Ας ξεκινήσουμε από το πιο σημαντικό ίσως: το drivetrain. H Ζ06 εξοπλίζεται με έναν ολοκαίνουριο supercharged V8 6.2 λίτρων με κωδικό LT4. Ο supercharger είναι της Eaton με χωρητικότητα 1.7 λίτρων ενώ το όχημα διαθέτει φυσικά intercooler. «Στροφάρει» στις 20.000 σ.α.λ., 5.000 περισσότερες από τον supercharger της ZR1 και σηκώνει 0.65 bar μέγιστη πίεση υπερπλήρωσης. Ο κινητήρας είναι ικανός για «τουλάχιστον» 625 ίππους και 861 Nm ροπής. Συνδυάζεται είτε με 7-τάχυτο μηχανικό κιβώτιο με Active Rev Match, είτε με 8-τάχυτο αυτόματο με paddles. Αναφορικά με το τελευταίο, αξίζει να αναφέρουμε πως διαθέτει τέσσερα set σχέσεων και 5 συμπλέκτες. Καταλαμβάνει τον ίδιο χώρο με το 6-τάχυτο αυτόματο στην Stingray και είναι 4 κιλά ελαφρύτερο και 5% πιο αποδοτικό από αυτό!
Η Chevrolet Corvette Z06 έχει ούτως ή άλλως ένα αεροδυναμικό πακέτο από ανθρακονήματα. Αυτό περιλαμβάνει εμπρός splitter, νέο καπό και μία μεγάλη πίσω αεροτομή. Ο πελάτης βέβαια, μπορεί να επιλέξει το «κάτι παραπάνω». Το extra αυτό πακέτο, επίσης από ανθρακονήματα, περιλαμβάνει νέο splitter με winglets, νέα side skirts και μία μεγαλύτερη πίσω αεροτομή. Τέλος, υπάρχει και η δυνατότητα παραγγελίας της Corvette Z06 με το Z07 Performance πακέτο. Αν επιλεχθεί αυτό το πακέτο, η Z06 αποκτά μεγαλύτερα winglets, Michelin Pilot Super Sport Cup ελαστικά και μεγαλύτερα, carbon ceramic φρένα (394mm διάμετρο εμπρός και 388mm πίσω). Με αυτή τη διαμόρφωση, η GM μας λέει πως η Z06 παράγει περισσότερη downforce από οποιοδήποτε άλλο μοντέλο παραγωγής της.
Η Z06 πατάει σε ζάντες 19 ιντσών με ελαστικά 285/30 εμπρός και 20 ιντσών με ελαστικά 335/25 πίσω. Για να «καλύψει» τα ελαστικά, είναι 56mm πλατύτερη εμπρός και 80mm πίσω με αποτέλεσμα να φαίνεται πιο χαμηλή και πιο πλατιά από την standard Stingray. Το effect τονίζουν τα φωτιστικά σώματα που έχουν «τραβηχτεί» προς τα πλάγια με αποτέλεσμα η μεταξύ τους απόσταση να έχει αυξηθεί κατά 7.6 περίπου εκατοστά.
Οι πωλήσεις της νέας Chevrolet Corvette Z06 θα ξεκινήσουν τους πρώτους μήνες του 2015.
2015 Chevrolet Corvette Z06 the Most Capable, Ever
- Enters supercar territory with race-proven design, advanced technologies and world-class performance
- With the track-focused Z07 performance package, the 2015 Corvette Z06 delivers faster lap times than the 2014 Corvette ZR1
- The first Corvette Z06 to offer a supercharged engine, a removable roof panel, and an available paddle-shift automatic transmission
Supercharged, efficient performance The heart of the 2015 Corvette Z06 is the all-new LT4 6.2L supercharged V-8 engine, expected to deliver an estimated 625 horsepower (466 kW) and 635 lb.-ft. of torque (861 Nm). To balance performance and efficiency, the LT4 leverages the same trio of advanced technologies introduced on the Corvette Stingray: Direct injection, Active Fuel Management (cylinder deactivation) and continuously variable valve timing.
These technologies – combined with the fuel-efficient multi-speed transmissions, aerodynamic design and lightweight construction – help make the new Z06 surprisingly fuel-efficient.
“The supercharged LT4 engine delivers the greatest balance of performance and efficiency ever in the Corvette,” said John Rydzewski, assistant chief engineer for Small-Block engines. “It is one of the world’s only supercharged engines to incorporate cylinder deactivation technology, enabling it to cruise efficiently on the highway with reduced fuel consumption, but offer more than 600 horsepower whenever the driver calls up its tremendous power reserve.”
