[See5]

Originally Posted by kudos

If only it had the C7 bodystyle it'd be even better.

It would be near impossible for an FR layout car to make this power, this level of drivability, traction, and most importantly, cooling.

One thing about the performance C8's is that they do not overheat at the track.

Testers were beating on the ZR1 in almost 100 degree heat and oil temps never topped 250F. The amount of cooling needed to do that for a 1,064hp drivetrain just isn't possible for an FR street car.

[secretsquirrel]

Originally Posted by G30M

for the $, this or the 911 Turbo S .. hmmm ...

A 911 Turbo S is about 2X the money.

[jkoral]

175K base price, even the ZR1 at https://www.chevrolet.com/performance/corvette/zr1 says "As shown: $221,740" (special color and CF wheels).

[HeelToeShift]

Originally Posted by afadeev

You do know how to read the .sig files, don't you?
I'm on my second - perfect DD-er and winter beater!



True, alas the 3,800+lbs Corvette doesn't really belong in the above list of ~3,000 super cars (750S - 3,062 lbs, F430- 3,200 lbs, Aventador - 3,362 lbs).

Even GT3 is 3,362 lbs.
I will take GT3 over ZR1 (somewhat similarly priced) any day, every day.



At the porky 3,831 pounds, ZR1 is very much in the Tesla / EV weight class. TM3 starts at 3,862 lbs.
Whether you expected that or not, it is what it is.

a

I am not trying to nitpick but a 750S is over 3200 lbs, an Aventador weighs 3850-4000 lbs (SVJ was 3900) and nowhere close to 3300-3400 (that's maybe an Huracan Technica), SF90 is nearly 3900 lbs, 992 turbo S are 3600-3700. I think given it's size, the company it is in weigh right in the same ballpark.

[Ugly Kar]

Originally Posted by LH44

That's a great point. I might have to back out of my ZR1 order and check out the ZX-14.

You should. 10x the fun at less than 1/10 the cost. That seems like a great deal to me. Even a Ninja 400 is 10x the fun on a track or in the twisties at 1/20 the cost.

I guess you could take a commercial airline flight for about $500 for a 1 time thrill though since some people think it's fun. But, to me, it's about as fun as watching paint dry.

[TXSTYLE]

Apparently, the engine is an engineering masterpiece and so is the entire car...

Yes, the two eight-cylinders share the same block casting, 104.25-millimeter bore and 80-millimeter stroke, same-size valves, dual-overhead-camshaft architecture, and direct-injection. The dry-sump oiling system is mostly the same, save for the ZR1’s turbo-lubricating and extra seventh oil-scavenging stage.

But the LT7 ups the game with dished rather than domed pistons and shorter, redesigned titanium connecting rods, giving it a turbo-friendly lower compression ratio of 9.8:1 versus 12.5:1. Its flat-plane crank features more machining work on its counterweights, and the engine employs different camshafts and cylinder head castings with bigger combustion chambers.

The intake and exhaust tracts are shorter to deliver quick turbocharger effect, and the LT7 adds a secondary port fuel-injection system to help deliver the massive amount of gasoline needed to create so much horsepower.
With a total of 16 fuel injectors, all of which activate at full throttle (the car idles on port-injection only before incorporating both systems to varying degrees depending on what the driver calls for), the ZR1 will suck down 2 gallons every minute its gas pedal is stapled to the floor.
As for the two ball-bearing turbochargers, they provide an equally gobsmacking bit of anecdotal trivia: Chevy says they can move so much air volume, they could aspirate an entire Olympic-size swimming pool in four minutes. The twin-turbo setup and its compressor wheels normally provide up to 20 psi of boost but can extend it to 24 psi to ensure consistent power output in hot conditions to minimize power loss. And don’t worry about turbo laziness: The electrically controlled wastegates are tied to an anti-lag system that maintain some turbo-boost pressure even when you hit the brakes for a corner, meaning the blowers are preloaded so the LT7 is already set to provide the juice again immediately when you go back to the throttle.

Of course, a motorsports-derived cooling system that employs a large front center-mounted radiator helps keep it all humming, and speaking of motorsports, think of the LT7’s totality like this: Buy a ZR1, and you’ll own a wildly uncorked, unrestricted version of the engine that serves as the basis for the V-8 used in the Z06 GT3.R campaigned in pro-level international racing competition, including the 24 Hours of Le Mans and the Rolex 24 at Daytona.

