Chevrolet Announces 2013 Corvette 427
Chevrolet Corvette 427 Convertible Collector's Edition
Chevrolet is unveiling a special edition 427 Corvette Convertible Collector Edition vehicle to celebrate the vehicle's 60th Anniversary
The C6 Corvette will soon see its hallowed production run come to an end, but not without a little excitement and fanfare first. 2013 will see Chevrolet release two special Collector's Edition Corvette models as a means of celebrating both the 60th year of production for the trademark vehicle, and also the final year of the C6. The first of these special editions will be the 60th Anniversary Corvette, but it's the second that's more exciting: the 427 Convertible, which will be the fastest Convertible Corvette ever produced.
"The 2013 model year will be historic for Corvette, marking its 60th Anniversary and the final year for the current ‘C6’ generation," said Chris Perry, who is the acting vice president of Global Marketing and Strategy for Chevrolet. Perry then continued, "We couldn’t think of a more fitting way to celebrate these milestones than bringing back one of the most-coveted combinations in the brand’s history – the Corvette convertible and a 427 cubic-inch engine."
60 Years of Automotive History - The 2013 427 Corvette Convertible celebrates everything the Corvette has achieved over the last 60 years.
That's right, those math proficient readers out there, 427 means 7.0L. That means that in 2013 we'll see a Corvette Convertible outfitted with the 7.0L LS7 Corvette Z06 engine rated at 505HP and 470 lb.-ft. of torque. This engine, in conjunction with other cues taken from the Z06 and Corvette ZR1 will combine to make the 427 Convertible the quickest and most impressive Corvette convertible ever produced.
The LS7 power plant at the heart of the new 427 Convertible isn't the only thing to set this special edition Corvette apart, either. The 427 Corvette Convertible--which, like the Z06 will only be available in six-speed manual transmission--features a number of other components to help make it a true performance masterpiece. The 427 Convertible utilizes the driveline and rear-axle from the Z06 Corvette for a more optimized driving experience than the base C6 Convertible. In addition to this Z06 driveline, the 427 Convertible will also utilize a rear-mounted battery as the Z06 does for improved weight distribution, as well as Chevrolet's highly respected Magnetic Selective Ride Control Suspension--a system that's rather revolutionary in its construction and function. The 19 and 20 inch front and rear offset wheels will be of the lightweight, machine-face Cup variety seen on the PDE Performance packages of the 2012 Z06 and ZR1, and will wrapped in the much lauded Michelin PS2 Tires of Corvette ZR1 fame.
The 427 Corvette is the fastest Convertible Corvette ever produced, and rivals the world's fastest convertibles in every facet.
To better improve performance, and offset the added weight of the Convertible, the 427 Corvette Convertible will also feature a great deal of carbon fiber. Each piece is dry carbon fiber that's vacuum formed, just as Chevrolet has utilized on the Z06 Carbon special edition and ZR1. Up front, the "CFZ" Carbon Fiber front splitter is optional, and the 2011 Z06 Carbon raised Carbon Fiber hood is standard. The side-skirt/rocker panels, also of the "CFZ" Carbon Fiber variety, are optional down the side, but the special edition Carbon Fiber Z06-Style fenders and Carbon Fiber floor panels are standard on the vehicle. With all optional equipment, this special edition 427 will certainly save a great deal of unnecessary weight, and feature a much improved--and very performance minded--boost to aerodynamics, and drag and downforce numbers.
In fact, fully outfitted, the final curb weight of the 2013 427 Corvette Convertible will be 3,355 pounds. This curb weight, when coupled with the 505 HP LS7 Engine underneath the raised carbon fiber Corvette hood, will result in a power to weight ratio of 6.64. This ratio--which is ultimately the most important stat in considering performance potential, since it utilizes raw HP numbers and also accounts for vehicle weight--puts the 427 Corvette Convertible above such other super cars as the: Porsche 911 Turbo S Cabriolet (6.90 p:w ratio), Audi R8 RSI Spyder (7.58), and Ferrari California Convertible (8.31), among many many other road-shredding convertible monsters.
Once you've seen this vehicle in all of its beauty and understand everything that it's capable of, it's easy to see how this car is truly the product of 60 years of Corvette progress.
The expectations for performance from this vehicle are amazing, too. The official 0-60 numbers are expected to clock in sub 3.9 seconds, with a top speed in excess of 190mph and expected quarter-mile time below 12 seconds. All of this combines to make the 427 among the world's fastest convertibles, in any automotive price class or category.
Like other Corvettes, various amenities will be available for the 427 Corvette based on the trim line selected. The 427 will be available in 2LT, 3LT, and 4LT configurations--and price will be adjusted accordingly, you can rest assured. Each 427 Convertible Corvette will also be marked with a unique VIN number sequence to verify its place as a true collectible automobile, now and in to the future, just as the ZR1 Corvettes are.
