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2015 Corvette Z06 Unleashed w/625-horsepower at 2014 NAIAS 13
Jan
Posted by Darryl in 2014 NAIAS, Auto Addiction, auto show, Automotive, Chevrolet, Chevrolet Corvette Z06, Corvette C7, Corvette Stingray, Corvette Z06, naias, News, North American International Auto Show on 01 13th, 2014
2015 Chevrolet Corvette Z06

2015 Chevrolet Corvette Z06

The all-new Corvette C7 Stingray is already a hit and has taken the 2014 North American Car of the Year award already this morning at the North American International Auto Show. Chevrolet puts the cherry on top of this news by unleashing the all-new Corvette Z06, which touts better performance and track times than the outgoing Corvette ZR1.

2015 Chevrolet Corvette Z06

The new Supercharged LT4 6.2-liter V8 engine produces ‘at least’ 625 horsepower and 635 pound-feet of torque. The Z06 will give buyers the option of a seven-speed manual transmission or an all-new 8L90 eight-speed automatic transmission with steering wheel paddle shifters. The auto unit is a conventional automatic with a torque converter but claims to be lighter than the six-speed auto in the Stingray while executing shifts in 8-hundreths of a second faster than the dual-clutch PDK transmission in the Porsche 911.

The aluminum frame from the new Corvette C7.R race car, also revealed today, is said to be “essentially unchanged” as found in the new Z06.

2014 Chevrolet Corvette C7.R

2014 Chevrolet Corvette C7.R Race Car

A Z07 option package for the new Z06 will feature Pilot Sport Cup tires and Brembo carbon ceramic rotors. Keeping things stable is a re-tuned version of GM’s magnetic ride control and an electronic limited-split differential out back as standard equipment on the new Z06.

2015-corvette-z06-1
2015-corvette-z06-4
2015-corvette-z06-2
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2015 Chevrolet Corvette Z06
2015 Chevrolet Corvette Z06
(L to R) The all-new 2015 Corvette Z06 and 2014 Corvette C7.R race car
2015 Chevrolet Corvette Z06
The 2015 Chevrolet Corvette Z06 with the available Z07 package
2015-corvette-z06-5
2015 "LT4" 6.2L V-8 AFM VVT DI SC (LT4) for Chevrolet Corvette Z06
2014 Chevrolet Corvette C7.R

[videos via GM Fastlane 1, 2]

2015 Chevrolet Corvette Z06 Press Release

2015 Chevrolet Corvette Z06 the Most Capable, Ever

  • Enters supercar territory with race-proven design, advanced technologies and world-class performance
  • With the track-focused Z07 performance package, the 2015 Corvette Z06 delivers faster lap times than the 2014 Corvette ZR1
  • The first Corvette Z06 to offer a supercharged engine, a removable roof panel, and an available paddle-shift automatic transmission

DETROIT – Chevrolet today introduced the most track-capable Corvette in the brand’s history – the 2015 Corvette Z06. It elevates the performance envelope for Corvette with unprecedented levels of aerodynamic downforce, at least 625 horsepower from an all-new supercharged engine, and an all-new, high-performance eight-speed automatic transmission – all building on the advanced driver technologies introduced on the Corvette Stingray.

“The new Z06 delivers levels of performance, technology and design that rival the most exotic supercars in the world,” said Mark Reuss, president, General Motors North America. “And the Z06 leverages the engineering expertise of GM, offering the choice of two world-class transmissions, supercar performance without supercar fuel consumption, and technologies that make it easier to fully enjoy the incredible experience of driving it.”

The 2015 model is the first Corvette Z06 to offer a supercharged engine, an automatic transmission and, thanks to a stronger aluminum frame, a removable roof panel. The new, supercharged 6.2L engine is expected to deliver at least 625 horsepower (466 kW), and can be matched with either a seven-speed manual or an all-new, high-performance eight-speed automatic transmission with paddle shifters for manual control. The aluminum frame carries over from the Corvette Stingray and will also be used essentially unchanged for the Corvette Racing C7.R.

A track-focused Z07 Performance Package adds unique components for true aerodynamic downforce, Michelin Pilot Super Sport Cup tires for enhanced grip, and Brembo carbon ceramic-matrix brake rotors that improve braking performance and contribute to greater handling through reduced unsprung weight. Although development testing is ongoing, the Z07 package has already recorded some of the fastest lap times ever for a Corvette, surpassing even the ZR1.

“The Corvette Z06 is a great example of the technology transfer between racing and production Corvettes,” said Tadge Juechter, Corvette chief engineer. “First, we took what we learned on the Corvette Racing C6.R and applied that to the all-new Corvette Stingray. Then, using the Stingray as a foundation, the Z06 and C7.R were developed to push the envelope of performance on the street and the track.”

Supercharged, efficient performance
The heart of the 2015 Corvette Z06 is the all-new LT4 6.2L supercharged V-8 engine, expected to deliver an estimated 625 horsepower (466 kW) and 635 lb.-ft. of torque (861 Nm). To balance performance and efficiency, the LT4 leverages the same trio of advanced technologies introduced on the Corvette Stingray: Direct injection, Active Fuel Management (cylinder deactivation) and continuously variable valve timing.

These technologies – combined with the fuel-efficient multi-speed transmissions, aerodynamic design and lightweight construction – help make the new Z06 surprisingly fuel-efficient.

“The supercharged LT4 engine delivers the greatest balance of performance and efficiency ever in the Corvette,” said John Rydzewski, assistant chief engineer for Small-Block engines. “It is one of the world’s only supercharged engines to incorporate cylinder deactivation technology, enabling it to cruise efficiently on the highway with reduced fuel consumption, but offer more than 600 horsepower whenever the driver calls up its tremendous power reserve.”

To maintain the Z06′s mass and performance targets, the LT4 engine was designed with a more-efficient, more-compact next-generation supercharger. Even with its integrated supercharger/intercooler assembly mounted in the valley between the cylinder heads, the engine is only about 1 inch (25 mm) taller than the Corvette Stingray’s LT1 engine – while delivering nearly 37 percent more horsepower and 40 percent more torque.

The new 1.7L Eaton R1740 TVS supercharger spins at up to 20,000 rpm – 5,000 rpm more than the supercharger on the Corvette ZR1′s LS9. The rotors are shorter in length, too, which contributes to their higher-rpm capability – and enables them to get up to speed quicker, producing power-enhancing boost earlier in the rpm band. That boost is achieved more efficiently, thanks to a new, more direct discharge port that creates less turbulence, reducing heat and speeding airflow into the engine.

The LT4 engine also has several unique features designed to support its higher output and the greater cylinder pressures created by forced induction, including:

  • Rotocast A356T6 aluminum cylinder heads that are stronger and handle heat better than conventional heads
  • Lightweight titanium intake valves and machined connecting rods for reduced reciprocating mass
  • High 10.0:1 compression ratio – for a forced-induction engine – enhances performance and efficiency; enabled by direct injection
  • Forged aluminum pistons with unique, stronger structure to ensure strength under high cylinder pressures
  • Stainless steel exhaust headers and aluminum balancer that are lighter than their LT1 counterparts
  • Standard dry-sump oiling system with larger cooler capacity than Z51; used with dual-pressure-control oil pump.

The LT4 will be built in Tonawanda, N.Y., and Bowling Green, Ky., at the new Performance Build Center.

Eight speeds, no waiting
The supercharged LT4 is offered with a standard seven-speed manual transmission with Active Rev Match, or an all-new 8L90 eight-speed paddle-shift automatic transmission designed to enhance both performance and efficiency.

“Unlike most ultra-performance cars, the Corvette Z06 offers customers the choice between two transmissions to suit their driving styles,” said Juechter. “The seven-speed gives the driver the control of a true three-pedal manual transmission with perfect shifts enabled by Active Rev Matching. The new eight-speed automatic offers drivers the comfort and drivability of a true automatic transmission, as well as lightning-fast shifts and manual control for track driving.”

The seven-speed manual incorporates rev-matching technology for upshifts and downshifts. This driver-selectable feature can be easily engaged or disengaged via paddles on the steering wheel. The seven-speed is used with a new dual-mass flywheel and dual-disc clutch, which deliver greater shift quality and feel through lower inertia.

The eight-speed automatic is tuned for world-class shift-response times, and smaller steps between gears keep the LT4 within the sweet spot of the rpm band, optimizing the output of the supercharged engine for exhilarating performance and greater efficiency.

For performance driving, the transmission offers full manual control via steering wheel paddles, and unique algorithms to deliver shift performance that rivals the dual-clutch/semi-automatic transmissions found in many supercars – but with the smoothness and refinement that comes with a conventional automatic fitted with a torque converter.

In fact, the 8L90′s controller analyzes and executes commands 160 times per second, and wide-open-throttle upshifts are executed up to eight-hundredths of a second quicker than those of the dual-clutch transmission offered in the Porsche 911.

“There’s no trade-off in drivability with the new 8L90 eight-speed automatic transmission – it was designed to deliver performance on par with dual-clutch designs, but without sacrificing refinement,” said Bill Goodrich, assistant chief engineer for eight-speed automatic transmissions. “It is also the highest-capacity automatic transmission ever offered in a Chevrolet car.”

Featuring four gearsets and five clutches, creative packaging enables the GM-developed eight speed automatic to fit the same space as the six-speed automatic used in the Corvette Stingray. Extensive use of aluminum and even magnesium make it more than eight pounds (4 kg) lighter than the six-speed, as well. Along with design features that reduce friction, the 8L90 is expected to contribute up to five-percent greater efficiency, when compared with a six-speed automatic.

The eight-speed automatic will be built at GM’s Toledo, Ohio, transmission facility.

Designed for downforce
The performance targets of the Z06 also posed a challenge for the design team, who had to create a striking design that also contributed to increased capabilities.

