skank

General Motors patented a passive two stage oil separation assembly for crankcase ventilation for potential application on the C8 engines. This is going on the list.

https://www.midenginecorvetteforum.c...8-motor-patent

skank

Elegant and jagamajajaran have once again given us a Patent indicating an active hybrid rear spoiler that functions from driver side to passenger side. It's very interesting that it can vary position from side to side. This is going on the list.

https://www.midenginecorvetteforum.c...d-spoiler-aero

Shaka

It looks like a FWD car. If a spoiler has a gap at the mounting surface, it becomes an airfoil or a wing. Asymmetric downforce doesn't make any sense especially those silly active spoilers on the Pagani. Spoilers produce downforce with a severe drag penalties. The whole idea of downforce is to load the tires over and above load transfer that occurs with ordinary mechanical grip . Why depend on mechanical grip alone? Also, there is the yaw factor which produces a shadow over the outside part of the airfoil. Watch NASCAR to learn how spoilers work and how other drivers and the wall can improve or destroy downforce on one side of the car or the other.
Also the lift acts perpendicular to the span. In the patent dwgs., the inside lifted wing will move the lift vector to the inside of the inside tire contact patch and the outside airfoil's lift vector will be near vertical in roll which would pass through near the center of the outside tire contact patch. A good thing and clever.
Since it is not a spoiler, the L/D ratio can be reduced by the shape of the section itself.
Patent filings can be and often are devious. What you see might not be how the patent is going to be applied but a search on a variation of the design by a competitor can be covered. Aero searches are expensive because they are so vast, like medical searches. Copyrights are worthless, because a judge decides what a 10% 'change' is. I've been a victim of it many times. The patent may not involve aerodynamics at all. Any airfoil is taken from established 4 digit publications anyway which can't be patented.
Another thing, a fixed wing like on the C8R has a huge effect on the diffuser efficiency and is placed in a sweet location above the rear deck.
Like those C7 aero patents we saw, they may never be used or may be used in combination thereof. They or the controlling mechanism can be cleverly used on the C8.
We are going to see marvelous technical innovation in the C8 only used on aircraft to date. Aero and chassis is my thing.

skank

Thanks to Elegant for posting this new article on a High Definition Rear back up camera. Possibility of this tech on the C8 is very probable.

https://www.midenginecorvetteforum.c...-camera-system

Shaka

Advanced Software Design Technology Leads GM into Next Generation of Vehicle Lightweighting

https://media.gm.com/media/us/en/gm/...weighting.html

Shaka

Some notes I had on file. Magnesium, the new aluminum. The C8 will be a magnesium intensive vehicle.Magnesium http://www.autospeed.com/cms/article.html?&A=1103The pitfalls of the use of magnesium in major structural components have been overcome in the last decade. Advances in Magnesium high purity alloys such as MRI153M and MRI230D as used in the aircraft industry for major structural components and casings together with new coating techniques such as plasma electrolytic oxidation (PEO) to the metal's substrate, eliminates corrosion.
Magnesium’s poor creep resistance had made it unsuitable for high temperatures, but recently discovered alloys such as ZE41 & ZWO8203 are heat resistant at extreme temperatures which is further augmented by PEO coatings.
As a result of these developments, magnesium is increasingly being used in a range of settings: IE: the C8 Corvette.
Magnesium is extremely light: it is 75% lighter than steel, 50% lighter than titanium, and 33% lighter than aluminium.
It has the highest known damping capacity of any structural metal, capable of withstanding 10x more than aluminium, titanium, or steel.
It is very easy to machine, and can be injection moulded.
Magnesium is entirely biocompatible, posing no toxicity hazards in manufacturing, machining, creating alloys and mining. I can list the courses involving magnesium that GM engineers have attended in the last decade.GM engineers attend refresher and exploratory courses and sessions and SAE presentations. Here are some that they have attended recently which is public information.https://www.sae.org/servlets/techSes...&BYTRACK=HIGHPMagnesium Technologieshttps://www.sae.org/servlets/techSes...ESSION_DETAILSAutomotive Magnesium Die Casting Through Thermal and Flow ControlMicrostructure and Mechanical Properties of Squeeze Cast AZ91D Magnesium AlloyPrediction of Distortion and Residual Stresses in a Magnesium High Pressure Diecasting with Considerations to the Diecasting ProcessThe Use of Quality Mapping to Predict Performance of Thin-Walled Magnesium Die CastingsOptimizing the Magnesium Die Casting Process to Achieve Reliability in Automotive ApplicationsEffect of HPDC Parameters on the Performance of Creep Resistant Alloys MRI153M and MRI230DThe Concept and Technology of Alloy Formation During Semisolid Injection Molding Numerical Modeling of the Structural Behavior of Thin-Walled Cast Magnesium Components Using a Through-Process Approach The USAMP Magnesium Powertrain Cast Components Project: Testing the Magnesium-Intensive Engine The USAMP Magnesium Powertrain Cast Components Project: Testing the Magnesium-Intensive Engine Magnesium Engine Cradle - The USCAR Structural Cast Magnesium Development Project The Application of Magnesium Die Casting to Vehicle Closures Use of Cast Magnesium Back Frames in Automotive Seating