To maintain the Z06’s mass and performance targets, the LT4 engine was designed with a more-efficient, more-compact next-generation supercharger. Even with its integrated supercharger/intercooler assembly mounted in the valley between the cylinder heads, the engine is only about 1 inch (25 mm) taller than the Corvette Stingray’s LT1 engine – while delivering nearly 37 percent more horsepower and 40 percent more torque.
The new 1.7L Eaton R1740 TVS supercharger spins at up to 20,000 rpm – 5,000 rpm more than the supercharger on the Corvette ZR1’s LS9. The rotors are shorter in length, too, which contributes to their higher-rpm capability – and enables them to get up to speed quicker, producing power-enhancing boost earlier in the rpm band. That boost is achieved more efficiently, thanks to a new, more direct discharge port that creates less turbulence, reducing heat and speeding airflow into the engine.
The LT4 engine also has several unique features designed to support its higher output and the greater cylinder pressures created by forced induction, including:
- Rotocast A356T6 aluminum cylinder heads that are stronger and handle heat better than conventional heads
- Lightweight titanium intake valves and machined connecting rods for reduced reciprocating mass
- High 10.0:1 compression ratio – for a forced-induction engine – enhances performance and efficiency; enabled by direct injection
- Forged aluminum pistons with unique, stronger structure to ensure strength under high cylinder pressures
- Stainless steel exhaust headers and aluminum balancer that are lighter than their LT1 counterparts
- Standard dry-sump oiling system with larger cooler capacity than Z51; used with dual-pressure-control oil pump.
For performance driving, the transmission offers full manual control via steering wheel paddles, and unique algorithms to deliver shift performance that rivals the dual-clutch/semi-automatic transmissions found in many supercars – but with the smoothness and refinement that comes with a conventional automatic fitted with a torque converter.
In fact, the 8L90’s controller analyzes and executes commands 160 times per second, and wide-open-throttle upshifts are executed up to eight-hundredths of a second quicker than those of the dual-clutch transmission offered in the Porsche 911.
“There’s no trade-off in drivability with the new 8L90 eight-speed automatic transmission – it was designed to deliver performance on par with dual-clutch designs, but without sacrificing refinement,” said Bill Goodrich, assistant chief engineer for eight-speed automatic transmissions. “It is also the highest-capacity automatic transmission ever offered in a Chevrolet car.”
Featuring four gearsets and five clutches, creative packaging enables the GM-developed eight speed automatic to fit the same space as the six-speed automatic used in the Corvette Stingray. Extensive use of aluminum and even magnesium make it more than eight pounds (4 kg) lighter than the six-speed, as well. Along with design features that reduce friction, the 8L90 is expected to contribute up to five-percent greater efficiency, when compared with a six-speed automatic.
The eight-speed automatic will be built at GM’s Toledo, Ohio, transmission facility.
Designed for downforce The performance targets of the Z06 also posed a challenge for the design team, who had to create a striking design that also contributed to increased capabilities.
“Virtually every exterior change served a functional purpose, as this beast needed more of everything,” said Tom Peters, Corvette design director, “The flared fenders accommodate larger, wider wheels and tires for more grip. The larger vents provide more cooling air to the engine, brakes, transmission and differential for increased track capability. The more aggressive aerodynamic package generates true downforce for more cornering grip and high-speed stability.”
Indeed, the design changes began not with the exterior panels, but the tires.
To deliver the levels of grip needed for the Z06’s performance targets, the Z06 was fitted with larger Michelin tires (Pilot Sport tires for the Z06; Sport Cup tires with the Z07 package). The P285/30ZR19 front tires are 1.5 inches wider than the tires on the Stingray, while the 335/25ZR20 rear tires are two inches wider.
To cover the wider tire tread, the fenders of the Z06 were extended by 2.2 inches (56 mm) at the front, and 3.15 inches (80 mm) at the rear. These extensions give the Corvette Z06 a wider, lower appearance that is further emphasized by a unique rear fascia. It incorporates the same taillamp assemblies as the Stingray, but on the Z06 the taillamps are pushed approximately three inches farther apart, toward to edges of the body.
The tires are mounted on lightweight, spin-cast aluminum wheels that are also wider than the Stingray (19 x 10 inches in front and 20 x 12 inches in the rear). Their open, ultralight design showcases the massive Brembo brakes, which are part of the design aesthetic:
- The Z06 features two-piece steel rotors, measuring 14.6 x 1.3-inch (371 x 33 mm) front and 14.4 x 1-inch (365 x 25 mm) rear, with aluminum six-piston and four-piston fixed calipers, respectively
- The Z07 package adds larger, 15.5 x 1.4-inch (394 x 36 mm) front and 15.3 x 1.3-inch (388 x 33 mm) carbon ceramic-matrix brake rotors for consistent performance lap after lap, and collectively save 23 pounds over the standard Z06 rotors.
