Chevrolet Corvette
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{{Infobox Automobile
|name=Chevrolet Corvette
|image=Image:USN Chevrolet Corvette.jpg
|manufacturer=General Motors
|production=1953–present
|class=Sports car
|body_style=2-door coupé
2-door convertible
|platform=FR Y-body
|related=Cadillac XLR
|similar=Dodge Viper
Ford GT
}}
The Chevrolet Corvette is a sports car first manufactured by Chevrolet in 1953. It is built today exclusively at a General Motors assembly plant in Bowling Green, Kentucky, U.S.A.. It was the first all-American sports car built by an American car manufacturer. The National Corvette Museum is also located in Bowling Green, Kentucky.
The car is widely regarded as a "poor man's supercar", although this description is intended to be complimentary. Corvettes have a long history of melding exceptional handling and brutal amounts of engine power into an affordable package that is drastically less expensive than prestiguous marques with similar abilities. This has understandably led to some scorn of the Corvette by owners of such competing marques, with most of the criticism being aimed at the Corvette's level of refinement. Older generations of the Corvette have been criticized for being brutish when compared to European sports cars, although the C5 and C6 generations seem to have silenced all but the most strident of such critics.
Corvettes tend to emphasize simplicity over technical complexity when it comes to engine power. Where nearly all competing marques rely on smaller-displacement engines with complex, double overhead cams (DOHC), variable valve timing (VVT), four- and five-valve heads, or turbochargers, the Corvette makes just as much or better power using a simple overhead valve (OHV) head with only two pushrod-actuated valves per cylinder, coupled with a larger-displacement engine. The relatively simple pushrod V8 engine is both lighter and physically smaller than the more complex arrangements, as well as cheaper to manufacture. Another example of this 'simplicity' philosophy is the continued use of transverse leaf springs in the suspension. This lack of sophistication is sometimes viewed as a negative by extreme automotive purists, and has fueled the aforementioned "lack of refinement" argument. Regardless of the validity of such criticism, no one can deny the power, efficiency, and affordability of the design.
Contents |
Early history
Image:54 vette.jpg While the style of a car may be just as important to some as to how well the car runs, automobile manufacturers did not begin to pay attention to car designs until the 1920s. It was not until 1927, when General Motors hired designer Harley Earl, that automotive styling and design became important to American automobile manufacturers. What Henry Ford did for automobile manufacturing principles, Harley Earl did for car design. Most of GM's flamboyant "dream car" designs of the 1950s are directly attributable to Earl, leading one journalist to comment that the designs were "the American psyche made visible." Harley Earl loved sports cars, and GIs returning after serving overseas World War II were bringing home MGs, Jaguars, Alfa Romeos and the like. Earl convinced GM that they needed to build a two-seat sports car. The result was the 1953 Corvette, unveiled to the public at that year's Motorama car show. The original Corvette emblem incorporated an American flag into the design; this was later dropped, since associating the flag with a product was frowned upon.
Taking its name from the corvette, a small, maneuverable fighting frigate (the credit for the naming goes to Myron Scott), the first Corvettes were virtually handbuilt in Flint, Michigan in Chevrolet's Customer Delivery Center, now an academic building at Kettering University. The outer body was made out of a revolutionary new composite material called fiberglass, selected in part because of steel quotas left over from the war. Underneath that radical new body were standard Chevrolet components, including the "Blue Flame" inline six-cylinder truck engine, two-speed Powerglide automatic transmission, and drum brakes from Chevrolet's regular car line. Though the engine's output was increased somewhat, thanks to a triple-carburetor intake exclusive to the Corvette, performance of the car was decidedly lackluster. Compared to the British and Italian sports cars of the day, the Corvette was underpowered, required a great deal of effort as well as clear roadway to bring to a stop, and even lacked a "proper" manual transmission. Up until that time, the Chevrolet division was GM's entry-level marque, known for excellent but no-nonsense cars. Nowhere was that more evident than in the Corvette. A Paxton supercharger became available in 1954 as a dealer-installed option, greatly improving the Corvette's straight-line performance, but sales continued to decline.
