Technology transfer. It's the supposed payoff in production vehicles for a factory-backed racing program. The idea is that competition is education, and that a season's worth of full-throttle racing packs in a few years' worth of conventional research and development.
Audi's Quattro system, for example, had a racing pedigree that turned into a market advantage almost 20 years before the widespread adoption of all-wheel drive systems.
The Chevy Beretta GTU, on the other hand, which was based on the GTU road racing class in which the car competed, incorporated little more than decal adhesion technology to the production model.
The Corvette, however, has always been a technology trendsetter. Under GM's umbrella, Chevy's flagship sports car has often led the way for widespread adoption of emerging technology. Think antilock brakes, port fuel injection and stability control systems--the Vette has taken these marvels to the common man's daily driver.
The new, 2006 Corvette Z06 promises to be another trendsetter, delivering performance which equals--and in many respects, betters--that of the world's preeminent supercars. Not surprisingly, most of its world-beating specifications are derived from the successful racing program that helped the factory C5R team win four championships in five seasons.
With 500 horsepower and 475 lb-ft of torque from a 7.0-liter (427 cubic inches) all-aluminum version of the new Gen IV small-block, Chevy says the new Z06 will rip to 60 mph in less than four seconds, warp through the quarter-mile in the 11-second range and top out at nearly 200 mph.
But the Z06 delivers more--much more--than astounding acceleration. The engine is wrapped in a tightly woven, lightweight package that is designed to back up the power with road course-eating handling. In other words, this is a back-alley bruiser that can dance.
The Z06 certainly looks the bruiser image. It has an aggressive stance that is accented in front by a larger grille opening and cold-air scoop for the engine. And while the front fenders look stock, they're made from carbon fiber.
At the rear, the fenders flare around wider rubber, adding a full three inches to the car's width. And like the previous Z06, there are rear brake cooling ducts, but more prominent. There also is an integrated rear spoiler and a fixed roof panel--no targa top, no convertible--that visually accents the roof's "blisters."
Positively humongous 18 by 9.5-inch front wheels and 19 by 12-inch rear wheels, and the requisite performance rubber, fill out the fenders. The wheels are racing-style 10-spoke designs. In all, the Z06's appearance is muscular and intimidating--as if the car were communicating a message of "get out of my way or I'll move you myself."
It also shows enough muscle at the edges to prove it's not bluffing.
MEET THE LS7
The Z06's performance is derived from a beefed-up 7.0 liter Gen IV small-block called the LS7. It is filled with racing technology, including five-axis-milled CNC-ported cylinder heads and a dry-sump oiling system. We've seen the heads in person: the intake runners are straight and wide enough to view the top of the valves. They are finely crafted pieces of art that push tremendous amounts of air past titanium intake valves and sodium-filled exhaust valves.
Speaking of valves, they're huge too, measuring 2.20 inches on the intake side and 1.61 inches on the exhaust side. To accommodate the width of the valves, the valve seats are siamesed. Actuating the valves is a hydraulic roller cam with an impressive 0.591-inch of lift.
Compression of the LS7 is a lofty 11:1, so we don't imagine anyone will be bolting a blower to the engine right away. The cam is driven via the timing chain by a forged-steel crankshaft that gives a set of forged titanium con rods a 4.00-inch stroke. The titanium rods are not only super strong, they're almost 30 percent lighter than the rods in the LS2 engine. Titanium also is used in some valvetrain components.
The unique dry-sump oiling system was designed to solve the previous-generation issue of oil starvation in high-load cornering maneuvers. The LS7's 8-quart system uses an engine compartment-mounted reservoir to circulate pressurized oil throughout the engine, with a scavenge pump sending oil back to the reservoir. This system not only keeps the engine fed with oil, it keeps the oil cooler.By the way, we're planning a much deeper delve into the LS7 in an upcoming issue. Stay tuned.
LIGHTENING THE LOAD
The LS7 engine and aggressive bodywork are merely the most visible of the new Z06's all-business attributes. The list of drivetrain and suspension upgrades is extensive, not the least of which is a new aluminum chassis and magnesium front cradle. This is big. Really big.
