John Shiels

Rotor diameter (in / mm):
front: 12.6 / 320 (13.6 / 345 with Z51)
rear: 13.3 / 338

John Shiels

boy 11 views and no comment on something different.

drivinhard

I haven't seen the specs posted anywhere (weight, measurements, etc)? is there a link?

John Shiels

pasted from GM

Everett Ogilvie

Yeah, larger dia. on the rear......

John Shiels

bingo!

63Corvette

For Release: Sunday, Jan.13, 2013, 7 p.m. EST
Return of the Stingray: The 2014 Chevrolet Corvette
DETROIT – Chevrolet is redefining modern performance with today’s debut of the all-new
Corvette Stingray. And only a Corvette with the perfect balance of technology, design and
performance can wear the iconic Stingray designation.
The 2014 Corvette Stingray is the most powerful standard model ever, with an estimated 450
horsepower (335 kW) and 450 lb.-ft. of torque (610 Nm). It is also the most capable standard
model ever, able to accelerate from 0-60 in less than four seconds and achieve more than 1g in
cornering grip. It is expected to be the most fuel-efficient Corvette, exceeding the EPAestimated
26 mpg of the current model.
“Like the ’63 Sting Ray, the best Corvettes embodied performance leadership, delivering
cutting-edge technologies, breathtaking design and awe-inspiring driving experiences,” said GM
North America President Mark Reuss. “The all-new Corvette goes farther than ever, thanks to
today’s advancements in design, technology and engineering.”
The all-new Corvette Stingray shares only two parts with the previous generation Corvette. It
incorporates an all-new frame structure and chassis, a new powertrain and supporting
technologies, as well as completely new exterior and interior designs. Highlights include:
• An interior that includes real carbon fiber, aluminum and hand-wrapped leather
materials, two new seat choices – each featuring a lightweight magnesium frame for
exceptional support – and dual eight-inch configurable driver/infotainment screens
• Advanced driver technologies, including a five-position Drive Mode Selector that tailors
12 vehicle attributes to the fit the driver’s environment and a new seven-speed manual
transmission with Active Rev Matching that anticipates gear selections and matches
engine speed for perfect shifts every time
• An all-new 6.2L LT1 V-8 engine combines advanced technologies, including direct
injection, Active Fuel Management, continuously variable valve timing and an advanced
combustion system that delivers more power while using less fuel
• Lightweight materials, including a carbon fiber hood and removable roof panel;
composite fenders, doors and rear quarter panels; carbon-nano composite underbody
panels and a new aluminum frame help shift weight rearward for an optimal 50/50 weight
balance that supports a world-class power-to-weight ratio
• A sculptured exterior features advanced high-intensity discharge and light-emitting diode
lighting and racing-proven aerodynamics that balance low drag for efficiency and
performance elements for improved stability and track capability
• Track-capable Z51 Performance Package including: an electronic limited-slip differential,
dry-sump oiling system, integral brake, differential and transmission cooling, as well as a
unique aero package that further improves high-speed stability.
“Stingray is one of the hallowed names in automotive history,” said Ed Welburn, GM vice
president of global design. “We knew we couldn’t use the Stingray name unless the new car
truly lived up to the legacy. The result is a new Corvette Stingray that breaks from tradition,
while remaining instantly recognizable as a Corvette the world over.”
The new Corvette Stingray will be built at GM’s Bowling Green, Ky., assembly plant, which
underwent a $131-million upgrade, including approximately $52 million for a new body shop to
manufacture the aluminum frame in-house for the first time.
“We believe the Corvette represents the future of modern performance cars because it delivers
more power, more driving excitement and better fuel efficiency,” said Tadge Juechter, Corvette
chief engineer. “The result is better performance by every measure. The 2014 Corvette delivers
the fastest acceleration, the most cornering grip, the most track capability, the best braking
performance and what we expect to be the best fuel economy ever for a standard Corvette.”
The 2014 Corvette Stingray coupe goes on sale in the third quarter of 2013.
Handcrafted, high-tech interior
• Premium materials including genuine aluminum and available carbon fiber trim
• More connected driving experience through the smaller-diameter steering wheel and two
new seat choices
• Advanced technologies including standard dual, high-resolution information screens and
available color head-up display.