All the above is simply the nutshell version of what’s going on inside the engine; click here for an even deeper dive into the LT7’s technology.
Open the Floodgates
Our first solo laps happened in a standard ZR1 equipped with the optional $8,495 Carbon Aero package and rolling on Michelin PS4 tires measuring 275/30R20 in front, 345/25R21 in back.

Armed with some confidence about the car’s baseline behavior from the lead-follow sessions, we focused first on rolling into the power off corners and onto COTA’s front and back straights as quickly as seemed prudent, and an unexpected thing occurred: zero notable drama, save for big speed.

Hit the hammer too abruptly, and the ZR1’s tail dances and slides a bit, but it’s easily catchable. Granted, Chevy insisted we not fully deactivate the car’s Performance Traction Management system, and we weren’t particularly inclined to argue with the requirement for obvious reasons. But this controllability was revelatory, considering how the previous ZR1 tended to pay the driving aids little mind. Suddenly the engine’s output wasn’t incomprehensibly untamable.

Perhaps the latter should have been expected. Powertrain management systems and the Corvette have come a long way in recent years. It’s also entirely conceivable our extensive experience with the latest asphalt-cracking electric cars and some of the world’s recent hypercars has tainted our perception of what 1,000-plus horsepower and instantaneous torque should or does feel like—hell, we recently ran a Porsche Taycan Turbo GT Weissach to 60 mph in a comically perception-altering 1.89 seconds and through the quarter mile in 9.2 seconds at 150.1 mph.

But that car carries an all-wheel-drive traction advantage compared to this Corvette’s rear-drive configuration, with Chevy claiming the standard ZR1 on the PS4s and without the extra aero devices reaches 60 in 2.5 seconds and covers the quarter mile in 9.7 at 152 mph.
Within a lap and a half—and this still sounds a bit ridiculous to say—we mostly forgot about the LT7’s on-paper numbers and moved on to reveling in them. With the torque peaking at 6,000 rpm (and nearly there by 3,000 rpm), the horsepower doing the same at 7,000 (redline is 8,000), and those two output numbers intersecting at about 5,250, you have nothing but incentive to rev the piss out of the engine. And you’ll giggle like a jackass as the V-8’s part buzzing shriek, part bellowing howl delivers an emotional experience and connection the likes of which no acceleration-matching EV remotely approximates.

Thanks to the double-take-inducing (for a combustion engine) linear torque curve, top-end power (not that we ever hit the ultimate top end in terms of road speed, though we did see a not-slow 176 mph on the back straight), and quick shifts from the reinforced Tremec M1K dual-clutch eight-speed gearbox, you’ll neither notice nor care that more boring yet quicker-accelerating vehicles exist.

The ZR1 pulls and pulls and pulls without turbo lag, reduction, or remorse. And hey, if an EV owner insists on yapping proudly in your ZR1-owning ear about the fact their car is tenths of a second quicker on a dragstrip, just hop in your seat, stand on your gas pedal, and you literally won’t have to hear another word of it.

Call it the enthusiast’s problem solver, and besides, you really never liked that neighbor, anyway. Just take care to warn them not to walk behind your car—the exhaust alone can belch up to 37 pounds of backward thrust at WOT, so watch your legs.
It Gets Even Better
Our driving time was limited to lapping COTA to the exclusion of any public-road experience, so these dynamic impressions are limited to that context until Chevrolet provides us with a ZR1 for further evaluation and testing back on our home turf. That said, we detected no traits to suggest it won’t be comfortable to live with as a car to roam your local streets in, even at socially accepted speeds.
As for the scenario at hand, once you begin to grasp the ZR1’s breadth of abilities, you focus solely on extracting the best performance possible within your abilities. To that end, drivers who enjoy track days, especially experienced and talented ones who hunt lap times, absolutely want to ante up an extra $1,500 for the full ZTK performance package.

You can’t order the ZTK bits without also paying for the Carbon Aero pack, so the total price for all the go-even-faster bits is $9,995 on top of the ZR1 coupe’s starting price of $174,995, for a still-smoking-bargain total of $184,990. Pricing for the hardtop convertible model we did not drive starts at $184,995.

