Corvette Z06 in Depth (Europe)

2006 Corvette Z06

Fastest, most powerful production Corvette goes on sale in Europe

January 31, 2006 5:28 AM
Filed Under: American, Chevrolet

Press Release

Page 1: Summary
Page 2: Exterior / Interior
Page 3: Performance
Page 4: Body Structure / Chassis
Page 5: Born on the Track
Page 6: Specifications

Fastest, most powerful production Corvette goes on sale in Europe

The Corvette Z06 is the fastest, most powerful production car ever offered by General Motors At its heart is the LS7 V8 engine, achieving 377 kW (512 horsepower) at 6300 rpm. In first gear it delivers a 0-100 km/h performance of 3,9 seconds and it has a top speed of 320 km/h. It is the first time a Corvette Z06 is available in Europe.

The Z06 is developed alongside the Corvette C6.R race car, for the enthusiastic driver seeking super car performance in a vehicle that can be used daily, and offers an unmatched horsepower to price ratio. The Corvette Z06 combines the attributes that have made the sixth-generation Corvette a sales success across Europe, with raw power and endurance race winning know-how, to create the fastest, most powerful production Corvette ever built.

The Corvette racing program has been a five year-long story of domination, the record including four 1-2 double-victories in the GT1 class of the Le Mans 24-Hour race. Derived from the Corvette racing program, the Z06 is a totally unique vehicle that has its own powertrain, body structure and chassis system and a different body structure compared to Corvette Coupe and Convertible. The phrase 'technology transfer' has never been more appropriate than when used to describe Corvette Z06 road car.

LS7: GM's most powerful passenger car engine ever

The 7.0-liter V8, LS7 engine delivers 377 kW (512 DIN horsepower) at 6300 rpm and 637 Nm of torque at 4800 rpm. In a car weighing 1418 kg, that adds up to 0-100 km/h acceleration in 3.9 seconds in first gear and delivering a top speed of 320 km/h. The engine is also designed to rev to an unprecedented 7000 rpm limit.

Unlike the previous 427 cubic inch (6997 cm3) engine, which was a big-block design, the LS7 is a small-block V-8, the largest-displacement small-block ever produced by GM and a tribute to its 50 years as a performance icon. The LS7 is easily identified under the hood by red engine covers with black lettering.

Clear examples of the LS7's race-bred technology are its titanium connecting rods; a forged steel crankshaft; forged aluminium flat-top pistons; racing-derived CNC-ported aluminium cylinder heads with titanium intake valves and sodium-filled exhaust valves and titanium pushrods and valve springs. The engine also features deck-plate honing of the cylinders, a procedure normally associated with the building of racing engines and almost unheard of in a production-vehicle engine.

The LS7 has a dry-sump lubrication system designed to keep the engine fully lubricated during the high cornering loads the Corvette Z06 is capable of producing. An engine compartment-mounted reservoir delivers oil at a constant pressure at cornering loads exceeding 1 g. At the rear of the LS7 engine, a single-mass flywheel and lightweight, high-capacity clutch channel torque to the rear mounted six-speed manual transaxle with upgraded limited-slip differential. Stronger axle half-shafts with tougher universal joints transmit power to the rear wheels.

Unique body structure and distinctive, efficient styling

The Z06 has a unique fixed-roof body-style, with an aluminium body structure for optimum stiffness and light weight. Perimeter rails are one-piece hydroformed members featuring castings, stampings and extrusions which replace many welded steel components on other Corvette models. Advanced structural composites featuring carbon fiber are bonded to the aluminium structure in key areas.

The Z06 retains the 2686-mm wheelbase of other Corvette models, but it rides on all-new wheels, tires, brakes and rear spring and roll stabilizer. Distinctive 10-spoke, 18 x 9.5-inch cast-spun aluminium wheels carry 275/35ZR18 tires in the front, and 19 x 12-inch cast-spun aluminium wheels with 325/30ZR19 tires in the rear. Using Goodyear Extended Mobility run-flat technology, they are the largest wheel-and-tire combination ever offered on a Corvette. These make room for huge 355 mm (14-inch) cross-drilled front disc brakes with six-piston calipers and 340 mm (13.4-inch) cross-drilled rear disc brakes with four-piston calipers.

