gavriil

New Corvette Muscles In


his month's Detroit motor show sees the reinvention of two of America's most enduring automotive icons: the Chevrolet Corvette and the Ford Mustang.

The 2006-model Corvette is a completely new car, built to a brief that called for a more compact, 'chuckable' machine with world-class handling and serious power.

It's five inches shorter and an inch narrower than the outgoing C5 Corvette and, with a Cd of 0.28, surprisingly slippery. Under the skin (it's the first Corvette since 1964 not to have pop-up headlights) is a new chassis with composite floors, an aluminium cockpit structure and an enclosed centre tunnel.

The transmission (six-speed manual or auto) is mounted on the rear axle. Although the suspension is all-new, it still uses transversely-mounted leaf springs. Magnetic ride control damping will be an option.

Power comes from the new LS2 6-litre 'small-block' V8, which delivers 400bhp and 400lb ft of torque. There's also the option of the Z51 Sport package, which offers uprated suspension and braking. Rumours suggest a 500bhp Z06 in 2005 and even a 7-litre 600bhp+ 'Blue Devil' to take on Ford's GT supercar.

Ford's Mustang is also all-new, but based on a steel monocoque chassis. Prices should start at just $20,000 for the 200bhp V6 model. A 300bhp V8 GT will also be offered. Ford is particularly proud of the interior design and quality.

Under the retro-look shell, the car has a rather basic live axle. Ford says Mustang owners insisted on a live axle - something that must have been popular with the accountants, too.


Source: Autoexpress

Crazy Bimmer

whats with the wheel gap on that rear?

Nicky Pass

I want to see what the convert looks like!

amisconception

this sounds like fun

Ashburner

Umm, when can I put a deposit down??? HID's and Navi, plus HUD :wow:

Black CL-S 4-Life

Very nice exterior but I'm not sold on the interior.

Crazy Bimmer

http://web.umr.edu/~cculp/Chevy04.avi

gavriil

Wow! I am blown away, both by this find, as well as by the video being available on line. Kudos to you CS.

gavriil

Crazy Bimmer

anyone else think the front looks like Ferrari in that vid?

I really love this car.

Crazy Bimmer

Oh and i cant wait to see what the interior will look like with black leather, that always makes things look richer.

Python2121

its american muscle war as said before, but this time they get over 1g on the skidpad

gavriil

gavriil

cusdaddy

I like the side view.. Looks more agressive... The only view I'm not crazy about is the rear, but overall, I love it

gavriil

I have to agree. From the rear, the C5 looks a little better.

Collective27

Love it more and more that i see it

Zapata

wow really don't like the look of the vete but this is really sexy....

NOVAwhiteTypeS

no denying this one.



Good shot of the keyless go and white led guage


http://corvetteactioncenter.com/specs/2005/intro.html

heyitsme

gavriil

Very nice.

gavriil

From NOVAwhiteTypeS's link http://corvetteactioncenter.com/specs/2005/intro.html article, it reads:

"Dave Hill, just after the car cover was pulled off, addresses news media at the preview in Novi on 12/18. His key bullet points were 400hp, top speed of over 180 mph and 70% of the car being new parts."

So the car was shown to the media on the 18th of Dec. "in flesh"! Wow!

gavriil

So this base Vette will be as quick as the Z06 is now. I am guessing mid 12s for the 1/4. GM kicked it up one big notch once again. Nice job. And if that ride is truly the "Euro" ride promised, then, very nice job.

gavriil

From the Car Connection from an article referencing the new C6:

"The new Corvette will go into production in the third quarter of 2004. The Convertible will be announced this spring and will go into production in the fall. Later we expect an upscale Z06 with 500 hp and we have also heard rumours about a super-fast version with 700 hp, to be competitive with Ford's new GT, among other supercars."