“Virtually every exterior change served a functional purpose, as this beast needed more of everything,” said Tom Peters, Corvette design director, “The flared fenders accommodate larger, wider wheels and tires for more grip. The larger vents provide more cooling air to the engine, brakes, transmission and differential for increased track capability. The more aggressive aerodynamic package generates true downforce for more cornering grip and high-speed stability.”

Indeed, the design changes began not with the exterior panels, but the tires.

To deliver the levels of grip needed for the Z06′s performance targets, the Z06 was fitted with larger Michelin tires (Pilot Sport tires for the Z06; Sport Cup tires with the Z07 package). The P285/30ZR19 front tires are 1.5 inches wider than the tires on the Stingray, while the 335/25ZR20 rear tires are two inches wider.

To cover the wider tire tread, the fenders of the Z06 were extended by 2.2 inches (56 mm) at the front, and 3.15 inches (80 mm) at the rear. These extensions give the Corvette Z06 a wider, lower appearance that is further emphasized by a unique rear fascia. It incorporates the same taillamp assemblies as the Stingray, but on the Z06 the taillamps are pushed approximately three inches farther apart, toward to edges of the body.

The tires are mounted on lightweight, spin-cast aluminum wheels that are also wider than the Stingray (19 x 10 inches in front and 20 x 12 inches in the rear). Their open, ultralight design showcases the massive Brembo brakes, which are part of the design aesthetic:

  • The Z06 features two-piece steel rotors, measuring 14.6 x 1.3-inch (371 x 33 mm) front and 14.4 x 1-inch (365 x 25 mm) rear, with aluminum six-piston and four-piston fixed calipers, respectively
  • The Z07 package adds larger, 15.5 x 1.4-inch (394 x 36 mm) front and 15.3 x 1.3-inch (388 x 33 mm) carbon ceramic-matrix brake rotors for consistent performance lap after lap, and collectively save 23 pounds over the standard Z06 rotors.

To harness the cornering and braking grip afforded by the larger tires and brakes, the exterior of the Corvette Z06 has also been tailored to produce aerodynamic downforce that presses the tires to the ground at high speeds.

The Z06 will offer three, increasing levels of aerodynamic downforce:

  • The standard Z06 features a front splitter, spats around the front wheel openings, a unique carbon-fiber hood with a larger vent, and the rear spoiler from the Corvette Stingray’s Z51 Performance Package
  • An available carbon-fiber aero package (in either black or a visible carbon-fiber finish) adds a carbon fiber front splitter with aviation-style winglets, carbon fiber rocker panels, and a larger rear spoiler with a fixed wickerbill – a small, vertical tab at the edge of the spoiler that significantly increases downforce
  • The available Z07 package adds a larger winglets to the front splitter, along with an adjustable, see-through center section on the rear spoiler for track use; with this package, the Corvette Z06 delivers the most amount of aerodynamic downforce of any production car that GM has tested.

The exterior design also reflects the increased cooling required for the new Corvette Z06. For example, the mesh pattern on the front fascia was painstakingly designed to deliver the most possible airflow to the supercharger’s intercooler heat exchanger. In fact, the mesh grill directs more air into the engine bay than with the grille completely removed.

The unique grille also features dedicated brake-cooling intakes and wider grille outlets on the bottom serve as air diffusers. The grille is complemented with a larger hood vent, which not only vents hot air from the engine compartment, but contributes to downforce by allowing air driven through the grille to exit through the hood rather than being forced under the car, which could create lift.

Additional cooling elements include larger front fender vents and unique air blades over the inlets on the rear fenders, which force about 50 percent more air into the cooling ducts for the transmission and differential coolers than those on the Stingray. To cope with the additional airflow, the Z06 has also has larger rear-fascia openings than the Stingray.

Standard front and rear brake-cooling ducts, including Z06-signature rear ducts integrated in front of the rear fender openings, are also part of the functional design changes.

Inside, the Corvette Z06 is distinguished from the Corvette Stingray by unique color schemes that emphasize the driver-focused cockpit, and a unique, flat-bottomed steering wheel.

Like the Stingray, the Z06 will be offered with two seating choices: a GT seat, for all-around comfort, and a Competition Sport seat with more aggressive side bolstering, which provides greater support on the track. The frame structure for both seats is made of magnesium, for greater strength and less weight than comparable steel frames. They’re also more rigid, contributing to the enhanced feeling of support during performance driving.

The Z06 also benefits from interior details designed for high-performance driving, first introduced on the Stingray, including a steel-reinforced grab bar on the center console for the passenger and soft-touch materials on the edge of the console, where the driver naturally braces during high-load cornering.

The performance-supporting elements inside the new Corvette Z06 are complemented by unprecedented attention to detail and build quality. All models feature a fully-wrapped interior, where every surface is covered with premium, soft-touch materials. Available materials, depending on the trim level, include Napa leather, aluminum, carbon fiber and micro-suede.

Track-proven technologies
The 2015 Corvette Z06 leverages the technologies introduced on the Corvette Stingray, including the strategic use of lightweight materials and advanced driver technologies, with unique features and calibrations tailored for its capabilities.

“Our mission with the seventh-generation Corvette was to make the performance levels more accessible, enabling drivers exploit every pound-foot of torque, every “g” of grip and every pound of downforce,” said Juechter. “It’s a philosophy we introduced with the 460-horsepower Corvette Stingray – and one that’s even more relevant with an estimated 625 horsepower at your beck and call.”

For the first time ever, the Corvette Z06′s aluminum frame will be produced in-house at the Bowling Green, Ky., assembly plant. It’s the same robust, lightweight frame used on the Corvette Stingray and it will also be used essentially unchanged for the C7.R racecars.

The stiffer design of the aluminum frame allows the Corvette Z06 to be offered with a removable roof panel for the first time. In fact, with the lightweight, carbon fiber roof panel removed, the new Corvette Z06 offers 20 percent more structural rigidity than the previous model’s fixed-roof design – and a 60-percent increase in stiffness with the roof panel installed.

The new Z06 retains the SLA-type front and rear suspension design of the Corvette Stingray, including, but uniquely calibrated for the higher performance threshold. The third-generation Magnetic Selective Ride Control dampers are standard on Z06, and can be adjusted for touring comfort or maximum track performance via the standard Driver Mode Selector.

Like on the Stingray, the Driver Mode Selector tailors up to a dozen features of the Z06 to suit the driver’s environment, including:

  • Launch control: Available in Track mode for manual and automatic transmissions, providing maximum off-the-line acceleration
  • Active handling (StabiliTrak stability control): A “competitive” setting is available in Track mode and is more suited for on-track conditions. It can also be disabled, giving the driver complete control
  • Traction control: Weather mode tailors traction control and engine torque for driving in inclement conditions
  • Performance Traction Management: Available in Track mode and offers five settings of torque reduction and brake intervention for track driving
  • Electronic Limited Slip Differential: Adjusts the rate at which the limited slip engages, to balance between steering response and stability in different driving conditions; more aggressive performance in Sport and Track modes.

The smart electronic limited-slip differential (eLSD) is standard on the Z06, to make the most of the torque split between the rear wheels. The system features a hydraulically actuated clutch that can infinitely vary clutch engagement and can respond from open to full engagement in tenths of a second. It shifts torque-based on a unique algorithm that factors in vehicle speed, steering input and throttle position to improve steering feel, handling balance and traction.

The eLSD is fully integrated with Electronic Stability Control and Performance Traction Management systems. Its calibrations vary among three modes, based on the Drive Mode Selector setting:

  • Mode 1 is the default setting for normal driving and emphasizes vehicle stability
  • Mode 2 is engaged when electronic stability control is turned off in the Sport or Track modes. This calibration enables more nimble turn-in and traction while accelerating out of a corner
  • Mode 3 is automatically selected when Performance Traction Management is engaged. This calibration has the same function as Mode 2, but is fine-tuned to work with Performance Traction Management.

The new Corvette Z06 will be available in early 2015. Performance data and pricing will be announced closer to the start of production.

Corvette Z06: A Quick History of a Fast Car

DETROIT – The all-new 2015 Chevrolet Corvette Z06 is the most capable in the history of track-oriented model. The Z06 was first offered as an option package in 1963, directed squarely at those who intended to use their Corvette on a track.

Since then, the Z06 has been offered in four of the Corvette’s seven production generations, each elevating the Corvette’s track capability to higher levels:

  • Second generation (1963) – Developed under famed Corvette engineer Zora Arkus-Duntov, the first Z06 package offered enhanced handling and braking capability, along with an available, larger fuel tank that reduced the need for refueling during a race. Power came from a fuel-injected small block V-8 engine, supported by a four-speed manual transmission and Positraction rear axle. Only 199 were built – 63 of them with the larger fuel tank.
  • Fifth generation (2001-2004) – Combining a lower curb weight with higher horsepower, the fifth-generation Corvette Z06 was one of the fastest production cars on a track – a capability confirmed with a sub-8-minute lap around the Nürburgring. It was built on a unique fixed-roof hardtop body, with several lightweighting elements, such as thinner glass, a titanium exhaust system and more. Its unique LS6 small block engine delivered up to 405 horsepower through a six-speed manual transmission with specific, performance-optimized gearing. A total of 28,388 were built.
  • Sixth generation (2006-2013) – The sixth-generation Corvette Z06 featured its own, bespoke aluminum frame that was 136 pounds lighter than the steel frame on standard Corvette models. Under the hood, the 505-horsepower LS7 7.0L small block featured racing-derived technologies, including titanium connecting rods and a dry-sump oiling system. The Z07 Performance Package added carbon-ceramic matrix brakes and Michelin Pilot Sport Cup tires, enabling the Z06 to run the Nürburgring in 7:22.68. A total of 27,979 were built, including 740 with the Z07 performance package.
  • Seventh generation (2015) – The new 2015 Corvette Z06 is the most capable production Corvette ever. Developed in conjunction with the Corvette C7.R race car, it incorporates racing technology to deliver greater aerodynamic downforce, cornering grip and braking performance. With the available Z07 Performance Package – again fitted with Michelin Pilot Super Sport Cup tires and enhanced braking capability with carbon ceramic-matrix brakes – the new Z06 is faster on a track than the Corvette ZR1, in preliminary testing.

