Detail Info for: Chevrolet : Corvette $1 NO RESERV $1 NO RESERVE, Clean Carfax,11 Z06/Z07 Carbon,Ceramic Brakes,1-owner,3LZ,HUD,NAV
Transaction Info
Vehicle Specification
Vehicle Detail
2011 Z06
Z07 Carbon Package
Inferno Orange with
Ebony Interior
3LZ
HUD
NAV
1 of 540
1 Owner
Rear Spoiler
Carbon Fiber Roof
Carbon Fiber Splitter
Carbon Fiber Rockers
Brembo Ceramic Brakes
Dry-Sump Oiling System
Z07 Performance Package
F55 Magnetic Ride Control
Comp. Gray 20-Spoke ZR1 Wheels
MP3 Jack
Bluetooth
Launch Control
6 disk CD player
Dual Mode Exhaust
Power sport bucket seats
Buy with confidence, as this is another eBay listing from Corvette Mike. The company was founded by, and still owned and managed by, "Corvette" Mike Vietro, who fell in love with Corvettes as a teenager pumping gas in the Boston suburb of Everett, Massachusetts. Mike Vietro settled in Southern California after serving in the U.S. Marine Corp. in the mid-1970's. Over the last 30 years, Corvette Mike’s has earned a reputation of unsurpassed integrity, and expertise. Just look at our rating to see for yourself.
The Z06 is a Corvette like no other. With its racing-inspired powertrain and suspension features, along with an aluminum frame and carbon fiber fenders and floor panels, it delivers exceptional levels of capability and technology. And with a curb weight of only 3,175 pounds (1440 kg), it’s the lightest, best-balanced Corvette model and one of the lightest supercars on the market.
Value may not be the first word that springs to mind when looking at a sports car, but this race inspired Corvette Z06 sees double duty as daily drivers and weekend road course warrior. It’s what the car was designed for and, compared to other sports cars that cost up to double, or more, the Z06 offers competitive levels of performance at a lower price, and much less for routine maintenance.
Here’s your chance to own the rarest ZO6 yet in what is without a doubt the BEST color combination ever offered on a C-6! Only 1,156 ZO6’s were built in 2011, and one of only 540 Z07’s and 1 of 167 (Z06’s) in Inferno Orange!
We just purchased this Z06/Z07 from the original owner back east. Barely ever driven and pampered since new. Recently traded on a new 60th 427 Convertible. The second owner on the Carfax is a dealership and should not be listed as an owner.
Chevrolet brings significant updates to the Z06 for 2011, with special packages and new options that enhance performance and styling, while also offering greater personalization choices. These include:
- New standard Goodyear F1 Supercar Gen 2 tires and exhaust system tuning
- New Z07 Performance Package
- Two new exterior colors: Inferno Orange and Supersonic Blue, bringing the total to 10 exterior color choices
- USB port and input jack included with the navigation radio
- The Z07 Performance Package brings greater handling and braking capability to the Z06, with Brembo ceramic brakes, gray metallic calipers, Magnetic Ride Control, Michelin Pilot Sport 2 tires, Twenty-spoke wheels in competition gray (19 x 10-inch front, 20 x 12-inch rear).
- The CFZ Carbon Fiber Package gives the Z06 lightweight aero enhancements similar to those found on the ZR1. Included in the optional package is a black-painted carbon fiber front splitter, rockers, roof panel and a body-color full-width rear spoiler.
The Z06’s LS7 engine reintroduced the 427-cubic-inch engine to the Corvette lineup. It uses racing-derived lightweight technology, including titanium connecting rods and intake valves, to help boost horsepower and rpm capability and is rated at 505 horsepower (377 kW). The only transmission offered with the Z06 is a six-speed manual.
In the car’s 3,162-pound (1,437 kg) package, the LS7 engine helps deliver 0-60 mph performance of 3.7 seconds in first gear, quarter-mile times of 11.7 seconds at 125 mph and a top speed of 198 mph (as recorded on Germany’s Autobahn); the Z06 also circuited Germany’s famed NÜrburgringracetrack in a time of 7:43.
The Z06 has a unique aluminum body structure for optimum stiffness and light weight for the fixed-roof body style. Perimeter rails are one-piece hydroformed aluminum members featuring cast suspension nodes, which replace many welded steel components on other Corvette models. Advanced structural composites featuring carbon fiber are bonded to the aluminum structure. Wider front wheelhouses, for example, are carbon composites and the passenger compartment floors combine carbon-fiber skins with an ultra-lightweight balsa wood core.
A firm, race-proven suspension works harmoniously with large 18 x 9.5-inch cast-spun aluminum wheels and 275/35ZR18 tires in the front, and 19 x 12-inch cast-spun aluminum wheels with 325/30ZR19 tires in the rear to achieve lateral acceleration of more than 1 g. Complementing the suspension system and large rolling stock is an equally capable four-wheel disc brake system, consisting of 14-inch (355 mm) vented and cross-drilled front rotors and 13.4-inch (340 mm) vented and cross-drilled rear rotors.
