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Old 11-02-2013, 01:38 PM   #61
johnglenntwo
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Default I didn't know!

http://gmauthority.com/blog/2013/07/...-c7-corvettes/

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Old 11-02-2013, 01:39 PM   #62
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Default I did know!

http://www.tirerack.com/suspension/s...r&cat=CoilOver

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Old 11-02-2013, 02:54 PM   #63
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Default Z28 vs. ZL1 Head 2 Head Nurburgring Videos

Notice the quicker acceleration on the Z28 especially gears 1-3 but in 4th and 5th the additional power of the ZL1 eclipses top speed. After awhile the quicker Z28 gaps the ZL1 a little so top speeds in sections are harder to compare.



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Old 11-02-2013, 07:10 PM   #64
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Originally Posted by obzidian View Post
My fear with that much like the z28 a new z06 could also be more focused as a track car and thusly loose it's street comfort. With that, again like the z28 the new z06 will also be priced astronomically high... Perhaps to keep production to a certain figure.

In other words.... We might eventually see only z51/base vette with the occasional "zr1" car on the street with the even more rare z06 enjoying that one speaker and optional ac. Bummer as I really enjoyed (even with all the issues I had) my z06... Even after all these years it is still a benchmark car and one that most ford fans wish their beloved 13' gt500 would reach.
Possibly the L88 moniker was revived for a track designed version of the C7 similar to Camaro Z28, while keeping the ZO6 well optioned. After reading the article on L88 below along with two others it is quite obvious the L88 is hallowed ground for Corvette lineage.


The biggest and baddest Corvette of them all was the L88 built from 1967 to 1969. What set this car apart was a comprehensive racing package that included the big block V8 with solid-lifters and Can-Am-spec cylinder heads. This was the same unit that powered the red, white and blue Sunray DX racer to a class victory at the 1967 12 Hours of Sebring and was later offered in a factory road car straight from the St. Louis, Missouri assembly line.

The story of the L88 beings with the introduction of Zora Arkus-Duntov to Chevrolet. Duntov was the first to motivate Chevrolet to install a manual transmission and larger engine into the Corvette, turning the 1956 version into a genuine sports car. Duntov would later convince GM to race and upgrade the Corvette into the L88 with motivation from Don Yenko and the Sunray DX Motorsports team. To make the car eligible for SCCA A-Production and FIA GT events, the L88 had to be a standard factory option so GM quietly offered it to the public.

As an option code on the 1967 to 1969 models, L88 was an almost secret offering. Chevrolet actively discouraged L88 orders from dealerships and the public. Just what was all the fuss about? The L88 was capable of 171 mph at Le Mans and sported more than 500 horsepower. It was developed for the track and never intended as a boulevard cruiser.

The L88 was first offered to teams such as Sunray DX Motorsports who contested Corvettes in events such as the Sebring and Daytona. Packed with factory competition hardware, the L88 package was an ordering option that made the Corvette a pure race car. Only 20 cars were made in 1967, largely for racing, but nearly 200 L88s were ordered on the C3 platform.

At the heart of the L88 package was a 427 similar only in block casting to the big-block engine first offered in 1966. After two years of development, almost every other component was reconsidered for power and racing endurance. The engines were all built at the Tonawanda, New York plant and featured the CanAm-spec aluminum heads with 2.19-inch intake and 1.84-inch exhaust valves.

At almost half the price of the L88 engine, the L71 officially appeared to offer the same performance at a marked discount. However, GM was fudging the numbers to keep the L88s off the road, making the L88 essentially the hidden, more potent, option. The L88 even donned a warning sticker on the center console that emphasized only racing fuel was adequate for the large valves and radical timing. While the L71 and L88 shared the same displacement, L88's took the big-block theme a step further by adding a strengthened crankshaft, 12.5:1 pistons, solid lifter, cold air induction and a 850 CFM dual feed Holley carburetor.

As with any racing car, the L88 left out the fan shroud, choke and often, the heating system. With its exhaust removed, and running on racing fuel, the L88 was capable of 600 horsepower which was more than enough to take class victory at the 1967 Sebring 12 Hours. On the road, and far above GM's 435 bhp figure, the L88 can claim anywhere from 550 to 570 horsepower in production trim.