And if you want to make your 427 Convertible a truly unique collectible, you can elect to order it in the special edition 60th Anniversary Package trim. This package will actually be available on all Corvettes produced in 2013, and will feature Arctic White exterior with a Blue Diamond leather-wrapped interior with suede accents (the Convertible Corvettes purchased with this package will also be outfitted with matching blue convertible tops).
In addition to the custom paint job and interior, the 60th Anniversary Package will feature a few other goodies. Chief amongst them is the much envied ZR1 style rear spoiler. In addition to this spoiler, the 60th Anniversary package will also feature: special 60th Anniversary Corvette badging, gray-painted brake calipers, and the “60th” Anniversary Corvette logo emblazoned on the wheel center caps, and embroidered on the steering wheel and seat headrests. An optional blue striping package will be available for this who wish to have it, and will be identifiable by the full-length Pearl Silver Blue racing stripes, and (this is the real exciting one, I think), tonally-matching stripes stitched in to the Corvette Convertible top that extend the racing stripe graphic over the top of the Convertible as well. A custom stitched, racing stripe top on a 427 Corvette--how cool does that sound?
Of course, to mark the Anniversary and celebrate the life of the beloved C6, all 2013 Corvettes will feature 60th Anniversary badges on the fascias and the “waterfall” panel on convertible models, as well as 60th logos in the instrument panel gauge cluster and on the door sill plates. If you want one of these special 60th Anniversary Edition 427 Corvette Convertibles, be sure to attend the Barrett-Jackson Scottsdale Auction, where Chevrolet will auction off the very first one produced (with much sought-after matching VIN number) and will donate the proceeds of to AARP's Drive to End Hunger. That's right, you can buy yourself the coolest Corvette to hit the road and help out those in need at the same! If this sounds like something you might be interested in, be sure to check out the January 21st auction.
(Click the gallery images below for full, background-sized Corvette images)
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- 60 Years of Automotive History – The 2013 427 Corvette Convertible celebrates everything the Corvette has achieved over the last 60 years.
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- The 427 Corvette is the fastest Convertible Corvette ever produced, and rivals the world’s fastest convertibles in every facet.
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- Once you’ve seen this vehicle in all of its beauty and understand everything that it’s capable of, it’s easy to see how this car is truly the product of 60 years of Corvette progress.
GM Produces 100-Millionth Small Block
GM Produces 100-Millionth Small Block Engine
A ZR1 LS9 Engine just produced by Chevrolet was the 100-Millionth manufactured by the company.
In the past 56 years, since Chevrolet began producing small block engines, the bowtie emblazoned automotive company and the small block engine has been synonymous with one another. In that time, every iconic car produced by Chevrolet has been known and linked to their famous small-block engine design in some manner. Most recently, the fifth generation Camaro has become a small block powered icon on both road and track, much like it's LS small block powered big brother, the Corvette.
The sheer number there--100,000,000 for those who like lots of zeroes--really highlights the durability, reputation, and potential of the small block and speaks to the iconic nature of the GM engine. It is fitting then to also consider that the first small block, introduced in 1955, was built for the first generation Corvette and the 100-millionth produced was a hand-crafted work of art LS9 made specifically for the sixth generation Corvette's special edition ZR1--the fastest Corvette ever produced.
Of course, the transition from the first small block to the modern pinnacle LS9 is a long one, filled with numerous exciting and memorable engines. In 1992 Chevrolet first introduced its second-generation Small Block, known as the LT1, in to its Corvette. This engine became an absolute staple on tracks across the globe, and adorned various vehicles from that Corvette, to the F-Body Camaro and Firebird, and the B-Body Impala SS and Caprice Police car. The LT1, which featured a newly developed reverse cooling, is still being used in races all across the globe today.
Following the second generation, Chevrolet then introduced their first LS Engine in 1997. This third generation small block, which was first placed in the C5 Corvette, was an even greater step forward. The LS engines are all-aluminum small blocks, and the first of them, the LS1, was rated a naturally aspirated 350HP and 365 lb ft of torque--numbers that, today, are still incredibly impressive for a naturally aspirated 5.7L engine. The LS engine was then featured, in some form, in numerous different vehicles and even had a more powerful, LS6 version introduced in the C5 Z06 Corvette in 2001. This LS6 featured the same 5.7L displacement as its LS1 brethren, but put out a stomach churning 405HP and 400 lb ft of torque.