Image:57 vette.jpg GM was seriously considering shelving the project, leaving the Corvette to be little more than a footnote in automotive history, and would have done so if not for two important events. The first was the introduction in 1955 of Chevrolet's first V8 engine (a 265 in³ {4.3 L}) since 1919, and the second was the influence of a Soviet emigré in GM's engineering department, Zora Arkus-Duntov. Arkus-Duntov simply took the new V8 and backed it with a three-speed manual transmission. That modification, probably the single most important in the car's history, helped turn the Corvette from a two-seat curiosity into a genuine performer. It also earned Arkus-Duntov the rather inaccurate nickname "Father of the Corvette."
C1
There have been six generations of the Corvette so far. The generations can be referred to as versions C1 through C6, but the first generation is more commonly referred to as a solid-axle, based on the fact that independent rear suspension (IRS) was not available until 1963. The first generation started in 1953 and ended in 1962, with the noteworthy addition of optional fuel injection in 1957. This new induction system first saw regular use on a gasoline engine two years prior on the Mercedes-Benz 300SL "Gullwing" roadster. Although the Corvette's GM-Rochester fuel injection system used a constant flow style fuel injection system as opposed to the diesel style nozzle metering system of the Mercedes' six cylinders, the system nevertheless produced about 290 hp. The number was derated by Chevrolet's advertising agency for the 283HP/283 in³ (4.6 L) "one hp per cubic inch" slogan, making it one of the first mass-produced engines in history to reach 1 hp/in³. In 1962, the GM Small-Block was enlarged to 327 in³ (5.4 L) and produced a maximum of 360 hp (268 kW). Other early options included power windows (1956), hydraulically operated power convertible top (1956), four speed manual transmission (mid 1957), and heavy duty brakes and suspension (1957).
C2
Image:63 vette.jpg The second or mid-year generation, designed by Larry Shinoda under the styling direction of Bill Mitchell, started in 1963 and ended in 1967. 1963 would see the introduction of the new Corvette Sting Ray coupé with its distinctive split rear window and fake hood vents as well as an independent rear suspension. The split rear window was discontinued in 1964 due to safety concerns. Because they made the design too busy, the hood vents were also cut. Power for 1963 was at 365 hp (272 kW) hitting 375 hp (280 kW) in 1964.
Four-wheel disc brakes were introduced in 1965, as was a "big-block" engine option (the 396 in³ (6.5 L) V8). Side exhaust pipes appeared on the 1965 Stingray and persisted through 1969. Chevrolet would up the ante in 1966 with the introduction of an even larger 427 in³ (7 L) version, creating what would be one of the most collectable Corvettes ever. 1967 saw a L88 version of the 427 introduced which was rated at 430 hp (321 kW), but unofficial estimates place the actual output at 550 hp (410 kW) or more. Only twenty such engines were placed in the 1967 Corvette, and the cars can fetch US$600,000 or more in auction today. From 1967 to 1969, the 1282 cfm Holley triple two-barrel carbuetor, or Tri-Power, was available on the 427. The 1967 Corvette originally was going to be the first of the C3 generation; however, due to delays the C3 had to be put off until 1968. Other early options available on the C2 included an AM-FM radio (mid 1963), air conditioning (1963), a telescopic steering wheel (1965) and headdrests, presumably to prevent whiplash (1966).
The 1965 introduction of the 425 hp 396 in³ big-block was ultimately the harbinger of doom for the Rochestern fuel injection system. The 396 in³ option cost $145 while the fuel injected 327 in³ engine cost $500. Few people could justify spending $355 more for 55 hp less. When less than a thousand fuel-injected cars were built in 1965, Chevrolet stopped the program.
In 2004, Sports Car International named the Stingray number five on the list of Top Sports Cars of the 1960s.