The new Corvette Stingray interior blends fine materials and craftsmanship with advanced
technologies that contribute to a more connected and more engaging driving experience, said
Helen Emsley, interior design director.
“Every feature and detail in the interior is designed to enhance the driver’s connection to the
Corvette,” Emsley said. “It starts with the fighter jet inspired wraparound cockpit; continues to
build with the smaller steering wheel, more supportive seats, and high-definition, configurable
screens, and is finished in gorgeous materials.”
The smaller, 14.1-inch-diameter (360 mm) steering wheel fosters a more direct, immediate feel
to directional inputs. The attention to the driver extends to the smallest details, including the flat,
precise stitching on the steering wheel designed to provide a smooth, consistent feel.
Precise and elegant stitching also is seen in the available Napa leather trim of the all-new seats.
Two seating choices will be offered: 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.
Additional performance-enhancing details of the interior resulted from designers’ “field trips” to
GM’s Proving Ground in Milford, Mich., where high-performance driving experiences spurred the
design and implementation of several features, 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.
High-performance driving also influenced elements of the configurable display screens and
available head-up display, which vary depending on the driving mode, including the Track
display inspired by the C6.R.
The performance-supporting elements inside the new Corvette Stingray are complemented by
unprecedented attention to detail and build quality, including the sweeping arch motif over the
driver cockpit trim and the seamless transition of the line from the instrument panel to the door.
All models feature a fully-wrapped interior, where every surface is covered with premium, softtouch
materials. Available materials, depending on the trim level, include Napa leather,
aluminum, carbon fiber and micro-suede.
A blend of hand craftsmanship and machined precision is intended to ensure the fit, finish and
ambience of the cabin is first-rate. The leather-wrapped instrument panel, for example, features
hand-selected and hand-stretched materials for better grain matching with stitching performed
by robots that deliver perfect seams.
There’s even a micro-LED screen for the passenger’s climate control placed below the vent on
the on the dash away from the performance features on the instrument panel.
“To ensure the high quality of the interior, we spent time working on the line alongside the team
that builds the Corvette every day at Bowling Green Assembly Plant,” said Ryan Vaughan,
interior design manager. “And thanks to that collaboration between design, engineering and
manufacturing, we were able to make adjustments that allowed us to maintain the integrity of
the design, improve the assembly process and ultimately deliver what we believe to be a worldclass
interior.”
Driver-oriented technologies
• Driver Mode Selector optimizes 12 vehicle attributes
• Configurable screens and head-up display can be tailored to the driver’s preference
• Central touch screen uses gesture-recognition technology.
At the core of the Corvette Stingray’s driver-focused technologies is the cockpit-mounted Driver
Mode Selector, which allows drivers to optimize the car for their driving preference and road
conditions via five settings: Weather, Eco, Tour, Sport and Track.
“The all-new Corvette Stingray is really three cars in one: It provides the comfort and
functionality of a long-distance GT car, the connectedness and infotainment of a daily driver and
the acceleration, grip and braking of a capable track car,” said Harlan Charles, product
manager.
“With the Driver Mode Selector, we wanted to give the driver an easy way to tailor virtually every
aspect of the car to fit their driving environment. The result is a more rewarding, more confident
experience, whether you’re commuting in a downpour or charging through the corkscrew at
Laguna Seca.”
The Driver Mode Selector is easy to use via a rotary **** near the shifter. The Tour mode is the
default setting for everyday driving; Weather mode is designed primarily for added confidence
while driving in rain and snow; Eco mode is for achieving optimal fuel economy; Sport mode is
for spirited road driving and Track mode is for track use.
“Early in the development process, we spent time on the track, driving Corvettes hard. That
experience shaped many parts of the interior, such as the instrument display in Track Mode,”
said Vaughn. “At 120 mph, you experience a sort of tunnel vision, as you concentrate on the
next turn. At that moment, you don’t need to know the next song playing on the radio.”
