2025 Chevrolet Corvette Z06 | PH Review
There's a 640hp V8 in the middle and it revs to 8,600rpm - what more do you need to know?
Welcome to what must be one of the most exciting new cars of 2025. Partly that’s because of what the Corvette Z06 is - a 640hp, rear-drive, V8 supercar - and partly that’s because of its existence period. Back when Mike Duff drove a 5.5-litre Corvette almost three years ago to the day (and called it epic, no less), he concluded by saying that ‘sadly there seems to be no prospect of the Z06 ever officially finding its way to Europe.’
This made sense: in these straitened times, it must be challenging to make a business case for a niche product that’s expensive both to buy and run. But it’s hard not to be cheered that Chevrolet has found a way, because there’s really nothing else like the Z06 out there: naturally aspirated engine in the middle, drive to the rear, not a turbo or an electric motor or a steering rear axle in sight. Plus a great Nürburgring lap time. Pure supercar nirvana - in theory.
The Z06 must live up to that billing, too, as it’s certainly priced like one: from £180,000, or more than £200k in the case of this test car, thanks to some carbon goodies. While the ‘junior’ Ferrari and Lamborghini supercars have moved into another realm, alternatives like the 911 GT3 (or Turbo), the Aston Vantage and Mercedes-AMG GT are unavoidable at this money. The hope was that the Z06 might undercut the established rivals, especially as a 3LZ is $133,000 in its homeland, but clearly that hasn’t proved the case. Suffice it to say that those enthusiastic about the Z06 are going to have to really want one. Particularly with residuals not exactly guaranteed.
And it would surely be reasonable to suggest that not everybody will be sold on the Z06’s appearance. A familiar comment when it comes to the C8, sure, but no less valid when considering what else £200,000 buys. You want to look back with pride and no little lust at a supercar, and those feelings never quite materialise with the Corvette; even in yellow like the race cars and even with carbon wheels, it’s a car to appreciate rather than properly admire. It’s a similar story inside, where the Z06 is probably just about good enough, without ever really capturing the imagination. The interior refresh that does away with the fiddly cliff of HVAC controls is surely worth holding out for.
Probably it’ll be no surprise to learn that the V8 does an extremely good job of assuaging any doubts about the Z06 package. Spicy Corvettes have always been about their engines, whether the DOHC LT5 in the C4 ZR1 or the incredible 7.0-litre LS7 in old Z06s - this new 5.5-litre LT6 ensures that amazing internal combustion heritage lives on for at least a little longer. It’s one of the best V8s on sale today, in fact; even when warming through fluids, it’s vibrant and responsive like only very special atmospheric engines can be.
When there is a chance to set it free (rare with 640hp, but not impossible thanks to fairly short ratios), the Z06 is gloriously feral - it just wants to rev and rev and rev, like it’s an engine of half the cylinders and displacement. The LT6 is treated to titanium intake valves and sodium-filled exhaust ones, plus the finger follower valvetrain technology used in the 10,000rpm Lamborghini Temerario (as well as superbikes), so there’s astonishing, exhilarating freedom and willingness as the 8,550rpm power peak approaches. It’s one of those V8s of such insatiable, irrepressible energy that you can’t help but go for maximum revs time after time. And that’s rare these days. Sounds the part, too, if very different to the cross-plane Corvettes: fierce, angry and - you’ve guessed it - not dissimilar to a flat-plane crank Ferrari V8. Worse things to sound like.
The responses of the engine can sometimes find the Tremec DCT lacking, though by and large it’s a very good gearbox. Indeed, the entire Z06 package is a seriously sorted one, understandably rooted in the appeal of the V8 but certainly not overawed by it. Even with a test car on winter Michelins thanks to grimy weather (we’ll revisit on summer rubber when possible), the Z06 character was very different to the rest of the C8 range: fizzier, sharper, keener at every turn.