The Z06 model's styling combines the classic cues and expressive new design of the sixth generation Corvette, with an unmistakable and aggressive appearance. Defining features include a wide front fascia and large, forward-facing grille opening, a splitter along the bottom and 'Gurney lips' along the sides to provide aerodynamic downforce. Exposed HID Xenon headlamps are used, with their advantages of lower weight, less complexity and superior lighting performance.

A cold air scoop in front of the hood and a large air extractor located behind the wheel are functional features that mark the Z06 apart. Wider rear fenders with flares cover the massive rear tires, while a rear spoiler both houses the central high mounted stop light and provides sufficient downforce to balance the front splitter without adversely affecting aerodynamic drag. The Z06's Cd is 0.31. Four, larger-diameter stainless steel exhaust tailpipes provide a final visual identifier.

The Z06 is designed to be a daily drivable high-performance vehicle. A Corvette hallmark, the dual cockpit design theme, continues in the interior. Like other 2006 Corvettes, the Z06 has a smaller, 370 mm-diameter three-spoke steering wheel; a revised gauge cluster displays the Z06 logo on the 7000-redline tachometer and has a new readout on the oil pressure gauge to reflect the higher standard pressure of the dry-sump oiling system.

Z06 features include a Bose audio system with an in-dash six-CD changer, a telescoping steering wheel, side airbags and a navigation system with GPS, along with dual-zone air conditioning, cabin air filtration and head-up display (HUD) with track mode and g-meter as standard. Heated seats with available two-tone leathering surfaces, Z06-logo embroidery and contrasting stitching, have fixed side bolsters which are more aggressively shaped to better hold the driver when cornering. The acoustic package is revised to reduce weight and allow more aural feedback from the powertrain.

Corvette production currently averages 31,000 cars annually, of which 20 percent are Z06 models. Already no less than 400 pre-launch orders have been placed for the Z06 across Europe. European distributor Cadillac & Corvette Europe expect every one out of four Corvettes sold in Europe is a Corvette Z06. All Corvette models are built in the United States at General Motors' Bowling Green, Kentucky, Assembly Plant.

Page 1: Summary
Page 2: Exterior / Interior
Page 3: Performance
Page 4: Body Structure / Chassis
Page 5: Born on the Track
Page 6: Specifications

Expressive exterior design and interior comfort

The exterior styling of the Corvette Z06 combines the classic cues and expressive new design of the sixth-generation Corvette, with an unmistakable and aggressive appearance. On the inside, the Z06 is designed to be a daily drivable high-performance vehicle, with surprising levels of comfort, refinement and equipment

As with all models in the sixth generation Corvette range, the Z06 model’s styling combines classic cues, exemplified by the classic ‘mid-year’ Corvettes of 1963 through 1967, with an expressive new design featuring the classic ‘egg crate’ grille. Combined with a shortened front overhang in comparison with older models, the front fenders are both more rounded and more sharply defined, contributing to a more taut, purposeful front-end design, while bold, simple, rear end styling emphasizes the shortened rear overhang.

Unmistakable appearance

The Z06 has an unmistakable and aggressive appearance of its own. Design cues include a wide front fascia with a large, forward-facing grille opening, a splitter along the bottom and ‘Gurney lips’ along the sides to provide aerodynamic downforce. Exposed HID Xenon lighting is used, which additionally offers the advantages of lower weight, less complexity and superior lighting performance. A cold air scoop in front of the hood is integrated with the air inlet system for the engine, while the trailing edge of the front wheel opening is radiused to achieve improved drag, but protects the body finish with a tough molding, and a large air extractor is located behind the wheel.

The aerodynamics of the Z06’s exterior are shaped by the experiences of the Corvette racing program, where high-speed stability and cornering capability are paramount. While the race cars use large rear wings, the Z06 has a more subtle elevated spoiler which still provides sufficient downforce to balance the front splitter without adversely affecting aerodynamic drag. The Z06’s Cd is 0.31. The rear spoiler additionally houses the central high mounted stop light on the top of the rear deck.

Other distinctive identifiers for the Z06 include 10-spoke wheels cast-spun aluminium wheels with the largest wheel-and-tyre combination ever offered on a Corvette. The front 18 x 9.5-inch wheels carry 275/35ZR18 tyres and rear 19 x 12-inch rims with 325/30ZR19 tires in the rear. The tires use the latest extended-mobility technology from Goodyear to eliminate the need – and weight – for a spare tire and jack or inflator kit, while also reducing the chance of a sudden loss of handling capability.

