Few changes graced the 1992 ZR-1. ZR-1 emblems were added above the side fender vents and the twin exhaust tips were changed to aggressive rectangular caverns. (Note: Traction control was also added this year)
502 ZR-1s were built at a sticker price add-on of $31,683.
1993
The ZR-1 engine the LT5, received a power boost from 375 to 405 horses. Modifications to the cylinder heads and valvetrain; platinum-tipped spark plugs, and the exclusive use of synthetic oil were among the upgrades that brought this about. In addition, an electrical, linear exhaust gas recirculation system improved emissions control.
448 ZR-1s were built at a sticker price add-on of $31,258.
1994
Popularity of the ZR-1 was on a decline. Industry sources inferred that several factors may have contributed to the waning appeal of the "King of the Hill." Price was one --the ZR-1 option virtually doubled the price of the basic Corvette. Moreover, the unique styling of the 1990's rear exterior lost some of its exclusivity when extended to all 1991 models and beyond. In addition, the introduction of the improved, small block LT1 engine gave Corvette enthusiasts the muscle they sought, but in the lower-costing basic models. (Note: New 5 spokes wheels were now standard on the ZR-1)
448 ZR-1s were built at a sticker price add-on of $31,258.
1995
Management limited 1995's total ZR-1 production to another 448 units and the last special performance "King of the Hill" coupe rolled off the Bowling Green line in late April. Over its six-year life span, 6,939 ZR-1s were built.
448 ZR-1s were built at a sticker price add-on of $31,258.
The last ZR-1 was built on April 28th 1995. (Note: Which now resides in the National Corvette Museum) A total of 6,939 ZR-1s were manufactured over a 6 year period. The ZR-1 Corvette was built by GM to be the "ultimate" Corvette. GMs goal was to engineer the best price/ performance sports car in the world. The ZR-1 is the fastest production Corvette GM has ever built in the 50+ years Corvette has been around and one of the fastest production cars in the world reaching a top speed of 180 MPH. The heart of the ZR-1 is the LT5 engine, an all aluminum engine with dual overhead cams, 32 valves and 16 fuel injectors pushing 375 hp in the '90 - '92 model years and 405 hp in '93 - '95 model years.
This ZR-1 Net Web site is dedicated to the ZR-1 owners and enthusiast throughout the world who truly appreciate a "World Class" automobile.
CORVETTE and ZR-1 are Trademarks of General Motors Corporation
All GM Trademarks are used under written agreement with GM/Chevrolet/EMI
A total 6,939 were built from 1990 to 1995. The last ZR-1 sits in the National Corvette Museum.
ZR-1 Net Registry
Copyright: 2002 ZR-1 Net Registry
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ZR-1 CORVETTE - MARATHON CHAMPION OF THE CENTURY
by Robin Jenkins
Last Update: 10/24/2004
Marathon running is a brutal sport. The Greek messenger whose 26-mile-jog is commemorated by the race died of exhaustion 2500 years ago -- but only after completing his mission. Today we more often celebrate Olympic sprinters instead, forgetting that endurance is a surer mark of health and determination. Perhaps because it takes less than ten seconds to watch a sprint, those who run for hours don't as readily capture our attention. The same can be said for automobile racing -- 24-hour races are rare; 5000-mile races even more so. But, lest a true hero be forgotten in annual disputes over which new car quarter-miles the quickest, consider the undisputed marathon champion of automobile racing -- the gutsiest distance-racer ever built for the public.
Beginning in 1990 and ending with the 1995 model year, General Motors sold 6,939 Corvettes designated "ZR-1". Not to be confused with its more primitive namesake offered 20 years earlier, this ZR-1 was both luxuriously appointed and the fastest car built in America at the time -- not only in acceleration but on the highway, too. There were two features exclusive to the new ZR-1: each car came with a purpose-built, 32-valve, 4-cam, aluminum, LT-5 engine; and each was three inches wider in the rear than its sister Corvettes, in order to accommodate wider rear wheels and tires. Neither feature was obvious to the casual observer, but one of them made all the difference.
"The Heart of the Beast", as the ZR-1's LT-5 engine came to be called, was a huge departure from GM's traditional manufacturing style. It was designed in collaboration with Lotus Racing of Great Britain, and perhaps because it was hand-crafted by the women at Mercruiser Division of the Mercury Marine plant in Stillwater, Oklahoma, it was destined to become the strongest thump in "The Heartbeat of America". The last of those amazing engines was pre-built in 1993 for installation in the 1994 and '95 model year ZR-1s. Yet, despite their age, LT-5 equipped Corvettes are thus far the fastest, mass-produced, distance-racers ever to appear on the planet.