The front rotors are acted upon by large, red-painted six-piston calipers that use six individual brake pads. Individual brake pads are used because they deliver more equalized wear compared to what would otherwise be a pair of very long single-piece pads. For the rear brakes, four-piston calipers with four individual brake pads are used. A Delphi four-channel ABS system is standard, as is a very competent active handling system; complete with a Competitive Driving mode.
History of the Corvette and the 427 engine
The Chevrolet Mark IV V-8 debuted in the Corvette in 1965 and was dubbed the big-block, because it was physically larger in all respects than Chevy’s other V-8 engine, which became known as the small-block. In ‘65, the big-block was offered in a 396-cubic-inch displacement, with a maximum rating of 425 gross horsepower (317 kW). In 1966, the big-block received larger cylinder bores and grew to its legendary 427-cubic-inch form. It came in two power levels: 390 hp (291 kW) and 425 hp.
By 1967, the Corvette’s 427 engine was a legend in its own time and was offered with a unique induction system that featured an inline trio of two-barrel carburetors. Known as the “L71″ (its order code), it was characterized by a large, chrome triangular air cleaner assembly. It was rated at 435 gross horsepower (324 kW). The ‘67 big-block Corvettes were easily distinguished from their small-block brethren by a raised “stinger” hood.
A handful of Corvettes with the “L88″-code 427 engine slipped out of the factory in 1967, each rated at 430 horsepower (321 kW), but the L88 would be more closely associated with the redesigned 1968 and ‘69 models. The L88 breathed through a single four-barrel carburetor rather than the L71’s three two-barrels. The triple-carburetor induction system was still available, however, as the Corvette was offered with both the L88 and L71 versions of the 427.
No less than six versions of the engine were offered in 1969, the final year for the 427. They included the L88, the L71 and a very rare ZL1 427 that was built with a lightweight aluminum cylinder block. Only two regular-production Corvettes were built with the ZL1 engine, putting them on the short list of the most collectible Corvettes in history.
The big-block increased in size to 454 cubic inches in 1970, and the original big-block engine family exited the Corvette lineup after the 1974 model year. The 2008 Corvette Z06’s LS7 engine offers big-block displacement and horsepower, but in a more efficient small-block architecture.
LS7 engine - The LS7 reintroduced the 427-cubic-inch engine to the Corvette lineup. It is easily identified under the hood by red engine covers with black lettering. The LS7 shares the same basic Gen IV V-8 architecture as the Corvette's 6.0-liter LS2, but it uses a different cylinder block casting with pressed-in steel cylinder liners to accommodate the engine's larger diameter, 4.125-inch (104.8 mm) cylinder bores.
Internally, the LS7's reciprocating components make use of racing-derived lightweight technology, including titanium connecting rods and intake valves, to help boost horsepower and rpm capability. The rpm fuel shut-off limit is 7,100 rpm. The LS7's details include:
• Dry-sump oiling system
• Unique cylinder block casting with large, 104.8-mm bores and pressed-in cylinder liners
• Forged steel main bearing caps
• Forged steel crankshaft
• Titanium connecting rods with 101.6-mm stroke
• Cast aluminum flat-top pistons
• 11.0:1 compression
• High-lift camshaft
• Racing-derived CNC-ported aluminum cylinder heads with titanium intake valves and sodium-filled exhaust valves
• Low-restriction air intake system
• Hydroformed exhaust headers with unique “quad flow” collector flanges.
One of the clearest examples of the LS7's race-bred technology is its use of titanium connecting rods. They weigh just 464 grams apiece and besides being lightweight, which enhances high-rpm performance and rpm range, titanium makes the rods extremely durable.
The LS7's CNC-ported aluminum cylinder heads are designed to meet the high airflow demands of the engine's 7.0-liter displacement. A hydraulic roller camshaft with 0.588/0.593-inch valve lift is used to allow plenty of air to circulate in and out of the engine. To ensure optimal, uninterrupted airflow, the LS7's heads have straight, tunnel-like intake runners. Very large by production-vehicle standards – even racing standards – they are designed to maintain fast airflow velocity, providing excellent torque at low rpm and exhilarating horsepower at high rpm. The heads feature 70-cc combustion chambers that are fed by huge, 56-mm-diameter titanium intake valves. They are complemented by 41-mm sodium-filled exhaust valves.
To accommodate the large valve face diameters, the heads' valve seats are siamesed; and, taken from experience with the engines of C6.R racecars, the LS7's valve angles are held at 12 degrees – vs. 15 degrees for the LS2 – to enhance airflow through the ports.
The LS7 has a dry-sump oiling system designed to keep the engine fully lubricated during the high cornering loads the Corvette Z06 is capable of producing. An engine compartment-mounted 8-quart reservoir delivers oil at a constant pressure to a conventional-style oil pump pick-up at the bottom of the engine. The pressurized oil feed keeps the oil pick-up continually immersed in oil at cornering loads exceeding 1 g.