Twelve performance parameters are adjusted with the selection of each mode, including:
• Gauge cluster configuration: The Tour, Eco and Weather modes feature displays for
trip data, audio and navigation; Sport mode shows classic, easy-to-read sports car
gauges; and Track mode’s configuration shows a gauge design based on the Corvette
Racing C6.R race car display with lap timer
• ETC (Electronic Throttle Control): Adjusts the throttle input curve for the selected
mode for improved responsiveness
• Paddle-shift automatic transmission: Adjusts shift comfort and shift points
• Active Fuel Management: in normal mode, the LT1 engine uses V-8 power during
acceleration and V-4 power when coasting; in Eco mode the engine remains in V-4
mode to improve fuel economy until aggressive acceleration is needed
• Exhaust (active exhaust system): The system adjusts the timing of the electronically
controlled exhaust valves to enhance audible feedback from the V-8 depending on the
drive mode
• Electronic limited-slip differential (Z51): 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
• Steering: Assist effort is adjusted in the modes to provide the driver with the correct
steering feel for the driving condition
• Magnetic Ride Control: Adjusts shock damping based on road conditions, from
optimized comfort to performance driving
• Launch control: Available in Sport and Track modes for manual and automatic
transmissions, providing maximum off-the-line acceleration
• Active handling (StabiliTrak stability control): A “competitive” setting is available in
Sport and Track modes 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 the Sport and Track modes and
offers five settings of torque reduction and brake intervention for track driving.
Three configurable displays, including a pair of eight-inch screens and color head-up display,
deliver personalized information and convey the different performance parameters of each drive
mode.
The two eight-inch screens offer excellent visibility in direct sunlight, with 650 cd/m2 of
brightness for the one integrated into the instrument cluster and 1,000 cd/m2 of brightness for
the one in the center stack, making it among the brightest screens in the industry. The screen in
the center stack also features touch-screen control with gesture recognition and can be lowered
to reveal a hidden storage that includes a USB input for device charging or uploads.
The Corvette Stingray delivers an advanced infotainment system, featuring Chevrolet MyLink
and high-definition radio, as well as enhanced OnStar with 3D navigation maps. An additional
USB port in the center console, a stand-alone audio input jack and an SD card slot provide
seamless connectivity.
An available premium 10-speaker audio system includes a bass box and two subwoofers – and
speakers with rare-earth magnets that deliver greater sound quality with reduced weight and
size.
Every line counts on Corvette Stingray’s functionally elegant exterior
• Aerodynamic design integrates strategies from Corvette racing
• Signature lighting includes distinctive frosted light-emitting diode daytime driving lights,
high-intensity discharge headlamps and indirect-LED taillamps
• Carbon fiber hood and removable roof panel enhance front/rear weight balance
Corvette Stingray’s provocative exterior styling is as functional as it is elegant, said Ken
Parkinson, executive director of global design.
“Developing a new Corvette, while every designer’s dream, is not an easy task,” Parkinson said.
“The goal was a bold design statement that embraced the advanced technology of the car, while
enhancing its overall performance in everything from the wind tunnel to the track. The result is a
new Corvette Stingray – a fantastic car that breaks new ground yet remains true to the
fundamental elements that make a Corvette a Corvette.”
While no single detail is repeated from previous generations, the new Corvette Stingray include
the distinctive profile defined by a long dash-to-axle ratio and the greenhouse evoking the
canopy of a fighter jet with dual-element taillamps. To this foundation, designers built a form
vocabulary from two very different sources: aerospace and nature.
“For the new Corvette to be called a Stingray, it had to deliver an incredible, purposeful visual
impact – just as the original did in 1963,” said Tom Peters, exterior design director. “That visual
impact is evident in fighter jets and the Stingray animal itself. Their beauty comes from their
purpose, designed to cut through air or water as quickly and efficiently as possible. As with
aircraft and living forms, every transition on every surface of the Corvette Stingray serves a
purpose executed with beauty and proportion.”