1963 Z06: Duntov’s legacy
The first Z06 was an option package on the iconic 1963 “split-window” Corvette, developed by Corvette’s legendary engineer and racing advocate Zora Arkus-Duntov. He successfully lobbied for the 1963 Corvette to offer a package for customers who intended to race the new car.

For those in the know, checking the RPO Z06 box on the Corvette’s order sheet added a thicker, 24mm (0.94-inch) front stabilizer bar, larger-diameter shock absorbers and springs that were nearly twice as stiff as standard parts. The Z06 package also featured upgraded brake components, including sintered-metal brake linings, which stood up to heat and resisted wear better than conventional material; power-assisted brakes with unique Al Fin brake drums constructed of lightweight cast aluminum, with a steel center section, and cooling fins around the perimeter; and a dual-circuit master cylinder and vacuum brake booster to enhance safety and reduce braking effort – components that would become industry standards, but were still rare in regular-production vehicles of the era.

Possibly most significant for racing, the Z06 option could be combined with a larger, 36.5-gallon fiberglass fuel tank that allowed racers to stay on the track longer. Z06-equipped models quickly became known as “big tank” or “tanker” Corvettes and they were originally limited to coupe models, because the larger tank wouldn’t fit convertibles. Later, Chevrolet revised the package, making the regular 20-gallon fuel tank standard and the big tank an option. The change allowed the Z06 package to be ordered on a convertible – although perhaps only one is believed to have been built – and lowered its price, which originally added more than 40 percent to the Corvette’s base price. Aluminum knock-off wheels were also part of the initial package and eliminated from the list of standard content to reduce the package price.

There was one engine available with the Z06 package – the 360-horsepower L48-code 327-cubic-inch small block, which featured an advanced mechanical fuel injection system. Corvette was a pioneer in fuel injection, having introduced it in 1957. A four-speed manual transmission and Positraction rear axle were also standard equipment.

In that pre-Internet era, few Corvette customers – even those with racing intentions – knew of the Z06 package. It wasn’t advertised, making word of mouth the primary source of information. Only 199 were built and only 63 of them were big-tank cars. Because most were purchased and used for racing, the attrition rate was comparatively high. Remaining, documented examples – especially the big-tank cars – are highly collectable.

2001-2004 Z06: Breaking the 8-minute Nürburgring lap
During the Corvette’s fifth generation, the Z06 name was reintroduced as a special 2001 model that took Corvette performance farther than it had ever been. Engineers started with the Corvette’s unique, limited-production hardtop body, which featured a fixed-roof design that was stiffer and lighter than the hatchback coupe. The car was further lightened with a titanium exhaust system, thinner glass, lighter wheels, conventional tires (in place of the standard run-flat tires), reduced sound deadening material, a fixed radio antenna (vs. a power antenna), and even a smaller, lighter battery.

The results shaved about 100 pounds off the weight of a conventional coupe model. The car also introduced rear-brake cooling ducts integrated in the rear fenders, which would become a signature styling cue.

On the other side of the power-to-weight equation is horsepower and to that end, the 2001 Z06 used an exclusive LS6 version of the Gen III small block engine. If featured unique internal parts, including a “hotter” camshaft and higher-compression pistons, and an enhanced cylinder block design for greater bay-to-bay breathing, helping it produce 385 horsepower. Further enhancements contributed to an increase to 405 horsepower in 2002. The engine was backed by a six-speed manual transmission with Z06-specific gear ratios.

Like the original 1963 Z06, the fifth-generation car included chassis and suspension components optimized for the track. Its exclusive FE4 suspension package featured a larger-diameter, hollow stabilizer bars that also had thicker walls for greater stiffness; larger-diameter shock absorbers (compared to standard models), quicker steering – 2.46 turns lock to lock vs. 2.66 on other models – and a larger wheel-and-tire package, featuring Goodyear Eagle F1 SC tires mounted on lighter, stiffer forged aluminum wheels.

By the end of its production run, the fifth-generation-based Corvette Z06 was already benefitting from technology used on the successful Corvette Racing program, including lightweight carbon fiber. A special 2004 24 Hours of Le Mans Commemorative Edition – acknowledging Corvette Racing’s historic 1-2 class finish at the famous 24-hour endurance race – used a carbon fiber hood to shave 10 pounds off the nose of the car, enhancing its balance.

The 2004 Corvette Z06 proved its capability on the global stage, when it became one of the first production cars at the time to run Germany’s famous Nürburgring road course in less than 8 minutes (7:56).

2006-2013 Z06: A foundation for success
The groundbreaking sixth-generation Corvette Z06 elevated Corvette to compete with the world’s most capable supercars. A power-to-weight ratio of 6.2:1 was one of the best in the world, helping it run from 0 to 60 mph in about 3.7 seconds, through the quarter-mile in the low-11-second range and achieve a top speed of more than 190 mph.

The foundation of the Z06 was its own, dedicated aluminum chassis – the first time in Corvette history a unique frame was used for a special model.

The Z06′s aluminum frame was 136 pounds lighter than the comparable steel frame used in standard models and even incorporated a featherweight magnesium engine cradle, contributing to a curb weight of only 3,130 pounds. Mounted on that cradle was another leap in technology: The LS7 small block engine. Displacing 7.0L (427 cubic inches), it was the largest engine offered in the Corvette in more than 30 years – and the most powerful engine in Corvette’s history until the introduction of the Corvette ZR1.

The LS7 used airflow and lightweight technology, including titanium connecting rods and a dry-sump oiling system, derived from the Corvette Racing program to produce 505 horsepower.

Along with its unique frame and LS7 engine, the sixth-generation Corvette Z06 also featured:

  • More rigid fixed-roof body style
  • Wider front and rear fenders – including carbon fiber front fenders
  • Unique rear spoiler and front splitter
  • Front and rear brake-cooling ducts – including signature integrated rear-fender inlets
  • Specific, lightweight 18-inch front and 19-inch rear wheels, with 275/35ZR18 front tires and 325/30ZR19 rear tires
  • Large 14-inch (355 mm) front brake rotors with six-piston calipers and 13.4-inch (340 mm) rear rotors with four-piston calipers
  • Unique stabilizer bars, spring rates and shocks.

The ultimate Corvette Z06 with the Z07 Performance Package incorporated a number of components used on the 205-mph Corvette ZR1, including carbon ceramic-matrix brake rotors, Michelin Pilot Sport Cup tires, additional carbon fiber exterior components and Magnetic Selective Ride Control. In 2012, a Z07-equipped Corvette lapped the Nürburgring in 7:22.68.

2015 Z06: The most capable ever
The new 2015 Corvette Z06 is the first Z06 to offer a supercharged engine, an automatic transmission and, thanks to a stiffer aluminum frame, a removable roof panel. It is also the most track-capable Corvette, ever.

It was developed in conjunction with the Corvette C7.R race car with technology proven through Corvette Racing, the most successful program in the Tudor United Sports Car Challenge series (formerly American Le Mans Series).

A new, supercharged 6.2L engine, rated at an estimated 625 horsepower (466 kW), powers the Z06. It is also one of the industry’s only supercars to offer the choice of two transmissions – a seven-speed manual and an all-new eight-speed automatic transmission. Developed by GM, the paddle-shift eight-speed offers fully manual control, delivering quick, seamless shifts that rival the world’s best dual-clutch/semi-automatic transmissions.

An available, carbon fiber aero package adds a carbon fiber front splitter with aviation-style winglets, carbon fiber rocker panels and a larger rear spoiler with a fixed wickerbill – a small, vertical tab at the edge of the spoiler that significantly increases downforce.

The available Z07 package adds a larger winglets, an adjustable, see-through center section on the rear spoiler, Michelin Pilot Super Sport Cup tires and carbon ceramic-matrix brakes. With this package, the Corvette Z06 will deliver the most aerodynamic downforce of any GM production car.

The 2015 Corvette Z06 goes on sale in early 2015.

Founded in 1911 in Detroit, Chevrolet is now one of the world’s largest car brands, doing business in more than 140 countries and selling more than 4.5 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature spirited performance, expressive design, and high quality. More information on Chevrolet models can be found at www.chevrolet.com.



2015 Corvette Z06 Unleashed w/625-horsepower at 2014 NAIAS 13
Jan
Posted by Darryl in 2014 NAIAS, Auto Addiction, auto show, Automotive, Chevrolet, Chevrolet Corvette Z06, Corvette C7, Corvette Stingray, Corvette Z06, naias, North American International Auto Show on 01 13th, 2014
2015 Chevrolet Corvette Z06

2015 Chevrolet Corvette Z06

The all-new Corvette C7 Stingray is already a hit and has taken the 2014 North American Car of the Year award already this morning at the North American International Auto Show. Chevrolet puts the cherry on top of this news by unleashing the all-new Corvette Z06, which touts better performance and track times than the outgoing Corvette ZR1.

2015 Chevrolet Corvette Z06

The new Supercharged LT4 6.2-liter V8 engine produces ‘at least’ 625 horsepower and 635 pound-feet of torque. The Z06 will give buyers the option of a seven-speed manual transmission or an all-new 8L90 eight-speed automatic transmission with steering wheel paddle shifters. The auto unit is a conventional automatic with a torque converter but claims to be lighter than the six-speed auto in the Stingray while executing shifts in 8-hundreths of a second faster than the dual-clutch PDK transmission in the Porsche 911.

The aluminum frame from the new Corvette C7.R race car, also revealed today, is said to be “essentially unchanged” as found in the new Z06.

