SHARP Drives: We Gave the Chevy Corvette Stingray & Z06 A Chance (and we’re glad we did)
It’s not too good to be true — it’s just that good.
The post SHARP Drives: We Gave the Chevy Corvette Stingray & Z06 A Chance (and we’re glad we did) appeared first on Sharp Magazine.
As with most things that seem too good to be true, you might be inclined to write-off the mid-engine Corvette Stingray and its racy Z06 cousin because, well, how could these cars offer the performance of a supercar from Ferrari or McLaren at a fraction of the price? It seems too good to be true.
The 2024 Corvette Stingray starts at $90,833 for the coupe and just under $100,000 for the drop-top. As a point of reference, that much coin won’t even buy you a base model Porsche 911 these days. It’s less than one third the price of a Ferrari 296. Yet the Corvette offers drivers the chance to sit in front of a giant, dry-sump 6.2-litre naturally-aspirated V8 which — when paired with the optional performance exhaust system — produces such a fiery, guttural roar it makes thunder seem a little tame. On tap is 490 horsepower and 465 lb-ft of torque, or 495 hp and 470 lb-ft with the aforementioned performance exhaust or Z51 Performance Package. The sprint from 0-100 km/h takes roughly three seconds. Those are impressive numbers, numbers that don’t really belong on a car that starts under six-figures.
Is it too good to be true? We went to the roller-coaster of a racetrack that is Canadian Tire Motorsport Park to find out, getting behind the wheel of the Stingray and the high-performance Z06.
Flat-Out in the Corvette Stingray Z51
First, we dropped into the low bucket seat of the Corvette Stingray. As loaded as our test car was, with the Z51 Performance Pack and a few optional creature comforts, its price barely cracked six-figures. While the exterior design can be a little clunky from some angles, the cabin felt surprisingly excellent: spacious, comfortable, and high-quality.
There was no time to give it a closer look. As soon as we were buckled in, word came over the radio: “track is clear, we’re heading out.”
2024 Chevrolet Corvette Stingray Z51
2024 Chevrolet Corvette Stingray Z51
2024 Chevrolet Corvette Stingray Z51
2024 Chevrolet Corvette Stingray Z51
2024 Chevrolet Corvette Stingray Z51
2024 Chevrolet Corvette Stingray Z51
2024 Chevrolet Corvette Stingray Z51
Within a lap, it’s obvious that the first mid-engine ‘Vette is totally unlike any ‘Vette that has come before. The sooner you put those heavy, muscular, brutish old sports cars out of your mind, the better. The Stingray is an entirely different beast. It feels lighter on its wheels, more eager to turn, and it comes with an added layer of precision. The driver’s inputs provoke more immediate and substantial reactions from the car: lift off slightly, and you’ll feel the weight move forward while the car’s balance shifts. Get back on the power mid-corner, and you’ll find the chassis is beautifully adjustable, adjusting its line with every inch of throttle travel. It certainly helped that our test cars had the optional track-day wheel alignment, but it’s clear the Corvette is now a chisel — not a sledgehammer.
A special note about the engine noise: it’s awesome. Such a huge, naturally-aspirated engine is (sadly) a very rare thing these days. To experience this level of spine-tingling sound you’d need a Porsche 911 GT3, or Lamborghini Huracan, or one of the V12 Ferraris.
Stepping Up to the Corvette Z06
The Z06 is a track rat, ready to spend evenings at weekends whipping around your local racetrack. The price jumps up significantly to around $160,000, but the cabin feels properly luxurious. Our test car was bathed in nicely-stitched brown leather and glossy carbon fibre. The biggest change is the engine; out goes the 6.2-litre unit and in comes a brand new, 5.5-litre V8 — with a flat-plane crank that revs to 8,600 rpm, makes 670 horsepower, and 460 pound-feet of torque.
That’s not a typo, it really does have 670 hp, which makes it the most powerful naturally-aspirated V8 ever fitted to a production car. The chassis has been upgraded and sharpened to cope with extra firepower. From the first turn, the car responds quicker with less roll. There’s a newfound edginess to it, and more grip too, even though this particular Z06 was running the same Michelin tires as the Z51 Stingray we drove. The engine seems happiest near its redline. Down the back straight at CTMP, the Z06 howls where the Stingray roars.
2024 Chevrolet Corvette Z06
2024 Chevrolet Corvette Z06
2024 Chevrolet Corvette Z06
2024 Chevrolet Corvette Z06
A few laps isn’t enough to make a definitive verdict, but is the Z06 worth the extra $50,000 over a well-optioned Stingray? Only for drivers who are going to spend weekends doing track days and Time Attack events, or touring around the Rocky Mountains. Those drivers will appreciate the extra sharpness and precision, the extra power and grip. But for everyone else, the standard Corvette Stingray is the better choice.
Give The ‘Vette a Chance
This car is, frankly, a miraculous achievement. It packs so much entertainment, so much noise and power, into a well-sorted, precise, mid-engine chassis and it does it all for just under six figures. There is no obvious corner-cutting either. Sure, the tub is aluminum not carbon-fibre, but does it really matter when you’re driving? No, not really.
Give the Corvette a chance. You’ll be glad you did, because it’s not too good to be true; it’s just that good.
The post SHARP Drives: We Gave the Chevy Corvette Stingray & Z06 A Chance (and we’re glad we did) appeared first on Sharp Magazine.