Lighting is a signature element of the Corvette Stingray’s design and reinforces its high-tech
aesthetic. At the front, indirect white LED lamps form a distinctive daytime styling cue. They are
set in a black-chrome lamp housing with standard HID projector headlamps. The turn signals
feature edge-lit amber LED lighting.
All-new, dual-element taillamps represent the greatest departure from tradition and are among
the car’s most dramatic elements. The three-dimensional, sculpted lenses house innovative
indirect LED lighting. The state-of-the-art lighting uses hidden LED lamps that cast their light up
from the bottom of the housing into a reverse reflector, creating an even glow. LED lamps are
also used for the white backup lamps. The taillamps integrate functional aircraft-style air outlets
for the available differential and transmission coolers.
“From the front or rear, the signature lighting brings the new Corvette to life,” said Peters. “It
looks beautiful, sinister and more than a little intimidating. It gives the Corvette a nighttime
appearance unlike anything else on the street.”
When it comes to aerodynamics, the new Stingray is in a league of its own. Advanced
computer-aided modeling programs were employed to predict and track airflow over, under and
through the new Corvette’s body. Engineers and designers also relied on data gleaned from the
Corvette Racing program – the most successful program ever in the American Le Mans Series
and the 2012 GT class champion – to help balance front and rear grip for high-speed stability.
Many hours were spent in the wind tunnel hand-sculpting surfaces for aesthetics and
performance. Functional exterior elements include:
• All models have a new grille/radiator arrangement and hood vents. Venting air out of the
hood reduces total front-end lift for improved steering response at high speeds
• The front fender side coves also help vent underhood air pressure to reduce
aerodynamic drag
• Models with the automatic transmission or Z51 Performance Package feature a
functional vent on driver’s left side directing air over a heat exchanger for the
transmission fluid and a similar arrangement on the passenger side that directs air
• over a heat exchanger for the electronic limited slip differential
• Airflow through the differential and transmission heat exchangers exit through the
aircraft-inspired taillamp vents and lower-rear fascia air outlets
• The Z51 Performance Package also includes brake-cooling ducts, a unique rear spoiler
and additional air deflectors for enhanced track capability.
“Every square inch of the 2014 Corvette’s exterior is designed to enhance high-performance
driving,” said Kirk Bennion, exterior design manager. “The team delivered a great balance of low
drag for efficiency and performance elements for improved stability and track capability – all in a
sculpted design that excites in all the ways that a Corvette has for six decades.”
Engineered to race, built for the road
• New aluminum frame structure is 57-percent stiffer and 99 pounds (45 kg) lighter than
the current steel frame
• Innovative use of composite materials, including carbon fiber the hood and roof panels,
lightweight Sheet Molded Compound for the fenders, doors and rear quarter panels, and
carbon-nano composite for the underbody panels help reduce the weight of the body by
a 37 pounds (17 kg)
• New LT1 V-8 uses advanced technologies to produce more power with less fuel and is
paired with an industry-exclusive seven-speed manual transmission with Active Rev
Matching for more precise up and down shifts.
The new Corvette Stingray takes advantage of lightweight materials, advanced manufacturing
techniques and technology transfer from the Corvette Racing program to produce an ideal 50/50
weight balance and to deliver a world-class power-to-weight ratio.
“Chevrolet has a long history of using racing to improve production cars, and nowhere is that
more evident than with Corvette,” said Jeuchter. “We continually apply technologies and
strategies developed for Corvette Racing directly to the production car. That influence can be
seen in virtually every aspect of the new Corvette Stingray, from the aerodynamic design to the
use of carbon fiber, to the cooling techniques and even in the brake system
The technologically advanced foundation is an all-new aluminum frame structure that is 57
percent stiffer and 99 pounds (45 kg) lighter. The greater torsional rigidity reduces unwanted
noise and improves ride and handling.
Compared to the previous generation, which used continuous hydroformed main frame rails with
a constant 2mm wall thickness, the new Corvette’s frame features main rails composed of five
customized aluminum segments, including aluminum extrusions at each end, a center main rail