2014 Chevrolet Corvette C7.R

2014 Chevrolet Corvette C7.R Race Car

A Z07 option package for the new Z06 will feature Pilot Sport Cup tires and Brembo carbon ceramic rotors. Keeping things stable is a re-tuned version of GM’s magnetic ride control and an electronic limited-split differential out back as standard equipment on the new Z06.

2015 Chevrolet Corvette Z06
2015 Chevrolet Corvette Z06
The 2015 Chevrolet Corvette Z06 with the available Z07 package
(L to R) The all-new 2015 Corvette Z06 and 2014 Corvette C7.R race car
2015 Chevrolet Corvette Z06
2015 "LT4" 6.2L V-8 AFM VVT DI SC (LT4) for Chevrolet Corvette Z06
2014 Chevrolet Corvette C7.R

2015 Chevrolet Corvette Z06 Press Release

2015 Chevrolet Corvette Z06 the Most Capable, Ever

  • Enters supercar territory with race-proven design, advanced technologies and world-class performance
  • With the track-focused Z07 performance package, the 2015 Corvette Z06 delivers faster lap times than the 2014 Corvette ZR1
  • The first Corvette Z06 to offer a supercharged engine, a removable roof panel, and an available paddle-shift automatic transmission

DETROIT – Chevrolet today introduced the most track-capable Corvette in the brand’s history – the 2015 Corvette Z06. It elevates the performance envelope for Corvette with unprecedented levels of aerodynamic downforce, at least 625 horsepower from an all-new supercharged engine, and an all-new, high-performance eight-speed automatic transmission – all building on the advanced driver technologies introduced on the Corvette Stingray.

“The new Z06 delivers levels of performance, technology and design that rival the most exotic supercars in the world,” said Mark Reuss, president, General Motors North America. “And the Z06 leverages the engineering expertise of GM, offering the choice of two world-class transmissions, supercar performance without supercar fuel consumption, and technologies that make it easier to fully enjoy the incredible experience of driving it.”

The 2015 model is the first Corvette Z06 to offer a supercharged engine, an automatic transmission and, thanks to a stronger aluminum frame, a removable roof panel. The new, supercharged 6.2L engine is expected to deliver at least 625 horsepower (466 kW), and can be matched with either a seven-speed manual or an all-new, high-performance eight-speed automatic transmission with paddle shifters for manual control. The aluminum frame carries over from the Corvette Stingray and will also be used essentially unchanged for the Corvette Racing C7.R.

A track-focused Z07 Performance Package adds unique components for true aerodynamic downforce, Michelin Pilot Super Sport Cup tires for enhanced grip, and Brembo carbon ceramic-matrix brake rotors that improve braking performance and contribute to greater handling through reduced unsprung weight. Although development testing is ongoing, the Z07 package has already recorded some of the fastest lap times ever for a Corvette, surpassing even the ZR1.

“The Corvette Z06 is a great example of the technology transfer between racing and production Corvettes,” said Tadge Juechter, Corvette chief engineer. “First, we took what we learned on the Corvette Racing C6.R and applied that to the all-new Corvette Stingray. Then, using the Stingray as a foundation, the Z06 and C7.R were developed to push the envelope of performance on the street and the track.”

Supercharged, efficient performance
The heart of the 2015 Corvette Z06 is the all-new LT4 6.2L supercharged V-8 engine, expected to deliver an estimated 625 horsepower (466 kW) and 635 lb.-ft. of torque (861 Nm). To balance performance and efficiency, the LT4 leverages the same trio of advanced technologies introduced on the Corvette Stingray: Direct injection, Active Fuel Management (cylinder deactivation) and continuously variable valve timing.

These technologies – combined with the fuel-efficient multi-speed transmissions, aerodynamic design and lightweight construction – help make the new Z06 surprisingly fuel-efficient.

“The supercharged LT4 engine delivers the greatest balance of performance and efficiency ever in the Corvette,” said John Rydzewski, assistant chief engineer for Small-Block engines. “It is one of the world’s only supercharged engines to incorporate cylinder deactivation technology, enabling it to cruise efficiently on the highway with reduced fuel consumption, but offer more than 600 horsepower whenever the driver calls up its tremendous power reserve.”

To maintain the Z06′s mass and performance targets, the LT4 engine was designed with a more-efficient, more-compact next-generation supercharger. Even with its integrated supercharger/intercooler assembly mounted in the valley between the cylinder heads, the engine is only about 1 inch (25 mm) taller than the Corvette Stingray’s LT1 engine – while delivering nearly 37 percent more horsepower and 40 percent more torque.

The new 1.7L Eaton R1740 TVS supercharger spins at up to 20,000 rpm – 5,000 rpm more than the supercharger on the Corvette ZR1′s LS9. The rotors are shorter in length, too, which contributes to their higher-rpm capability – and enables them to get up to speed quicker, producing power-enhancing boost earlier in the rpm band. That boost is achieved more efficiently, thanks to a new, more direct discharge port that creates less turbulence, reducing heat and speeding airflow into the engine.

The LT4 engine also has several unique features designed to support its higher output and the greater cylinder pressures created by forced induction, including:

  • Rotocast A356T6 aluminum cylinder heads that are stronger and handle heat better than conventional heads
  • Lightweight titanium intake valves and machined connecting rods for reduced reciprocating mass
  • High 10.0:1 compression ratio – for a forced-induction engine – enhances performance and efficiency; enabled by direct injection
  • Forged aluminum pistons with unique, stronger structure to ensure strength under high cylinder pressures
  • Stainless steel exhaust headers and aluminum balancer that are lighter than their LT1 counterparts
  • Standard dry-sump oiling system with larger cooler capacity than Z51; used with dual-pressure-control oil pump.

The LT4 will be built in Tonawanda, N.Y., and Bowling Green, Ky., at the new Performance Build Center.

Eight speeds, no waiting
The supercharged LT4 is offered with a standard seven-speed manual transmission with Active Rev Match, or an all-new 8L90 eight-speed paddle-shift automatic transmission designed to enhance both performance and efficiency.

“Unlike most ultra-performance cars, the Corvette Z06 offers customers the choice between two transmissions to suit their driving styles,” said Juechter. “The seven-speed gives the driver the control of a true three-pedal manual transmission with perfect shifts enabled by Active Rev Matching. The new eight-speed automatic offers drivers the comfort and drivability of a true automatic transmission, as well as lightning-fast shifts and manual control for track driving.”

The seven-speed manual incorporates rev-matching technology for upshifts and downshifts. This driver-selectable feature can be easily engaged or disengaged via paddles on the steering wheel. The seven-speed is used with a new dual-mass flywheel and dual-disc clutch, which deliver greater shift quality and feel through lower inertia.

The eight-speed automatic is tuned for world-class shift-response times, and smaller steps between gears keep the LT4 within the sweet spot of the rpm band, optimizing the output of the supercharged engine for exhilarating performance and greater efficiency.

For performance driving, the transmission offers full manual control via steering wheel paddles, and unique algorithms to deliver shift performance that rivals the dual-clutch/semi-automatic transmissions found in many supercars – but with the smoothness and refinement that comes with a conventional automatic fitted with a torque converter.

In fact, the 8L90′s controller analyzes and executes commands 160 times per second, and wide-open-throttle upshifts are executed up to eight-hundredths of a second quicker than those of the dual-clutch transmission offered in the Porsche 911.

“There’s no trade-off in drivability with the new 8L90 eight-speed automatic transmission – it was designed to deliver performance on par with dual-clutch designs, but without sacrificing refinement,” said Bill Goodrich, assistant chief engineer for eight-speed automatic transmissions. “It is also the highest-capacity automatic transmission ever offered in a Chevrolet car.”

Featuring four gearsets and five clutches, creative packaging enables the GM-developed eight speed automatic to fit the same space as the six-speed automatic used in the Corvette Stingray. Extensive use of aluminum and even magnesium make it more than eight pounds (4 kg) lighter than the six-speed, as well. Along with design features that reduce friction, the 8L90 is expected to contribute up to five-percent greater efficiency, when compared with a six-speed automatic.

The eight-speed automatic will be built at GM’s Toledo, Ohio, transmission facility.

Designed for downforce
The performance targets of the Z06 also posed a challenge for the design team, who had to create a striking design that also contributed to increased capabilities.

“Virtually every exterior change served a functional purpose, as this beast needed more of everything,” said Tom Peters, Corvette design director, “The flared fenders accommodate larger, wider wheels and tires for more grip. The larger vents provide more cooling air to the engine, brakes, transmission and differential for increased track capability. The more aggressive aerodynamic package generates true downforce for more cornering grip and high-speed stability.”

Indeed, the design changes began not with the exterior panels, but the tires.

To deliver the levels of grip needed for the Z06′s performance targets, the Z06 was fitted with larger Michelin tires (Pilot Sport tires for the Z06; Sport Cup tires with the Z07 package). The P285/30ZR19 front tires are 1.5 inches wider than the tires on the Stingray, while the 335/25ZR20 rear tires are two inches wider.

To cover the wider tire tread, the fenders of the Z06 were extended by 2.2 inches (56 mm) at the front, and 3.15 inches (80 mm) at the rear. These extensions give the Corvette Z06 a wider, lower appearance that is further emphasized by a unique rear fascia. It incorporates the same taillamp assemblies as the Stingray, but on the Z06 the taillamps are pushed approximately three inches farther apart, toward to edges of the body.

The tires are mounted on lightweight, spin-cast aluminum wheels that are also wider than the Stingray (19 x 10 inches in front and 20 x 12 inches in the rear). Their open, ultralight design showcases the massive Brembo brakes, which are part of the design aesthetic:

  • The Z06 features two-piece steel rotors, measuring 14.6 x 1.3-inch (371 x 33 mm) front and 14.4 x 1-inch (365 x 25 mm) rear, with aluminum six-piston and four-piston fixed calipers, respectively
  • The Z07 package adds larger, 15.5 x 1.4-inch (394 x 36 mm) front and 15.3 x 1.3-inch (388 x 33 mm) carbon ceramic-matrix brake rotors for consistent performance lap after lap, and collectively save 23 pounds over the standard Z06 rotors.