Oil circulates through the engine and down to the oil pan, where it is sent back to the reservoir via a scavenge pump. The large-capacity reservoir, combined with a high efficiency air-to-oil cooler, provides necessary engine oil cooling under the demands of the engine's power output. With the dry-sump system, oil is added to the engine via the reservoir tank – which includes the oil level dipstick.
launch control
The 2010 Z06 is the first year ever that Chevrolet offered launch control. The Corvette is by no means the first sports car to get launch control, but it may well be the best system out there. Unlike a certain Japanese competitor, General Motors' Corvette chief Tadge Juechter made it eminently clear that the use of the car's launch control will in no way kill your warranty. He went on to explained that while a highly skilled driver could potentially beat the launch control system by a bit, but the vast majority of drivers will find themselves getting off the line much more quickly and with markedly better consistency using the system.
While some other cars require the driver to jump through all sorts of hoop to engage launch control. For example, the Audi R8 requires pressing several different switches in the right sequence, pressing the brake, flooring the throttle and then releasing the brake. The Corvette, on the other hand, is a piece of cake: Put the traction control in 'competitive mode,' floor the throttle and then dump the clutch. When that happens the engine revs up to about 4,000 rpm and just stays there. At that point, just side-step the clutch and the car takes off with controlled wheel spin. During launch control, only the spark and fuel control is used to keep wheel spin at the appropriate volume. The throttle is held steady because of the lag in response and since the time span for launch control is so short that it isn't needed. The response time for torque to change with throttle manipulation can be up to half a second while spark and fuel adjustments can make torque adjustments in 10-15 milliseconds.
Drivetrain
The Corvette Z06's powertrain and drivetrain systems are matched to the LS7's performance capability. The light, four-into-one headers discharge into close-coupled catalytic converters and through two-mode mufflers. The mufflers each feature a vacuum-actuated outlet valve, which controls exhaust noise during low-load operation but opens for maximum power.
At the rear of the LS7 engine, a single-mass flywheel and lightweight, high-capacity clutch channel torque to the rear transaxle. The six-speed manual transmission has been strengthened to handle the LS7's increased torque load. The transmission includes a pump that sends transmission fluid to the front radiator for cooling. Upon its return, the fluid removes additional heat from the differential lube before returning to the transmission. The six-speed transmission connects to a limited-slip differential, with enlarged ring and pinion gears. Stronger axle half-shafts with tougher universal joints transmit power to the rear wheels.
Structure
The Z06 has a unique aluminum body structure for optimum stiffness and light weight for the fixed-roof bodystyle.
Perimeter rails are one-piece hydroformed aluminum members featuring cast suspension nodes, which replace many welded steel components on other Corvette models. Other castings, stampings and extrusions are combined into the innovative structure with state-of-the-art manufacturing technologies.
Advanced structural composites featuring carbon fiber are bonded to the aluminum structure. The wider front wheelhouses, for example, are carbon composites and the passenger compartment floors combine carbon-fiber skins with an ultra-lightweight balsa wood core.
The Z06 has a new magnesium cradle that serves as the attachment point for the engine and some front suspension components. Magnesium is lighter than aluminum yet incredibly strong. The magnesium cradle helps improve the front-to-rear weight distribution, as do carbon-fiber front fenders and wheelhouses. Engineers also moved the battery from underhood to a position in the rear cargo area, behind one of the rear wheels.
The mass reductions are offset by some added performance enablers, including dry-sump lubrication, exhaust system with outlet valves, larger wheels and tires, larger brakes and larger roll stabilizers.
For more details, call or text my cell at 714-712-0060 or email Troy@CorvetteMike.com
This vehicle is being sold as is, where is with no warranty, expressed written or implied. The seller shall not be responsible for the correct description, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the vehicle, and to have satisfied himself or herself as to the condition and value and to bid based upon that judgement solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this vehicle at the buyer's request prior to the close of sale. Seller assumes no responsibility for any repairs regardless of any oral statements about the vehicle.
CALIFORNIA SALES TAX APPLICABLE TO CALIFORNIA RESIDENTS.
This car is for sale locally and we reserve the right to end the auction early.
Buyer is responsible for pickup or shipping of this vehicle.
If you reside out of State or Country the vehicle must be shipped by a commercial carrier. Approved by the State of California.
This automobile is being sold AS IS/ WHERE IS.
Leader of the Pack since 1982, Corvette Mike has become one of the world's leading Corvette dealers who has earned a reputation of unsurpassed integrity, and expertise. Corvette Mike buys and sells throughout North America, as well as Hawaii and the rest of the world.
The company was founded by the President, "Corvette" Mike Vietro, who fell in love with Corvettes as a teenager pumping gas in the Boston suburb of Everett, Massachusetts. Mike Vietro settled in Southern California after serving a term in the U.S. Marine Corp. in the mid-1970's.
Mike Vietro is one of the nation's most quoted Corvette authorities and is a much sought-after speaker. He has been featured in more than 20 magazines and newspaper articles, including Road & Track, Autoweek, Motor Trend, Primedia's Vette and Corvette Fever; as well as several Corvette videos, such as Speedvision's Classics network and Meguire's broadcast network. He has been on television, radio and in print interviews for the last 20 years. Every June in Bloomington, Illinois, Mike Vietro instructs the advanced "How to buy a Corvette" and he sits on the "Future of Hobby" panel.