The L88 included much more than just an engine upgrade. Mandatory factory upgrades included a Muncie M22 Rock Crusher or M20 Hydramatic Transmission, power-assisted heavy duty brakes, an F41 heavy duty suspension with new coil springs and dampers, G81 positraction differential and a special cowl induction hood. Furthermore, interior options such as air conditioning, a heater/defroster system and a radio were were not available. After all was said and done the the L88 doubled the price of a standard Corvette.

L88s were produced from 1967 to 1969 and during the transition from the C2 Stringray to the C3 body style. As a limited series of around 200 cars, the L88 was sold in both coupe and convertible form. The rarest cars are 20 1967 L88 Corvettes. Due to stringent emissions standards, the L88 was forced to be canceled in 1969.

Read more at http://www.supercars.net/cars/349.ht...MRUifspAjOz.99
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Old 11-03-2013, 01:23 PM   #65
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Default GM Concept Truck May Offer Insight Into Direction of Hi Po C7's

I know not a truck forum but possibly relevant IMO to Chevy's thought process moving forward. This may NEVER see production but it makes reference to low production Z28, parts borrowed and use of carbon fiber to reduce weight. It may be indicative of low production Hi Po C7 variant along lines of Z28.

Introducing the Chevrolet Silverado Cheyenne Concept
We're gearing up for a rocking week at SEMA and even though the show doesn't start until Tuesday, we're ready to start spilling the beans on what GM has up their sleeve for this year's show.

Now, we've all been hoping that the Silverado SS would eventually make a comeback but up until today things didn't look too good. It's not an SS, but the Silverado Cheyenne concept is a high-performance variant of the new 2014 Silverado that looks as if it isn't too far off from production.

Silverado Cheyenne Concept Highlights
• Performance Oriented Regular Cab 2014 Silverado
• Equipped with a 420-horsepower 6.2L V8
• Focus on reducing weight
• Lowered ride-height and rear stabilizer bars
• Carbon-ceramic brakes from the Camaro Z/28
• Weight saving efforts reduced the Cheyenne's weight by 200lbs
• Z/28 inspired hood extractor vent
• Carbon-fiber front bumper and rear spoiler
• Light-weight aluminum drive-shaft
• Composite rear springs
• Spare tire, trailer hitch, interior console have been removed for weight savings
• Rides on 19-inch Camaro Z/28 wheels
• Recaro Seats
• Flat bottomed steering wheel similar to Camaro ZL1

“It is only a concept right now, but we are
continually exploring new ways to give Silverado customers more.” - Chris Perry
Official Press Release
Silverado Cheyenne Concept: Mini Mass, Max Performance
LAS VEGAS – The Chevrolet Silverado Cheyenne concept vehicle to be unveiled at the SEMA Show on Monday, Nov. 4, embraces the adage that less is more. The performance-oriented version of the all-new 2014 Silverado regular cab combines a reduced curb weight with the performance of the new 420-horsepower 6.2L V-8 for a strong power-to-weight ratio and exhilarating performance.

A lowered ride height, a rear stabilizer bar and Brembo carbon ceramic brakes complement the Cheyenne concept’s high-performance character with enhanced handling and braking capability.

“The Cheyenne concept explores the performance possibilities of the all-new Silverado, which is already built on a mass-efficient layout and delivers a greater balance of performance and efficiency than any other full-size truck in Chevrolet’s history,” said Chris Perry, vice president of Chevrolet marketing.

The unique lightweight features built into the concept vehicle include carbon fiber replacements for the bumpers, tailgate and inner cargo box, shaving approximately 200 pounds from the 4,503 pounds base curb weight of a 5.3L-equipped Silverado regular cab with a 6’6” box.

Cheyenne designers matched the form of the lightweight components with their low-mass function. The carbon fiber front bumper includes racing-inspired ground effects styling complemented by carbon body-side ground effects while the carbon fiber tailgate incorporates a spoiler.The hood features a Camaro Z/28-inspired extractor vent.

The Camaro Z/28 Brembo carbon ceramic brakes save more weight because the carbon ceramic-matrix rotors are significantly lighter than conventional steel rotors. On the Camaro Z/28, for example, they save more than 20 pounds – and it saves un-sprung weight, too, which enhances driving performance with more immediate and direct handling. The truck rolls on charcoal-painted 19-inch Camaro Z/28 aluminum wheels and high-performance tires.

The Cheyenne diet removes the trailer hitch, spare tire, interior center console and some of the sound-deadening material. The truck also has a lightweight aluminum driveshaft and composite rear leaf springs.