The aluminum chassis--GM calls it the "body structure"--is a direct replacement for the steel frame found in the standard Corvette. The aluminum structure's frame rails are stiff, one-piece hydroformed pieces. The magnesium front cradle is lighter yet and serves as the mounting point for the engine and many suspension components.
All the alloy underpinnings help keep down the Z06's curb weight, as the aluminum structure is more than 100 pounds lighter than the standard Vette's steel frame. But that doesn't mean the Z06 is 100 pounds lighter than the standard Corvette. At about 3,130 pounds, it's only about 60 pounds or so lighter (and weighs a little more than the previous Z06).
Where did those extra 40 pounds go? The answer is not only understandable, it's downright cool: racing parts. The following is a list of Z06 components not found on other Corvettes, adding a pound here and there:
14-inch cross-drilled front disc brakes with six-piston calipers and 13.4-inch cross-drilled rear rotors with four-piston calipers: larger brakes equal more mass.
18x9.5-inch 10-spoke front wheels with 275/35ZR18 tires and 19x12-inch 10-spoke rear wheels with 325/30ZR19 tires--they're larger and therefore carry more mass than standard Vette rolling stock.
Coolers for engine oil, trans fluid, differential fluid and power steering system--yes, this thing has a differential cooler!
Transaxle with single-mass flywheel, strengthened halfshafts and larger ring-and-pinion gears--all bigger than the standard Vette meaning, yep, more mass.
The Z06 retains the 106-inch wheelbase of other Corvette models, as well as the short long-arm suspension and transverse leaf spring design, but is tuned with specific spring rates and stabilizer bars. No magnetic ride dampening for this one.
The firmer suspension works with the largest wheel-and-tire combination ever offered on a Corvette. Complementing the suspension system and large rolling stock is an equally capable four-wheel disc brake system.
The front rotors feature red-painted six-piston calipers that use six individual brake pads, because six pads deliver more equalized wear compared to what would otherwise be very long single-piece pads. Four-piston calipers with four individual brake pads are used at the rear.
OTHER DETAILS
Rear-mounted battery--necessitated by the engine compartment-mounted oil reservoir for the dry sump system.
Unique "bi-modal" muffler system--essentially, this means there's a low-rpm "quiet" mode and a full-throttle, full-flow mode when the pedal is pushed to "loud."
Three-inch exhaust with 4-inch stainless steel outlets.
Tremec-supplied six-speed manual transmission--slushbox shufflers need not apply.
Tall rear spoiler incorporates the LED-lit center taillamp.
The Z06 also comes with a host of comfort and convenience items, including HID lighting, fog lamps, leather seating, dual-zone air conditioning, cabin air filtration and Head-Up Display (HUD) with track mode and g-meter. It also has a revised gauge cluster that displays a new readout on the oil pressure gauge to reflect the higher standard pressure of the dry-sump oiling system.
But for all its comfort, a few comfort items were sacrificed for performance and lower overall weight, including fixed, rather than adjustable, seat side bolsters and a change to a manually-adjustable passenger seat (saving the weight of the power adjuster motor). Listen closely and you might even notice that there is less sound deadening material.
With all its performance capability and luxurious appointments, questions regarding price are inevitable. At the time our story was written, the numbers hadn't been released, but we understand the Z06 will likely sticker at less than $80,000 dollars.
If that seems pricey for a Corvette, considering the standard LS2-powered models start at $44,500, keep in mind the Z06 brings to the table a comprehensive list of new or upgraded components. In other words, it's not just an expensive engine option, as was the case with the ZR-1.
Look at it this way: A new Viper coupe will start at about $86,000 and though it has a few foot-pounds on the Z06, it also has a few more pounds; it weighs over 1,000 pounds more than the Vette. The real competitors are from across the pond--the new Porsche 911 Turbo (whenever it gets here) is the primary mark that comes to mind.
And if you think you'll get into that Bavarian hot rod for a mere $80K, well, we've got a Beretta GTU we want to sell you.