To harness the cornering and braking grip afforded by the larger tires and brakes, the exterior of the Corvette Z06 has also been tailored to produce aerodynamic downforce that presses the tires to the ground at high speeds.

The Z06 will offer three, increasing levels of aerodynamic downforce:

  • The standard Z06 features a front splitter, spats around the front wheel openings, a unique carbon-fiber hood with a larger vent, and the rear spoiler from the Corvette Stingray’s Z51 Performance Package
  • An available carbon-fiber aero package (in either black or a visible carbon-fiber finish) adds a carbon fiber front splitter with aviation-style winglets, carbon fiber rocker panels, and a larger rear spoiler with a fixed wickerbill – a small, vertical tab at the edge of the spoiler that significantly increases downforce
  • The available Z07 package adds a larger winglets to the front splitter, along with an adjustable, see-through center section on the rear spoiler for track use; with this package, the Corvette Z06 delivers the most amount of aerodynamic downforce of any production car that GM has tested.

The exterior design also reflects the increased cooling required for the new Corvette Z06. For example, the mesh pattern on the front fascia was painstakingly designed to deliver the most possible airflow to the supercharger’s intercooler heat exchanger. In fact, the mesh grill directs more air into the engine bay than with the grille completely removed.

The unique grille also features dedicated brake-cooling intakes and wider grille outlets on the bottom serve as air diffusers. The grille is complemented with a larger hood vent, which not only vents hot air from the engine compartment, but contributes to downforce by allowing air driven through the grille to exit through the hood rather than being forced under the car, which could create lift.

Additional cooling elements include larger front fender vents and unique air blades over the inlets on the rear fenders, which force about 50 percent more air into the cooling ducts for the transmission and differential coolers than those on the Stingray. To cope with the additional airflow, the Z06 has also has larger rear-fascia openings than the Stingray.

Standard front and rear brake-cooling ducts, including Z06-signature rear ducts integrated in front of the rear fender openings, are also part of the functional design changes.

Inside, the Corvette Z06 is distinguished from the Corvette Stingray by unique color schemes that emphasize the driver-focused cockpit, and a unique, flat-bottomed steering wheel.

Like the Stingray, the Z06 will be offered with two seating choices: a GT seat, for all-around comfort, and a Competition Sport seat with more aggressive side bolstering, which provides greater support on the track. The frame structure for both seats is made of magnesium, for greater strength and less weight than comparable steel frames. They’re also more rigid, contributing to the enhanced feeling of support during performance driving.

The Z06 also benefits from interior details designed for high-performance driving, first introduced on the Stingray, including a steel-reinforced grab bar on the center console for the passenger and soft-touch materials on the edge of the console, where the driver naturally braces during high-load cornering.

The performance-supporting elements inside the new Corvette Z06 are complemented by unprecedented attention to detail and build quality. All models feature a fully-wrapped interior, where every surface is covered with premium, soft-touch materials. Available materials, depending on the trim level, include Napa leather, aluminum, carbon fiber and micro-suede.

Track-proven technologies
The 2015 Corvette Z06 leverages the technologies introduced on the Corvette Stingray, including the strategic use of lightweight materials and advanced driver technologies, with unique features and calibrations tailored for its capabilities.

“Our mission with the seventh-generation Corvette was to make the performance levels more accessible, enabling drivers exploit every pound-foot of torque, every “g” of grip and every pound of downforce,” said Juechter. “It’s a philosophy we introduced with the 460-horsepower Corvette Stingray – and one that’s even more relevant with an estimated 625 horsepower at your beck and call.”

For the first time ever, the Corvette Z06′s aluminum frame will be produced in-house at the Bowling Green, Ky., assembly plant. It’s the same robust, lightweight frame used on the Corvette Stingray and it will also be used essentially unchanged for the C7.R racecars.

The stiffer design of the aluminum frame allows the Corvette Z06 to be offered with a removable roof panel for the first time. In fact, with the lightweight, carbon fiber roof panel removed, the new Corvette Z06 offers 20 percent more structural rigidity than the previous model’s fixed-roof design – and a 60-percent increase in stiffness with the roof panel installed.

The new Z06 retains the SLA-type front and rear suspension design of the Corvette Stingray, including, but uniquely calibrated for the higher performance threshold. The third-generation Magnetic Selective Ride Control dampers are standard on Z06, and can be adjusted for touring comfort or maximum track performance via the standard Driver Mode Selector.

Like on the Stingray, the Driver Mode Selector tailors up to a dozen features of the Z06 to suit the driver’s environment, including:

  • Launch control: Available in Track mode for manual and automatic transmissions, providing maximum off-the-line acceleration
  • Active handling (StabiliTrak stability control): A “competitive” setting is available in Track mode and is more suited for on-track conditions. It can also be disabled, giving the driver complete control
  • Traction control: Weather mode tailors traction control and engine torque for driving in inclement conditions
  • Performance Traction Management: Available in Track mode and offers five settings of torque reduction and brake intervention for track driving
  • Electronic Limited Slip Differential: Adjusts the rate at which the limited slip engages, to balance between steering response and stability in different driving conditions; more aggressive performance in Sport and Track modes.

The smart electronic limited-slip differential (eLSD) is standard on the Z06, to make the most of the torque split between the rear wheels. The system features a hydraulically actuated clutch that can infinitely vary clutch engagement and can respond from open to full engagement in tenths of a second. It shifts torque-based on a unique algorithm that factors in vehicle speed, steering input and throttle position to improve steering feel, handling balance and traction.

The eLSD is fully integrated with Electronic Stability Control and Performance Traction Management systems. Its calibrations vary among three modes, based on the Drive Mode Selector setting:

  • Mode 1 is the default setting for normal driving and emphasizes vehicle stability
  • Mode 2 is engaged when electronic stability control is turned off in the Sport or Track modes. This calibration enables more nimble turn-in and traction while accelerating out of a corner
  • Mode 3 is automatically selected when Performance Traction Management is engaged. This calibration has the same function as Mode 2, but is fine-tuned to work with Performance Traction Management.

The new Corvette Z06 will be available in early 2015. Performance data and pricing will be announced closer to the start of production.

Corvette Z06: A Quick History of a Fast Car

DETROIT – The all-new 2015 Chevrolet Corvette Z06 is the most capable in the history of track-oriented model. The Z06 was first offered as an option package in 1963, directed squarely at those who intended to use their Corvette on a track.

Since then, the Z06 has been offered in four of the Corvette’s seven production generations, each elevating the Corvette’s track capability to higher levels:

  • Second generation (1963) – Developed under famed Corvette engineer Zora Arkus-Duntov, the first Z06 package offered enhanced handling and braking capability, along with an available, larger fuel tank that reduced the need for refueling during a race. Power came from a fuel-injected small block V-8 engine, supported by a four-speed manual transmission and Positraction rear axle. Only 199 were built – 63 of them with the larger fuel tank.
  • Fifth generation (2001-2004) – Combining a lower curb weight with higher horsepower, the fifth-generation Corvette Z06 was one of the fastest production cars on a track – a capability confirmed with a sub-8-minute lap around the Nürburgring. It was built on a unique fixed-roof hardtop body, with several lightweighting elements, such as thinner glass, a titanium exhaust system and more. Its unique LS6 small block engine delivered up to 405 horsepower through a six-speed manual transmission with specific, performance-optimized gearing. A total of 28,388 were built.
  • Sixth generation (2006-2013) – The sixth-generation Corvette Z06 featured its own, bespoke aluminum frame that was 136 pounds lighter than the steel frame on standard Corvette models. Under the hood, the 505-horsepower LS7 7.0L small block featured racing-derived technologies, including titanium connecting rods and a dry-sump oiling system. The Z07 Performance Package added carbon-ceramic matrix brakes and Michelin Pilot Sport Cup tires, enabling the Z06 to run the Nürburgring in 7:22.68. A total of 27,979 were built, including 740 with the Z07 performance package.
  • Seventh generation (2015) – The new 2015 Corvette Z06 is the most capable production Corvette ever. Developed in conjunction with the Corvette C7.R race car, it incorporates racing technology to deliver greater aerodynamic downforce, cornering grip and braking performance. With the available Z07 Performance Package – again fitted with Michelin Pilot Super Sport Cup tires and enhanced braking capability with carbon ceramic-matrix brakes – the new Z06 is faster on a track than the Corvette ZR1, in preliminary testing.

1963 Z06: Duntov’s legacy
The first Z06 was an option package on the iconic 1963 “split-window” Corvette, developed by Corvette’s legendary engineer and racing advocate Zora Arkus-Duntov. He successfully lobbied for the 1963 Corvette to offer a package for customers who intended to race the new car.

For those in the know, checking the RPO Z06 box on the Corvette’s order sheet added a thicker, 24mm (0.94-inch) front stabilizer bar, larger-diameter shock absorbers and springs that were nearly twice as stiff as standard parts. The Z06 package also featured upgraded brake components, including sintered-metal brake linings, which stood up to heat and resisted wear better than conventional material; power-assisted brakes with unique Al Fin brake drums constructed of lightweight cast aluminum, with a steel center section, and cooling fins around the perimeter; and a dual-circuit master cylinder and vacuum brake booster to enhance safety and reduce braking effort – components that would become industry standards, but were still rare in regular-production vehicles of the era.