Horsepower is dealt like it's falling off the sky by manufacturers, at this point.

cusdaddy

700hp!!! AACK!!! That's insane. I have my doubts Chevy would unleash it with that much HP stock, but that would be my dream car for a long time to come if ever released!

gavriil

I am just thinking....with 700HP you are passed the "being competitive with the Ford GT" point. You are looking at the Enzo right in the eye, if not beating it.

gavriil

2005 Chevrolet Corvette

Body style / driveline:
two-door hatchback coupe,rear-drive, front-engine

Construction:
composite body panels, hydroformed steel frame with aluminum & magnesium structural and chassis components

Manufacturing location:
Bowling Green, Kentucky



Engine
6.0L LS2 V-8

Displacement (liters/cu in/cc):
6.0 / 364 / 5970

Bore & stroke (in / mm):
4 x 3.62 / 101.6 x 92

Block material:
cast aluminum

Cylinder head material:
cast aluminum

Valvetrain:
OHV, 2 valves per cylinder

Fuel delivery:
SFI (sequential fuel injection)

Compression ratio:
10.9:1

Horsepower
(hp / kw @ rpm):
400 / 298 @ 6000

Torque (lb-ft @ rpm):
400 @ 4400

Recommended fuel:
93 octane recommended, not required

Maximum engine speed (rpm):
6500

Estimated fuel economy (mpg city / hwy / combined):

19 / 28 / 23 (man) & 18 / 25 / 21 (auto)




Transmissions
Hydra-Matic 4L65-E
Tremec T56
6-speed manual
Tremec T56 6-speed manual, w/ optional Z51 Sport Package

Type:
four-speed automatic, with Performance Algorithm Shifting
6-speed manual
6-speed manual

Gear ratios (:1):

First:
3.06
2.66
2.97

Second:
1.63
1.78
2.07

Third:
1.00
1.30
1.43

Fourth:
0.70
1.00
1.00

Fifth:
-
0.74
0.71

Sixth:
-
0.50
0.57

Reverse:
2.29
2.90
3.28

Final drive ratio:
std: 2.73; opt: 3.15
3.42
3.42



Chassis/Suspension

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

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

Traction control:
electronic traction control, active handling

Steering type:
speed sensitive, magnetic power-assisted rack-and-pinion

Steering ratio:
16.1:1

Steering wheel turns,
lock-to-lock:
tbd

Turning circle,
curb-to-curb (ft / m):
39 / 12



Brakes

Type:
power-assisted disc with ABS, front and rear

Rotor diameter x thickness (in / mm):
front: 12.8 x 1.26 / 325 x 32;
rear: 12.0 x 1 / 305 x 26



Z51 Performance Suspension:

front: 13.4 x 1.26 / 340 x 32

rear: 13.0 x 1 / 330 x 26





Wheels/Tires
Std & Magnetic Selective Ride Control
Z51 Sport Package

Wheel size:

front: 18 x 8.5; rear: 19 x 10

front: 18 x 8.5; rear: 19 x 10

Tires:
Goodyear Eagle F1 GS
Extended Mobility
front: P245/40ZR-18
rear: P285/35ZR-19
Goodyear Eagle F1 SC
Extended Mobility
Asymmetric Tread
front: P245/40ZR-18
rear: P285/35ZR-19



Dimensions

Exterior


Wheelbase (in / mm):
105.7 / 2686

Overall length (in / mm):
174.6 / 4435

Overall width (in / mm):
72.6 / 1844

Overall height (in / mm):
49.1/ 1246

Track (in / mm):
front: 62.1 / 1577
rear: 60.7 / 1542

Curb weight (lb / kg):
est. 3245 / 1470

Weight distribution
(% front / rear):
51 / 49



Interior


Seating capacity
(front / rear):
2 / 0

Interior Volume (cu ft / L)
52.1 / 1475

Head room (in / mm):
37.9 / 962

Leg room (in / mm):
43 / 1093

Shoulder room
(in / mm):
55.2 / 1403

Hip room (in / mm):
53.7 / 1363



Capacities

Cargo volume (hatchback area)
(cu ft / L):
22.4 / 634

Fuel tank (gal / L):
18.0 / 68.1

Engine oil (qt / L):
5.5 / 5.2

gavriil

Notice there are 2 6 speed manual trannies. The latter will be the only one available for Europe I understand. Notice the shorter gear ratios.

gavriil

400 HP and 19 / 28 mpg gas consumption. Wow! Try to get that from any European car of this caliber and performance. Sheesh!

gavriil

2005 CORVETTE ENGINE: MOST STANDARD POWER EVER

DETROIT - GM today announced the new 2005 Corvette will feature the most powerful standard engine ever in Corvette history: the 400 horsepower, 6.0-liter, small-block V-8.

The new 6.0-liter LS2 is part of the fourth generation of GM?s small-block engines. The small-block debuted in 1955 with 265 cubic inches and 195 horsepower. Since then, this legendary family of engines has been an integral component of Corvette?s performance history.

