# 2014 Corvette/C7 **URL:** \ **Category:** NYSpeed Automotive\ **Created:** [January 13, 2013, 5:34pm UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172 "2013-01-13T17:34:23Z")\ **Posts on this page:** 20\ **Page:** 17
**Author:** ![fairgentleman\_Z](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/fairgentleman_z/32/7263_2.png) [@fairgentleman\_Z](https://forums.speedlife.net/u/fairgentleman_Z)\ **Post date:** [January 13, 2014, 9:41am UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/321 "2014-01-13T09:41:17Z")
> [@ubengineering](#): > > 625 Horse, a little dissapointed, not that it won’t be fast, No, it won’t be fast; > [@carANDdriver](#): > > How good is the Z06 shaping up to be? We’re told **it shattered the course record at GM’s Milford Road Course on its first time on the track.** > [@carANDdriver](#): > > There are no fewer than three (!) aerodynamic packages available, but every one includes a substantial front splitter; an enlarged hood vent that contributes downforce by allowing air flowing through the grille to escape above—rather than underneath—the car; and a hyper-engineered grille mesh that somehow directs more air through the engine compartment than a mesh-less, gaping hole. The most extreme aero kit comes mated to the optional Z07 package, and brings an even deeper front splitter with tall winglets at each corner, deep rocker panel extensions, and a big ducktail spoiler with a manually height-adjustable center portion. That little panel, by the way, is clear to mitigate the wing’s effect on rear visibility. > > Other aero tweaks include a pair of brake ducts integrated into the grille, enlarged fender vents, rear brake cooling ducts, and larger air outlets in the rear fascia to help evacuate the increased cooling airflow running over the transmission and differential coolers that live back there. In fact, at the Z06 backgrounder event, Mr. Juechter spent the better part of five minutes discussing the upper rear fender vents alone. Those curious-looking inverted scoops are said to push 50 percent more air into the ducts than the scoopless units fitted to the Stingray. Overall, GM says that the Z06 with the Z07 package whips up (or down?) the most downforce of any production car it’s ever tested—GM-made or otherwise. How much downforce does it make? Chevy’s not saying yet, but assured us that there’s so much of it that the C7.R team for the first time ever didn’t need to add any for the race car; the team instead spent its wind-tunnel time paring back drag. [http://www.caranddriver.com/news/2015-chevrolet-corvette-z06-photos-and-info-news](http://www.caranddriver.com/news/2015-chevrolet-corvette-z06-photos-and-info-news) > [@motortrend](#): > > “This car produces more downforce than any production car in GM history,” he says with a big smile. The car in the studio is outfitted with the Z07 performance package, which adds not only larger, lighter carbon-ceramic brakes and ultra-sticky Michelin Pilot Sport Cup tires to the equation, but also what Bednarchik refers to as the “Stage 3 aero package.” Wait, what? It’s explained that there are essentially three stages of aero performance available on the Z06. The first stage is standard equipment and includes a Z51 Stingray rear spoiler, a front splitter, and spats at the front wheel arches. Stage 2 is optional and includes a slightly more aggressive front splitter molded from carbon fiber, carbon rocker panel extensions, and a larger rear spoiler (also carbon fiber) with fixed Gurney flap aero tabs on the back for increased downforce. The Z07 package is the only way to get the Stage 3 kit. Order the package, and your car will arrive looking mostly like a Stage 2 car, but in the trunk you’ll find a carbon front splitter with extra-large winglets and a clear center Gurney flap segment that bolts to the rear spoiler for even more downforce. That center piece is clear to improve rear visibility—and it’s adjustable up and down, with changes of just a quarter-inch said to have been noticeable to test drivers. [http://www.motortrend.com/roadtests/hatchbacks/1401\_2015\_chevrolet\_corvette\_z06\_first\_look/#ixzz2qIkMZ8Tk](http://www.motortrend.com/roadtests/hatchbacks/1401_2015_chevrolet_corvette_z06_first_look/#ixzz2qIkMZ8Tk) ---
**Author:** ![LZ1](https://avatars.discourse-cdn.com/v4/letter/l/7ab992/32.png) [@LZ1](https://forums.speedlife.net/u/LZ1)\ **Post date:** [January 13, 2014, 9:51am UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/322 "2014-01-13T09:51:39Z")
> [@ubengineering](#): > > 625 Horse, a little dissapointed, not that it won’t be fast, but 600hp is so two years ago, c’mon 7+!!! Beautiful car though, and for some reason, the exhaust looks much better there even though the pattern hasn’t changed. 2 years ago? wtf are you talking about ---