Possibly most significant for racing, the Z06 option could be combined with a larger, 36.5-gallon fiberglass fuel tank that allowed racers to stay on the track longer. Z06-equipped models quickly became known as “big tank” or “tanker” Corvettes and they were originally limited to coupe models, because the larger tank wouldn’t fit convertibles. Later, Chevrolet revised the package, making the regular 20-gallon fuel tank standard and the big tank an option. The change allowed the Z06 package to be ordered on a convertible – although perhaps only one is believed to have been built – and lowered its price, which originally added more than 40 percent to the Corvette’s base price. Aluminum knock-off wheels were also part of the initial package and eliminated from the list of standard content to reduce the package price.

There was one engine available with the Z06 package – the 360-horsepower L48-code 327-cubic-inch small block, which featured an advanced mechanical fuel injection system. Corvette was a pioneer in fuel injection, having introduced it in 1957. A four-speed manual transmission and Positraction rear axle were also standard equipment.

In that pre-Internet era, few Corvette customers – even those with racing intentions – knew of the Z06 package. It wasn’t advertised, making word of mouth the primary source of information. Only 199 were built and only 63 of them were big-tank cars. Because most were purchased and used for racing, the attrition rate was comparatively high. Remaining, documented examples – especially the big-tank cars – are highly collectable.

2001-2004 Z06: Breaking the 8-minute Nürburgring lap
During the Corvette’s fifth generation, the Z06 name was reintroduced as a special 2001 model that took Corvette performance farther than it had ever been. Engineers started with the Corvette’s unique, limited-production hardtop body, which featured a fixed-roof design that was stiffer and lighter than the hatchback coupe. The car was further lightened with a titanium exhaust system, thinner glass, lighter wheels, conventional tires (in place of the standard run-flat tires), reduced sound deadening material, a fixed radio antenna (vs. a power antenna), and even a smaller, lighter battery.

The results shaved about 100 pounds off the weight of a conventional coupe model. The car also introduced rear-brake cooling ducts integrated in the rear fenders, which would become a signature styling cue.

On the other side of the power-to-weight equation is horsepower and to that end, the 2001 Z06 used an exclusive LS6 version of the Gen III small block engine. If featured unique internal parts, including a “hotter” camshaft and higher-compression pistons, and an enhanced cylinder block design for greater bay-to-bay breathing, helping it produce 385 horsepower. Further enhancements contributed to an increase to 405 horsepower in 2002. The engine was backed by a six-speed manual transmission with Z06-specific gear ratios.

Like the original 1963 Z06, the fifth-generation car included chassis and suspension components optimized for the track. Its exclusive FE4 suspension package featured a larger-diameter, hollow stabilizer bars that also had thicker walls for greater stiffness; larger-diameter shock absorbers (compared to standard models), quicker steering – 2.46 turns lock to lock vs. 2.66 on other models – and a larger wheel-and-tire package, featuring Goodyear Eagle F1 SC tires mounted on lighter, stiffer forged aluminum wheels.

By the end of its production run, the fifth-generation-based Corvette Z06 was already benefitting from technology used on the successful Corvette Racing program, including lightweight carbon fiber. A special 2004 24 Hours of Le Mans Commemorative Edition – acknowledging Corvette Racing’s historic 1-2 class finish at the famous 24-hour endurance race – used a carbon fiber hood to shave 10 pounds off the nose of the car, enhancing its balance.

The 2004 Corvette Z06 proved its capability on the global stage, when it became one of the first production cars at the time to run Germany’s famous Nürburgring road course in less than 8 minutes (7:56).

2006-2013 Z06: A foundation for success
The groundbreaking sixth-generation Corvette Z06 elevated Corvette to compete with the world’s most capable supercars. A power-to-weight ratio of 6.2:1 was one of the best in the world, helping it run from 0 to 60 mph in about 3.7 seconds, through the quarter-mile in the low-11-second range and achieve a top speed of more than 190 mph.

The foundation of the Z06 was its own, dedicated aluminum chassis – the first time in Corvette history a unique frame was used for a special model.

The Z06′s aluminum frame was 136 pounds lighter than the comparable steel frame used in standard models and even incorporated a featherweight magnesium engine cradle, contributing to a curb weight of only 3,130 pounds. Mounted on that cradle was another leap in technology: The LS7 small block engine. Displacing 7.0L (427 cubic inches), it was the largest engine offered in the Corvette in more than 30 years – and the most powerful engine in Corvette’s history until the introduction of the Corvette ZR1.

The LS7 used airflow and lightweight technology, including titanium connecting rods and a dry-sump oiling system, derived from the Corvette Racing program to produce 505 horsepower.

Along with its unique frame and LS7 engine, the sixth-generation Corvette Z06 also featured:

  • More rigid fixed-roof body style
  • Wider front and rear fenders – including carbon fiber front fenders
  • Unique rear spoiler and front splitter
  • Front and rear brake-cooling ducts – including signature integrated rear-fender inlets
  • Specific, lightweight 18-inch front and 19-inch rear wheels, with 275/35ZR18 front tires and 325/30ZR19 rear tires
  • Large 14-inch (355 mm) front brake rotors with six-piston calipers and 13.4-inch (340 mm) rear rotors with four-piston calipers
  • Unique stabilizer bars, spring rates and shocks.

The ultimate Corvette Z06 with the Z07 Performance Package incorporated a number of components used on the 205-mph Corvette ZR1, including carbon ceramic-matrix brake rotors, Michelin Pilot Sport Cup tires, additional carbon fiber exterior components and Magnetic Selective Ride Control. In 2012, a Z07-equipped Corvette lapped the Nürburgring in 7:22.68.

2015 Z06: The most capable ever
The new 2015 Corvette Z06 is the first Z06 to offer a supercharged engine, an automatic transmission and, thanks to a stiffer aluminum frame, a removable roof panel. It is also the most track-capable Corvette, ever.

It was developed in conjunction with the Corvette C7.R race car with technology proven through Corvette Racing, the most successful program in the Tudor United Sports Car Challenge series (formerly American Le Mans Series).

A new, supercharged 6.2L engine, rated at an estimated 625 horsepower (466 kW), powers the Z06. It is also one of the industry’s only supercars to offer the choice of two transmissions – a seven-speed manual and an all-new eight-speed automatic transmission. Developed by GM, the paddle-shift eight-speed offers fully manual control, delivering quick, seamless shifts that rival the world’s best dual-clutch/semi-automatic transmissions.

An available, carbon fiber aero package adds a carbon fiber front splitter with aviation-style winglets, carbon fiber rocker panels and a larger rear spoiler with a fixed wickerbill – a small, vertical tab at the edge of the spoiler that significantly increases downforce.

The available Z07 package adds a larger winglets, an adjustable, see-through center section on the rear spoiler, Michelin Pilot Super Sport Cup tires and carbon ceramic-matrix brakes. With this package, the Corvette Z06 will deliver the most aerodynamic downforce of any GM production car.

The 2015 Corvette Z06 goes on sale in early 2015.

Founded in 1911 in Detroit, Chevrolet is now one of the world’s largest car brands, doing business in more than 140 countries and selling more than 4.5 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature spirited performance, expressive design, and high quality. More information on Chevrolet models can be found at www.chevrolet.com.



Report: New Details of Upcoming C7 Corvette Z06 & ZR1 Emerge 19
Feb
Posted by Darryl in 2014 Corvette Stingray, Automotive, C7 Corvette, Cadillac, Chevrolet, Chevrolet Corvette Z06, Chevrolet Corvette ZR1, Corvette, Corvette C7, Corvette Stingray, Corvette Z06, Corvette ZR1, Editorial, ZR1 on 02 19th, 2013
corvette-stingray

corvette-stingray

The all-new 2014 Chevrolet Corvette Stingray has managed to re-captivate enthusiasts all around the world, even those who were never really fans of the iconic American sports car in the first place. Being that the Stingray has reignited the love for the Corvette; the forward momentum will not stop any time soon as Chevrolet appears to make plans for launching Z06 and ZR1 versions of the new C7 Corvette.

A report out of Motor Trend states that the C7 Z06 will get an updated version of the 7.0-liter V8 engine with as much as 600 horsepower. Then, things start to really get interesting in the report as it speculates that the next ZR1 could see as much as 700 horsepower from both supercharging and twin-turbocharging the engine.

Rumors have already circulated that General Motors is testing an engine with sequential forced-induction for powering the next ZR1 as well as the Cadillac CTS-V. Usually horsepower figures for the Z06 and ZR1 are respectively separated by over just over 100 horsepower. Naturally the next CTS-V will get a slightly de-tuned version of the forthcoming C7 Corvette ZR1′s engine as it does for the current model year.

As it looks, in technical retrospect, these numbers are rumored by Motor Trend should not be too far off from reality. If things start to go south below 700 horsepower with the range-topping C7 Corvette ZR1, expect the Z06 to get under 600 horsepower while the Cadillac CTS-V falls in line using the same horsepower gap numbers that we currently see.

Either way, the new C7 Corvette Z06 and ZR1 will be better performers incorporating a better variation of everything you see in the new Stingray with a hard-core edge on performance. We won’t see these American iterations of supercar bliss action in the new Vette launched out of showrooms until at least a year from now but for now, let’s keep our fingers crossed for that 700 horsepower mark.



Jay Leno Gets Up-Close and Personal Look of All-New 2014 Corvette C7 Stingray: Video 24
Jan
Posted by Malcolm Hogan in 2014 Chevrolet Corvette, 2014 Chevy Corvette, Automotive, C7 Corvette, Chevrolet, Corvette C7, Corvette Stingray, Editorial, video on 01 24th, 2013
jay-leno-corvette-c7-stingray

jay-leno-corvette-c7-stingray

The latest episode of Jay Leno’s garage is labeled a special edition as they come to us directly from Brown’s Classic Auto in Scottsdale, Arizona, where he gets an up-close and personal look at the revolutionary 2014 Chevrolet Corvette C7 Stingray along with GM’s Vice President of Global design, Ed Welburn.