?It?s almost impossible to talk about Corvette without the small-block,? said Dave Muscaro, GM Powertrain?s assistant chief engineer of small-blocks for cars. ?As Corvette has grown into a world-class sports car, the small-block has grown with it. The LS2 is a state-of-the-art engine that draws on a rich heritage of performance.?

The LS2 also raises the bar for standard performance in the Corvette, delivering 400 horsepower at 6000 rpm and 400 lb.-ft. of torque at 4400 rpm ? an increase of 50 horses and 40 lb.-ft. of torque over the previous Corvette?s LS1 engine.

?More than dynamometer numbers, the LS2 engine?s range of power and torque is broad and very usable in everyday driving,? said Muscaro. ?This engine is smoother, and more refined, but at the same time retains tire-thrashing output.?

Design changes for the better
Compared to the Gen III-based LS1, the LS2 incorporates several significant changes that help improve performance, reliability and serviceability:

All-new aluminum block casting incorporates provisions for external knock sensors and revised oil galleries; external sensors improve serviceability
Cylinder bore diameter increased to 101.6 mm (4.00 inches), increasing displacement to 6.0 liters
Camshaft lift increased to take advantage of increased cylinder head flow
Camshaft sensor relocated from the rear of the block to the front of the block provides room for new oil galleries
Flat-top piston design with lower ring tension reduces friction
Piston floating wrist pins help quiet the engine
Redesigned, ?wingless? oil pan with cast baffling has reduced mass and provides superior oil control under high-performance driving maneuvers
Revised exhaust manifolds are 33 percent lighter
More efficient ignition coils require less energy to provide a comparable spark
Compression raised to 10.9:1
Larger, 90-mm single-blade throttle body
Reduced-mass water pump design with improved sealing capability
Engine ?redline? raised to 6500 rpm
Revised and more powerful engine controller incorporates all electronic throttle control functions.
Mass has been reduced by 7 kilograms on the automatic version.
Cylinder heads for the LS2 are derived from designs used in previous Corvette Z06 models, including raised intake ports and an unshrouded-valve combustion chamber design that, when combined with the engine?s flat-top pistons, produces a more efficient swirl of the air/fuel mixture. This efficiency enables a higher 10.9:1 compression ratio, which increases fuel economy and horsepower.

Valves measure 2 inches for the intake and 1.55 inches for the exhaust. The valve springs also have been upgraded to withstand the engine?s increased power and rpm range.

The LS2?s new oil pan was developed to ensure oil delivery commensurate with Corvette?s high-performance capability. Extensive track testing has shown the new design to provide better oil control under the extreme demands of high-rpm/high g-force driving maneuvers. The elimination of the previous ?gull wing? oil pan design also reduces the engine?s oil capacity from 6.5 quarts to 5.5 quarts with a dry filter.

Engineers also increased the efficiency and reduced the mass of the exhaust manifolds. Wall thickness of the manifolds is reduced from 4 mm to 3 mm, eliminating weight and helping enhance airflow by approximately 4 percent.

?We sweated the details to ensure the engine maintains a balance between performance and efficiency,? Muscaro said.

Several of the new features of the LS2 were incorporated as continuous improvements to later versions of the Gen III engine, including long-life, iridium-tip spark plugs; pistons with full floating wrist pins; a redesigned water pump that significantly reduces the probability of a leak; and a stronger, long-life timing chain.

Building on a proven foundation
The LS2?s Gen IV architectural roots lie in the proven LS1 5.7-liter Gen III V-8 that was standard in the Corvette C5. It was an engine that redefined performance and efficiency expectations of cam-in-block architecture.

Like the venerable small-block engine introduced in 1955, the modern small-block features a 90-degree cylinder bank arrangement and 4.40-inch bore centers ? the distance between the center of one cylinder and the center of the next. The Gen IV builds upon the strengths of the Gen III small-block architecture, including:

Aluminum block with iron cylinder bore liners: The lightweight block is cast from 319-T5 aluminum with cast-in-place iron cylinder bore liners. A die-cast aluminum valley cover and upper deck rails tie together the cylinder banks, increasing torsional and bending stiffness.

Deep skirt block: Structural rigidity and operating smoothness is enhanced because the engine block extends below the crankshaft centerline.