The reason for the ZR-1's uncontested dominance at marathoning is that even the least potent of the LT-5 engines (375 hp) were designed to safely propel a Corvette to 180 mph, with absolutely no modifications, and still meet all EPA emissions and fuel-economy standards. On its first attempt, a 1990 model ZR-1 broke the world's record for covering the most ground in 24-hours. It ran all day and and all night, averaging almost 176 mph, including gas stops!
With the new 24-hour World Speed Record now in the bag, the VERY SAME CAR kept lapping the same eight-mile test track in Texas, until it had set a new World Speed Record for the longest specified distance -- 5000 miles, averaging almost 174 mph! Before this same ZR-1 finally pulled off that track, it ran two victory laps at over 190 mph, and Corvette owned TEN new International and World Records.
So, beginning with the 1991 model, the ZR-1 sported a tiny decal on the driver's side of the hatch glass, attesting to Corvette's new ownership of those national and international records; and by 1993, engineers had teased another 30 horsepower out of the engine. A few ZR-1s, whose owners tweaked the LT-5 engine beyond the factory's final 405 hp rating, have documented speeds in excess of 200 mph, yet remain fully tractable for general transportation. Few cars in the world, at any price, can reach such speeds in the first place, and fewer, still, are suitable for street use.
With a roll cage, a racing seat, open exhaust, and a 48 gallon gas tank, the record-breaking Corvette was by no means a street car, but it was unquestionably a production car, using its officially specified production engine. The prospect of succeeding with that innocent combination had been so laughable at the time that the press wasn't even officially invited to watch. Nobody in over 50 years had beaten the 24-hour speed record -- even when using imaginative combinations of exotic racing engines and purpose-built chassis. How could a mere production-class Corvette succeed where unlimited had failed?
Consider that the 175-180 mph speed range easily achieved by even the early, 375 hp, ZR-1 is comparable to current race averages in today's NASCAR events, where much lighter cars use the same size engine as the Corvette (5.7 liters or 350 cubic inches). Recall how many of those highly modified, NASCAR engines fail after less than 500 miles, and then ponder how the Corvette's LT-5 engine ran at the very same speeds for the equivalent of TEN Daytona 500s -- BACK-TO-BACK! That's a level of durability unprecedented in the automotive industry, a feat which has yet to be equaled by any production car, anywhere.
So it's not only that the ZR-1 is one of the few stock cars in the world that can comfortably run 180 mph; it's the fact that this car can do so, not just for hundreds, but for THOUSANDS of miles at a time! THAT'S what's impressive. Yet in calmer moments it could deliver an amazing 28 mpg at 65 mph, while displaying world-class cornering, braking and acceleration to complement its awesome highway speed. That was enough "all-around" superiority in performance for the media to qualify the ZR-1 as "King of the Hill", world-wide, when it was introduced -- a reputation it successfully defended through the end of its production.
Certainly there were a few exotic street machines which could outrun a ZR-1, even during its hey-day -- but they could only do so for short distances. And, given the growing popularity of turbos and superchargers (the LT-5 required neither), there will likely be a much more impressive crop of sprinters wowing enthusiasts in this new century. But, the Dodge Viper excepted, from 1990 until the end of the last century, no such exotics were produced in quantities greater than a few hundred, and most of them numbered less than a handful. Even the few competitors which moved from prototype to limited-production, cost from twice to TWENTY-TIMES as much as the ZR-1's already hefty 66-thousand-dollar sticker, and still they couldn't keep up with the Corvette over long distances. The Porsche team admitted their 962 just wasn't up to it.
The sole, mass-produced, ZR-1 challenger in the 20th century was the Viper -- and despite having a much larger engine, and no concessions to refinement, it still failed to equal the Corvette's highway speed until a year after the ZR-1 was out of production. Today's 21st century Vipers, with a 150-cubic-inch-larger engine than the LT-5 "small block", will certainly exceed an aging ZR-1's 180 mph top speed. But none of those 525 hp monsters have dared attempt the Corvette's 1990 marathon run, and neither have Porsche, Ferrari, BMW, or Lamborghini. Between 1966 and 1988, Ford, Mercedes and Audi at least tried -- but they all failed.
It's only in the 21st Century that the ZR-1 has seen its decade-old world records begin to fall -- but NOT to production cars. Except for the ZR-1, no automobile available to the public has EVER performed that well. In fact, the car that the ZR-1 beat in order to set those records was a one-off, hand-built racer, powered by an aircraft engine! Its driver, whose long-standing marathon record the Corvette thumped by a whopping 15 mph, was Ab Jenkins. I know the name because it's shared by my great-great-grandfather. And, as one would logically expect, the 21st century cars that have since broken the Corvette's marathon records are also one-off prototypes, with neither their engines nor their chassis yet to see a show-room, let alone mass-production.
