2015 Chevrolet Corvette Z06
The all-new 7th generation Chevrolet Corvette Stingray is a terrific sports car. But, it’s just the beginning to the latest Corvette chapter. No sooner did we drive the Stingray then Chevy started teasing us with their next installment: the Z06! It’s been a year of waiting. But, now the wait is over.
Truth be told, we would have done just about anything to get some track time in the 2015 Chevrolet Corvette Z06. Turns out all we had to do was say yes to Chevrolet’s invitation and hop on a plane to Spring Mountain Motorsports Ranch near Las Vegas, Nevada.
What awaited us there was 650–horsepower worth of torqued up Corvette ready to romp and roll.
Easing up to speed on the track, this Z06 has a familiar feel that any Corvette owner would quickly recognize. As we became more attuned with the track and the car, lap times started falling, tires started protesting, and smiles became perma-blasted on our faces.
There’s certainly a nasty streak within’ this heavily tweaked Stingray that’s more than willing to be unleashed.
The Z06’s aluminum chassis is, for the first time, produced in house at Bowling Green Corvette Central. And, due to its extremely stiff nature, no further updates are needed for the C7.R race car.
The short/long arm, double wishbone, transverse composite spring suspension design carries over from the Stingray, but gets recalibrated; and standard Magnetic Ride Control takes care of the rest.
For those more interested in track time than cruise time, a Z07 performance package elevates things to a whole new level. It includes additional and adjustable aero-elements for greater downforce, carbon-ceramic brake rotors, and Michelin Pilot Sport Cup 2 tires. Helping maintain that unreasonable amount of grip is Performance Track Management and a multi-mode electronic limited slip differential.
Giving power to these random acts of performance is a 6.2-liter LT4 V8 with plenty of extra massaging done by the powertrain professionals at GM’s Tonawanda engine shop. And thanks to a first ever in a Z06 supercharger, output is 650–horsepower and 650 lb-ft. of torque. Expect 0-60 times to be under 3-seconds, of course. You can stick with the standard rev-matching 7-speed manual transmission, or opt for a paddle shifted 8-speed automatic.
You’ll have no problem picking this smooth criminal out of a line-up, as Chevrolet has tacked on a wealth of add-ons in the name of ultimate down-force creation. If you like your performance cars to be a little subtle, look elsewhere. Meanwhile we’ll be taking a 2nd and 3rd look at this ‘vette’s wacked out lines and performance enhancements.
There are new fascias front and rear, a front splitter, unique hood, and rear spoiler. And of course all of those aero elements; some standard, some part of the carbon-fiber aero package, and some part of the Z07 package.
The fenders are extended 2-inches in front, 3-inches in the rear; to cover the wheels wearing 285/30/19 rubber in the fore, and 335/25/20 aft. If you don’t opt for the Z07 Performance Package, you’ll still be happy with the standard 14-inch steel Brembos.
Unlike before, the body is not hardtop only, rather the customary removable roof panel arrangement of the standard Stingray, and even a convertible is available this time around.
Inside, there are the unique colors, carbon fiber treatment, and the flat-bottomed steering wheel embellishments that you might expect; but what you might not be prepared for is the available luxury type amenities like high-end leather, 8-inch MyLink with navigation, and Bose audio.
And by now you’ve probably heard of the available onboard Performance Data Recorder developed by Cosworth. Which consists of a high-def. camera in the windshield header, a telemetry recorder with GPS, and an SD recorder. Essentially, it provides you with motorsports-level telemetry and allows you to record your exploits for bragging rights, or perhaps for evidence.
But even with all of the Z06’s capabilities and track-ready tech, street time is almost equally as rewarding as track time. Ride quality can be smoothed out with a turn of the dial, and seats offer enough comfort to seek out car shows at distant locals.
The 7-speed manual’s Government Fuel Economy Ratings of 15-City, 22-Highway, and 18-Combined will allow you to eat up plenty of miles or laps before pit stops are necessary. The 8-speed auto however, at 13-City, 21-Highway, and 16-Combined will get you a Gas Guzzler tax.
Still, base pricing of $78,995 clearly puts the Z06 in a class of its own, well below its purely exotic rivals. Convertibles sticker for 5-grand more. No other car on the road can even come close to matching this car’s level of performance for the price.