Magnesium based surface metal matrix composites by friction stir processing

https://www.sciencedirect.com/scienc...13956716000037Surface metal matrix composites (MMCs) are a group of modern engineered materials where the surface of the material is modified by dispersing secondary phase in the form of particles or fibers and the core of the material experience no change in chemical composition and structure. The potential applications of the surface MMCs can be found in automotive, aerospace, biomedical and power industries. Recently, friction stir processing (FSP) technique has been gaining wide popularity in producing surface composites in solid state itself. Magnesium and its alloys being difficult to process metals also have been successfully processed by FSP to fabricate surface MMCs. The aim of the present paper is to provide a comprehensive summary of state-of-the-art in fabricating magnesium based composites by FSP. Influence of the secondary phase particles and grain refinement resulted from FSP on the properties of these composites is also discussed Magnesium
A surge in interest over the past decade has revealed how magnesium alloys and coating techniques (See below) can make the most of its attractive properties:
Magnesium is extremely light: it is 75% lighter than steel, 50% lighter than titanium, and 33% lighter than aluminium.
It has the highest known damping capacity of any structural metal, capable of withstanding 10x more than aluminium, titanium, or steel.
It is very easy to machine, and can be injection moulded.
Magnesium is entirely biocompatible, posing no toxicity hazards.
On the other hand, it has some well known shortcomings that limit its wider applicability.

The metal is chemically highly active, so chemical and corrosion resistance tends to be low
Low surface hardness, like aluminium, makes it difficult to use in tribological applications without a coating
Perennial concerns about flammability sometimes rule out the use of magnesium, sometimes without justification. Nonetheless, this aspect should still be considered as part of a holistic material selection process.
Since the 1998 ACEA agreement, legislation limiting carbon emissions has led the automotive industry to investigate ways in which the extremely light weight of magnesium can be made fit for purpose. Prior to this surge in interest, magnesium had seemed unusable in many industrial contexts:

Magnesium’s high reactivity had made it susceptible to corrosion. However, recently discovered alloys and higher-purity variants of traditional alloys have a much greater resistant to corrosion, and new coating techniques such as plasma electrolytic oxidation (PEO) make a thoroughly resistant neutral oxide from the metal’s substrate.
Magnesium’s poor creep resistance had made it unsuitable for high temperatures, but recently discovered alloys such as ZE41 & ZWO8203 are heat resistant at extreme temperatures (c. 400 F). PEO coatings also make magnesium extremely heat resistant.
Magnesium’s low tensile strength had made it unsuitable for structural uses, but new alloys and coatings mean this is no longer the case.
As a result of these developments, magnesium is increasingly being used in a range of settings:


Courses GM engineers have attended:
Magnesium Technologies
https://www.sae.org/servlets/techSes...ESSION_DETAILS

Automotive Magnesium Die Casting Through Thermal and Flow Control

Microstructure and Mechanical Properties of Squeeze Cast AZ91D Magnesium Alloy

Prediction of Distortion and Residual Stresses in a Magnesium High Pressure Diecasting with Considerations to the Diecasting Process

The Use of Quality Mapping to Predict Performance of Thin-Walled Magnesium Die Castings

Optimizing the Magnesium Die Casting Process to Achieve Reliability in Automotive Applications

Effect of HPDC Parameters on the Performance of Creep Resistant Alloys
MRI153M and MRI230D.

Magnesium has to be coated. The methodology for producing PEO Plasma Electrolytic Oxidation- induced ceramic layers.
. Benefits of PEO over comparable coating techniques.
. Highly flexible and controlled processing parameters that adjust the qualities of the finish.
. Coating characteristics that are providing enhanced performance across a variety of challenging applications.
. Far less toxic and cheaper to mine, process and machine than aluminum.