section and hollow-cast nodes at the suspension interface points. Each segment is tuned –
varying in thickness from 2mm to 11mm – tailoring the gauge, shape and strength properties to
optimize the requirements for each frame section with minimal weight.
The frame is assembled at an all-new welding shop at the Bowling Green Assembly Plant using
a unique laser welding process in which a computer-controlled beam of high energy joins the
components with exceptional precision and tolerances of about 0.001-inch.
Supporting the frame’s greater strength and lower weight are complementing chassis elements,
including hollow-cast aluminum front and rear cradles that are approximately 25-percent lighter
and 20-percent stiffer than the solid cradles used on the previous structure.
The innovative use of materials includes a standard carbon fiber hood and roof panel, as well as
underbody panels created with carbon-nano composite technology, an advanced blend of
traditional composite material and carbon fiber, which allows lighter underbody panels without a
loss of strength or stiffness. Fenders, doors, rear quarter panels and the rear hatch panel are
made with lighter-density Sheet Molded Compound than the previous generation. Combined,
these materials save approximately 37 pounds (17 kg) versus the previous body structure.
The lightweight elements of the Stingray contribute to the ideal 50/50 weight balance. Combined
with its estimated 450 horsepower (335 kW), the new Corvette delivers a better power-to-weight
ratio than the Porsche 911 Carrera or Audi R8.
Those 450 horses are generated by an all-new LT1 6.2L Small Block V-8 engine, which
produces an estimated 450 lb.-ft. of torque (610 Nm). More importantly, it generates 50 lb.-ft.
more low-end torque than the previous 6.2L engine, matching the 7.0L LS7 engine from the
2013 Corvette Z06 from 1,000 to 4,000 rpm.
The engine’s performance comes from combining advanced technologies like direct injection,
Active Fuel Management and continuously variable valve timing with an advanced combustion
system. More than 10 million hours of computational analysis went into the new Small Block’s
design, including more than 6 million hours alone on the combustion system.
The LT1 is backed by a choice of active exhaust systems that are less restrictive than the
previous generation, due in part to an increase in diameter from 2.5 inches to 2.75 inches. The
standard system offers a 13-percent improvement in airflow and features a pair of butterfly
valves that contribute to greater refinement at cruising speeds when the engine is operating in
fuel-saving V-4 mode.
An available dual-mode active exhaust system offers a 27-percent improvement in airflow. It
features two additional valves that open to a lower-restriction path through the mufflers. When
open, these valves increase engine performance and produce a more powerful exhaust note.
The LT1 is mated to either a six-speed paddle-shift automatic transmission or an industryexclusive
TREMEC TR6070 seven-speed manual with Active Rev Matching. The Corvette
retains its distinctive rear transaxle layout for optimal weight balance.
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 transmission with the Z51
Performance Package includes specific close-ratio gearing for more aggressive driving.
“Active Rev Matching makes the new Corvette easier and more fun to drive in performance
conditions,” said Jeuchter. “It anticipates the next gear selection and electronically ‘blips’ the
throttle to match engine speed for a seamless gear change.”
A six-speed Hydra-Matic 6L80 paddle-shift automatic is also available. It is optimized for use
with Active Fuel Management and features a lower-inertia torque converter for improved shift
quality and shift speeds. In addition, shift feel and shift points can be adjusted through the Driver
Mode Selector.
More direct, more connected driving feel
• Third-generation Magnetic Ride Control for greater comfort and control
• Electric power steering system tailors steering response and feel
• Electronic limited-slip differential delivers optimal traction
The new Corvette Stingray’s chassis and suspension are designed to take advantage of the
lighter, stiffer structure. The reduced structural flex allowed engineers to more precisely tune the
suspension and steering for a more nimble and responsive driving experience.
“An important goal for the seventh-generation Corvette was to create a more intimate and
connected driving experience, said Mike Bailey, chassis vehicle system engineer. “Whether on
the open road or on the track, we wanted drivers to feel comfortable and confident behind the
wheel.”
While the Corvette Stingray retains the racing-proven short/long-arm suspension design, front