Wider rear fenders with flares cover the massive rear tires and a brake cooling scoop in front of the wheels visually balances the fender extractor, while four round tail lamps continue as a Corvette rear styling trademark, matched by four circular stainless-steel exhaust tips which are integrated into the rear diffuser to continue the circular theme established by the tail lamps. Of larger diameter than other Corvette models, these tailpipes provide the final, and most likely to be seen, visual identifier for the Z06.

Interior comfort

For all its race-inspired functionality, the Z06 is designed to be a daily drivable high-performance vehicle. To that end, comfort and convenience are a high priority. HID lighting, fog lamps, leather seating, dual-zone air conditioning, cabin air filtration and head-up display (HUD) with track mode and g-meter are all standard-fit items.

A Corvette hallmark, the dual cockpit design theme, continues in the interior of the Z06. Efficient packaging and a relatively long wheelbase ensure plenty of interior space and class-leading cargo space that can swallow two golf bags.

Head-up display

The menu-selectable head-up display can be projected onto the windshield in the line of sight on the road ahead, allowing the driver to focus on driving while still being able to monitor vehicle speed and other critical vehicle information. There are two settings: Street and Track; each setting is pre-programmed to display information relevant for each respective use, including g-forces.

In Street mode, the driver can select between several configurations that feature the speedometer and the turn signal indicators, then add other information such as audio system data, automatic transmission gear position and high-beam indicator. In Track mode, there is a larger tachometer, a speedometer, engine condition gauges, and a real-time lateral accelerometer that samples and displays the maximum ‘g-force’ experienced during a turn. The HUD uses LCD pixels to construct the alphanumeric characters and graphics, allowing the HUD to change size and shape.

The Z06 instrument panel has a revised gauge cluster that displays the Z06 logo on the 7000-redline tachometer and has a new readout on the oil pressure gauge to reflect the higher standard pressure of the dry-sump oiling system. While the analog gauges may appear traditional, the technology used to illuminate them is definitely cutting edge. Using new white LED technology, the gauges are backlit both day and night for a better contrast ratio, even in direct-sun conditions.

The driver information centre utilizes organic light-emitting diode (OLED) technology. OLEDs make possible full-color, full-motion flat-panel displays with a level of brightness and sharpness not possible with other technologies and will be essential to the next wave of personal electronics such as PDAs, cell phones, and flat-screen TVs. Unlike traditional liquid-crystal displays OLEDs are self-luminous and do not require backlighting, eliminating bulky and environmentally undesirable mercury lamps. OLEDs also enable improved readability – even in bright sunlight – and establish pleasing visual harmony with the rest of the gauges, the radio, and the HVAC controls.

Like other 2006 Corvettes, the Z06 has a smaller-diameter three-spoke steering wheel that provides a more agile, performance-oriented steering feel. Z06 equipment list includes a Bose audio system with an in-dash six-CD changer, a telescoping steering wheel, heated seats, side airbags and a navigation system with GPS.

The instrument panel and doors are covered with cast-skin foam-in-place trim that is soft to the touch with low gloss to minimize glare. To the eye, it looks like a leather-wrapped, padded panel. To the touch, it is warm and inviting. This advanced material has double the life of conventional automotive paneling materials, resists fading and sun damage, and minimizes interior fogging, which can occur as plasticizers migrate out of the material.

However for all its comfort, engineers did sacrifice a few features in the quest for lower weight and higher performance of Z06. The seats’ side bolsters are fixed and more aggressively shaped to better hold the driver when cornering and they weigh less than standard-model seats. The passenger seat uses manual controls, saving the weight of a power-adjust motor, while the acoustic package is revised to reduce weight and allow more aural feedback of the powertrain.

Page 1: Summary
Page 2: Exterior / Interior
Page 3: Performance
Page 4: Body Structure / Chassis
Page 5: Born on the Track
Page 6: Specifications

Performance and efficiency

With 377 kW (512 DIN horsepower) and 637 Nm of torque the 7-liter LS7 engine powering the Corvette Z06 is the most powerful passenger car engine ever produced by GM. The engine is also designed to rev to an unprecedented 7000 rpm limit.