Cross-bolted main caps: Two horizontal cross bolts for each main bearing cap complement four traditional vertical main cap bolts and contribute additional strength and smoothness to the engine?s rotating assembly.

Gerotor oil pump: Simple and compact in design, the gerotor-style oil pump fits the shallow oil pan and offers superior pumping capability.

Balanced cylinder head design: Performance and efficiency is enhanced with identical airflow and energy direction for each cylinder.

Coil-near-plug ignition: A separate ignition coil pack and short spark plug wire for each cylinder maximize the efficiency of the delivered coil energy, enhancing fuel efficiency and power.

Electronic throttle control (ETC): Instead of a mechanical linkage between the gas pedal and engine throttle, an electronic throttle control system improves driveability and reduces overall system complexity by eliminating typical conventional mechanical items, such as the idle air control motor, cruise control module and throttle relaxer (traction control).

Because the LS2?s new engine controller incorporates ETC commands, the separate ETC module used on the LS1 is no longer required. This allows faster communication of the controller to the throttle, as well as reducing the mass and complexity of the system. Additionally, emissions are slightly improved with the damping of unnecessary throttle movement.

Improvements to the engine?s crankcase breathing and ventilation were made similar to the LS6 engine, including moving the crankcase ventilation system?s PCV valve away from the rocker covers and into the block valley.

?The small-block V-8 is a powerful and continually refined package that stacks up with the best engines around the globe,? said Muscaro. ?The Corvette is simply the best way to showcase its world-class traits.?

Exhaustive efforts
Advances in catalyst substrates made possible catalytic converters that are at the same time more effective and less restrictive for the LS2?s exhaust. The new converters are mounted closer to the exhaust manifold for quicker lightoff and reduced cold-start emissions. As a result, the more restrictive quad catalyst design of the LS1 ? with its small, auxiliary ?pup? converters ? was not necessary to meet emissions requirements. An additional benefit of the exhaust system?s development was the elimination of the LS1?s air injection reaction system.

Subtle adjustments were made to the C6 exhaust system itself to improve its performance. Sharp angles in the tubing have been replaced with more gradual bends. A larger muffler volume and tri-flow technology eliminated certain periods prone to unwanted noise, particularly between 1500 and 2400 rpm. An inline muffler that flows more efficiently replaces the laterally mounted muffler in the C5. These changes, coupled with one converter per exhaust bank, reduced backpressure in the system and contributed to the LS6?s 400 horsepower and 400 lb.-ft. of torque.

Changing gears
The 2005 Corvette continues to offer drivers thrilling driving dynamics, whether they prefer shifting or leaving it to the transmission. The Tremec T56 six-speed manual is standard and the Hydra-Matic 4L65-E four-speed automatic is optional.

Corvette engineers thoroughly revised the Tremec gear box and added proprietary technology not offered on other automakers? high-performance transmissions. The six-speed transmission also has revised gearing when selected with the Z51 performance option. With the Z51, the Tremec is tailored with numerically higher gears to improve acceleration. Also, a lower fifth gear gives the Z51 better fuel efficiency and a higher top speed than base models. To increase durability in sustained high-speed situations, the Z51 and the base European manual-transmission models have a transmission cooler.

Smoother shifting six-speed
C6 Corvette drivers will find more pleasing, performance-oriented shifts with the six-speed transmission. They?re smoother and more precise, with shorter overall throws. The gear shift lever is now an inch shorter, and travel for all synchronizers is reduced by 10 percent. An all-new shift linkage and shift-rail bearings contribute to a more positive, confident feel. Computer Aided Gear Selection (CAGS) continues as a fuel-economy enhancement function for the manual transmission.

Durable 4L65-E delivers automatic performance
The available automatic transmission in the C6 is the new Hydra-Matic 4L65-E four-speed. An upgraded version of the C5?s 4L60-E, the ?L65? is strengthened and revised to accommodate the LS2?s 400 lb.-ft. of torque.

To beef up the internals, a five-pinion planetary gear set was added ? replacing a four-pinion gear set. The extra gear reduces friction and loads carried by all the gears. The washers between the gear sets are made from Teflon, allowing optimal operation at high speed.

For protection from the high temperatures that are generated by high speed, a four-plate oil cooler has been added. When the transmission fluid reaches 127 degrees Celsius (approximately 260 F), the torque converter lock does not disengage, except briefly during shifts. This prevents fluid shear in the torque converter from adding heat to the transmission.