and rear, the components are all-new. Improvements to the suspension include hollow lower
control arms which save approximately nine pounds (4 kg) per vehicle and new aluminum rear
toe links which save 2.4 pounds (1.1 kg) over previous steel links.
The Corvette Stingray rides on new 18 x 8.5-inch front and 19 x 10-inch rear wheels, while
models with the Z51 Performance Package roll on 19 x 8.5-inch front and 20 x 10-inch rear
forged aluminum wheels. New Michelin Pilot Super Sport run-flat tires developed specifically for
the seventh-generation Corvette deliver comparable levels of grip than the wider tires of
previous models.
As a result, the track-oriented Corvette Stingray with the Z51 Performance Package is capable
of 1g in cornering acceleration – comparable to the 2013 Corvette Grand Sport. Significantly,
that is achieved with narrower and lighter wheels and tires. The reduced “footprint” reduces
rolling resistance, steering effort and road noise, contributing to a more nimble feel, more
immediate steering response and greater touring comfort and efficiency.
Dimensionally, the new Corvette’s wheelbase is approximately an inch longer than the previous
generation, with front and rear tracks that are almost an inch wider. Those changes provide a
more stable feel, particularly at high speeds, while the turning radius is decreased by
approximately two feet for greater maneuverability in tight turns.
The Corvette Stingray features standard 35mm-piston Bilstein monotube shocks that connect to
dual-path aluminum shock mounts that separate the shock rod and shock body load paths. The
Z51 Performance Package comes with 45mm-piston Bilstein dampers for more aggressive body
control and track capability. Z51 is available with the third-generation Magnetic Ride Control,
which features a new twin-wire/dual-coil damper system that reacts 40 percent faster, enabling
improved ride comfort and body control.
The new electric power steering system offers variable ratios and variable effort to tailor
responsiveness and feel for each driving situation. It also delivers more precise control and
feedback to the driver, along with greater variability of effort for high-performance driving and
greater on-center sensitivity and linearity. Steering feel was further improved by increasing
steering column stiffness by 150 percent, increasing intermediate shaft torsional stiffness by 600
percent, and mounting the steering gear to the front cradle structure. As a result the steering
system is five times stiffer than the previous generation.
A smart electronic limited-slip differential (eLSD) is included in the Z51 Performance Package
and continuously makes 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 which factors in vehicle speed, steering input and throttle position to improve steering
feel, handling balance and traction.
“The electronic limited-slip differential transforms the Stingray by optimizing handling for the
driving situation,” said Mike Bailey, vehicle systems engineer, chassis. “By continuously
modulating the torque split between the rear wheels, the eLSD can improve traction
accelerating out of corner, improve stability on the highway and enhance steering turn-in and
responsiveness.”
The eLSD is fully integrated with StabiliTrak 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
Driver 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.
Standard Brembo brakes, with four-piston fixed calipers derived from racing, deliver exceptional
stopping power on the street or track. System highlights include:
• 12.6-inch (320 mm) front rotors and 13.3-inch (338 mm) rear rotors are standard and
have 35 percent more swept area than previous-generation brakes. Consequently
stopping distance is improved 9 percent
• Dual-cast, slotted 13.6-inch (345 mm) front rotors and 13.3-inch (338 mm) slotted rear
rotors are included with Z51 Performance Package. They have 6percent more swept
area than the previous-generation Grand Sport and are cooled front and rear for
improved track capability. Consequently stopping distance is improved 5 percent
• All brake packages have fixed front and rear calipers are stiffer for more even pad wear,
reduced drag and improved modulation.
Founded in 1911 in Detroit, Chevrolet is now one of the world's largest car brands, doing business in
more than 140 countries and selling more than 4 million cars and trucks a year. Chevrolet provides
customers with fuel-efficient vehicles that feature spirited performance, expressive design, and high
quality. More information on Chevrolet models can be found at www.chevrolet.com.
# # #
CONTACT:
Michael Albano
Chevrolet Communications
313-820-6564
michael.albano@chevrolet.com
Monte Doran
Chevrolet Communications
(313) 348-2317
monte.doran@gm.com