The design of this generation had several inspirations. The first was the contemporary Jaguar E-Type, of which Mitchell owned one and enjoyed driving it frequently. Bill Mitchell also sponsored a car known as the "Mitchell Sting Ray" in 1959, because Chevrolet no longer participated in factory racing. This vehicle had the largest impact on the styling of this generation, although it had no top and didn't give away what the coupe would look like. The third inspiration was a mako shark that Mitchell caught while deep-sea fishing.
In 1962 Corvette chief engineer Zora Arkus-Duntov came up with a lightweight version of the C2. Concerned about Ford and what they were doing with the Shelby Cobra, GM planned 100 Grand Sport Corvettes. The plans never came about and only four were built. They were driven by historic drivers such as Roger Penske, A. J. Foyt, Jim Hall, and Dick Guldstrand among others. The Grand Sports, however, had many issues; the aero package made for a very frightful driving experience to say the least. Delmo Johnson said it was "the only car I ever drove that would lift the front wheels off the ground in all four gears." Dick Thompson was the only driver to drive the Grand Sport to victory. He won a Sports Car Club of America race at Watkins Glen. Today there are only five left, cars 001-005 all held by private owners. They are among the most coveted and valuable Corvettes ever built.
C3
Image:68 vette.jpg The third generation, patterned after Chevrolet's "Mako Shark" (designed by Larry Shinoda), started in 1968 and ended in 1982. This generation has the distinction of being introduced to the motoring public in an unorthodox — and unintended — fashion. 1968 marked the introduction of Mattel's now-famous Hot Wheels line of 1/64-scale die cast toy cars. General Motors had tried their best to keep the appearance of the upcoming car a secret, but the release of the Hot Wheels line several weeks before the Corvette's unveiling had a certain version of particular interest to Corvette fans: the "Custom Corvette", a GM-authorized model of the 1968 Corvette.
In 1969, GM enlarged their small-block again to 350 in³ (5.7 L), and in 1970, the 427 big-block was enlarged to 454 in³ (7.4 L). Power peaked in the 1970 and 1971 models, with the 1970 LT-1 small-block putting out 370 hp (276 kW) and the 1971 454 big-block having its last year of big power with 425 hp (317 kW). In 1972, GM moved to the SAE Net measurement for power (away from the previous SAE Gross standard), which resulted in lower values expressed in hp. Along with the move to unleaded fuel, emission controls, and catalytic converters, power continued to decline and bottomed out in 1975 — the base ZQ3 engine put out 165 hp (123 kW), and the optional L82 engine put out 205 hp (153 kW). Power remained fairly steady for the rest of the C3 generation, ending in 1982 with the 200 hp (149 kW) L83 engine.
Styling changed subtly over the generation. In 1973, the Corvette dropped the front chrome bumpers for a urethane-compound "5 mph" bumper but kept the rear chrome bumpers. In 1974, The rear chrome bumpers became urethane, too, making 1973 the last Corvette model year with any chrome bumpers. 1975 was the last year for the convertible, and 1978 saw the introduction of a glass bubble rear window. In 1980, the Corvette got an integrated aerodynamic redesign that resulted in a significant reduction in drag.
C4
Image:DSCF2897 c4 corvette lg.jpg
The highly anticipated fourth generation Corvette began production in March 1983 as a 1984 model. The 1983 model year was skipped, although 44 prototype 1983 models were completed. The 23rd 1983 prototype produced is currently on display at the National Corvette Museum in Bowling Green, Kentucky, adjacent to the Corvette production facility. The C4 was praised for its sleek styling and its groundbreaking aerodynamic design. Instead of fiberglass, the body panels were composed of reaction injected molding plastics, a sheet molding compound. The C4 coupe also incorporated a glass hatchback, like the 1982 Collector's Edition, for improved cargo access. It also had all new brakes with aluminum calipers. The Corvette C4 came standard with an electronic dashboard with digital liquid crystal displays for the speedometer and tachometer. The C4 was a complete and total redesign except for its engine, and the emphasis was on handling. The C4 Corvette was proclaimed the best handling production car ever when it was released. This handling came with the benefit of a solid, uncompromising ride. The unibody construction used in the C4 was prone to rattles and squeaks due to minimal sound deadening. Also due to the unibody construction, the door sills were quite deep and entry and exit have been likened to a "fall in and climb out" experience. The emergency brake was relocated in 1988 for easier entry and exit.