**Author:** ![ubengineering](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/ubengineering/32/5171_2.png) [@ubengineering](https://forums.speedlife.net/u/ubengineering)\ **Post date:** [January 13, 2014, 9:58am UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/323 "2014-01-13T09:58:47Z")
Well I guess I underexaggerated ---
**Author:** ![LZ1](https://avatars.discourse-cdn.com/v4/letter/l/7ab992/32.png) [@LZ1](https://forums.speedlife.net/u/LZ1)\ **Post date:** [January 13, 2014, 10:02am UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/324 "2014-01-13T10:02:05Z")
I figured you were serious I was waiting for someone to mention the GT500’s HP with 662 however that is a heavy bitch compared to the vette ---
**Author:** ![bing](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/bing/32/7211_2.png) [@bing](https://forums.speedlife.net/u/bing)\ **Post date:** [January 13, 2014, 10:03am UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/325 "2014-01-13T10:03:40Z")
i’d like to see it in all black… the yellow with specs of black all over is kind of confusing to look at. it’s probably a better looking car than those pictures show. it doesnt really matter how fast it is… it’s going to be too fast to use despite the details. ---
**Author:** ![cougarspeed](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/cougarspeed/32/7468_2.png) [@cougarspeed](https://forums.speedlife.net/u/cougarspeed)\ **Post date:** [January 13, 2014, 10:21am UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/326 "2014-01-13T10:21:44Z")
Love it. ---
**Author:** ![9c1ny](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/9c1ny/32/5050_2.png) [@9c1ny](https://forums.speedlife.net/u/9c1ny)\ **Post date:** [January 13, 2014, 10:38am UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/327 "2014-01-13T10:38:57Z")
fuck the HP, look at the torque in the bitch! similar stats on paper compared to the GT500, knock off 400-500lbs, better aerodynamics, better suspension, 7 speed manual, 8 speed auto. Hell I bet the 8 speed auto with a torque convertor and tires might touch 9’s ---
**Author:** ![LZ1](https://avatars.discourse-cdn.com/v4/letter/l/7ab992/32.png) [@LZ1](https://forums.speedlife.net/u/LZ1)\ **Post date:** [January 13, 2014, 10:51am UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/328 "2014-01-13T10:51:13Z")
> [@9c1ny](#): > > fuck the HP, look at the torque in the bitch! similar stats on paper compared to the GT500, knock off 400-500lbs, better aerodynamics, better suspension, 7 speed manual, 8 speed auto. > Hell I bet the 8 speed auto with a torque convertor and tires might touch 9’s The current LT1 vette/sting ray/whatever is 550lbs lighter than the GT500. Usually they drop more weight off the z06 with thinner windshield and other shit vs the base vette. ---
**Author:** ![articzap](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/articzap/32/7361_2.png) [@articzap](https://forums.speedlife.net/u/articzap)\ **Post date:** [January 13, 2014, 2:25pm UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/329 "2014-01-13T14:25:38Z")
Let’s do this. > [@Big Boss"](#): > > Live reveal!! > > [https://youtu.be/xoCp4cR0FCw](https://youtu.be/xoCp4cR0FCw) > [@Big Boss"](#): > > ![http://images.thecarconnection.com/lrg/2015-chevrolet-corvette_100452510_l.jpg](https://canada1.discourse-cdn.com/flex034/uploads/speedlife/original/3X/9/a/9a06bfb8444f68274878986a69d56ea321e0132d.jpeg) > **2015 Chevrolet Corvette Z06: 2014 Detroit Auto Show** > > > A new King Corvette has arrived, and it definitely gives General Motors some bragging rights at the Detroit Auto Show. With “at least 625 horsepower,” and 635 pound-feet of torque, this top-performance variant of the latest C7 Stingray could shake up the roster of top production-car performance numbers. > > And it sets the form for the Corvette C7.R racecar, also shown here at Detroit and headed for Daytona later this month. > > > The Z06 is powered by an all-new 6.2-liter ‘LT4’ supercharged V-8, making at least 625 horsepower and 635 pound-feet of torque—37 percent more horsepower and 40 percent more torque than the ‘standard’ 2014 Corvette Stingray. > > > The LT4 engine is only one inch taller than the LT1 in the Corvette Stingray. The LT4 is one of the only supercharged engines in the world to incorporate cylinder deactivation technology, and it also has variable valve timing. > > > A big 1.7-liter Eaton R1740 TVS supercharger force-feeds the engine and spins at up to 20,000 rpm and incorporates a shorter rotor design that allows the boost to arrive quicker. Otherwise the engine incorporates a long list of engineering improvements, including rotocast aluminum cylinder heads, titanium intake valves, machined connecting rods, unique forged-aluminum