In traditional form, Jay drills down a list of questions to further reveal design inspiration of the all-new Corvette Stingray. With Jay’s passion for automobiles, not to mention how he can contest to the evolution of the Corvette from his own personal collection, particularizes many features and aspects of the new Vette with Welburn. “It is all in the details!”

If you have 12 minutes to sit back and enjoy Jay Leno and Ed Welburn’s detailed walk-around of America’s newest sports car, hit up the video below. Enjoy!



Track-Ready Corvette C7 Stingray Rendered Into Reality 23
Jan
Posted by Darryl in 2014 Chevrolet Corvette, Automotive, C7 Corvette, Chevrolet, Corvette C7, Corvette Stingray, Editorial, Rendering on 01 23rd, 2013
iacoski_chevrolet_corvette_stingray_2014_super_gt_speed2_1200px

iacoski_chevrolet_corvette_stingray_2014_super_gt_speed2_1200px

With the all-new 2014 Chevrolet Corvette C7 Stingray hitting the block, it is only a matter of time before we see it hit the race track in full-on race-prepped style. The outgoing Corvette C6 R was already a menacing beast with many of its race aptitude inspiring the design of the new Corvette C7 Stingray. In knowing that the upcoming the Corvette C7 race car will be even better on the race track, master automotive graphics and photography guru, Jacek Kolodziejczyk, takes it upon himself to render what a new Track-Read Corvette C7 Stingray would look like.

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The flared finders, restyled front aerodynamics, massive wing and a huge side-exhaust flame to boot, all make these renderings extensively appealing.

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You can always view additional Jacek Kolodziejczyk automotive renderings on his Iacoski Design site.



2014 Chevrolet Corvette C7 Service Manual Images Leaked 27
Dec
Posted by Darryl in 2014 Chevrolet Corvette, Automotive, Chevrolet, Chevrolet Corvette, Corvette C7, News on 12 27th, 2012

The guys at Jalopnik have discovered several images posted on the Corvette Forum enthusiast site of the new Corvette C7, which all appear to be from a service manual of the upcoming American sports car.

The anticipation is steadily building as we await the Detroit Auto Show next month where there will be an onslaught of new vehicle reveals and releases including that of the highly anticipated Corvette C7.

Many of the design elements of what we see in the speculated service manual leaked images of the new C7 Vette, show us fresh body panels and new technology. Many of the images match to what some spy photographers have captured up to this point of the C7 out on testing grounds. Some will say that the design looks to have traits of current sports cars such as the Nissan GT-R, and maybe some hints at the Camaro. Either way, the new C7 is looking to be an stunning vehicle, good for some and maybe questionable for others.

What we do know, aside from the previously released details on the new V8 engine for the C7 Corvette, is that we cannot wait to get our hands on one when it hits the ground literally burning up the rear tires.

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New Details Emerge for 2014 Chevrolet Corvette LT1 Featuring 450 Horsepower 24
Oct
Posted by Malcolm Hogan in Automotive, Chevrolet, Corvette C7, GM, News on 10 24th, 2012

Just after Chevrolet released a teaser video of the upcoming Corvette C7, they release details today of what will sit at the heart of the new Vette propelling the completely newly redesigned sports car by the rear wheels. The new C7 Corvette will be powered by (for starters) a 6.2-liter V8 pumping out 450 horsepower and 450 ft-lbs. of torque while getting a 0-60 time of 4.0 seconds (or better). The new engine, dubbed LT1, will be the first of the generation 5 family of small block engines with many new technological advancements and active fuel management. The new Corvette is expected to get more than 26 mpg making it the most fuel efficient Vette yet.

While all of the other fine details have yet to be revealed, we can expect a full run down come January when the completely new 2014 Chevrolet Corvette is revealed to the world at the North American International Auto Show. For now, we have included the latest press release from General Motors about the upcoming Corvette spilling just a few more details. Exciting stuff for the all-America sports car!

  • Advanced technologies including direct injection, active fuel management, continuously variable valve timing support advanced combustion system
  • Preliminary output of 450 horsepower (335 kW) and 450 lb.-ft. of torque (610 Nm)
  • Helps deliver estimated 0-60 performance in less than four seconds and best-ever fuel economy in the Corvette

DETROIT – When the all-new 2014 Chevrolet Corvette arrives late next year, it will be powered by a technologically advanced, racing-proven 6.2L V-8 delivering an estimated 450 horsepower and helping produce 0-60 times in less than four seconds.

The new Corvette LT1 engine, the first of the Gen 5 family of Small Block engines, combines several advanced technologies, including direct injection, Active Fuel Management and continuously variable valve timing to support an advanced combustion system.

“Our objective for the development of the all-new LT1 was to raise the bar for performance car engines,” said Mary Barra, senior vice president, global product development. “We feel that we have achieved that by delivering a true technological masterpiece that seamlessly integrates a suite of advanced technologies that can only be found on a handful of engines in the world.

“What makes this engine truly special is the advanced combustion system that extracts the full potential of these technologies. The art and science behind that combustion system make the Corvette LT1 one of the most advanced V-8 engines in the world,” said Barra.

Output, performance, and fuel economy numbers will not be finalized until early next year, but the new LT1 engine is expected to deliver:

  • The most powerful standard Corvette ever, with preliminary output of 450 horsepower (335 kW) and 450 lb.-ft. of torque (610 Nm)
  • The quickest standard Corvette ever, with estimated 0-60 performance of less than four seconds
  • The most fuel-efficient Corvette ever, exceeding the 2013 EPA-estimated 26 miles per gallon on the highway.

“The Holy Grail for developing a performance car is delivering greater performance and more power with greater fuel economy and that’s what we’ve achieved,” said Tadge Juechter, Corvette chief engineer. “By leveraging technology, we are able to get more out of every drop of gasoline and because of that we expect the new Corvette will be the most fuel-efficient 450 horsepower car on the market.”

Advanced combustion system optimized with 6 million hours of analysis

“The Corvette LT1 represents the most significant redesign in the Small Block’s nearly 60-year history – building on its legacy to make one of the world’s best engines even better,” said Sam Winegarden, vice president, Global Powertrain Engineering. “More than just great horsepower, the LT1 has been optimized to produce a broader power band. Below 4,000 rpm, the torque of the Corvette LT1 is comparable to that of the legendary, 7.0L LS7 out of the current Corvette Z06. The LT1 is a sweetheart of a power plant and drivers will feel its tremendous torque and power at every notch on the tachometer.”

Increased power and efficiency were made possible by an unprecedented level of analysis, including computational fluid dynamics, to optimize the combustion system, the direct injection fuel system, active fuel management and variable valve timing systems that support it. More than 10 million hours of computational analysis were conducted on the engine program, including 6 million hours (CPU time) dedicated to the advanced combustion system.

Direct injection is all-new to the engine architecture and is a primary contributor to its greater combustion efficiency by ensuring a more complete burn of the fuel in the air-fuel mixture. This is achieved by precisely controlling the mixture motion and fuel injection spray pattern. Direct injection also keeps the combustion chamber cooler, which allows for a higher compression ratio. Emissions are also reduced, particularly cold-start hydrocarbon emissions, which are cut by about 25 percent.

Active Fuel Management (AFM) – a first-ever application on Corvette – helps save fuel by imperceptibly shutting down half of the engine’s cylinders in light-load driving.

Continuously variable valve timing, which GM pioneered for overhead-valve engines, is refined to support the LT1 AFM and direct injection systems to further optimize performance, efficiency and emissions.

These technologies support the all-new, advanced combustion system, which incorporates a new cylinder-head design and a new, sculpted piston design that is an integral contributor to the high-compression, mixture motion parameters enabled by direct injection.

The LT1 head features smaller combustion chambers designed to complement the volume of the unique topography of the pistons’ heads. The smaller chamber size and sculpted pistons produce an 11.5:1 compression ratio, while the head features large, straight and rectangular intake ports with a slight twist to enhance mixture motion. This is complemented by a reversal of the intake and exhaust valve positions, as compared to the previous engine design. Also, the spark plug angle and depth have been revised to protrude farther into the chamber, placing the electrode closer to the center of the combustion to support optimal combustion.

The pistons feature unique sculpted topography that was optimized via extensive analysis to precisely direct the fuel spray for a more complete combustion. The contours of the piston heads are machined to ensure dimensional accuracy – essential for precise control of mixture motion and the compression ratio.

Race-proven legacy, state-of-the-art performance

The first Small Block V-8 debuted in the Corvette in 1955. It displaced 4.3L (265 cubic inches) and was rated at 195 horsepower, drawing air and fuel through a four-barrel carburetor. Five years later, V-8 power helped Corvette secure its first victory at the 24 Hours of Le Mans.

In 2012, the Small Block-powered Corvette Racing C6.R beat Ferrari, BMW and Porsche to sweep the drivers’, team, and manufacturer championships in production-based American Le Mans Series GT class. These championships make Corvette Racing the most successful team in ALMS history, with a total of 77 class wins, eight drivers’ championships, and nine manufacturer and team championships since 2001.

“The engine requirements for a production car and a race car are remarkably similar,” said Jordan Lee, Small Block chief engineer and program manager. “In both cases, you want an engine that is powerful and efficient, compact and lightweight, and durable. That combination is what made the original Small Block so successful. Today, the introduction of state-of-the-art technologies and engineering makes one of the best performance car engines in the world even better.”

As an example, the new LT1 engine is 40 pounds lighter than a competitor’s twin-turbo 4.4L, DOHC V-8 with similar output. That weight savings not only improves the Corvette’s power-to-weight ratio, but also contributes to a near-perfect 50/50 weight balance for enhanced steering response and handling.

The new LT1 is also four inches shorter in overall height than the competitive DOHC V-8. That also improves handling by lowering the center of gravity while enabling a low hood line – contributing to the Corvette’s iconic profile, as well as ensuring exceptional driver visibility.