So it's very unlikely that the world will ever again see a production package accomplish such a feat. And even if another licensable car does someday go that fast, for that long, the odds are against its ever being mass-marketed for thousands of happy enthusiasts. The Corvette ZR-1's achievement is thus a singular and enduring benchmark -- the high point in the first century of automotive history -- certifiably the only mass-produced car that, even with gas stops, could average over 175 mph all day and all night.
The heavy, elegant, ZR-1 could not only travel coast-to-coast distances faster than most private planes can fly them, it could do so with more amenities -- six-way adjustable leather seats, Bose stereo, air-conditioning, electrically adjustable suspension, F-16-style gold-reflective windshield, and monster brakes. Besides, the Corvette offered owners sleeker lines than anything propeller-powered -- except maybe the Mercruiser race boats sharing its engine's production facility. Odd, when you ponder it, that the engines of the fastest Corvettes ever sold to the public were designed in England and built by an American boat company! That eccentricity alone gives the 1990-1995 Corvette ZR-1 a unique bloodline -- a pedigree befitting the fastest production car of its time.
After fifteen years, the world has yet to mass-produce a marathoner which has proved itself the ZR-1's equal, but we can hope. The two-generation-newer C-6 Corvette, due soon at Chevrolet dealerships, is reputed to be even faster than the ZR-1; but GM hasn't yet shown the C6 can average 175 mph for the first 5000 miles of its warranty. And even if it can, the marathon records firmly held by the Corvette ZR-1 through the turn of the last century may now, by experimental prototypes, have been pushed out of reach for any production car -- let alone a mass-marketed Chevy.
But, for one brief, shining moment, the certified "King of the Hill" could be driven out of an American showroom and onto a public highway, confidently assuring its pilot that nothing sold elsewhere at any price could match its pace and still go the distance. Were there an Olympics for cars, the indomitable ZR-1 would still be wearing gold. She done us proud.
Robin Jenkins
Olympic August, 2004
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Lotus engine pushed Corvette ZR-1 into exotic company
September 12, 2004
BY DAN JEDLICKA Auto Reporter
Only one Chevrolet Corvette has been sold with a European-designed engine, which let the two-seater compete in the rarified high-performance world occupied by sports cars such as Ferrari and Lamborghini.
That Corvette was the 1990-95 ZR-1, and it's the most exotic production 'Vette ever built.
The standard Corvette was plenty fast with its conventional 245-horsepower V-8. But the ZR-1 had a custom 375-380 horsepower V-8 from Lotus -- the British sports car and world championship Grand Prix race car builder, which does work for major automakers. Both engines had a 5.7-liter displacement, but that's about all they had in common.
Why Lotus? Because Chevy had considered a turbocharged V-6, twin-turbocharged V-8 and even a non-turbocharged 600-horsepower V-8, but found them too noisy or inefficient. It needed a quiet, docile, smooth, economical engine at home in heavy traffic and on race tracks. Morever, GM bought Lotus about the time Chevy and Lotus representatives met in 1985 to initially discuss the ZR-1 engine, which took about two years to develop.
Such an engine never came cheap, so the Corvette ZR-1 was General Motors' most expensive 1990 car and its new flagship model. The ZR-1 announcement price was $58,995, but soon jumped to $64,138.
The ZR-1 got its model designation from the "ZR-1'' option package, which added $27,016-$31,683 to the standard Corvette hardtop's list price -- making it the most expensive auto option in Chevy history.
Of course, the highlight of the package was the Lotus-designed V-8; it actually was hand-assembled by Mercury Marine at its Stillwater, Okla., plant. While mostly known for boat engines, Mercury had a good reputation for precision engine building.
Buyers lined up to pay $80,000-plus to be among the first to get a ZR-1. Some dealers and private sellers were asking up to $150,000 for the ZR-1. The reasoning was that this was a sure-fire collector car. (A ZR-1 now is valued at $49,000-$55,000, with the highest price for the 1994-95 model)
About 3,000 ZR-1s were produced for 1990, or less than one per Chevy dealer.
"The ZR-1 gives you attributes of a $75,000 to $300,000 sports car," said former Corvette chief engineer Dave McLellan, who was in charge of the Corvette program.
This writer found during a test of a 1992 ZR-1 that it was the least expensive, most civilized and reliable exotic car, despite its humble Chevrolet insignia. The special V-8 whisked the car to 60 mph from a standing start in 4.3 seconds and to 100 mph in 11.5 seconds. It allowed an unmodified Corvette ZR-1 to average 173.8 mph for 5,000 miles in 1990 on a Texas track during a sanctioned run.
However, the ZR-1 still delivered an estimated 17 mpg in the city and 26 on the highway.
The Corvette ZR-1's hand-assembled 32-valve, dual-overhead-camshaft V-8 had a key-operated "valet switch". It limited horsepower to 150-200 when a ZR-1 owner handed the keys of the car to parking lot attendants or teen-age family members.