“Lightweighting is a time-honored method of making the most of a vehicle’s performance which Chevrolet has demonstrated time and again with vehicles like the original 2001 Corvette Z06 and the 2014 Camaro Z/28,” said Perry. “And like those vehicles, the Cheyenne complements its lower weight with more horsepower.”

The all-new EcoTec3 6.2L V-8 that powers the concept truck is rated at 420 horsepower and 460 lb-ft of torque – the most power in the light-duty truck segment. It’s unavailable in regular-production Silverado regular cab models, giving the Cheyenne a 65-horsepower and 77 lb-ft boost over the production 5.3L V-8. A Borla performance exhaust system adds an authoritative note to the 6.2L’s output.

What remains is the Silverado’s production six-speed automatic transmission, which features hill descent control, as well as fuel-saving electric power steering and StabiliTrak electronic stability control with hill start assist.

Inside, the Cheyenne’s performance theme is conveyed with Recaro sport seats and a flat-bottom steering wheel, similar to the steering wheel offered in the Camaro ZL1. Available safety features, including lane departure warning, front and rear park assist and a rear-vision camera, enhance safety without detracting from the truck’s performance.

All Silverado models feature a fully boxed frame that serves as the foundation for their strength and capability. The main rails and major cross members are formed from high-strength steel, providing a rigid base for maximum hauling capability.

“Elements such as high-strength steel in the frame and body structure are found on all production models, while some also feature aluminum suspension components, contributing to the Silverado’s everyday performance. With the Cheyenne concept, we’ve taken the low-mass concept to a new level – with exciting results,” Perry said.

“It is only a concept right now, but we are continually exploring new ways to give Silverado customers more.”



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Old 11-03-2013, 04:34 PM   #66
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Originally Posted by NemesisC5 View Post
Possibly the L88 moniker " "
But a 454 could be lower TECH like the ACR, and better on gas with AFM plus OD torque RPMs!? But then again E85 could have the 427 making 600 without too much straining.


Last edited by johnglenntwo; 11-06-2013 at 07:46 PM.
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Old 11-03-2013, 08:01 PM   #67
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Default They seem to like those old numbers!

A special ZR1 package added racing suspension, brakes, stabilizer bars, and other high performance components to LT-1 cars. Big-block selection was down to one engine but displacement increased. The LS5 was a 454 cu in (7.4 L) motor generating 390 hp (291 kW) SAE gross and accounted for a quarter of the cars. The LS7, which was advertised at 460 hp (343 kW) SAE gross and had 454 cu in (7.4 L), was planned and appeared in Chevrolet literature but is not believed to have ever been delivered to retail customers, but offered as a crate engine.[5] A short model year resulted in a disproportionately low production volume of 17,316, down nearly 60%.[9] Rare options: ZR1 special engine package (25), shoulder belts in convertibles (475), LT-1 engine (1,287).


1971 Corvette Stingray Coupe
1971 cars were virtually identical in appearance to the previous model inside and out. This was the final year for the fiber optics light monitoring system, the headlight washer system, and the M22 heavy duty 4-speed manual gearbox. For the first time, air conditioning was installed on most of the cars, with nearly 53 percent so ordered.[5] Engines were detuned with reduced compression ratios to tolerate lower octane fuel. The small blocks available were the 350 cu in (5.7 L) base engine, which dropped to 270 hp (201 kW), and the high performance LT-1, now listed at 330 hp (246 kW). The LS5 454 cu in (7.4 L) motor was carried over and produced 365 hp (272 kW). Offered in ‘71 only was the LS6 454 cu in (7.4 L) big-block featuring aluminum heads and delivering 425 hp (317 kW), highest of the 1970-72 series, and could be ordered with an automatic transmission. The ZR1 option was carried over for LT-1 equipped cars and the ZR2 option, offered this year only, provided a similar performance equipment package for LS6 cars, and restricted transmission to a 4-speed manual.[5] Rare options: ZR1 special engine package (8), ZR2 special engine package (12), LS6 425-hp engine (188), shoulder belts in convertibles (677).

http://en.wikipedia.org/wiki/Chevrolet_Corvette_(C3)

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Old 11-10-2013, 01:41 AM   #68
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Here are some 'ring lap-times to compare and consider:

1) the Z/28 featured here 7:37.40 (in semi-wet conditions)