The Concept and Technology of Alloy Formation During Semisolid Injection Molding

Numerical Modeling of the Structural Behavior of Thin-Walled Cast Magnesium Components Using a Through-Process Approach

The USAMP Magnesium Powertrain Cast Components Project: Testing the Magnesium-Intensive Engine

The USAMP Magnesium Powertrain Cast Components Project: Testing the Magnesium-Intensive Engine

Magnesium Engine Cradle - The USCAR Structural Cast Magnesium Development Project

The Application of Magnesium Die Casting to Vehicle Closures

Use of Cast Magnesium Back Frames in Automotive Seating Structural Cast Magnesium Crossmember:

Magnesium based surface metal matrix composites by friction stir processing.

https://www.sciencedirect.com/scienc...13956716000037
Surface metal matrix composites (MMCs) are a group of modern engineered materials where the surface of the material is modified by dispersing secondary phase in the form of particles or fibers and the core of the material experience no change in chemical composition and structure. The potential applications of the surface MMCs can be found in automotive, aerospace, biomedical and power industries. Recently, friction stir processing (FSP) technique has been gaining wide popularity in producing surface composites in solid state itself. Magnesium and its alloys being difficult to process metals also have been successfully processed by FSP to fabricate surface MMCs. The aim of the present paper is to provide a comprehensive summary of state-of-the-art in fabricating magnesium based composites by FSP. Influence of the secondary phase particles and grain refinement resulted from FSP on the properties of these composites is also discussed
Magnesium
A surge in interest over the past decade has revealed how magnesium alloys and coating techniques (See below) can make the most of its attractive properties:
Magnesium is extremely light: it is 75% lighter than steel, 50% lighter than titanium, and 33% lighter than aluminium.
It has the highest known damping capacity of any structural metal, capable of withstanding 10x more than aluminium, titanium, or steel.
It is very easy to machine, and can be injection moulded.
Magnesium is entirely biocompatible, posing no toxicity hazards.
On the other hand, it has some well known shortcomings that limit its wider applicability.

The metal is chemically highly active, so chemical and corrosion resistance tends to be low
Low surface hardness, like aluminium, makes it difficult to use in tribological applications without a coating
Perennial concerns about flammability sometimes rule out the use of magnesium, sometimes without justification. Nonetheless, this aspect should still be considered as part of a holistic material selection process.
Since the 1998 ACEA agreement, legislation limiting carbon emissions has led the automotive industry to investigate ways in which the extremely light weight of magnesium can be made fit for purpose. Prior to this surge in interest, magnesium had seemed unusable in many industrial contexts:

Magnesium’s high reactivity had made it susceptible to corrosion. However, recently discovered alloys and higher-purity variants of traditional alloys have a much greater resistant to corrosion, and new coating techniques such as plasma electrolytic oxidation (PEO) make a thoroughly resistant neutral oxide from the metal’s substrate.
Magnesium’s poor creep resistance had made it unsuitable for high temperatures, but recently discovered alloys such as ZE41 & ZWO8203 are heat resistant at extreme temperatures (c. 400 F). PEO coatings also make magnesium extremely heat resistant.
Magnesium’s low tensile strength had made it unsuitable for structural uses, but new alloys and coatings mean this is no longer the case.
As a result of these developments, magnesium is increasingly being used in a range of settings:

Magnesium has to be coated. The methodology for producing PEO Plasma Electrolytic Oxidation- induced ceramic layers.
. Benefits of PEO over comparable coating techniques.
. Highly flexible and controlled processing parameters that adjust the qualities of the finish.
. Coating characteristics that are providing enhanced performance across a variety of challenging applications.
. Far less toxic and cheaper to mine, process and machine than aluminum.Extremely advanced methods that have never been used before on cars will be employed. Magnesium die casting with advanced thermal anti distortion flow control in the major structures. Magnesium is cheap, it has been difficult to produce before because of oxidation. Aluminum doesn't have this problem when cast. Modern methods have made magnesium viable.
Squeeze cast AZ91 D magnesium micro structures for windshield bulkhead and seats , advanced mapping to control residual stresses for thin walled magnesium die castings in steering components, etc.
The cast magnesium engine cradle and front sub frame are the major structural components which are connected to the center carbon fiber backbone and the two hydro formed perimeter aluminum perimeter rails with magnesium die casted closures.