Those numbers were fairly mind-shattering for a naturally aspirated engine of the LS6's size and weight, at least, until 2005 when the first of the fourth generation small block was released. In 2005 the Corvette went from its fifth generation vehicle to the now current sixth generation, and with the change in body also came the biggest change: the introduction of the Chevrolet LS2. The LS2 was almost identical to the LS6 engine in performance and displacement, but also featured a much more even Torque curve through-out the RPM range, and had the potential to be modified for incredible gains. It was from this base LS2 that the LS7--the now revered 505HP and 470 lb ft torque monster--was produced and introduced to the 2006 Corvette. Just one year after the update of the small block, this engine seemed to be where everything was building, and the Z06 became the undeniable greatest performance bang for the buck on the globe. Within the year, there were Z06's running against quarter-million dollar European exotics on racetracks all across the globe, and each one came with the distinctive sound and tone that only a Chevrolet small block V8 can deliver through the exhaust.
Of course, Chevrolet wasn't finished there (thankfully, they're dedicated to the production of envelope-pushing performance machines) and we saw such engines as the 430HP LS3 (now outfitting the base-level C6 Corvette and the Chevrolet Camaro SS), the LSA (a 556HP Supercharged monster that can be found in the world's fastest production sedan, the Cadillac CTS-V and will also hit the streets in the body of the new super-Camaro ZL1 this year), and the engine that would be made as number 100,000,000--the LS9.
The LS9 is an absolute marvel worth talking about as well, especially considering that everything before it brought us to this point. The LS9, which can only be found in the top of the line Corvette ZR1, produces an amazing supercharged 6.2L engine based on the LS3 block and putting out a ferocious 638bhp and 604 lb ft of torque. Those numbers, in combination with the Corvette's lightweight body and wide, aggressive stance, have produced a vehicle that runs track times that best it's $250,000+ competitors. Today, the ZR1 is the undeniable greatest bargain on wheels that exists for the performance minded consumer, and, as such, is the only engine fitting to be given the designation as number 100,000,000 of its kind.
Of course, Chevrolet's not stopping at 100,000,000 and the future of the small block engine holds a great deal of excitement. Already, official reports have come out that Chevrolet is updating their engine for the seventh-generation of their Corvette, and we may see the introduction of such features as direct injection and an upgraded combustion chamber design, as well as the improved performance and efficiency numbers to match. GM enthusiasts should expect to see the next small block engine first hit the streets in the C7 Corvette, scheduled for release some time in 2014.
DBA Rotors for the Corvette
Premiere performance for an automobile means that the vehicle needs premiere braking power. There are a few ways of going about this, but none of them are as affordable and guaranteed as replacing the rotors on the vehicle. An entire big brake package, like the ones that companies such as Brembo and Wilwood offer for the Corvette, is the absolute top-notch way to go, but those systems can run $5k and up for front and back. If you want to improve stopping power in an affordable way, replacing your stock brake components with higher performance aftermarket ones can do just that for you, and that's exactly what I did on my C6 Z06.
I recently came to realize that my rotors were worn down pretty well. Changing them would become pertinent in the next 4-5k miles or so, so I decided not to flirt with any trouble and take care of it right away. I did my research and decided upon going with DBA rotors for my Corvette, but had some choices to make from there. I picked DBA because the reviews I'd read on their products were consistently fantastic. The company, in the last few years, has built a great reputation for itself based on the incredible performance of its rotors and their affordability as well. Many Police forces, whose braking needs can often times be more intense than even a track-racer, have begun using DBA rotors for their entire vehicle pools, and with good reason. DBA has been praised for performance, price, and durability, and all of those things are the sorts of features I want on my Z06 Vette.
So, with that decision out of the way it became time to decide upon which series rotors to purchase for my Vette. DBA offers, amongst their higher performance lines, 4000 and 5000 series rotors. These two series of rotors share a lot of fantastic features with one another, among them being: Thermo-Stability Profiling, Thermo-Graphic Paint Markings for heat monitoring, and DBA's own fantastic Kangaroo Paw ventilation systems. Each of these features helps guarantee your DBA rotor's performance, and provides numerous performance benefits.
The Thermo-Stability profiling is one of the most overlooked features of these rotors. This process, which is unique to DBA, allows for greater thermal stability than standard block street rotors. TSP is a process by which, ultimately, the metals used for the rotors are treated on a microstructural level to be more resistant to heat, and more willing to disperse it outwards. By profiling their rotors in this way, DBA rotors offer race-car like heat dispersion performance without the durability loss that is often times associated with high-end rotors. TSP means less fading under extreme conditions, more stability under heavy braking, and increased durability and rotor-life. This feature alone has made DBA rotors a favorite for police forces everywhere, and has proved time and time again to raise them above the competition.
Of course, TSP alone isn't enough for DBA. They've also fitted all of their rotors with Thermo-graphic paint and Kangaroo paw ventilation. The Thermo-Graphic paint markings are both cool looking and incredibly useful. Thermo-Graphic paint is a form of pigmentation that will change color based on temperature. By utilizing this paint on rotors, DBA has created a system that's visual and quick and easy to check on the performance of your rotors. By monitoring your Thermo-Graphic markings, a driver is able to easily tell under what temperature his brakes are running, and tell, as hotter means less performance, just how well they're handling the driving stress said driver is putting them under. Three different markings provide a steady progression of performance monitoring on DBA rotors.