The Corvette ZR-1 got its world introduction early in 1989 at Switzerland's Geneva Motor Show and at a splashy French media launch. The overseas introductions were meant to underscore the car's world-class design. Corvette sales had been lagging, and the ZR-1 showed that GM's Corvette could compete with the world's top sports cars. The ZR-1 engine gave the Corvette an exotic car reputation it never had been able to offer.
However, the Corvette ZR-1 wasn't introduced until later in 1989 as a 1990 model. Things were held up because Chevrolet had designed a new dashboard for all 1990 Corvettes, which were introduced in the fall.
Besides the special V-8, the ZR-1 option contained such things as wider rear high-performance tires. The Corvette ZR-1 looked like a conventional Corvette to the casual observer, although it had wider rear bodywork to accommodate those bigger tires, which called for new doors, rocker panels and rear fascia.
The only other external mark was a convex tail with square tail lights in place of the standard Corvette's concave rear panel and round tail lights. There also were a pair of rectangular exhaust outlets to accompany the taillight shape.
Also standard on the ZR-1 was a thicker rear stabilizer bar and new FX3 adjustable suspension, with "Performance", "Touring" and "Sport" modes.
The special suspension -- optional for standard Corvette coupes with a manual transmission -- allowed the ZR-1 to handle better than most European exotic cars and helped make the car safe for average drivers with no high-performance driver training.
The ZR-1 came only as a coupe with a six-speed manual gearbox. After all, this was a very serious auto -- no cruiser for the open-shirt, gold-chain crowd that often bought Corvette convertibles with an automatic transmission.
Curiously, Chevrolet gave the regular 1991 Corvette the covex tail panel and square taillights previously reserved for the ZR-1, although it didn't have the ZR-1's oversized flanks and huge rear tires. All Corvettes got a new tapered lower nose, horizontal strakes instead of vertical slots in the front fenders and lower-restriction mufflers. The 1991 ZR-1 was officially rated at 375, instead of the 375-380 rating of the 1989 model -- not that anyone could tell a difference in performance.
Production problems in 1991 held down Corvette ZR-1 volume, and Chevrolet announced in 1993 that it would build only 380 ZR-1s annually.
That year, the car's horsepower jumped to 405. But about 4,800 ZR-1s had been sold, and it seemed as if most everyone who wanted the car had bought one. Also, standard Corvette horsepower had climbed to 300, which was more than enough for most 'Vette purchasers.
The Corvette ZR-1 was dropped after a final 448 copies were built for 1995. GM and Chevrolet had gotten lots of publicity with the car, and there seemed no need to keep a low-volume auto that was costly to build when GM was cutting costs to become more profitable.
By then, the Corvette ZR-1 had firmly established its reputation as being a world-class sports car.
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Dave McLellan
Dave McLellan was a 15-year veteran of GM when he was assigned as a staff engineer under Corvette legend Zora Arkus-Duntov. Prior to that, McLellan had been involved in the Camaro program and other performance car platforms. In 1975, six months after joining the Corvette team, McLellan stepped into the retiring Arkus-Duntov's hard-to-fill shoes as Chief Engineer of Corvette.
When McLellan took the helm, Corvette's future was uncertain. A wide range of prototypes and experimental cars had been devised as possible future Corvettes, both mid-engine and front-engine designs. McLellan's first Corvette redesign effort resulted in the 1978 hatchback coupe, but the basic Corvette platform was in need of a major update and McLellan faced challenges that none had faced before. Aerodynamic design was of utmost importance because of its effect on fuel economy, top speed, handling and overall performance. McLellan cited customer research as the reason to stay with a front-engine design, and work began in earnest toward a radical change in the basic structure of the Corvette.
Working with styling chief Jerry Palmer, McLellan and his team designed the fourth generation (1984) Corvette, the first 140 mph Corvette in more than a decade. McLellan's changes included substituting a unitized steel frame for the separate frame and "bird cage" underbody structure.
His team introduced new technologies such as ABS, Traction Control, Passive Keyless Entry, Extended-Mobility Tires and Air Bags into the Corvette, many of which soon became common features and options on a variety of Chevrolet passenger cars. As a finale, McLellan led the development of the venerable ZR-1, the "King of the Hill". McLellan retired from GM in 1992.
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FOR THE ULTIMATE STORY ON THE ZR-1
PICK UP A COPY OF THE HEART OF THE BEAST BY ANTHONY YOUNG AND LEARN THE WHOLE STORY ABOUT THE ZR-1 AND THE LT-5.
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THE SUPER KOOL ZR-1 SPYDER
CALLAWAY ZR-1 SPEEDSTER ALSO SUPER-KOOL!