The new LT1 is the third engine in the Corvette’s history to be so-named, with previous versions introduced in 1970 (Gen 1) and 1992 (Gen 2). All iterations of the LT1 – and all Small Block engines – have shared a compact design philosophy that fosters greater packaging flexibility in sleek vehicles such as the Corvette.

“The power and efficiency of the Small Block V-8 are hallmarks of Corvette performance,” said Lee. “But, the compact size and great power-to-weight are just as important for the overall driving experience. The all-new LT1 will play a huge role in making the all-new Corvette a world-class sports car, in terms of technology, performance, and refinement.”

Engine features and highlights

All-aluminum block and oil pan: The Gen 5 block was developed with math-based tools and data acquired in GM’s racing programs, providing a light, rigid foundation for an impressively smooth engine. Its deep-skirt design helps maximize strength and minimize vibration. As with the Gen 3 and Gen 4 Small Blocks, the bulkheads accommodate six-bolt, cross-bolted main-bearing caps that limit crank flex and stiffen the engine’s structure. A structural aluminum oil pan further stiffens the powertrain.

The block features nodular iron main bearing caps, which represent a significant upgrade over more conventional powdered metal bearing caps. They are stronger and can better absorb vibrations and other harmonics to help produce smoother, quieter performance.

Compared to the Gen 4 engine, the Gen 5’s cylinder block casting is all-new, but based on the same basic architecture. It was refined and modified to accommodate the mounting of the engine-driven direct injection high-pressure fuel pump. It also incorporates new engine mount attachments, new knock sensor locations, improved sealing and oil-spray piston cooling.

Advanced oiling system, with available dry-sump system: The LT1 oiling system – including oil-spray piston cooling – was also optimized for improved performance. It is driven by a new, variable-displacement oil pump that enables more efficient oil delivery, per the engine’s operating conditions. Its dual-pressure control enables operation at a very efficient oil pressure at lower rpm coordinated with AFM and delivers higher pressure at higher engine speeds to provide a more robust lube system for aggressive engine operation.

Standard oil-spray piston cooling sprays the underside of each piston and the surrounding cylinder wall with an extra layer of cooling oil, via small jets located at the bottom of the cylinders. For optimal efficiency, the oil jets are used only when they are needed the most: at start-up, giving the cylinders extra lubrication that reduces noise, and at higher engine speeds, when the engine load demands, for extra cooling and greater durability.

An available dry-sump oiling system promotes exceptional lubrication system performance during aggressive driving maneuvers and high cornering loads. It includes two stages: a pressure stage and a scavenge stage. The pressure stage includes the new, dual-pressure-control and variable-displacement vane pump.

Dexos semi-synthetic motor oil, with a 5W30 specification, helps reduce friction to further enhance the LT1’s efficiency.

New, tri-lobe camshaft: Compared to the Gen 4 Small Block, the camshaft remains in the same position relative to the crankshaft and is used with a new rear cam bearing, but it features an all-new “tri-lobe” designed lobe which exclusively drives the engine-mounted direct injection high-pressure fuel pump, which powers the direct-injection combustion system. The cam’s specifications include 14mm/13.3mm (0.551/0.524-inch) intake/exhaust lift, 200/207-crank angle degrees intake/exhaust duration at 0.050-inch tappet lift and a 116.5-degree cam angle lobe separation.

New, cam-driven fuel pump: The direct injection system features a very-high-pressure fuel pump, which delivers up to 15Mpa (150 bar). The high-pressure, engine-driven fuel pump is fed by a conventional fuel-tank-mounted pump. The direct injection pump is mounted in the “valley” between cylinder heads – beneath the intake manifold – and is driven by the camshaft at the rear of the engine. This location ensures any noise generated by the pump is muffled by the intake manifold and other insulation in the valley.

PCV-integrated rocker covers: One of the most distinctive features of the new engine is its domed rocker covers, which house the, patent-pending, integrated positive crankcase ventilation (PCV) system that enhances oil economy and oil life, while reducing oil consumption and contributing to low emissions. The rocker covers also hold the direct-mount ignition coils for the coil-near-plug ignition system. Between the individual coil packs, the domed sections of the covers contain baffles that separate oil and air from the crankcase gases – about three times the oil/air separation capability of previous engines.

Intake manifold and throttle body assembly: The LT1’s intake manifold features a “runners in a box” design, wherein individual runners inside the manifold feed a plenum box that allows for excellent, high-efficiency airflow packaged beneath the car’s low hood line.

Acoustic foam is sandwiched between the outside top of the intake manifold and an additional acoustic shell to reduce radiated engine noise, as well as fuel pump noise.

The manifold is paired with an electronically controlled throttle, featuring an 87mm bore diameter and a “contactless” throttle position sensor design that is more durable and enables greater control.

Four-into-one exhaust manifolds: The LT-1 uses a cast version of the “four-into-one” short-header exhaust manifold design used on the Gen 4 LS7 engine. The cast header passages enable consistent exhaust flow into the “wide mouth” collector at the converter.

Cooling system, humidity sensor and more: Additional features and technologies of the Gen 5 Small Block include:

  • A revised cooling system with an offset water pump and thermostat for more efficient performance
  • Air induction humidity sensor ensures optimal combustion efficiency, regardless of the surrounding air’s humidity
  • 58X ignition system with individual ignition coil modules and iridium-tip spark plugs
  • All-new “E92” engine controller.

General Motors’ investment in the Gen 5 Small Block will create or retain more than 1,600 jobs in five North American plants, including Tonawanda, New York, which recently received upgrades to support its production.

FOR MORE DETAILED INFORMATION AND PHOTOGRAPHY VISIT: media.gm.com/newcorvetteengine

Founded in 1911 in Detroit, Chevrolet is now one of the world’s largest car brands, doing business in more than 140 countries and selling more than 4 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature spirited performance, expressive design and high quality. More information on Chevrolet models can be found at www.chevrolet.com.



GM Halts Bowling Green Plant Tours To Prep For Build Of New Corvette 23
Aug
Posted by Kurt Ernst in Automotive, Bowling Green Assembly Plant, Chevrolet, Corvette C7, Kurt, News on 08 23rd, 2012

Bowling Green builds its 1.5 millionth Corvette in 2009 – image: GM Corp

If you’re going to be in the Bowling Green, Kentucky area after September 13 and want to arrange a tour of Chevrolet’s Corvette assembly line, we’re sorry to report that you’re (temporarily) out of luck. In order to gear up for the start of C7 Corvette production, the plant will stop public tours on September 14, resuming them at an unspecified point in the future.

According to The Detroit News, some 40,000 to 50,000 visitors tour the Bowling Green Assembly Plant annually, usually in conjunction with a visit to the adjacent National Corvette Museum. The museum won’t be impacted by the plant changeover, although Corvette buyer’s tours are also on hiatus for the time being. We assume that owners can still purchase the $500 photo album of their Corvette being born, and we also assume that new car deliveries at the Corvette Museum will continue.

The 2014 Corvette is perhaps the worst-guarded secret in GM’s recent history. While the automaker has gone to great lengths to ensure secrecy, Jalopnik once published renderings of the car, thought to be accurate, based on leaked insider information. More recently, a supplier inadvertently published CAD drawings of the C7 Corvette’s front end.

While details on the car remain scarce, there’s no shortage of internet rumor surrounding its design and launch. GM isn’t saying when the car will hit the market, but we expect to see it by mid-2013, debuting as a 2014 model.



Rumor Mill: Next Chevy Corvette C7 To Be Mid-Engine & Rival Ferrari 11
May
Posted by Larry in 2013 Chevrolet Corvette, Automotive, Chevrolet, Corvette C7, featured, GM, News, rumor on 05 11th, 2011

Did you ever think that the Chevrolet Corvette would become a global rival of Ferrari? What about the Corvette being a mid-engine supercar? Well, that is what may happen if the circulating rumors of the upcoming C7 Vette hold true.

The upcoming ‘Corvette C7′ to be built starting in the year 2013, is said to be a true global competitor. Not only will it compete with the likings of Ferrari and Lamborghini supercars, but the new Corvette is rumored to adopt a mid-engine layout. This would be a major shift in General Motors’ tradition ever since the conception of Corvette, one of the few historic American sports cars.

Other rumors mills are steadily turning up the idea that Chevy could bring back the old split-window style found on the 1963 Vette and a hint at using advanced V6 alternatives. Do I hear forced induction in the Corvettes future?

To complete things, the new C7 Vette should have a “world class” interior design, which in the current Vette, GM global design chief Ed Welburn admits, “is a disappointment”.

The Bowling Green, Kentucky plant is having $131 million invested in it by GM to prepare for the Corvette C7 launch. That alone should tell you we should expect some major revamping of ‘something’.

[source: AutoCar]



GM C7 Corvette To Come Fitted With Small Block V8 Engines 30
Jun
Posted by Alex Ion in Automotive News, C7, Corvette, Corvette C7, GM on 06 30th, 2010

General Motors is said to be lining up the C7 Corvette with a small block V-8. The C7 Corvette is expected to be among the first line of GM cars to come fitted with a V-8. If you guys are wondering as to what is unique about the small block V8, read on.

GM’s small-block V-8s will sport aluminum blocks and heads, direct-injection, and a new combustion system. Further, in a bid to ensure compact dimensions and lower manufacturing costs, GM has maintained a traditional overhead-valve layout for the small block V8.

With General Motors pumping in close to $890 million into this project, it seems like the downsized engine initiative is taken very seriously by the car maker. We hear that the prototypes of he small block V8 engines are now being tested at Detroit, so as to be fitted into the C7 Corvettes ahead of a final test and roll out. The C7 engines are expected to be capable enough to displace 5.5 liters, with a target output of about 440 horsepower. It looks like we are in for good times on the road.







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