The Kangaroo Paw ventilation system that DBA utilizes is a brilliant means of heat dispersion. Normal rotors provide their heat dispersion through a vane system, which utilizes thin open slits moving outwards from the center of the rotor for hot air to disperse, in much the same way that cooling ducts work in a large building. The problem with a vane system though, while easily made and affordable for the companies, is it minimizes the amount of heat dispersion space available. For structural integrity, vane systems must run smaller open areas than closed to ensure that the rotor remains stable and durable. DBA was able to solve this problem by utilizing smaller portions of closed areas, whose shape is inspired by the shape of kangaroo paws, to allow for more open space for heat ventilation on their brake rotors. This Kangaroo Paw system provides vastly improved ventilation (performance stopping gains of over 20% over vane system rotors) by offering more open space, but doesn't result in decreased stability. In fact, because of the nature of the kangaroo paw shape and the ability to spread it out across the rotor, the structural integrity of these rotors is improved over their standard vane counterparts.
All of these factors resulted in DBA rotors being an easy choice. It then came down to whether the 5000 series, which feature Alumalite materials and a two-piece construction, were worth the extra money over their 4000 counterparts. The "Alumalite" material difference doesn't seem huge to me, quiet honestly. Cast Iron functions just fine for rotors because of its strength, but, it does make sense that by combining the various benefits of the Alumalite aircraft-grade aluminum with the strength and durability of cast-iron that the rotor itself would be more able to expand differently based on different operating heats, and ultimately, have less of a chance of warping. That's where the two-piece construction came in, also. Two-piece construction allows for torque and pressure applied to the rotors in extreme stopping conditions to be spread out more evenly amongst both pieces of the rotors, and ultimately for the rotor to accept this torsion better for greater durability and control. With this in mind, and based on reviews I'd read elsewhere, I ultimately decided on 5000 Series rotors for the front (where high intensity stopping tends to be more demanding on the rotors) and 4000 Series rotors for the rear.
Of course, with purchases like that, there are always more things to decide upon. The last decision that I had to make for my upgraded rotors was whether to go with Slotted or Slotted and Drilled rotors. The slotted and drilled combination set are more expensive, and this is because of their increased stopping power. The combination of a cross-drilling and slotted set-up means much greater heat dispersion, and as result, improved stopping power. When doing research online, however, it became apparent that cross-drilling can result in decreased structural integrity on brake rotors, and many people had complained that their rotors, when used under very extreme conditions, had developed splits and cracks at the drilling points. These complaints were few and far between with DBA brakes, thanks in large part to the two-piece construction of the 5000 Series as well as the increased integrity and ventilation provided by the DBA Kangaroo Paw ventilation system. However, they did exist in some places, and resulted in my decision, ultimately to install slotted rotors on front and back and avoid the potential problems of the cross-drilled rotors resulting in a rotor break down the road. That being said, slotted rotors are nothing to sneeze at.
Standard rotors are block, or solid, rotors in design. What this means is that the rotor face that the pads meet is made of a solid, flat, construction. These brakes, while durable and affordable (and, for these reasons the factory standard on almost all cars that are sold) have a number of downsides. The solid construction equates to increased pad wear, as there's more point of contact for the pads to rub against during stopping. In some ways, you would think that this solid construction would result in greater stopping force, but it's actually the opposite of that, as counter-intuitive as that may seem. The slots in slotted rotors allow for heat to more easily disperse from the rotors during braking, and, ultimately, heat is the name of the game when it comes to brake performance. Thus, the slotted rotors, while slightly less abrasive on pads, are still able to stop much better because of their heat dispersion, and their ability still, because of their well-crafted materials, to grab more efficiently. Ultimately, too, increased heat dispersion means cooler rotors means cooler pads under braking, and thus, even greater pad life. Thus, the benefits of moving from a standard rotor to a slotted one is two-fold, as it increases durability for other major components of the braking system as well as increasing your vehicle's ability to stop quickly and forcefully in intense driving conditions.
Thus, with all of this in mind, I picked up 5000 and 4000 series slotted rotors for my Z06. Knowing too that for optimized performance new pads should be put on with new rotors so that the two may break in with one another, I ordered a set of Hawk HPP+ pads. I considered the ceramics, because of their decreased brake dust, but ultimately the compound materials used in the Hawk HPP+ pads lead me towards purchasing those. I can deal with brake dust (and as often as I clean my Z06, I know it can't be too big of a problem), and the increased performance offered by the stronger grab and greater efficiency of the HPP+ pads were too much for me to pass up. Also, admittedly, the price difference between the HPP+ and the Ceramic pads played a factor in my decision. The Ceramics are over $100 more and don't offer enough of an appreciable performance gain over their Ferro-Carbon compound counterparts.
