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 Nissan Kicks
More Kicks To Kick Around In
Nissan began kicking around the idea of replacing their subcompact Juke with a much more modern crossover ute more than a decade ago. But it wasn’t until 2018 that the Kicks finally stepped onto our shores. Turned out it was a smart move, one that Nissan hopes to build upon with this all-new second generation kicks. So, let’s see if it kicks up more good things for Nissan.
SUVs, “small” utility vehicles in this case, remain the hottest wheels going, with carmakers putting a herculean effort into making them as appealing as possible to as wide of an audience as possible. That brings us to this 2025 Nissan Kicks.
What started out in 2018 as a more mainstream replacement for Nissan’s funky, entry-level ute Juke, has now evolved into a fine-looking SUV with impressive substance. While even the first Kicks looked way better than the Juke ever could, this one doubles down with some upscale Murano flavor, though the wide stance and exaggerated rear fenders do pay homage to the Juke. The unique patterns and textures around the lower body are designed to resemble high-end sneakers or “kicks”. Top SR makes the most of it with available 19-inch wheels, black accents, and full LED lighting.
This second gen is now bigger in every dimension, just under an inch taller, an inch and a half wider, and almost 3 inches longer; and even ground clearance gets a nice boost to a healthy 8.4 inches. There’s a new engine, too, staying naturally aspirated, but growing from 1.6 liters to 2.0 liters, and gaining 19 horsepower to 141. Torque gains are more impressive from 114 to 140 lb-ft. Bigger news is that all-wheel-drive is now available, as the original was front-drive only. And while we’re talking about that first gen, don’t get confused, as there is also a 2025 Nissan Kicks Play, which is actually a budget carryover of that first-gen Kicks.
Kicking off our track time, there’s a nice hit of initial spirit off the line, but then power delivery settles down and you take a slow CVT crawl down the track. It took us 10.7 seconds to hit 60 mph, a full second slower than the 2018 original. But it does seem to pick up the pace a bit further on, ending the quarter-mile at 18-flat and 78 mph. Engine noise is expectedly elevated, and even though there are simulated shifts happening in the CVT, it doesn’t really help the pace. Drive modes include Normal, Eco, Sport, and Snow, which comes only with all-wheel drive.
There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback.
Now, it was a completely different experience on our handling course. Here, the Kicks kicked it up a nice notch for its class. There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback. The suspension was firm and willing, with very little body roll and no notable understeer or oversteer. Overall, a quite pleasant cone trip.
All-wheel-drive models come with a suspension upgrade, replacing the rear’s simple twist beam setup with a multi-link arrangement, and adding a thicker stabilizer bar to the independent strut front. It was also quite commendable in braking with consistent, straight stops from 60 of only 106 feet.
Bigger dimensions allow for a nice upward movement in space inside the Kicks’ five-seat cabin. Plus, a tech upgrade has definitely taken place with all but base S trim getting wireless phone charging and a new 12.3-inch touchscreen. Top SR adds a 12.3-inch gauge display; and comes with a leather-wrapped steering wheel, simulated-leather trimmed seats, and surround-view camera. Nissan spreads the supportive Zero Gravity seats to both rows, so even back seat dwellers get well above average comfort for this price point. AWD hardware and suspension does necessitate a higher cargo floor and a bit less cargo capacity, 23.9 cu.-ft. instead of 29.2; max is 50.1 with seatbacks folded.
Government Fuel Economy Ratings with all-wheel-drive are 27 city, 34 highway, and 30 combined. Our average was right on at 30.4 mpg of regular. While the new Kicks is certainly better to look at, it remains exceptionally affordable, beginning at $23,220; top SR starts at $27,570. All-wheel drive is available with all trims for $1,500.
The original Nissan Kicks existed almost totally as a value leader. And while the value proposition of the 2025 Nissan Kicks remains very high, it has upped its own ante to be a far more interesting and appealing small SUV to see, to drive, and to be driven in. We think Nissan put this one straight through the uprights!
Specifications
As Tested
- Engine: NA 2.0-liter I-4
- Transmission: CVT
- Horsepower: 141
- Torque: 140 lb-ft.
- EPA: 27 City | 34 Highway | 30 Combined
- 0-60 mph: 10.7 seconds
- 1/4 Mile: 18.0 seconds at 78 mph
- Braking, 60-0 (avg.): 106 feet
- MW Fuel Economy: 30.4 mpg