The OHC engines will have magnesium cylinder blocks and other components such as plenums and manifolds and other castings. The use of titanium and magnesium based MMCs will also be employed. Again, the C8 will be much lighter, stronger and cheaper than the C7. https://media.gm.com/media/us/en/gm/...weighting.html

C8 Electrical Systems

Yeah, but there are other systems such as electric motor power steering, air, stop start systems, turbo anti lag motors, starter, water pump, electric steering, power windows & seats...etc. that could use a separate 48v system, GM has close ties with German companies and the major one is Siemans. GM uses their NX Soft ware systems and probably investigating their 2 tier voltage auto systems like they investigated ZF DCTs. Battery technology is the biggest obstacle. Lead acid is very stable and provan but heavy.In 96, the introductory paper "Bordnetzarchitektur im Jahr 2005" (Automotive electrical system architecture for the year 2005) was agreed, and on June 4, 1996, BMW presented the "Tabelle heutiger und zukünftiger Verbraucher im Kfz" (Table of present and future loads in the motor vehicle) and the "42V/14V-Bordnetz" (42V/14V PowerNet).

At the 7th International Technical Meeting for Vehicle Electronics in Baden-Baden in the same year, considerable interest was raised by the paper "Neue Bordnetz- Architektur und Konsequenzen" (New Automotive Electrical System Architecture and Consequences), presented by Dr. Richard D. Tabors (MIT).BMW presented the "Spezifikationsentwurf für das Zwei-Spannungsbordnetz 42V/14V" (Draft Specification of a Dual Voltage Vehicle Electrical Power System 42V/14V) in Hanover.

The work at SICAN GmbH was given decisive impetus by the cooperation between BMW and Daimler-Benz as witnessed in their joint definition of the European "Load List 2005" and the jointly authored "Draft Specification of a Dual Voltage Vehicle Electrical Power System 42V/14V".

In intensive discussions with the major semiconductor manufacturers, a voltage of approximately 40 V was found to be advantageous. Many arguments are summarised in the paper "Intelligente Leistungshalbleiter für zukünftige Kfz-Bordnetze" ("Intelligent Power Semiconductors for Future Automotive Electrical Systems" presented by the former Siemens Semiconductors at the 17th "Elektronik im Kraftfahrzeug" (In-Car Electronics) conference in Munich 97.

Other arguments for a higher voltage included the reduction of weight in the wiring system, improved stability, and reduced voltage drop With three times the voltage, thick conductors can be reduced to a third of the cross-section, and at the same time the relative voltage drop can also be reduced to a third. For the same cross-section, the relative voltage drop is now no more than one ninth. The voltage level resulting from these arguments was so close to three times the present voltage that 42 V became the automatic choice for the second voltage level.

German car electrics are very unreliable right now, but a break through must be on the horizon and GM must be in the loop.
In 2011, several German car makers agreed on a 48V on-board electric power supply network supplementing the current 12V network and introduced the "Combo plug", a common power plug for DC charging electric vehicles. As of 2018, this 48 volt electrical system has been applied in production vehicles such as Porsche and Bentley SUVs, and Volvo and Audi plan to use the 48-volt standard in 2019 vehicles.
I was horrified when GM used German technology in their Caddy 'Hot V' engine and Toyota using a complete Mercedes chassis in their Supra. Maybe the C8 has rear wheel steering like the MB GT which is coupled electronically to the front steering via wires and electric motors. Maybe they have this German system. The heart of any hybrid, OR any vehicle that adopts a 24 or 48V electrical system is gonna be the inverter. That which changes AC to DC, DC to AC, and AC/DC to 3-phase CW --- Country Western.
You've got all these light bulbs and other legacy stuff that still requires 12V, unless you've re-engineered every single thing, down to the radio, headlights, horn,

You'll probably want the inverter to make 5V (or 3.3) for all the electronics --- ECM/BCM/TCM/.... modules, LED dash, etc. Why make 5V inside each individual module for all the chips & sensors?

You've got to power any electric motors you want to run -- starter, water pump, electric steering, electric air conditioning, power windows & seats... have 100% of them been re-designed for 24 or 48? Traction motors are likely to want 3 phase AC if they're like every other hybrid out there. Inverter converts DC from the high voltage battery into 3-phase...

You've got to interface with whatever batteries are installed. 12V so you can jump start it? 24 or 48? High Voltage for hybrid? Do you want the HV battery to be able to "charge" the 12V battery? How fast?