pistons, and a dry-sump oil system. > > > Also of note is the Z06’s eight-speed automatic transmission. It’s an all-new GM-designed transmission, designated 8L90, and while it’s a traditional, hydraulically controlled automatic, GM says that it provides the quick shifts of dual-clutch boxes (even faster than Porsche’s PDK, they say), yet with more smoothness. And the eight-speed will allow up to a five-percent efficiency improvement over a six-speed automatic. > > > Z06 models will include the Drive Mode Selector, just as Stingray Coupe and Convertible models, which will allow access to settings for launch control, active-handling systems, traction control, and Sport and Track modes. Magnetic Selective Ride Control dampers are included in the Z06, as well as a three-mode electronic limited-slip differential (eLSD). > > > Also just as with other Corvette Stingray hardtop models, the Z06 will offer a removable roof panel that will enable some of the benefits of a convertible. That’s allowed through the new C7 Corvette’s stiffer aluminum-frame construction—with extra adhesive bonding used for the Z06. > > > The exterior changes on the Z06, versus the Corvette Stingray, are entirely functional, and nearly every panel and piece of trim is different. Design director Tom Peters, in a release, points to the flared fenders needed to accommodate larger wheels, the larger vents for cooling, and all the tweaks necessary for improved aerodynamics and high-speed stability. > > > For those who plan to use the Z06 primarily as a track machine, the Z07 Performance Package is the way to go, as it adds Michelin Pilot Super Sport Cup tires, Brembo carbon ceramic-matrix brake rotors, and a set of upgrades aimed at maximizing downforce. In either case, special spin-cast alloy wheels that show off the brake hardware. > > > Want performance numbers? GM won’t say yet. And there’s plenty of time for more facts and teasers; the Z06 won’t arrive at dealerships until early 2015. > [@Big Boss"](#): > > **Detroit Auto Show: Corvette Z06 debuts with 600-plus horsepower** > > > Chevrolet pulled the covers off its all-new Corvette Stingray Z06 – with “at least” 625 horsepower and track-ready tuning – at 2014 North American International Auto Show in Detroit. > > Just a year after the base version of the seventh-generation Corvette debuted in the automaker’s hometown, this high-performance Z06 variant bowed to the world here Monday. Chevy called the Z06 the most capable Corvette it’s ever built. > > > “The new Z06 delivers levels of performance, technology and design that rival the most exotic supercars in the world,” Mark Reuss, president of General Motors North America said in a statement. > > > The all-new Z06 blends the best elements of the sixth-generation ZR1 and the current Stingray coupe. This means a supercharged V-8 and a removable roof panel. > > > Horsepower and torque are in the neighborhood of stupendous, which is generally what happens when you strap an Eaton supercharger to a 6.2-liter V-8. Chevy says to expect to expect at least 635 pound-feet of torque to go along with the similar horsepower figure. > > > Despite all that gusto, the Corvette’s maker insists there are degrees of efficiency built into the all-aluminum motor, which is internally dubbed the LT4. These bits include cylinder deactivation – which Chevy says is a first on a supercharged engine like this – and variable valve timing. > > > Channeling all this power to the rear wheels will be either a seven-speed manual transmission with the same rev-matching downshifts as the base Stingray. Or an eight-speed automatic with paddle shifters. > > > While a gearhead’s knee-jerk reaction may be to dismiss such an automatic transmission in such a car as lame, Chevy says that 60% of Corvette buyers actually choose the automatic. And the the one bolted to this new Z06 isn’t exactly a slouch, according to the automaker. > > > Though it’s a full automatic (not an automated manual or dual-clutch setup favored by many performance cars), Chevy insists that its shifts under full throttle are actually eight-hundredths of a second faster than the Porsche 911’s breathtakingly quick PDK. Pity the guy who had to verify that fact. > > > This new Z06 also benefits from the base Stingray’s aluminum frame. Chevy was able to stiffen it to such a degree that, for the first time on a Z06 model, the roof panel will be removable. Even with the carbon-fiber panel off, the Z06 is 20 percent more rigid than its predecessor. Snap it in place and stiffness is up 60 percent. > > > Other performance goodies that are optional on the base Stingray now come standard on the Z06. This includes the car’s electronic limited-slip differential, and the third-generation magnetic ride control suspension. > > > Buyers