fatbillybob

No worries. First it could be a typo. Second they did not say how thick those rotors are. Larger diameter makes more rotating mass. Lot of the former T1 guys ran the AP rotors that are no more diameter than stock but thick and built like a brick sh house. They work just as well as the other T1 option the 14" rotor that looks all cool because it is big but the performance of one vs. the other under race conditions is questionable.

John Shiels

doubt typo but do think it will work. Never felt under braked in my car with 13" rotating mass yes your right.

road pilot

C-7 big time vette with 4 piston calipers and small (for me)
rotors.. The aftermarket folks like it.

JerryTX

It's to give the AH nannies more to hold onto

JRitt@essex

My hunch is that the discs will be 32mm thick in front, and a little thinner out back. What can they handle? Hmmmm...

Front Calipers
Well, comparing the C7 OEM calipers to the AP Racing calipers in our T1 setup is tough. These Brembo's are first and foremost street calipers, very similar to what we've seen on countless Lancer Evo's, Subaru STI's, 350Z Track Model, etc. They will be rather heavy, aluminum pistons, dust boots, and they're painted. That means they won't resist heat as well as a race caliper. The AP Racing CP8350 is considerably different in construction, materials, and as a result, function. It has stainless steel pistons, anodized finish, anti-knockback springs, and no dust boots to burn up/melt. Ever hear of Brownbo's (check the EvoM lancer forum)? I think we're going to see a lot of burnt maroon OEM front calipers on the C7, particularly those tracked with the smaller base model 320mm discs.

Front Discs
Using the Evo/STI example again, the discs on those cars are 320x32 or 325mmx 30 (can't remember which is which off the top of my head, but I think the evo is the smaller diameter). They weigh mid-3000lb. range, and many boosted track examples make 400hp+. We've had quite a few owners swap out their OEM setup in favor of our Competition system. Even though our disc for those cars is the same size as the T1 setup (325x32mm), the disc is a far cry from the stock units...more vanes, different metallurgy, considerably lower weight, fully floating, etc. That said, it looks like these discs from GM are more performance oriented and lighter than those on the Evo and ST, but I still think there will be some weight savings available with an aftermarket setup. These discs will most likely be:
1. Rather expensive from GM on replacement...significantly more $ than the base C6 discs due to their complexity (and size)
2. Heavy relative to an aftermarket setup, and not as good at flowing air, reducing heat, resisting cracks
3. Hard to get for a while. It will take the aftermarket a while to come up with suitable direct replacements at a reasonable price. So if you plan to track your car immediately after purchase...could be rough going for a while if using OEM brakes (reminiscent of the early days of the C6 Z06).

Also, we've seen this sort of "dual cast" disc on other cars like BMW M3's over the years. While they offer more performance than a standard one piece, it always nets out that they still can't quite compete with a fully floating two-piece, aluminum hat setup that is designed for the track. The replacement cost and weight tend to be what really make them fall on their face.

On the rears, I can see the OEM rear setup being completely sufficient for just about everyone...don't anticipate any issues there at all.

If it were my personal car, I'd opt for base brakes rather than Z51 option, buy a more track-oriented aftermarket front brake package, and either 1) sell the base OEM Brembo's to 240 sx owner, or 2) put them in box and keep them nice and shiny for when I sold the car). Most guys planning to seriously track the C7 would be better served with a more track-oriented brake setup...something designed with fewer compromises for the street as outlined above. Most will swap in an aftermarket suspension anyway, so no real value gained by getting the Z51 suspension option either.

I might as well just say it now...we (Essex) are going to be hot and heavy on C7 brake development using AP Racing components. We will most likely even buy a C7 as a test mule. I envision having several track-oriented packages with four and six piston caliper options, depending on the customer's needs. Our kits will incorporate all of the design details that have made the T1 setup such a success, but we will also have some other offerings for those that want something bigger than stock. We are doing some design work currently on the C6 with these types of bigger packages, and that knowledge will carry over onto the C7 platform.