With the ZTK goods you also receive a more aggressive suspension tune with stiffer springs (all ZR1s also include a manually adjustable track alignment setup, as seen on other Corvettes) and track-oriented Michelin Cup 2 R tires.

There’s now even more grip at your disposal, as the suspension and Cup 2 R rubber team with the aero bits—including a towering carbon-fiber rear wing and a hood Gurney flap, plus front dive planes, undercar airflow-channeling strakes, and an underwing from the Z06—to make for a mightily good-handling car, even one we expect to tip the scales at an approximate and far from svelte 3,900 pounds. Huge 15.7-inch front and 15.4-inch rear carbon-ceramic Brembo brakes handle the business without fade when it’s time to bleed off the huge momentum.
As for the scenario at hand, once you begin to grasp the ZR1’s breadth of abilities, you focus solely on extracting the best performance possible within your abilities. To that end, drivers who enjoy track days, especially experienced and talented ones who hunt lap times, absolutely want to ante up an extra $1,500 for the full ZTK performance package.

You can’t order the ZTK bits without also paying for the Carbon Aero pack, so the total price for all the go-even-faster bits is $9,995 on top of the ZR1 coupe’s starting price of $174,995, for a still-smoking-bargain total of $184,990. Pricing for the hardtop convertible model we did not drive starts at $184,995.

With the ZTK goods you also receive a more aggressive suspension tune with stiffer springs (all ZR1s also include a manually adjustable track alignment setup, as seen on other Corvettes) and track-oriented Michelin Cup 2 R tires.

There’s now even more grip at your disposal, as the suspension and Cup 2 R rubber team with the aero bits—including a towering carbon-fiber rear wing and a hood Gurney flap, plus front dive planes, undercar airflow-channeling strakes, and an underwing from the Z06—to make for a mightily good-handling car, even one we expect to tip the scales at an approximate and far from svelte 3,900 pounds. Huge 15.7-inch front and 15.4-inch rear carbon-ceramic Brembo brakes handle the business without fade when it’s time to bleed off the huge momentum.
Importantly, though, this impressive peak downforce comes at the ZR1’s 233-mph top speed, so it isn’t exactly relevant to your track-day outings. Also, that much-hyped top speed is for the standard base ZR1 without the drag-inducing aero bits; with those addendums installed, it drops to mere, ahem, 224 mph.

For somewhat more practical application, the Corvette team says downforce measures 978 pounds at 186 mph and 180 pounds at 80 mph, the outcome being that drivers still greatly benefit from the aero performance in a variety of corner types and at a wide speed range.

And So?
Back to where we began: Flying into COTA’s esses, the Corvette turns into the initial fast bit with aplomb and easily sheds mph while remaining stable into the multiple, ever-tightening corner radii that follow. By now, we’ve stopped giving the power, torque, and their delivery a second thought and are hellbent on getting the chassis rotated into corners without asking too much of the tires.

Where we heard plenty of rubber squeal in the non-ZTK car, there’s barely any of it in the max-attack ZR1. The blind kink at Turn 10? We’re almost certain it can be taken flat out, or maybe with a quick, slight throttle lift that’s even less conservative than what we’re doing. Yet with high risk and zero reward other than an ego stroke no one else will ever see or know about, we can’t quite get there, leaving just a bit too much margin every time and leaving us searching within. It’s exactly the kind of thing that makes serious drivers smile.
It’s at this point we realize the ZR1 has become, like many immensely capable modern super sports cars, especially ones with extra-grippy rubber and meaningful downforce, a mental battle.

The incredible difference compared to previous generations is how you don’t find yourself ever thinking the car is the problem, and instead of wanting to park it and get out as soon as possible, you crave more and more laps because you know there’s more to extract from yourself let alone the machine you’re piloting.

That’s another great sign of a rewarding driver’s car. We also know, for our imaginary yet beyond reasonable money, the ZTK and Carbon Aero packs are the way to go. You’ll need the stickier tires and the better traction if you want to replicate the ZR1’s best official 0–60 and quarter-mile times of 2.3 seconds and 9.6 seconds at 150 mph, anyway.
Its Own Kind of Thing
For all the ZR1’s capabilities, also know this: Although we climbed out of it with a fair amount of sweat on our face as the result of high ambient temperatures, a satisfyingly physical driving experience thanks to the big grip levels, a high level of required concentration, and not out of any fear or intimidation, Chevy intends the new ZR1 to be a gonzo-performance all-arounder. It’s meant to be usable and livable in daily life, not a strictly track-use special.