From 1984 through 1988, the Corvette used an unusual "4+3" transmission — a 4-speed manual coupled to an automatic overdrive on the top three gears. It was designed to help the Corvette meet U.S. fuel economy standards. The transmission was problematic and was eventually replaced by a much more modern ZF 6-speed manual gearbox in 1989. Beginning in 1985, the L98 engine with true port fuel injection was installed in most Corvettes, replacing the throttle body injected powerplant. For the 1992 model year, the 300 horsepower LT1 engine was introduced, which significantly improved the performance of the base C4 cars. Also introduced in 1992 was all speed traction control, which utilized the Corvette's brakes and throttle retard to prevent slippage of the rear tires, and possible loss of control. The traction control device could be switched off if desired. In 1996, the final year of C4 production, the 335 horsepower LT4 small block V-8 was installed in all manual transmission-equipped cars.
ZR1
Image:Corvette ZR1.jpg In 1986, General Motors purchased Lotus, the U.K. based engineering consulting and performance car manufacturing firm. Chevrolet approached Lotus with the idea of developing the world's fastest production car, to be based on the current generation C4 Corvette. With input from GM, Lotus designed a new engine to replace the L98 OHV V-8 in the standard C4. The result was the LT5, an aluminum-block V-8 with the same bore centers as the L98, but with four overhead camshafts and 32 valves. Lotus also designed a unique air management system for the engine to provide a wider power band by shutting off 8 of the 16 intake runners and fuel injectors when the engine was at part-throttle, while still giving the ZR1 a stellar 375 hp when at wide open throttle.
In addition to the engine, Lotus helped GM design the ZR1's upgraded braking and steering systems, and assisted in tuning the ZX3 adjustable suspension system fitted to all ZR1s. This ensured the ZR1's handling and braking capabilities were on par with the new engine.
GM found that the engine required special assembly, and that neither the Corvette plant in Bowling Green, Kentucky nor any of their existing production facilties could handle the workload. Mercury Marine was selected to assemble the LT5 engines and ship them to Bowling Green for final assembly.
The ZR1 was introduced 1990 and was available only as a coupe. It was distinguishable from other Corvette coupes by its wider tail section, huge 11 inch wide rear wheels, a new convex rear fascia with four square shaped taillights, and a CHMSL (center high mounted stop lamp) affixed to the top of the hatch glass instead of between the taillights.
The ZR1 was capable of stunning performance, but at a very high price. MSRP for the ZR1 in 1990 was $58,995, almost double the cost of a standard Corvette. The retail price increased to $66,278 by its final year of production in 1995. Some ZR1s reportedly sold for as high as $100,000. Even at its base retail price, the ZR1 was in the same price range as cars like Porsche's 911, making it a hard sell for Chevrolet dealers.
In 1991, all Corvettes received updates to body work, interior, and wheels. The rear convex fascia that set the 1990 ZR1 apart from the base model was now included on L98 Corvettes, making the styling of the expensive ZR1 nearly identical to the base cars. Further changes were made in 1992: ZR1 badges were displayed on both front fenders and traction control was a standard feature. In 1993, Lotus redesigned the cylinder heads and valvetrain of the LT5, resulting in a horsepower increase from 375 to 405. In addition, a new exhaust gas recirculation system improved emissions control. Production of the ZR1 ended in 1995, after 6,939 cars had been built. Chevrolet would not have another production Corvette that could match ZR1 performance until the introduction of the Z06 in 2001.