can add extra carbon fiber via the optional aero package that includes a front splitter, rocker panels and a large rear spoiler. > > > A track-oriented Z07 package will also be optional. This adds ultra-sticky Michelin Pilot Sport Cup tires, Brembo carbon-ceramic brake rotors and various bits to the car’s exterior to provide additional downforce. With this setup, Chevy says the 2015 Z06 is faster around a track than the earlier ZR1, a Corvette that sold for more than $100,000, and one that was positioned above the Z06. > > > While pricing on the Z06 hasn’t been announced, Chevy said that buyers who could afford the sixth-generation car will be able to afford this new, seventh-generation model. The previous Z06 started at $77,590. This will make the Z06 one of the better supercar bargains on the market when it goes on sale later. > [@Big Boss"](#): > > **2015 Chevrolet Corvette Z06 Debuts At 2014 Detroit Auto Show** > > > Picture this scenario: It’s early in the development of the 2015 Chevrolet Corvette Z06. The chassis hasn’t been fully calibrated, but engineers decide to perform a test run. Just to stretch her legs. Nothing formal. They slap on tires and wheel the car out for a dash around the challenging road course at GM’s Milford Proving Ground. No one is expecting anything remarkable. That’s usually when things go wrong. Or really right. In this case, things went well, to put it mildly. > > > “Track record. We were really surprised,” Corvette chief engineer Tadge Juechter says with a snap of his fingers. > > > It was hardly that simple. The latest generation of the Z06 is the culmination of years of development. It’s where the cutting-edge technologies and refinement of the C7 Stingray blend with the competition-derived breakthroughs of the vaunted Corvette Racing program. “What we’ve got is Stingray on steroids,” Juechter says. > > > The heart of the car remains a small-block V-8, but for the first time ever, the Z06 will have a supercharged engine. With an output of 625 hp and 635 lb-ft of torque “plus,” it enables the new Z06 to truly tread in supercar territory. Those ratings aren’t final, but you can put a "big emphasis on the ‘plus,’ " Juechter says. That should reduce the sting of losing the intoxicating normally aspirated V-8 engine that has traditionally powered the Z06. The supercharger yields more low-end torque, which will make the car more responsive on the street and on the track. Expect a sprint to 60 mph in 3.4 seconds (the 2013 ZR1’s posted time) or less, easily quicker than before. The blower also allows Corvette engineers to wring more power out of a smaller engine. The 2015 Z06 uses a 6.2-liter LT4 V-8, compared with the 505-hp, 7.0-liter LS7 in the last Z06. > > > As with the Stingray, the Z06 gets modern technologies to aid fuel economy, although engineers are quick to point out that performance wasn’t compromised in pursuit of this goal. Continuously variable valve timing, direct injection, and cylinder deactivation migrate from the base C7, allowing for “surprising” fuel efficiency, Chevy says. > > > For the first time, Z06 buyers can choose to pair their V-8 with an automatic transmission or opt for the rev-matching seven-speed manual gearbox. Purists might blanch, but the eight-speed automatic with paddle shifters is clearly a nod to the times. Nearly every supercar maker – from Porsche to BMW to Ferrari – has migrated to high-tech, high-performance automatic gearboxes. The Z06’s eight-speed is nine pounds lighter than the six-speed automatic in the Stingray thanks to the use of aluminum and magnesium, and Chevy claims that it can crack off shifts under wide-open throttle quicker than the PDK dual-clutch automatic in the Porsche 911. > > > While the automatic transmission is in keeping with contemporary trends, Corvette engineers threw in another wrinkle. There has never been a full Z06 convertible (although the 2013 Corvette 427 used the C6’s Z06 powerplant), but the new Z06 will come standard with a removable roof panel. The C7’s aluminum frame – designed and built in-house – was created with this use in mind. Because the frame will be used throughout the C7 family, including in the C7.R that will compete in the new Tudor United SportsCar Championship, it offers limitless possibilities for open-air variants. > > > Still, a fixed-roof body structure was a hallmark of the Z06, and an open top in any form could be cringe-inducing for the faithful. Chevy argues that the new Z06 has 20 percent more structural rigidity than its predecessor – without the carbon-fiber roof panel in place. With the top installed, it’s 60 percent stiffer than the old Z06. That could mollify the traditionalists, and Z06 enthusiasts will find familiarity in the styling, which was crafted with