BrianCunningham

My guess is that they wanted to keep the gap between the rotor and the wheel the same, despite the rear wheels being a larger diameter.

Bill Dearborn

Just because the rotor is bigger in diameter doesn't mean they are adding more rear brake bias. If the piston area in the rear calipers is reduced appropriately they can have a larger rotor while maintaining front to rear bias. That is how the brake kits for the C6 from several manufacturers (including GM) keep the proper bias. Rear rotor is larger caliper pistons are smaller.

Bill

2MCHPWR

how much does the car weight?

C5 Hardtop

The swept area is one of the critical metrics to look at. In the marketing spew posted by someone else in this thread above, it mentions the swept area for the new design and the decrease in stopping distance as a result of the changes.

Something tells me (history?) these brakes will not be the cats meow and we will have to yet again look at a BBK with a stiff monoblock caliper.

JRitt@essex

Yes, if you look at swept area, there will be an increase over the base C6 setup as stated. You can see the difference in pad shape (I believe the pad below will be what is used on the C7):
C6/C5 base front pad shape
C7 front pad shape (expected)

In particular, the radial depth is much greater on the new pad shape. More swept area can be beneficial, but pad volume (which includes thickness) factors in as well when considering how big of a heat sink you're working with. It looks like pad volume will be greater on the new setup. I find it interesting that GM focuses so heavily on swept area in the marketing spew...if it were me, I'd be focusing more on the benefits of the stiffer calipers since they're fixed vs. floating, the resulting pedal feel, easier pad changes without having to remove the calipers, etc.

At any rate, the most pertinent fact to me is that we've more or less already seen this same front brake setup on Evo's and STI's starting ten years ago (Mitsu Evo came out in '03). Since they don't seem to be quite enough for those cars when seriously tracked, that does not bode well for the C7 on this setup.

Here's how these two stack up on paper:
'03 Mitsu Lancer Evo
HP= 271
TQ= 273
Curb weight= 3263 lbs.
Tires= 235/45 on 17x8 F&R

C7
HP=450
TQ=450
Curb weight= 3050 lbs. ???
Tires= 255/285??? on 8.5" and 10" wide wheels

So the C7 will have increased demands on the brakes because of:
+180 hp, +180 tq, significantly more tire
...and the C7 will have lower demands on the brakes because of:
a slightly lower weight, and a superior weight distribution (not as much over the nose)

The huge increase in power and tire widths will have a more substantial impact on the brake demands than the weight differences between these two platforms. The C7 will need to be dragged down from far greater speeds at the end of straights due to higher cornering speeds, greater acceleration, and superior aero, and will have wider tires to help it do so. If this brake setup isn't enough for the average modded track Evo, I can't see how they'll possibly be sufficient for this platform. It's just that simple. The semi-fancy brake discs on the C7 will help, but the technology in those won't be enough to overcome the other physics involved.

SouthernSon

I think maybe a misprint.

JRitt@essex

One more note...
If I was designing the brake system for this car, I would have basically used the same brake specs as the 2013 SRT Viper:

The same four piston fixed front and rear calipers with 355x32mm discs at all four corners. The base car would have come with cheap and cheerful standard directional one-piece discs. The Z51 upgrade option would have been two-piece, fully floating discs with aluminum hats in the same 355x32mm size.

In that case, you'd have superior heat capacity, you'd be able to swap pads from front to rear or rear to front as needed (for example, if your front pads started wearing thin at the track, you could swap them with the rears), and you'd be able to swap the disc rings as needed as well. You could then get away with only having one spare set of pads and one spare pair of iron disc rings on hand, and you'd always be more or less covered. IMO, that would be the hot ticket.

JRitt@essex

I don't think it's a misprint. They likely wanted a rear setup that would mate up well to both the base and Z51 front options...essentially something large enough that they wouldn't run into any rear heat issues. I expect that's what we'll actually see, and that a 338mm setup (assuming it's thick enough) will likely get the job done pretty well in the rear.