The 4L65-E uses a highly advanced electronic controller that has been specifically calibrated for Performance Algorithm Shifting. This technology automatically selects the optimal gear for a given driving condition, making it a willing accomplice for performance driving and hard cornering. The 4L65-E transmission shifts at higher rpm, compared to the C5?s 4L60-E, to take advantage of the LS2?s higher horsepower and rev range.

Source: cheersandgears.com

gavriil

I understand that the 4 speed auto tranny in this C6 car, is taken from Heavy Duty trucks and it's certified for up to 380 pounds of torque. Up to now, GM has not addressed if any changes have been made to the tranny. I am sure it will hold fine...though I think it's notable that it's by 20 lb-ft overrated.

cusdaddy

The only problem with a 700hp Vette would be putting the power to the ground. The Enzo and GT have the engine behind the driver, which seems to allow the car to put the power to the ground easier (part of the fantastic 0-60 times of these cars). It would be amazing performance anyway though with 700hp

gavriil

From Autoweek

(14:14 Jan. 01, 2004)
’05 Corvette Revealed: Smaller, more powerful and sleeker, C6 promises Corvette nirvana


By KEVIN A. WILSON


(Photos © 2004 Jim Fets)
WE’VE BEEN BEHIND THE WHEEL OF THE ’05 Corvette. Really, sat right there in the bucket and grabbed the thick-rimmed leather-clad steering wheel and made sputtering noises while moving the shifter around, which is more than most visitors to this month’s North American International Auto Show will get to do when they clamp eyes on the thing.

No, we haven’t driven it yet—no one in the car magazine world has—but we’ve finally seen it up close and gotten under its skin. Some will call it evolutionary rather than a leap forward, but there’s no question the ’05 Chevrolet Corvette advances the state of the art. And coming only eight years after the last all-new Corvette, it arrives in time to stay competitive in the marketplace rather than playing catch-up. GM actually expects the sixth-generation C6 to be more competitive than was the C5, widely regarded as a leap forward in Corvette refinement and performance when it arrived in ’97.

2005 CHEVROLET CORVETTE
ON SALE: Fall
BASE PRICE: $45,000 (est.)
POWERTRAIN: 6.0-liter, 400-hp, 400-lb-ft V8; rwd, six-speed manual
CURB WEIGHT: 3245 pounds
0-60 MPH: 4.3 seconds (est.)



The composite body, influenced by both extensive wind-tunnel testing and experience from the C5-R racing program, draws its design inspiration from the landmark ’63 Sting Ray, even though it is the first Corvette since that second-generation (C2) model to run with exposed headlights. We’re told its standard 6.0-liter LS2 Gen IV small-block V8 generates 400 hp and will propel it to an honest, auto- bahn-tested stable 180-mph top speed. It is actually five inches shorter and an inch narrower than the car it replaces, a welcome change in direction for Corvette evolution.

Sleeker, tighter, quicker and more refined—more graceful to use the word chosen by Corvette chief engineer Dave Hill—the car reflects a company more globally aware than the one that last introduced a new Corvette for 1997. It has been tested extensively at the Nürburgring, for instance, and with an eye on European and Japanese competitors every bit as much as on the cross-town rival Dodge Viper.



When it debuts at the Detroit auto show, Chevrolet’s halo car will go to work a full nine months before it goes on sale. Part of its job, after all, is to draw people to Chevrolet, and when show-goers get to the GM stand to see the C6 they’ll find that Corvette is only one of a slew of new products on the floor. It will be joined by the Cobalt, for instance, GM’s latest and perhaps last attempt to build a competitive, small economy car in America. There are eight other new Chevys coming in the next 18 months, and another seven new GM products.

While the principles of C6 engineering are carried over from the C5, nearly every detail has changed. “By weight, more than 85 percent of the car is entirely new,” points out Corvette’s Hill.

Among the few direct carryover parts is the balsa-sandwich floorboard, which still tests out better than exotic composites for its performance in stiffness and noise suppression. It does its work in combination with hydroformed rails (same as on Cadillac XLR) and Hill claims better structural performance thanks to a reinforced windshield frame and a crossbar mounted at the bottom of the dash.