Easily identified under the hood by red engine covers with black lettering, the LS7 engine powering the Corvette Z06 delivers 377 kW (512 DIN horsepower) at 6300 rpm and 637 Nm of torque at 4800 rpm. In a 1418 kg package, that gives first gear 0-100 km/h acceleration in 3.9 seconds and a top speed of 320 km/h.

Unlike the previous 427 cubic inch (6997 cm3) engine, which was a big-block design, the 7.0-liter LS7 is a small-block V-8, the largest-displacement small-block ever produced by GM and a tribute to its 50 years as a performance icon. The LS7 shares the same basic Gen IV V-8 architecture as the Corvette’s 6.0-liter LS2, but it uses a unique cylinder block casting with large, 104.8 mm bores and pressed-in cylinder liners for the 101.6 mm stroke. Compared with the LS2, the LS7 also has a different front cover, oil pan, exhaust manifolds and cylinder heads – among many other components.

Race-bred technology

One of the clearest examples of the LS7’s race-bred technology is its use of titanium connecting rods. They weigh just 480 grams a piece, almost 30 percent less than the rods in the LS2 V-8. Besides being light in weight, which reduces loadings, enhancing high-rpm performance and rpm range, titanium also makes the rods extremely durable.

The LS7’s specifications also include an 11.0:1 compression ratio, a high-lift camshaft, a forged steel crankshaft; forged aluminium flat-top pistons; racing-derived CNC-ported aluminium cylinder heads with titanium intake valves and sodium-filled exhaust valves and titanium pushrods and valve springs.

The LS7’s CNC-ported aluminum cylinder heads are all-new and designed to meet the high airflow demands of the engine’s 7.0-liter displacement, as it ingests approximately 100 cubic feet more air per minute than the regular Corvette’s 6.0-liter V-8, an 18-percent increase in airflow.

Optimal, uninterrupted airflow

To ensure optimal, uninterrupted airflow, the LS7’s heads have straight, tunnel-like intake runners. Very large by production-vehicle standards – even racing standards – they are designed to maintain fast airflow velocity, providing excellent torque at low rpm and exhilarating horsepower at high rpm. The heads feature 70-cm3 combustion chambers that are fed by huge, 56 mm-diameter titanium intake valves.

They are complemented by 41 mm sodium-filled exhaust valves, compared with 39.4 mm valves in the LS2. To accommodate the large valve face diameters, the heads’ valve seats are siamesed; and, taken from experience with the engines of C5-R racecars, the LS7’s valve angles are held at 12 degrees, compared with 15 degrees for the LS2, to enhance airflow through the ports.

The exhaust gases flow through light weight, four-into-one headers to new, close-coupled catalytic converters and through to new ‘bi-modal’ mufflers. The mufflers each feature a vacuum-actuated outlet valve, which controls exhaust noise during low-load operation but opens for maximum power.

All LS7 engines are assembled by hand at GM Powertrain’s Performance Build Center in Wixom, Michigan. The exacting standards to which they are built include deck-plate honing of the cylinders – a procedure normally associated with the building of racing engines and almost unheard of in a production-vehicle engine.

Dry-sump lubrication system

The LS7 engine has a dry-sump lubrication system designed to keep the engine fully lubricated during the high cornering loads the Corvette Z06 is capable of producing. An engine compartment-mounted reservoir delivers oil at a constant pressure to an oil pump pick-up at the bottom of the engine. The pressurized oil feed keeps the oil pick-up continually immersed in oil at cornering loads exceeding 1 g.

The LS7’s dry-sump system was developed and tested on racetracks in the United States and Europe, including Germany’s famed Nürburgring Nordschleife (which the Corvette Z06 lapped in 7 minutes 43 seconds). While common in racing cars, the Z06 is one of just a handful of production vehicles, and the only production Corvette, to incorporate such a high-performance lubrication system.

At the rear of the LS7 engine, a single-mass flywheel and lightweight, high-capacity clutch channel torque to the rear-mounted ‘transaxle’ which has been strengthened to handle the LS7’s increased torque load. The transmission includes a pump which sends transmission fluid to the front radiator for cooling. Upon its return, the fluid removes additional heat from the differential before returning to the transmission.

The six-speed manual transmission, rear mounted for optimum weight distribution and traction, connects to a limited-slip differential, with enlarged ring and pinion gears. Stronger axle half-shafts with tougher universal joints transmit power to the rear wheels.