- The standard Z06 features a front splitter, spats around the front wheel openings, a unique carbon-fiber hood with a larger vent, and the rear spoiler from the Corvette Stingray’s Z51 Performance Package
- An available carbon-fiber aero package (in either black or a visible carbon-fiber finish) adds a carbon fiber front splitter with aviation-style winglets, carbon fiber rocker panels, and a larger rear spoiler with a fixed wickerbill – a small, vertical tab at the edge of the spoiler that significantly increases downforce
- The available Z07 package adds a larger winglets to the front splitter, along with an adjustable, see-through center section on the rear spoiler for track use; with this package, the Corvette Z06 delivers the most amount of aerodynamic downforce of any production car that GM has tested.
Like the Stingray, the Z06 will be offered with two seating choices: a GT seat, for all-around comfort, and a Competition Sport seat with more aggressive side bolstering, which provides greater support on the track. The frame structure for both seats is made of magnesium, for greater strength and less weight than comparable steel frames. They’re also more rigid, contributing to the enhanced feeling of support during performance driving.
The Z06 also benefits from interior details designed for high-performance driving, first introduced on the Stingray, including a steel-reinforced grab bar on the center console for the passenger and soft-touch materials on the edge of the console, where the driver naturally braces during high-load cornering.
The performance-supporting elements inside the new Corvette Z06 are complemented by unprecedented attention to detail and build quality. All models feature a fully-wrapped interior, where every surface is covered with premium, soft-touch materials. Available materials, depending on the trim level, include Napa leather, aluminum, carbon fiber and micro-suede.
Track-proven technologies The 2015 Corvette Z06 leverages the technologies introduced on the Corvette Stingray, including the strategic use of lightweight materials and advanced driver technologies, with unique features and calibrations tailored for its capabilities.
“Our mission with the seventh-generation Corvette was to make the performance levels more accessible, enabling drivers exploit every pound-foot of torque, every “g” of grip and every pound of downforce,” said Juechter. “It’s a philosophy we introduced with the 460-horsepower Corvette Stingray – and one that’s even more relevant with an estimated 625 horsepower at your beck and call.”
For the first time ever, the Corvette Z06’s aluminum frame will be produced in-house at the Bowling Green, Ky., assembly plant. It’s the same robust, lightweight frame used on the Corvette Stingray and it will also be used essentially unchanged for the C7.R racecars.
The stiffer design of the aluminum frame allows the Corvette Z06 to be offered with a removable roof panel for the first time. In fact, with the lightweight, carbon fiber roof panel removed, the new Corvette Z06 offers 20 percent more structural rigidity than the previous model’s fixed-roof design – and a 60-percent increase in stiffness with the roof panel installed.
The new Z06 retains the SLA-type front and rear suspension design of the Corvette Stingray, including, but uniquely calibrated for the higher performance threshold. The third-generation Magnetic Selective Ride Control dampers are standard on Z06, and can be adjusted for touring comfort or maximum track performance via the standard Driver Mode Selector.
Like on the Stingray, the Driver Mode Selector tailors up to a dozen features of the Z06 to suit the driver’s environment, including:
- Launch control: Available in Track mode for manual and automatic transmissions, providing maximum off-the-line acceleration
- Active handling (StabiliTrak stability control): A “competitive” setting is available in Track mode and is more suited for on-track conditions. It can also be disabled, giving the driver complete control
- Traction control: Weather mode tailors traction control and engine torque for driving in inclement conditions
- Performance Traction Management: Available in Track mode and offers five settings of torque reduction and brake intervention for track driving
- Electronic Limited Slip Differential: Adjusts the rate at which the limited slip engages, to balance between steering response and stability in different driving conditions; more aggressive performance in Sport and Track modes.
- Mode 1 is the default setting for normal driving and emphasizes vehicle stability
- Mode 2 is engaged when electronic stability control is turned off in the Sport or Track modes. This calibration enables more nimble turn-in and traction while accelerating out of a corner
- Mode 3 is automatically selected when Performance Traction Management is engaged. This calibration has the same function as Mode 2, but is fine-tuned to work with Performance Traction Management.
- Second generation (1963) – Developed under famed Corvette engineer Zora Arkus-Duntov, the first Z06 package offered enhanced handling and braking capability, along with an available, larger fuel tank that reduced the need for refueling during a race. Power came from a fuel-injected small block V-8 engine, supported by a four-speed manual transmission and Positraction rear axle. Only 199 were built – 63 of them with the larger fuel tank.