It rides really smartly, too, though it’s not clear how much of that is due to the carbon wheels and squidge of the tyres. Undoubtedly, it’s a more relaxing car, both on the motorway and around town, than the appearance and the spec would lead you to believe. Track day trips are going to be no bother in a Z06, that’s for sure, whether in the UK or further afield. Just be prepared for some fuel cost, with an official combined figure (so a target, realistically) of 17. Still, if ever an engine was worth a lot of V Power, this is it.
Furthermore, the Z06 promises a supreme circuit performance if the road drive is anything to go by. The brakes are formidably powerful, and accurately modulated with the by-wire pedal (which is typically best left in its less aggressive modes); the grip is really strong even in less than ideal conditions, with steering that’s well judged in terms of speed and weight. Body control is tight, secure, confidence-inspiring, while never punishing - Track demonstrates what will be possible with a smoother surface. And the Competition mode for the ESC is cleverly judged, never feeling like it’s holding you back. There’s just enough feedback through the seat and wheel to ease the intimidation factor. The combination of a ferocious engine with a capable, clever chassis is a beguiling one, and there feels like there’s plenty more to explore. This Corvette seemed less prone than the E-Ray to pick up on cambers in the road, too.
It’s not perfect, mind. The feel of the major controls that makes rivals such a pleasure to use at all speeds (think Porsche and McLaren, most notably) doesn’t quite exist in the Z06. You’re never left in any doubt about what the car is doing, and it gets better the faster it goes, but that great sense of harmony in something like an Artura or a GT3 isn’t here. It almost is, but when operating in the upper echelons, small differences are the ones that separate the very good from the great. Here the Corvette’s weight might be to blame: it carries a couple of hundred kilos over the cars mentioned above, closer to the twin-turbo Vantage in kerbweight than a naturally aspirated 911. Somewhere along the line that counts for something.
Nevertheless, the Z06 leaves an enormously positive first impression. Because not everyone wants a GT3, especially with 992.2s already for sale at £250k. It seems to tread its own road racer path very nicely, accommodating and amenable in the UK as well as utterly thrilling given the opportunity. It’s something completely different in a segment full of familiar cars, too, which must count for something. Those intrigued by the Z06 and its outrageous engine will be pleased to know that there’s far more than just curiosity value to the flagship Corvette; anyone in the market for something similar really ought to give one a try before committing elsewhere. The five dealers currently out there might take some time to reach, but this experience suggests the additional effort ought to be worthwhile.
SPECIFICATION | 2025 CHEVROLET CORVETTE Z06 3LZ
Engine: 5,463cc, V8
Transmission: 8-speed dual-clutch, rear-wheel drive
Power (hp): 640@8,550rpm
Torque (lb ft): 460@6,300rpm
0-62mph: 3.1 seconds
Top speed: 195mph
Weight: 1,714kg (claimed)
MPG: 17.1
CO2: 377g/km
Price: from £182,920 (price as standard; price as tested £208,984, comprising Yellow brake calipers for £530, Competition Yellow paint for £1,910, Carbon wheels for £9,460, Brembo carbon ceramic brakes for £6,940, Carbon fibre interior for £1,134, Carbon mirrors for £1,310, Carbon ground effect for £3,910, Stealth aluminium interior trim, dark finish for £530, Yellow seatbelts for £340)
A grey import in European LHD markets must be tempting with no duty on American cars.
- the price rise from Stateside to UK is obscene (I'd rather do a personal import and save a LOT of ££)
- carbon wheels on our roads
- I'll agree they do look better IRL than on screen, but (if only on looks alone) I'd prefer a C7 - OK I'm not in the rarified atmosphere of being able to spend £200k but..
Unless someone buys it new, one cannot buy it oneself in 3-5 years' time.
Oregon is the cheapest with 0% sales tax, and low fees averaging about $350 per purchase.
Nevada currently has the highest new car sales tax at 8.25%, not sure about their fees.
The fees can be up to a few $K in some states.
Never felt like we were missing out on American cars, even when they are cheaper. Simply because there’s a reason they’re cheaper.
tty car environment that is 2025. Pricy though?Gassing Station | General Gassing | Top of Page | What's New | My Stuff