performance as the top priority. Even though there are plenty of design cues that look cool, or flat-out fantastic, they all have a purpose. > > > “It’s got to earn its way onto the car,” Corvette exterior design manager Kirk Bennion says. “Every part that we do has to have a viable purpose.” > > > For example: The fenders are flared in a sinister manner, but that’s to accommodate the wider, stickier Michelin tires. The conspicuously large vents on the car are functional, helping to cool the engine, the Brembo brakes, the transmission, and the electronic limited-slip differential. In fact, the grille is designed to funnel more air into the engine compartment than if there were no grille at all. > > > There are three aerodynamic options. The “standard” Z06 uses a plastic front splitter, a carbon-fiber hood, and a rear spoiler that is borrowed from the Stingray’s Z51 performance package. The carbon-fiber aero package (available in black or with an exposed carbon-fiber finish) swaps in carbon fiber for the front splitter and rocker panels, and it adds a larger rear spoiler. Hard-core track rats will want the Z07 package, which adds large front splitter winglets, carbon-ceramic brakes, Michelin Pilot Super Sport Cup tires, and an adjustable spoiler for maximum performance on the track. The Z07 package creates the most downforce of any General Motors production car in history. > > > Although the interior is the most refined element of the Z06 – offering napa leather, suede, and aluminum trim – it still communicates the athleticism of the car thanks to a flat-bottom steering wheel, carbon-fiber finishings, and a steel-reinforced grab bar. “Competition Sport” seats with added bolstering are available, or buyers can select the more comfortable GT seats. Both setups are mounted in magnesium frames to reduce weight. > > > All of this should sound familiar. The Z06 has always been a track car. The very first one in 1963 was developed by Corvette godfather Zora Arkus-Duntov, who created the Z06 as a braking and handling package for track-happy customers. Fast-forward fifty-one years, and the C7 has become a vastly evolved, sophisticated creature. But make no mistake, when enthusiasts seek out the track-focused Corvette, it’s still the Z06. This is the Stingray with bite. ---
**Author:** ![05OrangeSS](https://avatars.discourse-cdn.com/v4/letter/0/eada6e/32.png) [@05OrangeSS](https://forums.speedlife.net/u/05OrangeSS)\ **Post date:** [January 13, 2014, 2:26pm UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/330 "2014-01-13T14:26:51Z")
Up ---
**Author:** ![articzap](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/articzap/32/7361_2.png) [@articzap](https://forums.speedlife.net/u/articzap)\ **Post date:** [January 13, 2014, 2:28pm UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/331 "2014-01-13T14:28:25Z")
Let’s keep it rolling. > [@Big Boss"](#): > > **(Press Release)** > > > 2015 Chevrolet Corvette Z06 the Most Capable, Ever > > General Motors > > > > January 13, 2014 > > > > -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. > [@Big Boss"](#): > > **(Continued)** > > ![http://i.imgur.com/6qrBjon.jpg](https://canada1.discourse-cdn.com/flex034/uploads/speedlife/original/3X/d/d/dd08124729aa87b3c06d23c82f300df5d2337e94.jpeg) > > > **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. ---
**Author:** ![05OrangeSS](https://avatars.discourse-cdn.com/v4/letter/0/eada6e/32.png) [@05OrangeSS](https://forums.speedlife.net/u/05OrangeSS)\ **Post date:** [January 13, 2014, 2:29pm UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/332 "2014-01-13T14:29:46Z")
Up again ---
**Author:** ![articzap](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/articzap/32/7361_2.png) [@articzap](https://forums.speedlife.net/u/articzap)\ **Post date:** [January 13, 2014, 2:29pm UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/333 "2014-01-13T14:29:55Z")
Still more. > [@Big Boss"](#): > > Spec Sheet from the Chevrolet site > > ![http://www.corvette7.com/forums/attachment.php?attachmentid=590341&stc=1&d=1389628833](https://canada1.discourse-cdn.com/flex034/uploads/speedlife/original/3X/d/4/d4e8439f2a232c67e7e55c01d9b490eb80be35b5.jpeg) > [@Big Boss"](#): > > If there was ever any confusion about what shifter is what when you get your ZO6… > [@Big Boss"](#): > > [https://youtu.be/D3cc059rg1A](https://youtu.be/D3cc059rg1A) > [@Big Boss"](#): > > [https://youtu.be/lXIWZtpE5zk](https://youtu.be/lXIWZtpE5zk) ---