“In many ways, the LS7 is a racing engine in a street car,� said Dave Muscaro, assistant chief engineer of small-block V-8 for GM passenger cars. “We’ve taken much of what we’ve learned over the years from the 7.0-liter Corvette racing program and instilled it here. There really has been nothing else like it offered in a GM production vehicle.�

Surprising efficiency

While the performance of the LS7 engine in the Corvette Z06 is undoubtedly stunning, its efficiency too, has created an interesting postscript. In the USA, an Energy Tax Act of 1998 established a ‘Gas Guzzler Tax’ on the sale of new model year vehicles whose fuel economy fails to meet certain statutory levels. The gas guzzler tax applies only to cars (not trucks) and is collected by the IRS, based on a combined fuel economy MPG value (55% city, 45% highway), used to determine tax liability.

Any vehicle which can achieve a calculated combined fuel economy level of at least 22.5 mpg (10.4 l/100 km) is unpenalized. Vehicles which fall below this are taxed on a sliding scale, beginning with a surcharge on the new car price of $ 1000, and increasing to $ 7,700.

Both the Corvette, which achieves a calculated 25.1 mpg (9.37 l/100 km) and the Corvette Z06 which achieves 22.7 mpg (10.36 l/100 km) meet these requirements and avoid the tax. No other 500 hp car (nor 400 hp car for that matter) can match this efficiency.

Page 1: Summary
Page 2: Exterior / Interior
Page 3: Performance
Page 4: Body Structure / Chassis
Page 5: Born on the Track
Page 6: Specifications

Body structure

The Corvette Z06 has a totally different body structure from other production Corvette models, with a unique aluminium fixed-roof body structure combined with advanced lightweight materials. Every design element of Z06 serves a performance function.

For the Corvette Z06, engineers developed a totally unique vehicle that has its own powertrain, body structure and chassis system, distinct from other Corvette models. The Z06 has a unique aluminium structure for optimum stiffness and light weight and the fixed-roof body uses advanced lightweight materials typically found only in the most exotic sports cars.

Perimeter rails are one-piece hydroformed members featuring cast suspension nodes, which replace many welded steel components on other Corvette models. Other castings, stampings and extrusions are combined into this innovative structure with state-of-the-art manufacturing technologies.

This is an instance where the street car uses more advanced material than the racecar. The design team is constrained by rules to run the steel frame in the racecars, but the engineers stretched to bring even more performance technology to the street for the Corvette customers.

Carbon fiber

Advanced structural composites featuring carbon fiber are bonded to the aluminium structure. The wider front wheelhouses, for example, are carbon composites and the passenger compartment floors combine carbon-fiber skins with an ultra-lightweight balsa wood core.

The Corvette Z06 has a new magnesium cradle that serves as the attachment point for the engine and some front suspension components. Magnesium is lighter than aluminium yet incredibly strong. The magnesium cradle helps improve the front-to-rear weight distribution, as do carbon-fiber front fenders and wheelhouses. To further aid weight distribution, the Z06 designers also moved the battery from the engine bay to a position in the rear cargo area, behind one of the rear wheels.

Many of the items required to harness the extra power of the Z06 have inevitably added weight. Dry-sump lubrication, the 76.2 mm exhaust with outlet valves, larger wheels and tires, larger brakes and stiffer roll stabilizers all add mass, yet the curb weight of the Corvette Z06 has been maintained at 1418 kg and weight distribution, critical to the Z06’s agile handling is an optimum 51:49% front to rear.

Safety

The strength of the Z06 body structure is itself a key aspect of the safety of the car, augmented by a range of passive safety items including side airbags for both occupants. Dynamic safety is further assured by traction control and Active Handling systems which are designed to operate in concert to provide a strong, but unobtrusive safety net for spirited driving. Unlike more intrusive systems of some competitors, the Z06 design team developed a calibration philosophy which works in accord with spirited driving.

The engineers felt it was better to calibrate the system around their knowledge of what Corvette customers are going to do, rather than a system that intervenes heavily and slows them down. Their intent was to encourage Corvette drivers to keep the system on. They wanted the Active Handling System to work with the drivers in their spirited driving, rather than against them. The commitment of the design team to continuous improvement has resulted in the industry’s most sporting stability system available.