So you gonna have an alternator putting out raw AC to the Inverter, to avoid the rectification losses (heat) made by a 150-200AMP generator? Ya gonna water cool that big azz alternator. Oh boy, more plumbing.

If you don't correctly determine 100% of your loads under 100% of conditions --- Arizona heat, Minneapolis cold, 150mph, crawling 3 mph in traffic... you may have undersized one portion of the inverter. Do not pass go, go back and re-design the Inverter.

And that's how you end up with a 6 month delay because of "electrical issues."When it comes to the batteries used in EV's, yes - you quite literally MINE for the materials that make them work, they're not renewable - they're base elements contained in only finite quantities in the earth & are mined in their own right and/or result as a by-product from the mining/refining of other related base metals/elements - the most commonly used: LI, NI, CO - 2 of which are essentially non-recyclable & the batteries themselves once assembled really cannot be recycled either (at least not in any way that is efficient/economic/non-hazardous). Also as others mentioned - coal certainly is not dead, it's use as a traditional energy provider is being reduced - but it is still a huge part of our current energy grid.

Lead acid batteries though? The ones used in ALL traditional vehicles........those are 100% recyclable, as are the entire drivetrains of internal combustion engines - both the drivetrain & battery are INFINITELY recyclable.

There is a massive industry w/ processes that have been perfected over decades dedicated to the recycling of traditional internal combustion engines, EV's present unique challenges for recyclers & quite simply, are not fully recyclable. So- strip away the subsidies & credits for the EV's, consider that the vast majority of the power generated to charge them still comes from non-renewable (or non-green renewable) fossil fuel based sources, add to the discussion that the EV's motor is not easily recyclable, that the production of its battery drains the world of non-renewable finite base metals, & that the battery itself isn't recyclable & you wind up w/ a pretty damn good case that EV's are a fraud when it comes to their "green" footprint relative to traditional combustion vehicles & that their adoption rate has quite a bit more to do w/ politics/big business/special interests than is really discussed in the mainstream media & you should come to the realization that they're truly not what they're cracked up to be & so much more thought has to be put into the energy generation issue rather than into inventing products that run off an energy source that still hasn't been proven to be "green" in the real sense. Trans axle.The new gearbox does not have a model number yet. GM has been working with Tremec for over 4 years now and since then, the Mexican based company has purchased the Belgium company, Hoerbiger Drivetrain Mechatronic who is the OEM xaxles for German makes. The gearbox above is ZF whom GM has also been talking to. With the Hoerbiger connection, a 6 speed manual is available for the 500hp OHV engine without a problem. We shall see soon enough. In 2016 Tremec invested $54 million in a HQ/tranny manufacturing plant in Wixom, MI. They're preparing to manufacture Corvette DCT's right in MI, close to the C8 development team at GM's Warren technical center.

skank

Wow, Professor Shaka! You've out done yourself this time. I'm studying this as we speak. Great job!!

ltomn

As we approach the reveal of the Mid Engine Zora, let's keep a sharp eye on this list of ingredients that are sure to make up the car. It will not be shy of advancements! It will not be shy of patented new parts and items that cost a pretty penny!! Let's just make sure we re-read this list and digest what's coming! It not a Stingray, folks! It is not what we have seen in the last 66 years of wonderful sports cars from GM, Chevrolet and Corvette. We are in for a treat!!

skank

Elegant and jagamajajaran have once again given us a Patent indicating a Adjustable Splitter System that can lower or elevate it's position to the roadway. It's very interesting that it can vary position relative to a track surface for more downforce. This is going on the list.

https://www.midenginecorvetteforum.c...-granted-to-gm

skank

Elegant and jagamajajaran have uncovered a Patent indicating a Aerodynamic Under Body Strakes that can direct the underbody aero at the back of the car to the roadway. It's very interesting that it will direct the outbound aero as it's leaving the back of the car. This is going on the list.

https://www.midenginecorvetteforum.c...r-body-strakes

PCMIII

It should be obvious that all the aero innovations are for the express purpose of racing. The C8's performance on the track must exceed everything available under $200K or it won't be released. Corvette is probably doing the final track work now to guarantee the C8 achieves its performance goals. That is why the availability date will not be revealed on 7/18.

ltomn

PCMIII you are so right on! Not only on the track though but around the neighborhood as well! 103 items of note on this list and surely well over 1/2 of then will be on the lesser models. This is bound to elevate the cost of the car! To what, none of us know but it will be a lacking vehicle if it's priced at $60k or even slightly more. Innovation is expensive. The last set of innovation was only good for a 4 year stint in the C7. My guess is GM will have to recover some of the R & D in a short time frame on the C8. Hence an elevated price.

skank

I just went through the list to analyze the potential accuracy of the individual line items. It breaks down as indicated below.