Grand Sport
Image:1996 Corvette Grand Sport.jpg Chevrolet released the Grand Sport version in 1996 to mark the end of the C4 design. The "Grand Sport" moniker was a nod to the original Grand Sport model produced in 1963. A total of 1,000 Grand Sports were produced, 810 coupes and 190 convertibles. The 1996 Grand Sport was equipped with the LT4 engine, which produced 335 horsepower (246 kW) and 340 foot-pounds(461 N·m) of torque. The Grand Sport came only in Admiral Blue with a white center stripe, distinctive black five spoke wheels and red stripes on the front left fender.
C5
Image:2003corvette50th-2.jpg Production of the C5 Corvette began in 1997 and ended with the 2004 model year. The C5 was a radical change from the long-running C4. The car now had a hydroformed box frame, the transmission was moved to the rear of the car to form an integrated rear-mounted transaxle assembly and was connected to the engine via a torque tube. Gone were most of the squeaks and rattles of the C4. The new C5 was judged by the enthusiast automotive press as improved in nearly every area over the previous Corvette design.
The Corvette's 50th Anniversary was celebrated June 20-21, 2003, in Nashville, Tennessee. The venue provided a bonanza of flawlessly restored Corvettes, a chronological display set up by the National Corvette Museum with every model year of the Corvette along with engineering and restoration seminars. The anniversary also brought some Chevrolet Concept Vehicles into focus including the approved-for-production Chevrolet SSR. Also on hand were several Corvette race cars, including the Corvette SS built by Zora Arkus-Duntov and the C5-R that won at Le Mans. Among the many displays were examples of the 2003 50th Anniversary Edition as well as a few 2004 "Commemorative Edition" Corvettes.
Recently, the factory has expanded to build the Cadillac XLR roadster, which shares its platform with the sixth-generation Corvette. Bowling Green is also home to the Corvette Museum, which celebrates this American automotive icon by displaying in chronological order the various regular production models as well as some unique one-off versions created by Chevrolet. The building in Flint in which the first cars were assembled was spun off with GM's Delphi Electronics division and later donated to GMI/Kettering University in the late 1990s. The building has since been remodeled and is now the C.S. Mott Engineering and Science Center, housing the Mechanical Engineering and Chemistry programs. In the garage housing the school's Pontiac Firebird club is a plaque commemorating it as the place where the first Corvette was built.
C5 Z06
Image:C5 Corvette Z06.jpg The successor to the ZR1 made its debut in 2001 as the Z06, a nod to the high performance Z06 version of the 1960s. The Z06 replaced the hardtop models produced in 1999 and 2000 as the ultimate Corvette. Instead of a the DOHC engine in the ZR1, the Z06 used a high output (LS6), a highly tuned version of the standard Corvette's (LS1) producing 385 horsepower (287 kW). Although the Z06's total output was slightly less than the final ZR1, the Z06 was much lighter and outaccelerated the ZR1, although the ZR1 did have a higher top speed.
The Z06 included an upgraded suspension, larger wheels and tires, a new six-speed manual transmission, improved gearing, and functional brake cooling ducts. The Z06 is 38 pounds (17.3 kg) lighter than the previous hardtop C5 thanks to a titanium exhaust system, thinner glass, lighter wheels, and a lighter battery. In 2002, Z06 horsepower was increased to 405 (302 kW), due to engine modifications including a more aggressive camshaft profile, lightweight sodium filled exhaust valves, stiffer valve springs, and deletion of the precats (small catalytic convertors). The 2002 Z06 also received revised rear shock valving and steel links to replace plastic ones of the 2001 model. The HUD (head up display) became standard, and the previous forged wheels were replaced by lighter spun cast ones. The fender Z06 badges now read "405HP" to signal the power increase. 2003 models received special silver 50th Anniversary badges, and a revised headliner. Later 2003 models received a more durable steel shift fork instead of aluminum.