It only took a couple weeks to receive everything, and my friends over at SouthernCarParts.com (who I'm always happy to give a shout-out to) took care of me to make sure I received exactly what I needed in the most timely manner possible. After the wait, once my products arrived, I took them to a shop to have them installed. Normally I do install my stuff myself, but when it comes to properly bedding-in pads against new rotors, I wanted to leave that up to a professional. The most surprising thing about this trip to the mechanic though wasn't the cost of the install (it wasn't really that high, it just felt high compared to my usual $0 cost of install) was the response that I received from the guys at the shop. The comments concerning the quality and coolness of my DBA rotors was definitely a bit of an ego boost when I arrived. I'm fairly certain they expected me, when pulling up to have brake work done, to be going with stock replacement parts and that they were surprised when presented with quality aftermarket performance parts. The response on the two-piece 5000 Series front rotors was especially positive.
So, after having them installed, I was excited to see what these new brakes of mine could do on the road. It's hard to measure braking performance changes without actually taking it to a track and measuring it, and I didn't have an opportunity to do this, but it seemed pretty obvious on the road that these new brakes offered me a lot more stopping power. I can't wait to get my Z06 out on to a track and see just what I can do with the extra confidence that improved brakes give me, allowing me to go faster with the knowledge that I can slow down more quickly. I'm extremely happy with my DBA rotors and the Hawk pads that I coupled them with and know that if you're looking to do an upgrade yourself, these are exactly what I would recommend, 100%. Great brakes at a great value.
Here's a cool video from DBA (Australian accent and all) explaining their 4000 and 5000 series rotors. Check it out:
Jimmie Johnson Driving a Corvette C6.R
Well, we've seen Juan Pablo Montoya drive a ZR1, and Road and Track do a Road vs Track comparison of the ZR1 and the C6.R, so how about now we watch NASCAR dominator Jimmie Johnson go around a track while driving a C6.R. This is a great video, and really the true highlight of last week's SPEED Channel Test Drive:Corvette special episode. The video begins with Jimmie and the show's host Tommy Kendall chatting to one another while driving around the track in, respectively, the Corvette C6.R and the Corvette ZR1. The praise these two knowledgeable, intelligent men bestow upon the cars is really just impressive. Jimmie Johnson has nothing but great things to say about the Corvette Racing C6.R, and he really takes it out and opens it up on the course (maybe too much?). Johnson has nothing but compliments for the C6.R concerning its grip, power, and response, and that really doesn't (and shouldn't) come as a surprise, and that's the thing about the Corvette always makes me smile most: no matter who's driving, whether it be a first time driver or one of the world's most dominant and experienced race car drivers, anybody behind the wheel of the vehicle has fun and really praises what the Corvette does.
Corvette Racing Off to a Good GT1 Start
The Corvette C6.R GT1 Competition vehicle has been well documented over the last few years for its impressive performance, incredible build, and gorgeous Corvette looks. Over that time, though, it's race results have been mixed and varied. Corvette Racing did end their 2010 Race season with an impressive (albeit close, and a little lucky) victory which came directly as result of their pit crew managing their fueling better than the opponents (especially Ferrari, whose race leading vehicle ran out of gas--literally--on the homestretch of the final lap). Before that great win at the Petit Le Mans, though, the Corvette Racing season hadn't been as promising. Some great top-3 finishes were marred by other less than stellar showings at major races.
This season, however, looks to be off to a great start from the get-go. While not officially 2011, the first GT1 event of the year is underway, and the Corvette C6.R made a great showing by putting down the quickest opening-day pre race qualification times. The driver who managed this, also, is not one of last year's Corvette Racing regulars, but was instead one of two Brazilian newcomers to the Corvette team.
Sergio Jimenez, the driver who set the benchmark for his competition with a 1:33.024 time on the 2.676-mile Autódromo José Carlos Pace, is a Brazilian born driver who has spent the last few years between various different levels of racing. With victories at GP2 and A1GP, Jimenez also represents Lamborghini in the GT3 race division. He will, in fact, be pulling double-duty this weekend and driving both the GT1 C6.R and the GT3 Lambo car.
Of course, Jimenez's knowledge of the Brazilian course gave him a bit of a home-field advantage. Knowledge of the course, actually, accounted for quiet a disparity in qualifying times, as the top 4 drivers were all Brazilians. The good news there is that Jimenez topped his Brazilian brethren, who were driving such vehicles as the GT1 Lamborghini Murcielago and the Maserati MC12 (who posted the third and second best times, respectively). While these qualification times don't immediately mean a great deal for the season ahead, they do present some great promise.
When asked about his time driving the Corvette, Jimenez compared it to his GT3 Lamborghini and said, "The main difference I have noticed between this car and the GT3 Lamborghini I have driven is the brakes and the torque. It has great torque which is going to good for us in the uphill sections.”