Though the all-independent suspension design with its composite leaf springs is unaltered, every single piece has been changed to refine the performance and to engineer in the longest travel of any sports car in the segment. The suspension cradle and control arms are all-new. Long travel allows the engineers to set the suspension up for both ride-enhancing bump absorption and handling refinement. Thirteen millimeters of suspension travel was added to the front, 20 mm in the rear, and eight degrees of caster was added for better on-center feel.

The base suspension is the FE1. The magnetic ride control is optional, and will again include a two-mode switch, tour and sport, with a greater evident difference between them. Opt for the Z51 performance suspension and you get stiffer springs and dampers, more aggressive tires, brakes and its own gear ratios (shorter through most gears for better acceleration, with a longer fifth for high top speed). A C6 with Z51 option will rival this year’s Z06 for performance, Hill said.



This is so even though the C6 (unlike Z06) rides on third-generation Goodyear run-flat tires, developed to cut road noise and improve ride, as well as provide snow performance, three common customer complaints about the previous tire on the base C5. The wheels are an inch bigger in diameter (18x8.5 front and 19x10 rear), and the tires are 10 mm wider than before at 245/40 and 285/35, Z-rated front and rear respectively. Big wheels make room for big brakes, and if you opt for the Z51 they get bigger still at 13.4 inches diameter front and 13.0 rear. Dual-piston front and single-piston rear calipers with ABS keep things under control.

The Tremec six-speed transaxle still resides out back, but the shifter mechanism has been refined. There is a dual-mass flywheel for smoother, quieter clutch action, the gearshift lever is an inch shorter and angled toward the driver, and the travel for all synchronizers is reduced 10 percent. There’s an all-new linkage, and shift-rail bearings that contribute to a quick, more snick-snick action.

Engineers considered a paddle-shift mechanism, and while it didn’t make it to the 2005 model, you might keep your eyes open for it in future years in either the high-performance Z06 (a 2006 model-year item) or a Corvette-based supercar (the so-called Blue Devil project). The automatic option is GM’s own 4L65 transmission, as before, but it gets a performance algorithm that allows the engine to rev higher before changing gears.

The front mid-engine placement sees the new V8 scoot forward two-thirds of an inch in the chassis, but since the wheelbase is longer, the weight distribution is unchanged. The 6.0-liter Gen IV V8 LS2 will be the biggest base engine in Corvette’s 52-year history when it arrives, and develops 400 hp and 400 lb-ft of torque, with a 6500-rpm redline. It has an aluminum block with iron cylinder liners and alloy heads, and weighs 15.4 pounds less than the 5.7-liter Gen III in today’s car.

The bore is a bit wider at exactly four inches, the compression ratio is up from 10.1 to 10.9, the intake airflow has been improved 30 percent, there’s a new throttle body and a new (composite) intake manifold. Other engine changes include stiffer valve springs and a revised camshaft for more valve lift, as well as a new heavy-duty timing chain, 33 percent lighter exhaust manifold, external knock sensors, drilled main crank bearings, new oil pan and an upgraded water pump. GM claims its C5-R racing program influenced the engine development in power production and durability. One example: The new wingless oil pan better maintains oil pressure in extreme handling maneuvers, even while containing one quart less oil and draining more easily for the home mechanic.



The engine electronics are fully integrated with an active handling system that will allow the driver to slide the car some, even when engaged in what GM calls the most sporting handling-assist mode on the market. Hill promises that it adds up to a more European handling character and that for all the hardware, the real story of the C6 will come when we drive it and find how much the car’s dynamics have improved... we’ll just have to wait and see.

Which leaves us outside, looking at this latest version of America’s sports car. The styling has more edge to it compared to the C5, the fender tops recalling the Sting Ray. The front fenders are slightly higher crowned, so to speak, to evoke Sting Ray. It nods to its heritage without being retro.

“When you stand back and look at the car it must say Corvette,” said C6 designer Tom Peters, who refers to the sharper fender edges as “shoulders.” “It must say ‘American car,’ yes, but an international or global American car. We wanted more crispness and character definition in the shape.”

The exposed headlights and the smiling grille beneath them are the most noticeable differences, creating a different face but one that’s recognizably Corvette. There are fewer panels and cutlines around the headlights and front plate. While the taller fender does intrude on forward visibility slightly, Hill notes that it’s nothing like the obtrusive C3 “shark” car’s fenders, and that the forward sightlines are still much like those in C5.