2) C6 ZR1 Corvette (638HP; 604ft lb) 7:19.63

3) C6 Z06 Corvette (505HP) 7:22.28

4) C7 Z-51 Corvette (460HP; 465ft lb) ? (my optimistic guess, will probably be about 7:26)

Times at VIR (same test driver for 'vettes; GM's track rat Jim Mero):

1) Z/28 (500 HP; 1HP per 7.6#) 2:58

2) C6 ZR1 (1HP per 5.21#) 2:48 (PS-2 tires)

3) C6 ZR1 (1HP per 5.21#) 2:45 (Cup tires)

4) C6 Z06 (1HP per 6.19#) 2:50 (Gen 2 tires)

5) C7 Z-51 (1HP per 7.16#) 2:51.78

Also, the C7 has torque-vectoring limited slip rear differential and other chassis technology beyond the Z/28.

Last edited by copjsd; 11-17-2013 at 01:01 PM. Reason: After receiving Trackaholic's information
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Old 11-10-2013, 08:15 PM   #69
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Default Furthermore!

Corvette Engineering said they keeped the 6.2 because it could be in 4-CYL mode more then the smaller engine. Therefore:

A 454 could probably be a big 4 all day long flat, and whale on it as a big guy the rest of the time if desired. 26MPG!? There are many really good reasons to go more displacement!


Last edited by johnglenntwo; 11-18-2013 at 04:52 PM.
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Old 11-11-2013, 03:53 AM   #70
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Quote:
Originally Posted by copjsd View Post
Here are some 'ring lap-times to compare and consider:

1) the Z/28 featured here 7:37.40 (in semi-wet conditions)

2) C6 ZR1 Corvette (638HP; 604ft lb) 7:19.63

3) C6 Z06 Corvette (505HP) 7:22.28

4) C7 Z-51 Corvette (460HP; 465ft lb) ? will probably be about 7:21.6

Times at VIR (same test driver for 'vettes; GM's track rat Jim Mero):

1) Z/28 (500 HP; 1HP per 7.6#) 2:58

1) C6 ZR1 (1HP per 5.21#) 2:45.63

2) C6 Z06 (1HP per 6.19#) 2:53.50

3) C7 Z-51 (1HP per 7.16#) 2:51.78

Also, the C7 has torque-vectoring limited slip rear differential and other chassis technology beyond the Z/28.
I think your time for the Z06 @ VIR is off. At the Corvette Museum Bash when the performance info was being slowly revealed, Jim Mero showed the time for the Z06 as 2:48.XX or so. Definitely under 2:50. So it is faster than the C7, and I think it will be even more pronounced at the ring which has some very long straights.

I suspect the C7 will be in the low 7:30's at the ring.

-T
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Old 11-15-2013, 01:28 AM   #71
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Originally Posted by Trackaholic View Post
I think your time for the Z06 @ VIR is off. At the Corvette Museum Bash when the performance info was being slowly revealed, Jim Mero showed the time for the Z06 as 2:48.XX or so. Definitely under 2:50. So it is faster than the C7, and I think it will be even more pronounced at the ring which has some very long straights.

I suspect the C7 will be in the low 7:30's at the ring.

-T
I believe I have it right for VIR; please see: http://fastestlaps.com/tracks/virgin...l_raceway.html
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Old 11-15-2013, 03:30 AM   #72
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I believe I have it right for VIR; please see: http://fastestlaps.com/tracks/virgin...l_raceway.html
That time is from C&D lightning lap, which is a magazine writer, not a race or development driver. It therefore is not comparable to the C7 time that Jim Mero set. In the video I mentioned he talks a bit about that, and shows his own Z06 time.

http://www.corvetteblogger.com/2013/...2013-ncm-bash/

Go to 1:02:08 to see the times. Subtract about a second off the Z06 time due to the improved tires of the C7 (mentioned by Mero in that same video I believe), and you end up with a 2:59 for the Z06.

In any event, the C7 will be fast, but I don't think it will be as fast as a Z06, especially one with the Z07 package. I certainly wouldn't mind being pleasantly surprised, though.

-T
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Old 11-15-2013, 11:19 AM   #73
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Quote:
Originally Posted by johnglenntwo View Post
Corvette Engineering said they keeped the 6.2 because it could be in 4-CYL mode more then the smaller engine. Therefore:

A 454 could probably be a big 4 all day long flat, and ******* the big guy the rest of the time if desired. 26MPG!? There are many really good reasons to go more displacement!