So while the 2015 Chevrolet Corvette Z06 may have been the ride we were eagerly looking forward to the most, and Chevrolet was gracious enough to oblige, AND it was everything we hoped it would be; it did get us thinking a bit… how awesome would a new ZR1 be?
Specifications
- Engine: 6.2 liter
- Horsepower: 650
- Torque: 650 lb-ft.
- 0-60 mph: 2.9 seconds
- EPA: 15 mpg city/ 22 mpg highway
2025 Subaru WRX tS
Subaru’s “World Rally eXperimental” Gets Tecnica-Tuned Tech
Building on its global rally heritage, WRX has been a standalone Subaru nameplate, marketed separately from garden variety Impreza, for two generations now. And while the current WRX still lacks the full STI treatment, this WRX tS serves up some of that high-performance spice we’ve been longing for.
Before we go flat out into our Track Test of this 2025 Subaru WRX tS, lets open the Subaru dictionary so we’re all on the same page. “tS” stands for “tuned by STI;” and “STI” is an acronym for “Subaru Tecnica International,” the brand’s high-performance sub-group best known for upgrading the WRX— oh, that stands for “World Rally eXperimental,” in case you didn’t know.
All that said, STI has been largely dormant for this WRX generation, but this tS sprinkles more of their engineering magic into the mix. No, that doesn’t mean extra power, but does mean significant chassis-related improvements.
First, electronically controlled dampers, adjustable through the 11.6-inch tablet-style infotainment screen. That meant a softer “comfort” mode on the 10+ hour commute to and from Savannah’s Roebling Road Raceway. But once we were there, it was the firmer “Sport+” setting all the way, heightening response from the WRX’s throttle and already quick dual-pinion power steering system. There’s still some body roll for rally-esque weight transfer, but it’s well sorted and provides the “toss-ability” you want in a WRX.
Though if you do autocross your tS, which we implore you to do, you might feel the six-piston front, two-piston rear Brembo brakes first. The bite is strong, giving good rotation in the corners and plenty of “halt” for this 3,400 lb. compact with minimal fade, keeping us on track all week…until some unfortunate winter weather passed overhead. No worries here, as Subaru’s Symmetrical All-Wheel-Drive system got us to the track for some powdered deserts: Frosted donuts served up Michelin style, a set of winter tires different from the grippy Bridgestone Potenza S007 rubber the tS typically rides on. Some prior hot laps of California’s Sonoma Raceway gave credence to those Bridgestones, and showed us what this hot-compact can do in ideal conditions.
It’s well sorted and provides the “toss-ability” you want in a WRX.
Other tS enhancements are cabin-based, namely these beautiful blue Recaros. Most of our staff appreciated their moderately-aggressive bolstering on both street and track. And they’re even heated, too. Another tS-only appointment is this 12.3-inch digital gauge display. It mimics the standard analog gauges with some additional info, but can switch to a navigation mode for more convenient route guidance.
We do wish our tS came in the new Galaxy Purple or the trademark World Rally Blue, but this Crystal White paint wasn’t too shabby, contrasting its Cherry Blossom Red badging and blacked-out lip spoiler. Otherwise, the tS is like any other WRX, down to the hood scoop funneling air to the top-mounted intercooler.
Underneath is the same turbocharged 2.4-liter flat-four in all other trims, boxing at 271 horsepower and 258 lb-ft of torque. The freak winter weather stopped straight-line testing, but a 0-60 time estimate of 5.5 seconds is about as spry as you realistically need, pulling strong through most of the tach; though the 6,000 RPM redline required attentive shifting of the six-speed box, which the tS comes exclusively with. The throws are precise, if a little long, and the clutch is wonderfully weighted.
With discontinuation of the Base trim, pricing for the WRX now starts with Premium at $36,920. The tS is at the top of the lineup with the automatic-only GT, both starting at $46,875. All WRXs continue to be made in Gunma, Japan.
If you’re an enthusiast itching to do the tuning yourself, perhaps the 2025 Subaru WRX tS is not for you. But if you want a plug-and-play experience, this is it. While it won’t exactly bestow the loose-cannon, top-level driving skills exhibited by famous WRC drivers upon you, the tS moves this WRX’s game in a direction we’ve so desperately wanted Subaru to take.
Specifications
As Tested
- Engine: 2.4-liter flat-four
- Tranmission: 6-speed manual
- Horsepower: 271
- Torque: 258 lb-ft