Chassis, Ride and Handling

The Corvette Z06 builds on the traditional strengths of the overall Corvette design philosophy, with its low-weight backbone structure, cored composite floors, enclosed center tunnel, rear-mounted transmission, short-long arm suspension and transverse leaf spring design. These are combined with the rigid new aluminium body structure, new wheels, tires and brakes, as well as a new rear spring and roll stabilizer, to create true race-bred handling performance.

The Z06 retains the 2686 mm wheelbase of other Corvette models, but upgraded springs and optimized suspension and steering geometry, along with directional control arm bushings, increased caster angle and an added rear roll stabilizer, result in a faster car that is easier to drive, with greater lateral acceleration, more body control, better traction and more stability in corners.

Wheels and tires

The firmer suspension works harmoniously with large 18 x 9.5-inch cast-spun aluminium wheels and 275/35ZR18 tires in the front and 19 x 12-inch cast-spun aluminium wheels with 325/30ZR19 tires in the rear. These are the largest wheel and tire combination ever offered on a Corvette.

The tires use the latest extended-mobility technology from Goodyear to provide a satisfactory ride, but still allow the vehicle to achieve lateral acceleration of more than 1 g. The extended-mobility tires also eliminate the need and weight of a spare tire and jack or inflator kit, as well as reducing the chance of a sudden loss of handling capability.

Complementing the suspension system, is an equally capable four-wheel disc brake system, consisting of 355 mm vented and cross-drilled front discs and 340 mm vented and cross-drilled rear discs, in comparison with the 325 mm and 305 mm front and rear discs on the standard Corvette and 340 mm and 330 mm on the Z51 model. These large brakes bring a high level of stopping capability and with enhanced brake cooling enabled by the Z06’s bespoke bodywork, they provide excellent fade resistance and lining life during track duties.

The front discs are acted upon by huge, red-painted six-piston calipers that use six individual brake pads, used because they deliver more equalized wear compared to what would otherwise be a pair of very long single-piece pads. For the rear brakes, four-piston calipers with four individual brake pads are used. A Delphi four-channel ABS system, as is a very competent active handling system – complete with a Competitive Driving mode.

Unobtrusive safety net for spirited driving

The anti-lock braking, along with traction control and Active Handling form three dynamic chassis control systems which operate in concert to provide a strong, but unobtrusive safety net for spirited driving. The stability controls share sensors for steering angle, wheel speed, and acceleration and deceleration in all directions, but unlike some more intrusive systems, the Corvette team developed a calibration philosophy which works with the drivers in their spirited driving, rather than against them.

Page 1: Summary
Page 2: Exterior / Interior
Page 3: Performance
Page 4: Body Structure / Chassis
Page 5: Born on the Track
Page 6: Specifications

Corvette Z06 and C6.R: Technology transfer direct from the track

While created for distinctly different environments, the Z06 and C6.R are the products of a two-way exchange of technology, personnel and experience between the realms of production and racing. The Z06 was developed in parallel with the racing Corvette C6.R, which dominated the GT1 class of the American Le Mans Series with 10 victories in 11 starts, including the team’s fourth win in five years in the 24 Hours of Le Mans.

The Corvette Z06 is proof that technology transfer is a two-way street. Lessons learned on the track have benefited the Z06, just as GM’s vast resources have enriched the C6.R race car. Moreover, the rules and regulations of the racing series require that the C6.R retains strong links with its production counterpart.

Examples of the synergy between Z06 and C6.R abound. Both are powered by 7-liter small-block V-8 engines with dry-sump lubrication systems, CNC-ported cylinder heads, titanium valves and connecting rods, forged steel crankshafts, and plate-honed cylinder bores. While the components and specifications of the street and competition engines are tailored to their specific environments, the thought process behind them is identical.

The Corvette’s body design was sculpted in the wind tunnel to perform as well on the highway as it does on the Mulsanne Straight at Le Mans; the racing experience was fed back into the Z06 to create an even more effective package. Aerodynamic lessons learned in the race car were applied directly in the development of the Z06.

The Z06 has a central air intake because it provides more airflow with less aerodynamic lift than the bottom breather used previously. The C6-R needs to breathe a lot of air without pressure buildup under the front end, the wider front air intake of the Z06 is used for the same reasons.