Problem is they face a displacement limitation in various racing series so the engines will not get bigger and more than likely will get smaller due to those limitations and needing to be competitive with Porsche and other brands.

Bill
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Old 11-19-2013, 09:50 AM   #74
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Well i don't know how C7 does against Camaro, and i hope we soon find out.
But here is Nissans latest attack, so Corvette Z07 or whatever it will be called has some work to do .....


Rune

Last edited by Z06Norway; 11-19-2013 at 06:53 PM. Reason: new link
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Old 11-19-2013, 12:44 PM   #75
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Well i don't know how C7 does against Camaro, and i hope we soon find out.
But here is Nissans latest attack, so Corvette Z07 or whatever it will be called has some work to do .....
Michael Krumm attacks Nürburgring on Nissan GT-R NISMO - YouTube


Rune
Video doesn't exist on your post. I posted both videos early this morning on Other Cars Forum. I don't think a aero enhanced GTR with modified parts from their GT3 car is a proper comparison to the C7. Watch the second video. That Nismo is barely a production car. A huge wing a foot off the rear deck, flat bottom on underside with slab sided body work. Very low clearance for big downforce. Sounds like a modified exhaust system. Carbon fiber wheels with cup tires. They just matched the Lexus LFA Nurburgring Special formula. And they run the lap with the camouflage on it. Are they trying to hide something???

Last edited by skank; 11-19-2013 at 01:31 PM.
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Old 11-19-2013, 06:57 PM   #76
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Video doesn't exist on your post. I posted both videos early this morning on Other Cars Forum. I don't think a aero enhanced GTR with modified parts from their GT3 car is a proper comparison to the C7. Watch the second video. That Nismo is barely a production car. A huge wing a foot off the rear deck, flat bottom on underside with slab sided body work. Very low clearance for big downforce. Sounds like a modified exhaust system. Carbon fiber wheels with cup tires. They just matched the Lexus LFA Nurburgring Special formula. And they run the lap with the camouflage on it. Are they trying to hide something???
click on link on top of video and it opens Youtube, don't know why it does not play.... maybe Nissan filter

agree, this is not a C7 comparison, but according to rumours, this is soon to be for sale as a GTR RS version .... ala Porsche RS models. Price is probably a bit more than 100K, but impressive car .... not my flavour, but Corvette needs to give us a better tool to teach the others respect than C7
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Old 11-19-2013, 07:03 PM   #77
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Originally Posted by Trackaholic View Post
I think your time for the Z06 @ VIR is off. At the Corvette Museum Bash when the performance info was being slowly revealed, Jim Mero showed the time for the Z06 as 2:48.XX or so. Definitely under 2:50. So it is faster than the C7, and I think it will be even more pronounced at the ring which has some very long straights.

I suspect the C7 will be in the low 7:30's at the ring.

-T
long straights, but also hill climbing altitude difference of 1000 feet makes HP extra valuable.....
Video does not show how insane hilly that track is... and bumpy.... and those steel barriers only 15 feet away


Rune
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Old 11-23-2013, 10:05 PM   #78
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Originally Posted by Trackaholic View Post
Just saw the video of the Z28 doing the N-ring in 7:37, with some rain in places. A couple exciting moments, but mostly a pretty clean lap. I know there were photos/videos of the C7 and Z28 at the track together, so there must also be a time for the C7 waiting for the right moment to be released.

Nurburgring Lap Times: 2014 Camaro Z28 Tops Published Times | Chevrolet - YouTube

Now that we know the Z28 time, do you think the C7 will be faster or slower?

-T
C7 will be faster (if Z51 suspension has Brembo brake option). If the Z28 has an LS7 engine, it is going to be real close. Just remember, Special suspension Z06 (Z07 performance package) ran a 7:22 with the special Michelin Sports cup tires.
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Old 11-24-2013, 04:31 AM   #79
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Well i don't know how C7 does against Camaro, and i hope we soon find out.
But here is Nissans latest attack, so Corvette Z07 or whatever it will be called has some work to do .....

Michael Krumm attacks Nürburgring on Nissan GT-R NISMO - YouTube

Rune

MT has an article about this car. Going from tuned engine to modified aero....

How do you compare that ringer to a production car?
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Old 11-24-2013, 10:41 AM   #80
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2015 GT-R 7:08 ..

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Old 11-24-2013, 10:41 AM
 
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