Performance numbers for the 405 horsepower Z06 were 0-60 in 3.9 seconds and 12.4 seconds in the 1/4 mile at with a trap speed of 116 MPH. Weighing in at 3112 pounds with a full fuel load, and a more aggressive gear ratio including a higher rev limiter than the base C5, the C5 Z06 has been driven to an incredible 11.8@117 in the quarter mile. Around a road course the Z06 is equally effective with its upgraded suspension. The Z06 is capable of outrunning some of the world's premier sports cars, including the Ferrari 360 and the Porsche 911 911, making it one of the best performance bargains under $100,000.
The 2004 Z06 Commemorative Edition was equipped with a lightweight carbon fiber hood. It also received Nurburgring tested shock damping to improve handling, along with an exclusive Le Mans blue color.
C5-R
The C5-R racer was built by Pratt and Miller for GM Racing. It was based on the C5 road car but had a longer wheelbase, a wider track, an enlarged 7000 cc V-8, and different bodywork with exposed headlamps. It took part in the American Le Mans Series in the GTS Class and competed in four 24 Hours of Le Mans races.
- 2001 The car's remarkable 2001 racing season produced eight victories in ten races, including an overall win in the 24 Hours of Daytona and a 1-2 finish in the GTS class at Le Mans.
- 2002 In 2002 the C5-R repeated its 1-2 victory at Le Mans and also dominated the GTS class in the American Le Mans Series. A new transaxle unit replaced the previous year's separate transmission and differential. Corvette faced stiff competition from the new Prodrive Ferrari 550, which led many laps at Le Mans, but the Ferraris suffered problems late in the race, resulting in another Corvette victory.
- 2003 In 2003, additional restrictions were placed on the big 7 liter C-5R engines by the ACO in an attempt to slow the cars. At the 2003 season-opening 12 Hours of Sebring, the C5-Rs remained in winning form, with one of them finishing first in class and eighth overall. Also in 2003 a special red, white, and blue color scheme was introduced to celebrate the Corvette's 50th anniversary. At Le Mans the Prodrive Ferraris spoiled the anniversary and GM's effort for a three-peat in the GTS class.
- 2004 The C5-R was again victorious in the GTS class at the 24 Hours of Le Mans. One of the Prodrive Ferraris led most of the race. About halfway into the event, both Prodrive cars suffered mechanical problems, causing them to pit and lose laps. The Corvettes went on to finish 1-2.
- 2005 In the FIA GT series, the new Corvette Europe team won races at Imola, Italy and Zhuhai, China, and finished on the podium on several occasions. In the ALMS, the Pacific Coast Motorsports team scored several podium finishes behind the new factory C6-R cars.
C6
Image:2006 Chevrolet Corvette convertible.jpg The sixth generation Corvette has not changed as much as the previous generation Corvette did. The design engineers tried to perfect, not reinvent.
The new C6 gets an overhaul of the suspension geometry, all new bodywork with exposed headlamps (for the first time since 1962), a larger passenger compartment, a larger 6.0 L engine, and a much higher level of refinement. Overall, it is 5.1 in (13 cm) shorter than the C5, but its wheelbase has increased by 1.2 in (3 cm). It is also one in (2.5 cm) narrower, making for a smaller, sportier Corvette. The reduced dimensions were in response to criticism that the C5 Corvette looked too wide—the new body gives the impression of a much sleeker, faster car. Chevrolet hopes the new design will attract buyers of comparable European sports cars like the Porsche 911, but some purists dislike the new styling. The new 6.0 L LS2 V8 produces 400 hp (298 kW) at 6000 rpm and 400 ft·lbf (542 N·m) of torque at 4400 rpm. Its redline is increased to 6500 rpm like the C5 Z06.