Of course, Jimenez wasn't the only person making their GT1 debut inside of a Corvette Racing C6.R. Joining the team alongside Jimenez was Claudio Dahruj, who is acting as his co-driver for the race. Here's to hoping for great times from this Brazilian race tandem in the future when they're behind the wheels of the Corvette Racing C6.R. If you want to watch their performance this week, also, it will be airing on Speed2, live, on Sunday at 12p.m.
Corvette Runs Ad Highlighting Petit Le Mans Victory
Continuing in their recent slew of increased marketing spending and Corvette hype, Chevrolet is celebrating the Corvette's recent victory at the Petit Le Mans with a great advertisement. First seen this month in USA Today, the ad highlight's the Corvette Petit Le Mans victory to close out the C6 Racing year. It was a great victory which came down to the wire and was ultimately decided thanks in part to a poor pit stop and fueling error by the Ferrari team. It's a great ad, and definitely does a good job of highlighting a very important win for the Corvette racing team.
Text-In case you can't read it in the image scan.
THE WINNER OF PETIT LE MANS
As Seen by Porsche, Ferrari and BWM
Chevy celebrates the tremendous end-of-the-season win by Corvette Racing at Petit Le Mans with this full page advertisement in the Friday, October 8th edition of USA Today.
Congratulations to Corvette Racing and Compuware Corvette
No. 4 drivers Oliver Gavin, Jan Magnussen and Emmanuel Collard.
After 9+ hours covering 902 miles, you proved once again
it’s not where you start. It’s where you finish.
Juan Pablo Montoya’s ZR1 Drive – Video
Last week I wrote about Juan Pablo Montoya getting behind the wheel of a ZR1 and tearing up the Milfrod Proving Grounds. Well, thankfully, no one would let such an event occur without video, so here it is. Before the video, I thought I'd include a few more quotes from JPM after the event that I particularly enjoyed. I wont go in to any greater detail about the day at the track though, as I already did that in my last update. So without further ado, here are the quotes and the awesome video of JPM tearing it up with a ZR1.
"On Thursday I was at the GM Proving Ground (Milford, MI) driving a Corvette and scaring people around. That was a lot of fun. I scared a lot of people (laughs); that was fun. It’s a really, really cool little race track with up and down and off-camber corners. If you’re going to build a circuit, you should go and see that before you do something because it was wow.”
“Oh, they were sweating a lot and I was driving the car over two laps. I was kind of surprised (laughs). It was fun. I don’t know how they do it but I took all the tracking control and stability controls and switched everything off. You’re power-sliding and spinning the tires in fourth gear and things like that. When you’re trying to hang onto the car at 150 mph with a passenger beside you; you’ve got to be on it and you’re driving the car. I mean as a passenger, I wouldn’t be my own passenger. Put it that way (more laughter).”
"I leave always a little bit of margin, especially in the faster corners. The slower ones, I really go at it and do a little drifting here and there and it’s just fun. It becomes fun for me as well because you’re enjoying yourself and I was very impressed with the car. I was really impressed with the car. I drove a Corvette many years ago, but when you drive on the street you never really know what the car can do. And this was like a track day. And this was an awesome race track. So it was fun.”
Edelbrock E-Force Corvette Supercharger
Edelbrock has always made impressive performance modifications, but their new line of EForce Corvette Superchargers pushes the bar. These superchargers, designed for LS Engines, provide incredible HP bonuses in an affordable and easily installed package. Making these superchargers even more impressive is the simple fact that they will fit in the engine bay with the stock hood! That's right! Gone are the days of having to drop the $$ on the supercharger and then also the new hood to fit it.
These superchargers' benefits do not stop there, either. Nowhere close to there, in fact. These superchargers, which fit the LS2 and LS3, are rated at 554-599 HP. Those numbers are damn impressive, and will push the C6's performance past that of the Z06. On top of that, these kits are also 50-State Legal. That means that they're not only powerful, but also efficient enough for the stringent regulations in states like California and Washington. Edelbrock also sells them with a 5-Year & 100,000 Mile Warranty, which is a testament to their durability and build quality. Oh and did I mention they also make an Edelbrock Eforce Camaro Supercharger?
I know that I'm spouting off on these like I'm an advertisement, but the simple build of them amazes me that much. To get that customizable and powerful a supercharger in a package concise enough to fit underneath the stock hood is incredibly impressive. These Corvette Superchargers are a modification that I would suggest all C6 owners (especially the Grand Sport owners with the improved GS suspension benefits) look in to.