In that sense, the engine makes the car’s portly weight compared to something like a Porsche GT3 RS, a McLaren 750 or 765 LT, or even the Z06, a nonfactor when it comes to feeling like you’ve been strapped to an RPG as you hurtle down straightaways and out of corners. On the other hand, if you’re a driver who craves absolute razorblade handling responses more akin to an actual GT-style race car, this isn’t the Corvette that’s going to give you that sensation.
Something like the GT3 RS almost certainly will pull more lateral g through fast transitions. The ZR1 is more deliberate in its responses and requires more patience, relatively speaking, when searching out its dynamic limits. It’ll throw down quicker lap times than those types of cars on all but the tightest low-speed road courses, but it’s going to get you that lap time in a different and raw-power-based way. It’s simply another kind of animal and an utterly absurd one at that. If nothing else—and there is plenty else—the Corvette team has patently changed what “ZR1” means in the Corvette and supercar pantheon, and that alone deserves commendation.

More to the point: There are no Igloos here, but you’re going to wish you had one loaded with cold drinks after driving it.
2025 Chevrolet Corvette ZR1 (Coupe) Specifications

BASE PRICE

$174,995

LAYOUT

Mid-engine, RWD, 2-pass, 2-door coupe

ENGINE

5.5L/1,064-hp/826-lb-ft twin-turbo DOHC V-8

TRANSMISSION

8-speed twin-clutch automatic

CURB WEIGHT

3,900 lb (MT est)

WHEELBASE

107.0 in

L x W x H

185.9 x 79.7 x 48.6 in

0-60 MPH

2.3 sec (mfr)

EPA CITY/HWY/COMB FUEL ECON

12/18/14 mpg

RANGE, COMB

259 miles (MT est)

ON SALE

Now


https://www.motortrend.com/reviews/2...oogle_vignette

[Efthreeoh]

Originally Posted by Ugly Kar

You should. 10x the fun at less than 1/10 the cost. That seems like a great deal to me. Even a Ninja 400 is 10x the fun on a track or in the twisties at 1/20 the cost.

I guess you could take a commercial airline flight for about $500 for a 1 time thrill though since some people think it's fun. But, to me, it's about as fun as watching paint dry.

I'd buy a base LT1 Vette and save $130K. Then use the $130K to buy an Ariel Atom, aluminum trailer, and a used F150 to tow the Atom to the track for track days. According to the internet the base LT1 is 2.8 sec. to 60 mph vs. the ZR1 at 2.3 sec. $100K MSRP for half a second. Yikes. The Atom is a real track car.

[KevinGS]

Originally Posted by Efthreeoh

I'd buy a base LT1 Vette and save $130K. Then use the $130K to buy an Ariel Atom, aluminum trailer, and a used F150 to tow the Atom to the track for track days. According to the internet the base LT1 is 2.8 sec. to 60 mph vs. the ZR1 at 2.3 sec. $100K MSRP for half a second. Yikes. The Atom is a real track car.

Not me, I'd rather have a ZR1.

And if it was only about 0 to 60 times, we'd all buy electric vehicles.

Hec, they make 911s that are 3X the amount of a base 911, and they're not THAT much faster in a straight line (if faster at all), especially compared to a stage 1-tuned 911 4S that can get down into the mid-2-second range 0 to 60. Hec, many of the more expensive 911 models are slower than lower models on a straight...as you need a track or some really twisty road to make the most of a GT 911 car. Else, you should just buy a lower tier 911, tune it, and then enjoy the car on the road.

The ZR1 is a RWD, 1000+ HP car (I love it!), so it's being held back in 1st and 2nd gears to avoid roasting the rear tires. It sounds like in 3rd gear, you get all the power, and when that 1,064 HP kicks in, it must pull like a rocketship. All this for less than $200k??? An engineering feat, indeed.

If you like the way a Corvette looks, I'd get this engineering masterpiece of engineering over a lot of other cars priced $250k and below. And I love the fact that this is a RWD platform, that can hook up and go. Yes, it's a bit heavy, so it's likely not super agile on the track, but as long as you can get back on the gas early enough coming out of a corner, you're catching and passing almost everybody on the straights...with enough stopping power to get the car stopped and balanced before the next apex.