The C6 retains its relatively high fuel economy, in part by upshifting to higher gears as soon as possible and in part by its relatively low drag coefficient. Equipped with an automatic transmission, the C6 achieves 18/26 mpg (city/highway), and the manual transmission is slightly better at 18/28. However, some prospective Corvette buyers are surprised to find that the C6's manual transmission is fitted with Computer Aided Gear Selection (CAGS), obligating the driver to shift from 1st directly to 4th when operating at lower RPMs. While this boosts the EPA's derived fuel economy, thus allowing the buyer to avoid paying the "gas guzzler" tax, it is an open secret that more than a few C6 owners with manual transmissions simply have a $20 aftermarket part (CAGS eliminator) fitted to their vehicle to re-enable a normal 1-2-3-4-5-6 sequence at any rpm.
C6 Z06
Image:2006 Chevrolet Corvette Z06.jpg The new Z06 arrived as a 2006 model in the third quarter of 2005. It has a 7.0 L (7,008 cc/427.6 in³) version of the Small-Block engine codenamed LS7. Officially certified output is 505 hp (376 kW), however it is believed GM underrated the figure. Dave Hill, the chief engineer for the C6 Corvette, says that it is a much further departure from the standard Corvettes and more like the C6-R that GM is building for the American Le Mans Series. Its performance is similar to the Ford GT and the Dodge Viper SRT-10. Official performance figures indicate that the Z06 can reach 60 mph in just 3.5 seconds from a standing start in first gear. In the summer of 2005, GM and Corvette Racing driver Jan Magnussen brought the new Z06 to the Nürburgring in Germany. Magnussen drove the Z06 to a time of 7:42.99, only cars many hundreds of thousands of dollars more have posted faster numbers. Car and Driver December 2005 tested Z06 to have amazing 3.4 seconds for its 0 to 60 test.
In addition to the larger engine, the C6 Z06 has a dry sump oiling system, something typically found only on race cars. Connecting rods made out of titanium further lighten the reciprocating mass of the engine while making them stronger than the steel rods they replace. Altogether, the Z06 model not only produces more power, it revs faster and higher than any other Chevrolet LS-motor.
In a radical departure from anything Chevrolet has ever done before, the primary structural element of the C6 Z06 is aluminum instead of steel as on the non-Z06 cars. The hydroformed aluminum frame remains dimensionally identical to its steel brethren but is significantly lighter. The front fenders are made of carbon fiber to reduce weight, while wider rear fenders allow for the wider tires necessary to deal with the engine's increased power. The Z06 officially weighs 3132 lb (1421 kg), giving it a power to weight ratio of 6.2 lb/hp (3.8 kg/kW). The C6 Corvette Z06 is the first 500+ hp production car to avoid the US government Gas Guzzler tax.
On October 31, 2005, the application of magnesium AE44 alloy in the engine cradle (the world's first magnesium chassis component) was bestowed an Honorable Mention in the Automotive News PACE™ (Premier Automotive Suppliers' Contributions to Excellence) Awards competition. This is the first award granted to the C6 Z06 Corvette. The suppliers receiving the award were Norsk Hydro Magnesium and Meridian Technologies, Inc.
Taken as a whole, the C6 Z06 is very similar to its race-going variant, the C6-R, much more so than the C5 Z06 was to the C5-R. The number of production automobiles from all marques across the globe featuring more than 500 hp (370 kW) is small indeed. With an official list price of US$65,800 per unit, it will likely be the only such vehicle in existence with a price tag under US$85,000.
The Z06 will be the official pace car for both the 2006 Daytona 500 and the Indianapolis 500 race. The special Pace Car edition Z06 was unveiled at the Los Angeles Auto Show in January.
Blue Devil
Chevrolet has long worked on developing an ultra-high performance version of the Corvette to compete with the Dodge Viper and European imports.[1] Dubbed Blue Devil for the mascot of GM CEO Rick Wagoner's alma mater, Duke University, the car is rumored to be set for production in 2006. It reportedly[2] features a supercharged version of the LS7 engine producing 600 hp (447 kW). Carbon fibre body panels reduce overall weight to well below 3000 lb (1360 kg). Pricing is expected to be over US$100,000. It is however not known if it will even be a concept car, let alone a production car. With the current Z06 model current turning in 0-60 times in the mid 3 second range, one can only speculate as to how quick this car can be with another 100+ hp.