Corvette Racing Preview from Mobil 1′s The Grid
More previews keep coming out of Corvette Racing's 2010 American le Mans year. Seems to be a whole lot of press surrounding the team this year (even more than usual), which leads me to believe that a solid showing from the team could mean a whole lot for the entire Corvette world. With all of the press, if the C6.R tears up the track, I'm certain we'll be seeing serious rises in Corvette sales. I hope this happens, as the Corvette sales numbers have started to seriously stagnate, and that's never a good thing. Right now big brother's being kept afloat a little by his little brother, the Camaro. So, here's to you Corvette Racing, may you make the best of the circuit this year and win as many races as you can! We're cheering you on.
More Corvette Racing Information
2010 Corvette Racing is about to begin, and a lot of noticable changes have been made based on the American Le Mans series new rules. The biggest one is the new LS5.5R V8 that the C6.R Corvette Racing car will be using. A 485 HP, smaller, more efficient engine was necessary to meet the Le Mans Series requirements. The C6.R is based around the ZR1 Corvette in many different ways, although some of the more high-tech components of the ZR1 were dropped to meet the Le Mans Series standards, such as the Carbon brake rotors. All in all, this makes this years version of the Corvette Racing flagship vehicle more closely resembling a production ZR1 than much any other Le Mans Series car is to its production counterpart. It should be a fun year of racing to follow, as the Corvette seems poised to win more races and awards this year.
Full press release from Chevy Racing:
New Corvette Racing C6.R and Production Corvette ZR1
Represent the Culmination of More Than 10 Years of Technology Transfer
Updated C6.R to Race in 2010 Le Mans,
50 Years After Corvette's First Appearance in Legendary Endurance Race
DETROIT: Corvette Racing's second-generation C6.R will be powered by a new 5.5L production-based V-8, to compete in the new unified GT class in the 2010 American Le Mans Series as well as the GT2 class at the 24 Hours of Le Mans. The updated C6.R and the Corvette ZR1 on which it's based represent the strongest link yet between a production Corvette and the modern Corvette Racing team. Both cars are well-equipped to compete on and off the track with showroom competitors including Aston Martins, BMWs, Porsches and Ferraris.
Corvette has a long history of production-based endurance racing, making its first appearance at the 12 Hours of Sebring in 1956, and its first appearance at Le Mans in 1960. Then Corvette chief engineer Zora Arkus-Duntov leveraged the racing program to improve the production Corvette, as evidenced by the development of heavy-duty and high-performance components and the introduction of the race-bred Z06 option on the 1963 Corvette Sting Ray.
The transfer of technology between racing and production cars resumed with the start of the modern Corvette Racing program in 1999. More than a decade later, it's impossible to imagine one team without the other, according to Tadge Juechter, Corvette chief engineer:
"Simply put, without Corvette Racing, there would not be a Corvette Z06, much less the ZR1. And, without the foundation of the Corvette C6, Z06 and ZR1, the Corvette Racing team would not be the dominant presence in production-based racing."
1999 – 2004: The C5-R acts as a catalyst for Corvette performance
Corvette Racing campaigned the C5-R from 1999 through the end of the 2004 season. The first-generation car scored 35 victories in 55 races, won its class at the 12 Hours of Sebring three consecutive years, posted three 1-2 finishes in the GTS class at the 24 Hours of Le Mans, and earned four consecutive ALMS manufacturers championships for Chevrolet.
It also served as a catalyst for Corvette performance.
In 1999, the fifth-generation Corvette C5 produced 345 horsepower from its 5.7L V-8. Leveraging the powertrain technologies developed for the C5R, Corvette brought back the hallowed Z06 moniker in 2001, packing a 385 horsepower 5.7L V-8.
In addition, the C5-R helped shape the sixth-generation Corvette, introduced for the 2005 model year. Corvette Racing's influence could be seen in the C6 Corvette design, which featured flush headlights for better aerodynamics; a single, large grille opening for the engine air intake, radiator, and brake cooling; a lower coefficient of drag; and low 3,179 pound curb weight. Lessons from racing were also integrated in the 6.0L LS2 V-8, the most powerful standard Corvette engine to date, with 400 horsepower and 400 lb-ft of torque. As a result, the C6 Corvette delivered unprecedented performance, including a 186-mph top speed, acceleration from 0-60 mph in 4.1 seconds, and quarter-mile runs in 12.6 seconds at 114 mph.
2005 – 2009: The co-development of the C6.R and Z06
The C6 Corvette served as a foundation for the joint development of two new, high-performance Corvettes: the 2006 Corvette Z06 and the Corvette Racing C6.R, introduced in 2005.
Both cars were powered by 7.0L small-block V-8 engines, with dry-sump lubrication systems, CNC-ported aluminum cylinder heads, titanium valves, forged steel crankshafts, and plate-honed cylinder bores.