**Author:** ![articzap](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/articzap/32/7361_2.png) [@articzap](https://forums.speedlife.net/u/articzap)\ **Post date:** [January 13, 2014, 3:59pm UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/334 "2014-01-13T15:59:09Z")
… > [@Big Boss"](#): > > ![http://www.camaro5.com/forums/attachment.php?attachmentid=590441&stc=1&d=1389649883](https://canada1.discourse-cdn.com/flex034/uploads/speedlife/original/3X/1/5/1519d6db628310a39bf8bbabb5c6b2dd834c8687.jpeg) > ![http://www.camaro5.com/forums/attachment.php?attachmentid=590443&stc=1&d=1389649883](https://canada1.discourse-cdn.com/flex034/uploads/speedlife/original/3X/7/2/7231eb91d2ad354ab974f766d14b505c44c1b45e.jpeg) > ![http://www.camaro5.com/forums/attachment.php?attachmentid=590445&stc=1&d=1389649883](https://canada1.discourse-cdn.com/flex034/uploads/speedlife/original/3X/8/7/870842e1573f5331e29b2829120bd52503a6d231.jpeg) ---
**Author:** ![articzap](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/articzap/32/7361_2.png) [@articzap](https://forums.speedlife.net/u/articzap)\ **Post date:** [January 13, 2014, 5:48pm UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/335 "2014-01-13T17:48:19Z")
… > [@Big Boss"](#): > > **(Car And Driver)** > > **2015 Chevrolet Corvette Z06: One Part ZR1, One Part Throwdown for Porsche** > **The track-worthiest Vette gets forced induction and gobs of race-car tech.** > > > To introduce Chevrolet’s third-generation high-performance Corvette Z06, we seriously considered publishing the car’s spec sheet and letting it speak for itself. We haven’t driven the car yet—and likely won’t for another year or so—but given it’s a thinly veiled roadgoing race car, a cold, efficient, and straight-to-the-point list of its upgrades seems more appropriate than a long-form deep-dive into what sets it apart from the C7 Corvette Stingray on which it is based. Yet while a list might draw a clearly defined line in the sand between the Z06 and its humbler stablemate, it simply couldn’t capture the full wow factor of the thing, the sheer ridiculousness of Chevy’s technological and engineering achievements. So here goes. > > > > When we were first shown the 2015 Corvette Z06 at a behind-the-scenes preview event last month, lead engineer Tadge Juechter minced few words when it came to the relationship between the car and the C7.R racer: The two were, for all intents and purposes, designed concurrently and alongside one another. It only takes a quick glance at the Z06’s widened, lowered, vented, and winged body to understand that. Interestingly, development on the Z06 has only just begun, and it’s really only being shown at the 2014 Detroit auto show because the C7.R makes its race debut later this month; Chevy’s merely removing the bag before the cat can jump out of it. That and Mr. Juechter lamented how difficult high-speed testing is with garbage-bag-like camouflage plastered all over test cars. > > > > **No Need to Hold On to Your Hats, Down force Has It Covered** > > > > In the past, the Z06 has enjoyed a degree of visual separation from the standard Corvette, but this new one looks like it mainlined a concentrated dose of pure aero. There are no fewer than three (!) aerodynamic packages available, but every one includes a substantial front splitter; an enlarged hood vent that contributes downforce by allowing air flowing through the grille to escape above—rather than underneath—the car; and a hyper-engineered grille mesh that somehow directs more air through the engine compartment than a mesh-less, gaping hole. The most extreme aero kit comes mated to the optional Z07 package, and brings an even deeper front splitter with tall winglets at each corner, deep rocker panel extensions, and a big ducktail spoiler with a manually height-adjustable center portion. That little panel, by the way, is clear to mitigate the wing’s effect on rear visibility. > > > > Other aero tweaks include a pair of brake ducts integrated into the grille, enlarged fender vents, rear brake cooling ducts, and larger air outlets in the rear fascia to help evacuate the increased cooling airflow running over the transmission and differential coolers that live back there. In fact, at the Z06 backgrounder event, Mr. Juechter spent the better part of five minutes discussing the upper rear fender vents alone. Those curious-looking inverted scoops are said to push 50 percent more air into the ducts than the scoopless units fitted to the Stingray. Overall, GM says that the Z06 with the Z07 package whips up (or down?) the most downforce of any production car it’s ever tested—GM-made or otherwise. How much downforce does it make? Chevy’s not saying yet, but assured us that there’s so much of it that the C7.R team for the first time ever didn’t need to add any for the race car; the team instead spent its wind-tunnel time paring back drag. > > > > Vent and spoiler fetishes aside, the Z06’s front and rear fenders are 2.2 and 3.15 inches wider than the Stingray’s in order to fit a wheel and tire package sized the same as that on the