Plus, you could run local errands in this car, and take an 8-hour trip in it. Impressive, GM Let's hope that tranny and engine hold up well over time, we'll see.

[Efthreeoh]

Originally Posted by KevinGS

Not me, I'd rather have a ZR1.

And if it was only about 0 to 60 times, we'd all buy electric vehicles.

Hec, they make 911s that are 3X the amount of a base 911, and they're not THAT much faster in a straight line (if faster at all), especially compared to a stage 1-tuned 911 4S that can get down into the mid-2-second range 0 to 60. Hec, many of the more expensive 911 models are slower than lower models on a straight...as you need a track or some really twisty road to make the most of a GT 911 car. Else, you should just buy a lower tier 911, tune it, and then enjoy the car on the road.

The ZR1 is a RWD, 1000+ HP car (I love it!), so it's being held back in 1st and 2nd gears to avoid roasting the rear tires. It sounds like in 3rd gear, you get all the power, and when that 1,064 HP kicks in, it must pull like a rocketship. All this for less than $200k??? An engineering feat, indeed.

If you like the way a Corvette looks, I'd get this engineering masterpiece of engineering over a lot of other cars priced $250k and below. And I love the fact that this is a RWD platform, that can hook up and go. Yes, it's a bit heavy, so it's likely not super agile on the track, but as long as you can get back on the gas early enough coming out of a corner, you're catching and passing almost everybody on the straights...with enough stopping power to get the car stopped and balanced before the next apex.

Plus, you could run local errands in this car, and take an 8-hour trip in it. Impressive, GM Let's hope that tranny and engine hold up well over time, we'll see.

My thought is one doesn't need a 1,000 HP car to run errands or take an 8-hour road trip, the 495 HP LT1 - LT3 can fill those requirements just as well. A lightweight dedicated track car would be more fun at the track. I just don't see the point of these hyper horsepower road cars. Maybe that's the point of the Ninja scooter reference.

Having owned a CBR Hurricane back in the day, the ZX-14 reference is clear to me.The Atom crosses the breed of Liter Bike and ultra fast road/track car.

[TheWatchGuy]

Originally Posted by Efthreeoh

My thought is one doesn't need a 1,000 HP car to run errands or take an 8-hour road trip, the 495 HP LT1 - LT3 can fill those requirements just as well. A lightweight dedicated track car would be more fun at the track. I just don't see the point of these hyper horsepower road cars. Maybe that's the point of the Ninja scooter reference.

Having owned a CBR Hurricane back in the day, the ZX-14 reference is clear to me.The Atom crosses the breed of Liter Bike and ultra fast road/track car.

this is a lie

[KevinGS]

Originally Posted by Efthreeoh

My thought is one doesn't need a 1,000 HP car to run errands or take an 8-hour road trip, the 495 HP LT1 - LT3 can fill those requirements just as well. A lightweight dedicated track car would be more fun at the track. I just don't see the point of these hyper-horsepower road cars.

Well, Ef, none of us "need" anything beyond about 175 hp or so. Though, we have people daily driving Plaids and other EVs that have 0 to 60 times under 3 seconds.

And surely, there are a lot of people who think driving around in an M model is a waste of a wide array of resources.

How fast is too fast? How much is too much? We each decide. And it's all excess.

So, in this time of pure, unadulterated excess, GM's latest ZR1 is a shining achievement for a RWD sports car.

"We never know what is enough until we know what is more than enough." - William Blake

[G MONEY]

Can’t wait to walk one down the AC expressway when I see one in the wild. Cause every owner will think nothing can beat them. And then……

[ShocknAwe]

Originally Posted by G MONEY

Can’t wait to walk one down the AC expressway when I see one in the wild. Cause every owner will think nothing can beat them. And then……

Always fun pulling on exotics in TTI6 BMWs

Still cool that GM is this dedicated.

Now they just need to make something that is equally good looking as it is performing, and maybe lighter. I dont like the trend of our performance cars all starting around ~4k lbs

[Efthreeoh]

Originally Posted by TheWatchGuy

this is a lie

Lol. No. It's my truthful thought...

[Efthreeoh]

Originally Posted by KevinGS

Well, Ef, none of us "need" anything beyond about 175 hp or so. Though, we have people daily driving Plaids and other EVs that have 0 to 60 times under 3 seconds.