The Z06 adds even more racing-inspired aerodynamic technology to the Corvette body design, including a downforce-producing ‘splitter’ on the front fascia and a ‘wicker bill’ on the rear deck. The ‘wicker bill’ (originally a NASCAR racing term) is a small centrally mounted rear spoiler which though less extreme than the full width rear wing of the racer, still generates sufficient downforce to balance the effect of the front ‘splitter’ and aid high-speed stability. ‘Gurney lips’ take their name from the former American Formula One racer Dan Gurney who discovered the aerodynamic attributes of the knife edge profile which is used on the leading edges of the wheel openings of the Corvette Z06, combined with rounded edges at the rear to reduce drag.

Similar underlying structures

The underlying structures of the production Z06 and the race car are very similar. The concept of the center tunnel as the backbone of the car, being combined with a cored composite floor that spans the width of the car is typical of a process that was used in production being carried over to the race car.

One of the goals of GM’s racing programs is to accelerate the career development of GM personnel. The race track is a classroom that rewards fast thinking. Many team members switch from racing to production and vice versa, strengthening their skills and bringing experience and insight to each program. Corvette production engineers helped develop the design of the race car’s aluminium engine cradle and suspension system, while proving the transfer works both ways, a Corvette Racing engineer transferred to the production group and his racing-inspired expertise in composite materials provided the real-world experience that validated the decision to produce lightweight carbon fiber front fenders, wheelhouses and floor panels for the Z06.

Five decades of racing heritage

The new Corvette Z06 builds on five decades of racing heritage. The original Corvette Z06 was born when the original designer of the Corvette, Zora Duntov sought a way to allow customers to continue racing Corvettes, after General Motors banned official involvement in racing in 1957. Duntov and colleagues created ‘RPO Z06’ as a special performance equipment package.

The RPO Z06 package first offered on ’63 models included a 20 percent larger diameter front antiroll bar, a vacuum brake booster, a dual master cylinder, sintered-metallic brake linings within power-assisted Al-Fin drums cooled by front air scoops and vented backing plates, larger diameter shocks and springs nearly twice as stiff as standard. Corvette Sting Rays featuring ‘Z06’ option remain to this day, among the most highly sought-after classic Corvettes, reaching their definitive form in the mighty 317 kW (425 hp), 427 cubic inch (7.0 l) aluminum-headed big-block of 1971.

The Corvette Z06 was resurrected in the fall of 2000 as a third body style for 2001 models. The Z06 option offered 287 kW (385 hp) from the LS6 engine versus the standard 261 kW (350 hp) of the LS1 engine. In 2002, the Z06 was modified and rated 302 kW (405 hp), achieved through removing two of the pre-catalytic converters in the exhaust system. Induction was improved and hi-lift camshafts were installed, acting on a lightweight valve gear. The all-new Corvette Z06 has built on this once again, creating a performance icon that is competing successfully against international competition both on the track and in the marketplace.

Corvette Racing builds on 45 Years of Le Mans History

When the final chequered flag fell on the 2005 racing season, Corvette Racing’s record stands at four Le Mans wins in five years, close to 50 other major race victories and five championship titles. However the story of the Corvette in the world’s most prestigious sports car race dates back to 45 years ago.

It was in 1960 that Corvette first came to the Le Mans 24-Hour race, with the Briggs Cunningham team supported by legendary Corvette designer legend Zora Arkus-Duntov. Forty five years later, in June 2005, the Corvette Racing team added another chapter to that history when it scored its fourth 1-2 finish in the GT1 class in five years.

At the wheel of the leading Corvette C6.R Oliver Gavin (Great Britain), Olivier Beretta (Monaco) and Jan Magnussen (Denmark) staged a copybook repeat of their 2004 victory and were again joined on the podium by team mates Ron Fellows (Canada), Johnny O’Connell (USA) and Max Papis (Italy).

However this race was far from an easy walk-over as Corvette Racing faced new and stronger opposition than ever before. Nonetheless, the team celebrated Corvette’s 45th anniversary at Le Mans in style, finishing fifth and sixth overall and turning back the challenge of the Aston Martin team in a hard-fought battle through the scorching heat of the race’s final hours.

American Le Mans Series

Yet Le Mans has been only a part of the story. From Corvette Racing’s inception in 1999, the American Le Mans Series of endurance sports car races across the United States has always been an equally important goal.