C 76.7% = Correct in it's statement (All except below indicated numbers)
FP 12.6% = Future potential (List numbers 14, 15, 22, 48, 51, 56, 61, 97, 98, 99, 100, 102, 103)
PBNNP 10.7% = Potential but not necessarily probable (List numbers 16, 58, 59, 62, 64, 68, 80, 84, 85, 94, 96)

dmaxx3500

ford used a a/c alt to run the defrosted element windshield in 90-95 linc cars,,big warning stickers under hood to caution people,,they dropped after that

just so GM dousnt use the ''low-voltage'' wiring jaguar used in the 90's on their 4-door cars [it kept breaking]

TTRotary

Active aero is the on-track game-changer of today and the two upper model Corvettes will need to have it to remain competitive and relevant among the exoticar crowd. Anyone doubting the substantial advantages of active aero, including the ability to modify wing performance side-to-side at the rear of the car, need only look at the performance of the Huracan Peformante and the superiority of the Senna on track to understand the advantages it would offer for Corvette. The extent to which active aero utterly transformed the performance of the Huracan is especially noteworthy to Corvette fans, and I'm sure the corvette engineers have been carefully studying how Lamborghini did it.

The reality is that the current ZR1 has taken passive aero performance as far as it can go.

TTRotary

The idea of "blown" wings is especially clever, although I have to wonder why it took car manufacturers 60 years to employ the concept... the F-104 debuted the use of blown flaps in 1958.

PCMIII

You mean the F-104 Widowmaker? Not exactly the best example of aero.

fasttoys

If the FE is over, the base C8 ME will come in under 70k. The upper range like the Z versions will be more costly at what price point not sure yet. The unique thing about GM building an ME compared to Ferrari and other smaller boutique companies, GM will be able to share parts across the company like navigation and so on to keep cost in line. The good news less than 60 days till the reveal and hopefully, we can get some questions answered.

TTRotary

The nickname and the heavy loss history of the aircraft are due to things that had nothing whatsoever to do with the original design of the F-104, which was that of an interceptor. And it has nothing to do with, nor does it invalidate, the brilliance of the blown flaps concept as pioneered on the aircraft.

The 104 losses were due to: (initially) problems with the Martin-Baker ejection seat (which led MB to subsequently develop the zero-zero seats - so you can argue that the 104 precipitated a design change that has saved countless lives after that). Second was poor pilot training by client countries who adopted the aircraft, and especially Germany and Italy. Third and most important was the total mis-use of the F-104 as a low altitude fighter-bomber, which resulted in excessive wing loadings and a totally unforgiving aircraft. The 104 was never intended as anything more than a lightweight, cheap (relatively) interceptor, and in that limited role and configuration, it was a forgiving airframe despite the radical engineering. It actually had a relatively good safety record in its limited use as an interceptor.

And now back to blown flaps and car wings. The interesting thing about the car application is that, whereas blown flaps on aircraft are used to augment lift, the devices on the Senna and the Performante use pressurized air to stall or partially stall the wing in certain segments, or across its entire width. This has the effect of allowing downforce on only one side, or of completely removing lift (and hence drag) at selected points on the track where cornering downforce is not needed, such as on a long straightaway.

It is interesting to note that the Performante and Senna get their biggest advantage on straights, with max speeds up to 10% greater than a ZR1 or (even worse) a Z06, because they can convert the rear aero to a no-drag configuration.

ltomn

Fastoys, I get it but not to the degree of savings that you want to grant this. Of course there will be parts that are swapped from other places but the number of those is minimal compared to the new goods. Just look at some of the things not on earlier Corvettes: Coil Over Magneto Rheological Shocks, ZF Electronic "Brake By Wire" System, Magneto Rheological Engine mounts and DCT Transaxle (shift by wire) with a ZF on high hp DOHC models and a Tremec DCT Transaxle on the base model. Just these few items have the potential to add $30,000 - $40,000 or much more to the cost of the car.

It's going to be a hell of a car and very exciting but none of us are going to get that thrill cheaply!