outgoing C6 ZR1. The standard setup includes 285/30ZR-19 front and whopping 335/25ZR-20 rear Michelin Pilot Sport tires, while the Z07 package brings near-slick Sport Cup rubber. You’ll notice we haven’t made one mention of the Z06’s “styling”—that’s because it nearly doesn’t matter; race cars are functional beasts, and the Z06 isn’t any different. > > > > **Supercharged to Eaton the Competition for Breakfast** > > > > In a first for the Z06 breed, the third-gen model’s engine will feature forced induction. A 1.7-liter Eaton R1740 TVS supercharger lives in between the small-block V-8’s vee, and its compactness (including the intercooler) swallows just one additional inch of airspace above the engine. Dubbed LT4, the supercharged 6.2-liter V-8 comes from the same fifth-generation small-block family as the Stingray’s LT1, but gets a thorough overhaul to handle the blower’s might. Chevy fits the LT4 with stronger Rotocast aluminum cylinder heads, titanium intake valves, machined connecting rods, forged aluminum pistons, stainless-steel exhaust headers, and a standard higher-capacity dry-sump oiling setup. > > > > The Stingray’s direct fuel injection carries over to the Z06 and contributes to a high 10.1:1 compression ratio, and that car’s continuously variable valve timing and Active Fuel Management cylinder deactivation functionality also hit the Z06 for the first time. Efficiency is said to be quite high, and we’re tempted to believe the engineers’ hyperbole on this, considering the outgoing C6 Z06 was capable of nearly 30 mpg on the highway in the real world. Official EPA estimates won’t arrive until much later, but that data is far less interesting than the most important powertrain spec of them all: output. Preliminary numbers from the Z06 guys peg the new LT4 at 625 horsepower and 635 lb-ft of torque, figures that knock on the door of the previous-generation ZR1. In fact, the Z06’s torque figure actually betters the ZR1’s by more than 30 lb-ft. > > > > Chevrolet certainly is hoping to expand the Z06’s appeal, and a big part of that mission involves a tide of development work to massage some of the spookiness out of the car’s behavior at the limit. Anyone familiar with the outgoing Z06 is well versed in that car’s challenging limit behavior, which takes a skilled driver to manage. Based on the new C7 Stingray’s friendlier and more accessible performance envelope, we suspect the new Z06 will be better in this regard. That said, we won’t know for certain until we drive it, but one thing that’s sure to find the Z06 more buyers is Chevrolet’s introduction of an automatic transmission option. > > > > Dubbed 8L90, the new eight-speed might have a torque converter like your dad’s Malibu, but it’s quite the beast. First, it has the highest torque capacity of any GM automatic extant, the better to handle that LT4, and second, GM claims it can upshift eight hundredths of a second quicker than Porsche’s instantaneously quick PDK dual-clutch automatic. Other bonuses include manual control, a compact design that fits it into the same space as the Stingray’s six-speed automatic, eight fewer pounds of mass than the six-speed, and the fact that it’s destined for regular Vettes next year. For enthusiasts, the same seven-speed manual with driver-selectable rev matching that’s standard in the Stingray is standard in the Z06. > [@Big Boss"](#): > > **(Continued)** > > > **Today, ZR1 is Spelled Z-0-6 . . .** > > > > Underneath, the Z06 for the first time closely resembles the Stingray. Previous cars used an aluminum chassis, compared to the regular Corvettes’ steel units; now with the C7 Vette using aluminum, no major changes were needed for Z06 duty, and both are now made in-house at GM’s Bowling Green, Kentucky, Corvette facility. Of course, Chevrolet didn’t leave the platform totally alone. Whereas the Stingray uses a steel torque tube (ideal for quelling NVH issues from the Active Cylinder Management system), the Z06 gets a thick carbon-fiber unit that shaves weight and maintains acceptable NVH properties. Carbon fiber is also used for the hood and the removable roof panel. That’s right, the Z06’s lid is no longer fixed, and Chevy says despite this, overall chassis rigidity is up 20 percent versus its predecessor; with the roof in place, that improvement swells to 60 percent. > > > > When it comes time to slow down the Z06, drivers will lean on massive two-piece steel brake rotors (measuring 14.6 inches in diameter up front and 14.4 in the rear) clamped by six-piston front and four-piston rear calipers. The Z07 package, as you’d expect, swaps this gear for even larger 15.5 front and 15.3-inch rear carbon-ceramic rotors said to be borrowed from the outgoing ZR1; they save 23 pounds and bring more-favorable thermal