“Plus, you can look out over the car and not see the air brakes [pop-up headlights] anymore,” he notes. The change to exposed lights was driven by performance, both of the lights themselves, which are projector beams that not only light the road better but stay aligned better, and of the car overall. Other sports car makers (think Acura’s NSX) have abandoned hideaway lights for similar reasons.


“The exposed lights are really inspired from the C5-R race car,” noted GM vice chairman Bob Lutz. “They have genuine racing heritage.”

Designer Peters says the car has a more serious, straightforward look to it without the hidden lights. Some observers will see Viper, others will note the light shape and think of Mitsubishi’s 3000GT. We have a few months to get used to it before the car goes on sale in the fall, anyway.

There are integrated door handles in the back edge of the door, as on XLR, and the B-pillars slant rearward instead of forward as on the C5. The windshield is slightly more upright; the idea here was to cut wind buffeting when the top is out. The top is larger than before, only a bit heavier, and stows horizontally, leaving a better-shaped luggage space beneath.

The body is five inches shorter overall, two inches shaved from the front and
three from the back, so overall length is within millimeters of the Porsche 911. At the rear axle line, the car is one inch narrower and this helps the tail look less massive than the C5’s. The wheelbase is 1.25 inches longer, the height is the same as before and the weight is the same (since the car is engineered to fit within the EPA weight class).

The coefficient of drag is improved to 0.28 from 0.29 (C5). The car isn’t necessarily a “downforce car” like the race car, but has benefited from the C5-R experience. GM feels it can’t put much downforce in the car without having a negative impact on fuel economy. However, it moves in that direction by reducing lift. Hill and Peters had no numbers to quote on anti-lift coefficients, but point to the top speed of 180 mph, up from 171 (Z06) and 175 (standard car). They said they wanted the 180 mph to feel stable and confident, not as if the car is at or close to its ultimate limits.

Hill said GM has done more dynamic testing than ever focused on this (autobahn, Nürburgring), confirming not only that the C6 can get to 180, but that the car behaves as intended at those speeds.

Several things combine to achieve this according to GM: The CHMSL (built into the top of the rear fascia) acts as a bit of a spoiler, the back glass area, fenders and rear quarter areas are contoured to minimize lift. The car’s widest point is the rear axle area, narrowing at the rearward-most points, for both styling and aero.



The underbody and rear fascia help air exit from under the car in a more controlled way, Peters said. It was modeled after the C5-R in terms of air-flow, including the use of the close-out panel called a diffuser that houses the exhaust tips and backup lights. The C5 has no such panel, the exhaust tips kind of float underneath a rear fascia that doesn’t manage the underbody airflow as does the race car. The tail looks tidier, and the panel also fits better where it meets the rear quarter-panel.

GM used super-computers to do the aero modeling, meaning running dozens or hundreds of dozens of tests at the same time instead of one at a time, reaching far more specific and precise conclusions. Still, the biggest wins came the old-fashioned way, both for appearance and aero performance: hand sculpting of the exterior in GM design studios, “sweetening” the computer-drafted shape, and more than 400 hours of wind-tunnel time, more than GM has ever done on any car.

Inside, GM is promising dramatic improvements in material quality, though we couldn’t judge that on the prototypes we were shown: The materials were faked-up for photography purposes, not yet in their final production form. What we could see, clearly, was that there are fewer pieces, so fewer seams and gaps. Hill said every concern that C5 customers have expressed has been addressed inside. Despite the overall shorter layout, the cabin space is the same as in this year’s car, both in passenger accommodation and cargo volume.

Anodized aluminum accents, two “real-world” cupholders in the console, and optional DVD navigation system in the center stack are notable additions. The reconfigurable, optional head-up display offers two modes: street and track. In street mode, you can have, say, the speedometer and turn indicators displayed. Track mode offers a big tachometer and engine gauges, plus a real-time lateral accelerometer (it holds onto a peak reading long enough that you can look at it on the following straight, rather than trying to watch it mid-turn).

Only the coupe will debut in Detroit. The convertible will be shown later in the year, and the Z06 will be a 2006 model-year item. Hill said it will differ more from the C6 on which it is based than today’s Z06 is from the C5, and talk of 500 hp is widespread. Thanks to the existence of the Cadillac XLR for the luxury touring car crowd, Corvette engineers will be free to concentrate on the performance side of the equation. It’s looking like an exciting time for Corvette fans.