- Fifth generation (2001-2004) – Combining a lower curb weight with higher horsepower, the fifth-generation Corvette Z06 was one of the fastest production cars on a track – a capability confirmed with a sub-8-minute lap around the Nürburgring. It was built on a unique fixed-roof hardtop body, with several lightweighting elements, such as thinner glass, a titanium exhaust system and more. Its unique LS6 small block engine delivered up to 405 horsepower through a six-speed manual transmission with specific, performance-optimized gearing. A total of 28,388 were built.
- Sixth generation (2006-2013) – The sixth-generation Corvette Z06 featured its own, bespoke aluminum frame that was 136 pounds lighter than the steel frame on standard Corvette models. Under the hood, the 505-horsepower LS7 7.0L small block featured racing-derived technologies, including titanium connecting rods and a dry-sump oiling system. The Z07 Performance Package added carbon-ceramic matrix brakes and Michelin Pilot Sport Cup tires, enabling the Z06 to run the Nürburgring in 7:22.68. A total of 27,979 were built, including 740 with the Z07 performance package.
- Seventh generation (2015) – The new 2015 Corvette Z06 is the most capable production Corvette ever. Developed in conjunction with the Corvette C7.R race car, it incorporates racing technology to deliver greater aerodynamic downforce, cornering grip and braking performance. With the available Z07 Performance Package – again fitted with Michelin Pilot Super Sport Cup tires and enhanced braking capability with carbon ceramic-matrix brakes – the new Z06 is faster on a track than the Corvette ZR1, in preliminary testing.
2001-2004 Z06: Breaking the 8-minute Nürburgring lap During the Corvette’s fifth generation, the Z06 name was reintroduced as a special 2001 model that took Corvette performance farther than it had ever been. Engineers started with the Corvette’s unique, limited-production hardtop body, which featured a fixed-roof design that was stiffer and lighter than the hatchback coupe. The car was further lightened with a titanium exhaust system, thinner glass, lighter wheels, conventional tires (in place of the standard run-flat tires), reduced sound deadening material, a fixed radio antenna (vs. a power antenna), and even a smaller, lighter battery.
The results shaved about 100 pounds off the weight of a conventional coupe model. The car also introduced rear-brake cooling ducts integrated in the rear fenders, which would become a signature styling cue.
On the other side of the power-to-weight equation is horsepower and to that end, the 2001 Z06 used an exclusive LS6 version of the Gen III small block engine. If featured unique internal parts, including a “hotter” camshaft and higher-compression pistons, and an enhanced cylinder block design for greater bay-to-bay breathing, helping it produce 385 horsepower. Further enhancements contributed to an increase to 405 horsepower in 2002. The engine was backed by a six-speed manual transmission with Z06-specific gear ratios.
Like the original 1963 Z06, the fifth-generation car included chassis and suspension components optimized for the track. Its exclusive FE4 suspension package featured a larger-diameter, hollow stabilizer bars that also had thicker walls for greater stiffness; larger-diameter shock absorbers (compared to standard models), quicker steering – 2.46 turns lock to lock vs. 2.66 on other models – and a larger wheel-and-tire package, featuring Goodyear Eagle F1 SC tires mounted on lighter, stiffer forged aluminum wheels.
By the end of its production run, the fifth-generation-based Corvette Z06 was already benefitting from technology used on the successful Corvette Racing program, including lightweight carbon fiber. A special 2004 24 Hours of Le Mans Commemorative Edition – acknowledging Corvette Racing’s historic 1-2 class finish at the famous 24-hour endurance race – used a carbon fiber hood to shave 10 pounds off the nose of the car, enhancing its balance.
The 2004 Corvette Z06 proved its capability on the global stage, when it became one of the first production cars at the time to run Germany’s famous Nürburgring road course in less than 8 minutes (7:56).
2006-2013 Z06: A foundation for success The groundbreaking sixth-generation Corvette Z06 elevated Corvette to compete with the world’s most capable supercars. A power-to-weight ratio of 6.2:1 was one of the best in the world, helping it run from 0 to 60 mph in about 3.7 seconds, through the quarter-mile in the low-11-second range and achieve a top speed of more than 190 mph.
The foundation of the Z06 was its own, dedicated aluminum chassis – the first time in Corvette history a unique frame was used for a special model.
The Z06’s aluminum frame was 136 pounds lighter than the comparable steel frame used in standard models and even incorporated a featherweight magnesium engine cradle, contributing to a curb weight of only 3,130 pounds. Mounted on that cradle was another leap in technology: The LS7 small block engine. Displacing 7.0L (427 cubic inches), it was the largest engine offered in the Corvette in more than 30 years – and the most powerful engine in Corvette’s history until the introduction of the Corvette ZR1.