There have also been reports on a test track that Chevrolet has been testing a supercharged C6 Z06 on the test track, quite possibly being the rumored Blue Devil. It is supposedly using the supercharger that will be used on future Cadillac XLRs.
C6-R
The C6-R was unveiled for its first race at the 2005 12 Hours of Sebring endurance race of the American Le Mans Series. It came in second and third, just behind the new Aston Martin DB9 racecar. It was put on display a week later at the New York International Auto Show next to the Z06.
Later, in the 2005 24 Hours of Le Mans, it made up for Sebring by placing first and second in the GT1 car class after a lengthy duel with the Aston Martin team's DBR9 racers by finishing 5th and 6th overall, a considerably high finish for a GT class car.
Corvette C6R went on to win every race it entered in the 2005 ALMS season. It defeated the Aston Martins again at Road Atlanta and Mazda Raceway Laguna Seca. Olivier Beretta and Oliver Gavin took home the drivers championships.
Z06-R
Entered in the FIA-GT series as a GT3 class car, the Z06-R is a modified production Z06. Changes were necessary to make the car endurance-race ready. These include a stripped interior, full rollcage for safety, center-locking wheels, and carbon fiber doors, rear deck spoiler and front splitter. The engine and drivetrain are stock, but the former is mapped for 98 octane race fuel. The result is a 7200 rpm redline, 200 higher than stock and 10 extra hp. The massive power output of the 7.0 L engine, coupled with the production car's proven roadholding, calls into question whether or not the FIA will place restrictions on the car. The Z06-R is not road legal.
Oldest surviving unit
The oldest surviving production Corvette[3] is serial number E53F001003. This historic, one-time GM "test mule" is the third 1953 Corvette to ever come off the Flint assembly line and is known as "double-o-three" to Corvette enthusiasts. It was sold at a Barrett-Jackson auction on January 21, 2006, for US$1,000,000.
Awards
The Corvette was Motor Trend magazine's Car of the Year for 1984 and 1998. It has also been on Car and Driver magazine's annual Ten Best list eleven times: the C4 from 1985 through 1989 and the C5 in 1998, 1999, and 2002 through 2005. The new C6 was also named to that list and was nominated for the North American Car of the Year award for 2005. The C6 Z06 was named "Most Coveted Vehicle" in the 2006 Canadian Car of the Year contest.
Automobile Magazine called the Sting Ray the coolest car in history, and Sports Car International placed it at number 5 on their list of the Top Sports Cars of the 1960s.
The 1999 Corvette Convertible, along with the Mercedes-Benz S500, were named Best Engineered Car of the 20th Century by the Society of Automotive Engineers publication Automotive Engineering International. [4]
See also the John Lingenfelter Memorial Trophy.
Corvette as marque
With the move toward rebadging Daewoo cars as budget-priced Chevrolets in Europe, Corvette became a marque in its own right in 2005 with Z06 becoming the model range name. The brand is sold separately from Korean-built Chevys, usually by dealers with the premium Cadillac range. Corvette is also marketed as a separate marque in Japan. The rumor that Corvette would become its own brand has been circulating since the late 1980s.
Information on the Corvette leaf springs
References
External links
- Chevrolet Corvette — Official site
- C4 Corvette Facts
- C4 1988 35th Anniversary Edition Registry
- National Corvette Museum — Bowling Green, Ky
- Chevy Corvette at Muscle Car Facts — A year by year account of one of the greatest muscle cars ever
- Year-by-year history with many pictures — Motorera.com
- AUTIV: 1957 Chevrolet Corvette SS — History of the 1957 Corvette SS, an experimental Corvette race car built by Chevrolet engineers
- One of the fastest cars in the World — 1988 Callaway Sledgehammer Corvette at 254 mph
- CorvetteForum — An independent Corvette enthusiast site and clubde:Chevrolet Corvette
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