After gaining a series of podium places in a ‘shakedown’ season with the Corvette C5-R in 1999, Corvette Racing’s first ALMS victory came in September 2000 at Texas Motor Speedway. It was followed just three weeks later by another win in the ten-hour ‘Petit Le Mans’ race at Road Atlanta in Georgia.

Things really started motoring for the team in 2001, with class victory in the Rolex 24 Hours of Daytona, as well as the historic first win at Le Mans, marking the highpoint of a season in which the tally was eight wins from ten races. The success story continued in 2002 with nine wins from ten races, five wins in 2003 and an amazing swansong for the retiring C5-R Corvette in 2004 with an unbeaten ten-race streak.

The 2005 season was set to be tougher, with the strongest opposition ever, adding to the challenge of developing the all-new Corvette C6.R. There were some rough patches in Corvette Racing’s road to the 2005 championship too. Running first and second in the season-opening Sebring 12-Hour race, both cars sustained damage at the 8-hour mark, but recovered to finish second and third.

10 Victories from 11 starts

The new Corvette C6.Rs proved as fast as they were strong too. The yellow Corvettes raced to 10 victories from 11 starts in 2005, including that historic fourth win at Le Mans. In addition to winning the ALMS GT1 manufacturers championship for the fifth consecutive year, Corvette Racing swept the drivers, team and pit crew championships. Victory in the final race of the ALMS season at Laguna Seca in California not only gave Oliver Gavin and Olivier Beretta the champions’ title, it marked Corvette Racing's 31st 1-2 finish.

The 2005 season has been another milestone year for Corvette Racing, and a great way to celebrate Corvette’s 50th year in international road racing and the 50th anniversary of GM’s small-block V-8.

Page 1: Summary
Page 2: Exterior / Interior
Page 3: Performance
Page 4: Body Structure / Chassis
Page 5: Born on the Track
Page 6: Specifications

Standard and optional equipment

Interior

Exterior

Mechanical

Standard Luxury package, includes:

Options

Corvette Z06 Coupe Technical Specifications

Dimensions and Capacities


Length (mm)

4459

Width (mm)

1927

Height (mm)

1246

Track, front/rear (mm)

1607/1580

Wheelbase (mm)

2686

Headroom (mm)

963

Hiproom (mm)

1361

Legroom (mm)

1095

Shoulderroom (mm)

1402

Cargo volume, hatchback/trunk area (l)

634

Weight distribution (% front/rear)

51/49

Curb weight, estimated (kg)

1418

Fuel tank capacity (l)

68.8



Engine and Transmission


Engine, location

7.0L V-8 LS7

Engine block/cylinder head

Cast aluminium

Bore x stroke (mm)

104.8 x 101.6

Displacement (cm3)

7011

Compression ratio (:1)

11.1

Fuel feed

SFI (sequential fuel injection)

Valvetrain

OHV, 2 valves per cylinder

Maximum engine speed (rpm)

7000

Max. output (kW/DIN hp/rpm)

377/512/6300

Max. torque (Nm/rpm)

637/4800

Engine oil (l)

7.5


Transmission

Tremec 6-speed manual

Gear ratios


1st

2.66

2nd

1.78

3rd

1.30

4th

1.00

5th

0.74

6th

0.50

Reverse

2.90

Final drive ratio

3.42

Top speed (km/h)

320

Acceleration 0-100 km/h (s)

3.9

Fuel type

Unleaded (98 RON required)

Fuel consumption (urban/extra-urban/combined, l/100 km)

22.8/10.0/14.7

CO2-emission (combined, g/km)

350

Emission class

Euro 4


Chassis / Suspension

Front suspension

Short/long arm ( SLA ) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, monotube shock absorber

Rear suspension

Short/long arm (SLA) double wishbone, cast aluminium upper & lower control arms, transverse-mounted composite leaf spring, monotube shock absorber

Wheels (inch)

Front: 18 x 9.5; rear: 19 x 12

Tires

Goodyear Eagle F1 GS Extended Mobility,

front: P275/35ZR-18, rear: P325/30ZR-19

Brakes

Power-assisted disc with ABS, 6-piston front and 4-piston rear calipers, cross-drilled rotors.

Rotor diameter x thickness (inch/mm)

Front: 14 x 1.3 / 355 x 32
Rear: 13.4 x 1 / 340 x 26

Traction control

Electronic traction control, active handling