For the Z06, the collaboration translated into 505hp, 470 lb.-ft. of torque, and searing performance: 198-mph top speed, acceleration from 0 – 60 mph in 3.7 seconds, and quarter-mile runs in 11.7 seconds at 125 mph. Racing's influence was also evident in the Corvette Z06 use of lightweight carbon fiber front fenders and wheelhouses, and aerodynamics package – including a front splitter, air extractors behind the front wheels, radiused trailing edges on the wheel openings, brake cooling scoops, widened rear fenders, rear diffuser, and spoiler.
For the C6.R, homologation on the Z06 translated into 42 wins, four consecutive ALMS drivers and manufacturers championships, and three victories at the 24 Hours of Le Mans.
2010: Introducing the second-generation C6.R, based on the ZR1
In the 2010 American Le Mans Series, Corvette Racing will compete in the series' production-based GT category (formerly GT2) and in the GT2 class at the 24 Hours of Le Mans with a second-generation C6.R that is homologated on the Corvette ZR1.
The GT rules require the use of many production-based components, making the ZR1 and C6.R the closest street and racing Corvettes since the 1960s.
Introduced for the 2009 model year, the ZR1 is the fastest, most powerful car ever produced by Chevrolet. To deliver 638 hp, the LS9 V-8 engines are hand-built using many of the processes developed by the race team. To deliver a 205-mph top speed, the ZR1 aerodynamics package also utilizes race technology – including wide carbon fiber front fenders with dual vents, a full-width rear spoiler, and a front splitter.
The updated C6.R utilizes the ZR1 body design, aerodynamic package, aluminum frame and chassis structure, steering system, windshield, and other components.
Aluminum frame: The new Corvette C6.R is built on the same aluminum frame rails that underpin production Corvette Z06 and ZR1 models. Other production chassis structures in the race car include the windshield frame, the hoop around the rear of the passenger compartment, the door hinge pillars, the drivetrain tunnel, the firewall, and the floor pan.
Steering system: The new Corvette C6.R utilizes the production steering column out of the ZR1, with a fully adjustable steering wheel, and production rack-and-pinion steering rack.
Body profile: The Corvette C6.R race car is now virtually identical to the Corvette ZR1 street car in appearance, as GT rules require production-type fenders with simple flares to accommodate wider tires.
Aerodynamics: The new C6.R utilizes the full-width, production rear spoiler from the ZR1, and a production-based ZR1 front splitter that extends 25mm, in contrast to the 80mm splitter allowed under the GT1 rules. Although the aerodynamics package does not produce the same levels of downforce as the GT1 car, the C6.R is more predictable over a wide range of speeds.
Where the C6.R and ZR1 differ significantly are in situations where GT rules actually prohibited the use of the more sophisticated ZR1 components. For example, the ZR1 is equipped with carbon-composite brake rotors, while GT regulations require ferrous (steel) brake discs. And, where the ZR1 utilizes a 6.2L, supercharged V-8, the C6.R will use a naturally aspirated small-block, production-based 5.5L V-8.
The Corvette C6.R race cars' 5.5-liter Chevrolet small-block V8s are developed, built and maintained by GM. The Corvette C6.Rs' LS5.5R is a naturally aspirated race engine, based on the Corvette Z06's 7.0-liter LS7 engine (which in turn was developed with the 7.0L race engine used in the C6.R GT1 cars), built on production cast-aluminum cylinder blocks.
Pending GT2 class regulations specify a maximum displacement of 5.5 liters, the reduction in displacement to meet this requirement was achieved by shortening the crankshaft stroke and reducing the cylinder bore diameter. In accordance with the regulations, the race engines have two 28.8mm diameter intake air restrictors. The LS5.5R engines are equipped with dry-sump oiling systems, CNC-ported aluminum cylinder heads with titanium intake and exhaust valves, and sequential electronic port fuel injection. The race engines use E85R ethanol racing fuel in the ALMS and E10 fuel in Le Mans.
Race on Sunday, Sell on Monday
Clearly, Corvette Racing's success in production-based endurance racing has played a significant role in improving the performance of the production Corvette. In addition, as the racing and production cars have become more closely linked, Corvette Racing has also shown a positive impact in Corvette sales.
"Corvette sales tracked directly to customer leads at ALMS races have doubled from 2005 to 2009," says John Fitzpatrick, Chevrolet Performance Cars marketing manager. "This proves what we have heard anecdotally from other Corvette owners: Watching production-based Corvettes win against legendary marques like BMW, Porsche and Ferrari, on legendary tracks like Sebring and Le Mans, makes Corvette all the more desirable."
2010 Corvette ZR-1 and Corvette Racing C6.R Specifications
Here's also a pretty interesting video from the Corvette Racing people in preparation for the 2010 Le Mans Series:
One more little tidbit from the C6 Racing guys, an interesting graphic they released showing how Corvette Racing innovations eventually lead to the modern-day ZR1. Click the thumb for a full-size and fascinating image listing all of the design cues the ZR1 has taken from Corvette Racing.