The LS7 used airflow and lightweight technology, including titanium connecting rods and a dry-sump oiling system, derived from the Corvette Racing program to produce 505 horsepower.
Along with its unique frame and LS7 engine, the sixth-generation Corvette Z06 also featured:
- More rigid fixed-roof body style
- Wider front and rear fenders – including carbon fiber front fenders
- Unique rear spoiler and front splitter
- Front and rear brake-cooling ducts – including signature integrated rear-fender inlets
- Specific, lightweight 18-inch front and 19-inch rear wheels, with 275/35ZR18 front tires and 325/30ZR19 rear tires
- Large 14-inch (355 mm) front brake rotors with six-piston calipers and 13.4-inch (340 mm) rear rotors with four-piston calipers
- Unique stabilizer bars, spring rates and shocks.
The available Z07 package adds a larger winglets, an adjustable, see-through center section on the rear spoiler, Michelin Pilot Super Sport Cup tires and carbon ceramic-matrix brakes. With this package, the Corvette Z06 will deliver the most aerodynamic downforce of any GM production car.
The 2015 Corvette Z06 goes on sale in early 2015.
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 4.5 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.
2015 Corvette Comparison
|2014 CORVETTE STINGRAY||2015 CORVETTE Z06||2015 CORVETTE Z06 with Z07 package||Corvette C7.R race car|
|Engine displacement (liters / cu in):||6.2 / 376||6.2 / 376||6.2 / 376||5.5 / 336|
|Induction system:||naturally aspirated||supercharged||supercharged||naturally aspirated|
|Fuel system:||direct injection||direct injection||direct injection||direct injection|
|Oiling system:||wet sump||dry sump||dry sump||dry sump|
|Horsepower (hp / kW):||460 / 339||625 / 466 (est.)||625 / 466 (est.)||TBD|
|Transmission:||7-speed manual or 6-speed automatic||7-speed manual or 8-speed automatic||7-speed manual or 8-speed automatic||6-speed manual (racing-spec sequential)|
|Wheelbase (in / mm):||106.7 / 2710||106.7 / 2710||106.7 / 2710||106.6 / 2708|
|Length (in / mm):||176.9 / 4493||176.9 / 4492||176.9 / 4492||TBD|
|Width (in / mm):||73.9 / 1877||75.9 / 1929||75.9 / 1929||80.7 / 2050|
|Height (in / mm):||48.6 / 1235 (coupe)||48.6 / 1235||48.6 / 1235||45.3 / 1151|
|Front and Rear Suspension:||short/long arm (SLA) double wishbone, cast aluminum control arms, transverse-mounted composite springs; standard monotube shock absorbers, available, Magnetic Selective Ride Control||short/long arm (SLA) double wishbone, cast aluminum control arms, transverse-mounted composite springs, Magnetic Selective Ride Control||short/long arm (SLA) double wishbone, cast aluminum control arms, transverse-mounted composite springs, Magnetic Selective Ride Control||short/long arm (SLA) double wishbone, fabricated steel upper and lower control arms, coil-over adjustable shock absorbers|
|Brakes:||steel rotors; four-piston front and rear calipers||steel rotors; Aluminum six piston Monbloc fixed calipers, aluminum four-piston rear calipers||carbon ceramic rotors; Aluminum six piston Monbloc fixed caliper, aluminum four piston Monbloc fixed rear calipers||steel rotors; six-piston monobloc front calipers, six-piston rear calipers|
|Front brake rotors:||12.6 x 1.2 in320 x 30 mm||14.6 x 1.3 in370 x 34 mm||15.5 x 1.4 in394 X 36 mm||14.8 x 1.4378 x 35|
|Rear brake rotors:||13.3 x 0.9 in338 x 23 mm (std)||14.4 x 1 in365 x 26 mm||15.3 x 1.3 in390 x 32 mm||14.0 x 1.3355 x 32|
|Wheels:||18 x 8.5 in front19 x 10 in rear (std)||19 x 10 in front20 x 12 in rear||19 x 10 in front20 x 12 in rear||18 x 12.5 / 18 x 13|
|Tires:||Michelin Pilot Super Sport run-flat front: P245/40R18rear: P285/35R19||Michelin Pilot Super Sport run-flat front: P285/30ZR19rear: P335/25ZR20||Michelin Pilot Sport Cup 2 run-flat front: P285/30ZR19rear: P335/25ZR20||Michelin racing tiresfront: 30/68-18