performance. GM’s excellent Magnetic Ride Control (MRC) adaptive dampers are standard, as is an electronic limited-slip differential with a hydraulically actuated clutch that can vary diff action in tenths of a second. These two features, along with the eight-speed automatic, when equipped, can be manipulated via the same drive mode selector found in the Stingray. Weather, Eco, Tour (default), Sport, and Track modes remain, each with a unique calibration for the steering, throttle map, Active Fuel Management, exhaust, MRC dampers, traction and stability control, and the gauge-cluster display. > > > > Just as the C7 Stingray’s interior took a major step forward in niceness, so does the Z06’s, which comes standard with a “wrapped” cabin. This means everything is covered in stitched, soft-touch materials, and buyers can further deck it out with full Nappa leather with micro-suede and carbon-fiber accents. A unique flat-bottom steering wheel further sets the Z06 apart, as does a new optional Performance Data Recorder for drivers keen on documenting their on- and off-track shenanigans. A pair of seat choices are available: a regular “GT” seat and a hard-core Competition Sport seat with substantial bolsters. Both chairs’ frames are rendered from lightweight magnesium, and if they’re as good as those in the regular Vette, we’ll be smitten. > > > > Okay, so we’re betting this rundown of the Z06 has read something like an exclamatory spec sheet. But that’s the way we think the Corvette team would like it—if Mr. Juechter can spend a handful of minutes detailing a single vent, we can use this space to list the technical triumph that is the entire car. How good is the Z06 shaping up to be? We’re told it shattered the course record at GM’s Milford Road Course on its first time on the track. Let us remind you that almost no development or tuning work had been done to the car at that point—Chevy simply bolted the pieces together and went for a lap time. Think what it could do after a year of fine-tuning. Now for the best part: All of this C7.R-for-the-street business won’t cost you any more than the old Z06. As Tadge Juechter himself put it—in between explaining the aerodynamic value added by the tiny spats ahead of each front wheel and detailing how the C7.R’s three-percent fuel-efficiency bump (thanks to direct injection) will save one pit stop over a 24-hour race—“if you could afford the old Z06, you’ll be able to afford the new Z06.” And there you have it. Near C6ZR1 performance for C6Z06 pricing, granted Z07 package will be near ZR1 price I’m betting. But still, good job GM. =D\>=D\> ---
**Author:** ![ubengineering](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/ubengineering/32/5171_2.png) [@ubengineering](https://forums.speedlife.net/u/ubengineering)\ **Post date:** [January 13, 2014, 6:53pm UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/336 "2014-01-13T18:53:37Z")
GM has really come an incredibly long way in a short period of time ---
**Author:** ![ultradriver10000](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/ultradriver10000/32/7397_2.png) [@ultradriver10000](https://forums.speedlife.net/u/ultradriver10000)\ **Post date:** [January 13, 2014, 7:59pm UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/337 "2014-01-13T19:59:52Z")
this thing is sex ---
**Author:** ![joelster](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/joelster/32/7258_2.png) [@joelster](https://forums.speedlife.net/u/joelster)\ **Post date:** [January 14, 2014, 3:56am UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/338 "2014-01-14T03:56:14Z")
Let’s see them stick to this promise: > “if you could afford the old Z06, you’ll be able to afford the new Z06.” Any bets on how much this will cost? I’m thinking $95k ---
**Author:** ![LZ1](https://avatars.discourse-cdn.com/v4/letter/l/7ab992/32.png) [@LZ1](https://forums.speedlife.net/u/LZ1)\ **Post date:** [January 14, 2014, 5:33am UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/339 "2014-01-14T05:33:28Z")
> [@joelster](#): > > Let’s see them stick to this promise: > > Any bets on how much this will cost? I’m thinking $95k If you could afford the fully loaded old z06 you’ll be able to afford the new base z06 - - - Updated - - - Do want ---
**Author:** ![08GT500](https://yyz2.discourse-cdn.com/flex034/user_avatar/forums.speedlife.net/08gt500/32/5417_2.png) [@08GT500](https://forums.speedlife.net/u/08GT500)\ **Post date:** [January 14, 2014, 5:52am UTC](https://forums.speedlife.net/t/2014-corvette-c7/228172/340 "2014-01-14T05:52:18Z")
I love everything about this vette except the hideous rear end. Wtf over. [Previous page](https://forums.speedlife.net/t/2014-corvette-c7/228172.md?page=16) [Next page](https://forums.speedlife.net/t/2014-corvette-c7/228172.md?page=18)