Surely, there are a lot of people who think driving around in an M model is a waste of a wide array of resources.

How fast is too fast? How much is too much? We each decide. And it's all excess.

So, in this land of excess, GM's latest ZR1 is a shining achievement for a RWD sports car.

"We never know what is enough until we know what is more than enough." - William Blake

Trying to control 190 HP through a tire contact patch of just some 6 square inches, you'll understand excess.

[Autobacs]

Originally Posted by G MONEY

Can’t wait to walk one down the AC expressway when I see one in the wild. Cause every owner will think nothing can beat them. And then……

Some, not all. Someone who can afford a ZR1 knows about Underground Racing, The Shop Houston, AMS Performance and other shops that make very fast cars. I know my 1275 WHP GTR is fast but I always keep in mind that there are other cars that are faster.

[Bald Guy]

I'm excited about the zr1 but not as excited compared to when the Z06 came out. Price point wise it provides a lot of bang for the buck but it's still a lot of coin approaching the 200k mark and then it's likely going to take 6 months or a year to settle down on the additional dealer markups. I think the stingray is more than sufficient and then jumping up to the Z06 is adequate especially considering the way it sounds and having more than enough power although having to rev it out because of the nature of the motor and vehicle. Zr1 has tons of torque all over. Congratulations in advance to anyone who can get their hands on one and I hope they have a great experience even though it's just too much car and too much power for basically anywhere you go.

Here's a couple of my examples and then I think someone was mentioning something about a sport bike earlier on the thread.

[G MONEY]

Originally Posted by Autobacs

Some, not all. Someone who can afford a ZR1 knows about Underground Racing, The Shop Houston, AMS Performance and other shops that make very fast cars. I know my 1275 WHP GTR is fast but I always keep in mind that there are other cars that are faster.

No doubt. I have been beaten a few times and always give props. Been to many 1/2 mile races where you realize real quick that my 1300 wheel GTR is a turd

[pbonsalb]

Originally Posted by Efthreeoh

I'd buy a base LT1 Vette and save $130K. Then use the $130K to buy an Ariel Atom, aluminum trailer, and a used F150 to tow the Atom to the track for track days. According to the internet the base LT1 is 2.8 sec. to 60 mph vs. the ZR1 at 2.3 sec. $100K MSRP for half a second. Yikes. The Atom is a real track car.

You are a 0-60 guy. The real thrills for me start after that. The ZR1 literally runs away from the base Vette once off-the-line traction is no longer the biggest factor in acceleration.

[Alfisti]

Originally Posted by Efthreeoh

My thought is one doesn't need a 1,000 HP car to run errands or take an 8-hour road trip, the 495 HP LT1 - LT3 can fill those requirements just as well. A lightweight dedicated track car would be more fun at the track. I just don't see the point of these hyper horsepower road cars.

I legit feel the same way and if I had fuck off money I would back that thought up. I have 385HP @3300lbs and I literally have nowhere to use that power.

We had a thread here once of what we would buy with $1M and I listed Alfaholics, Lotus 7/Caterham, Carrera GTS Cab etc .... I see no place for crazy HP, even on track a Caterham is a much more pure experience.

[Efthreeoh]

Originally Posted by pbonsalb

You are a 0-60 guy. The real thrills for me start after that. The ZR1 literally runs away from the base Vette once off-the-line traction is no longer the biggest factor in acceleration.

You have me completely wrong; I take no offense though. The Hurricane I owned in the early 1990's was purely for its roll-on power. Not many folks can pull 3 second 60 MPH runs on a Liter Bike, me included. All 5 of my cars combined add up to a bit more HP than the ZR1 has. Lol.

[Efthreeoh]

Originally Posted by Alfisti

I legit feel the same way and if I had fuck off money I would back that thought up. I have 385HP @3300lbs and I literally have nowhere to use that power.

We had a thread here once of what we would buy with $1M and I listed Alfaholics, Lotus 7/Caterham, Carrera GTS Cab etc .... I see no place for crazy HP, even on track a Caterham is a much more pure experience.

That's really what I said originally. I'd buy a regular C8 for errands and GT trips and buy an $90K Atom for track work. A 495 HP small block is more than adequate for a 3,600 pound C8. Why get a $200,000, 3,900-pound car for the track, it makes no sense to me.

In black paint, I really like the styling of the C8.