Source: Autoweek

gavriil

1. Although the Enzo is a mid-engined car, the C6 is not a much worse of a configuration. That's mostly because the engine sits behind the front transaxle. Which is second best config. for performance.

2. When I wrote "beat the Enzo", I did not only have in mind the 0-60 performance factor, but all related performance factors.

gavriil

The complete scoop

DarkSithCL

iTrader: (1)

Just now seeing this car....quess my Acura CL-S has had my head all tied up....but it is hot....I mean smokin HOT...wow...cannot wait to see one on the high way...just cruzin

kansaiwalker1

Thursday, January 1, 2004


GM tells Vette fans: Kindly stay away


By Ed Garsten / The Detroit News


DETROIT — General Motors Corp. craves the buzz the 2005 Corvette is already getting but enthusiasts and even employees of the automaker are being asked to kindly buzz off from Sunday night’s media introduction of the next generation of the iconic sports car.


Even credentialed journalists will have a tough time elbowing their way into the event at the Detroit Opera House. While more than 6,000 media credentials have been issued, the Opera House can only handle about 2,000 people, according to General Motors Corp. spokesman Terry Rhadigan.

That means there are going to be a lot of people turned away at the door, including many GM employees.

“As big as GM is, we’ve had a lot of internal people who would like to get in,” said Rhadigan, “but first and foremost it’s a media event and we tell them, ‘If you love the Corvette, maximize the press coverage. ‘ ”

Rhadigan said “appropriate” security would be in place, closely approximating that of last year’s splashy introduction of the Cadillac Sixteen concept car at the Opera House. The bottom line: no media credential, no entry.

Civilians and Corvette fanatics will have to wait until the show opens a week from Saturday.

“The last thing we want to do is make them feel less than valued customers,” Rhadigan said.

Anyone considering counterfeiting a media pass has their work cut out for them. This year’s credentials feature a special hologram and must be validated with photo identification before they can be used.

“Two years ago we upped our security to a level we think would be sufficient for any situation,” said Rod Alberts, the auto show’s executive director.

GM is also taking a few preventive steps to minimize the crush of would-be gate crashers at Sunday night’s event. Instead of holding details and photos of the new Corvette until after the car’s official introduction, the automaker allowed the media to run stories and photos today, in advance of the event to satisfy the public’s curiousity.

And Corvette fans on the West Coast will be able to see the car in person Monday at the Los Angeles Auto Show.

The late decision to accommodate Corvette fans in Southern California has sparked the organization of a caravan of Corvette enthusiasts who plan to arrive en masse from an Anaheim, Calif., Corvette dealership to the Los Angeles Convention Center.

Corvette collector Tony Vernogis of Grosse Pointe Woods is organizing a visit to Detroit of at least 30 members from an enthusiast group, some from as far away as Alaska, but they won’t arrive until the show opens to the public.

Vernogis — grandfather of 8, and owner of 7 Corvettes — just sold his latest ‘Vette and placed a deposit on a new one. He tried in vain to score a media pass but is plunking down 50 bucks to see the car three days early during supplier preview days. Why not simply wait until the rest of the gang arrives and save the 50 bucks?

“I just can’t,” said Vernogis. “I have to see it. Corvettes are part of my life. I feel like a kid at Christmas.”

You can reach Ed Garsten at (313) 223-3217 or egarsten@detnews.com.

Beltfed

Searched for a C6 topic, none came up.....starting a new thread.

From MT

First time a convertible 'Vette gets an available power soft top ($2,000 option) Top lowers in 18 seconds. Z51 performance package available with the convertible. Passes federal roof crush standards (which convertibles are not currently required to meet) with no pop-up hoops or rollbars. AM/FM antenna integrated into rear fascia of car, with shark fin on trunk for XM radio/Nav system/OnStar (antenna placement was the reason previous 'Vettes didn't get OnStar or XM). New Bose AudioPilot stereo with noise-compensating and sound-equalizing algorithm when top is down. Redesigned door pillar and windshield surrounds give more structural rigidity. New fiberglass tub separates trunk from passenger space to reduce road noise. New 5-ply top to reduce road noise. Lower instrument panel side braces attach to door panels to reduce cowl shake that's plagued previous 'Vettes. On sale in the Fall.

DISRUPTV

nice job beltfed


i bet we see more of these on the island than honda accord coupes w/in a few years lol

heyitsme

Was looking at those early, nice job as usual, on the vette atleast.