Chevrolet: Corvette News
12-18-2003, 02:28 PM
#202
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Originally posted by 80's Boy
Lets just hope that they are spending a few more bucks on the interior. I hate sitting down in the current C5 and feeling like most of the switches came straight out of a Crapalier.
Lets just hope that they are spending a few more bucks on the interior. I hate sitting down in the current C5 and feeling like most of the switches came straight out of a Crapalier.
12-18-2003, 02:30 PM
#203
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Originally posted by Maximized
I bet it will be N/A in the end. It's pretty easy to make that amount of hp in a small block chevy.
I bet it will be N/A in the end. It's pretty easy to make that amount of hp in a small block chevy.
12-18-2003, 05:56 PM
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Originally posted by gavriil
625 HP from 7 liters is doable though you have to make that motor turn fast. And I have never heard of that size of a motor be reliable at the 7K rpm level (personal guess for achieving that type of HP from 7 liters). Hence the Supercharging.
625 HP from 7 liters is doable though you have to make that motor turn fast. And I have never heard of that size of a motor be reliable at the 7K rpm level (personal guess for achieving that type of HP from 7 liters). Hence the Supercharging.
12-18-2003, 06:03 PM
#206
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Originally posted by Maximized
My friend has a sb chevy that was bored/stroked to 427 CI. It is all aluminum and makes 900+ crank hp. The motor is supposedly reliable in it's current state. I am sure Chevy engineers can make a 625+ hp N/A engine that revs fairly decent. Heck, In 1969 Chevy had the L88 which made roughly 550 hp thru a carb.
My friend has a sb chevy that was bored/stroked to 427 CI. It is all aluminum and makes 900+ crank hp. The motor is supposedly reliable in it's current state. I am sure Chevy engineers can make a 625+ hp N/A engine that revs fairly decent. Heck, In 1969 Chevy had the L88 which made roughly 550 hp thru a carb.
1. As you said, your friend's motor is "supposedly" reliable. Your friend I bet has no way of knowing because of lack of resources (test facility, big bucks, know how, etc).
2. I bet your friend has no idea about what emissions his engine puts out. And I bet they are off the charts compared to federal law (I wont examine, noise regulations and noise levels period, NVH, etc)
3. 550HP in the 60s was gross power which is about 60% of that today. Generally speaking 550 HP in 1969 is about 330HP today.
So it aint that simple.
12-18-2003, 06:46 PM
#208
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Originally posted by gavriil
3 things:
1. As you said, your friend's motor is "supposedly" reliable. Your friend I bet has no way of knowing because of lack of resources (test facility, big bucks, know how, etc).
2. I bet your friend has no idea about what emissions his engine puts out. And I bet they are off the charts compared to federal law (I wont examine, noise regulations and noise levels period, NVH, etc)
3. 550HP in the 60s was gross power which is about 60% of that today. Generally speaking 550 HP in 1969 is about 330HP today.
So it aint that simple.
3 things:
1. As you said, your friend's motor is "supposedly" reliable. Your friend I bet has no way of knowing because of lack of resources (test facility, big bucks, know how, etc).
2. I bet your friend has no idea about what emissions his engine puts out. And I bet they are off the charts compared to federal law (I wont examine, noise regulations and noise levels period, NVH, etc)
3. 550HP in the 60s was gross power which is about 60% of that today. Generally speaking 550 HP in 1969 is about 330HP today.
So it aint that simple.
2. It won't pass new car emmissions and is too loud for use on the street. The car that it's going to be used in is exempt from emmisions in IL, so its not a problem for them. It could be made quieter with the use of chambered mufflers, but at the expense of hp and tw.
3. The 550hp-600hp SAE Gross that was quoted was crank hp. That's rougly 450-500hp by todays standards running thru a carb without todays modern CAD/CAM design. Im sure Chevy can make a 625 hp N/A engine that can pass emmissions, but it might be pricey.
12-19-2003, 12:55 PM
#209
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think the 500 zo6 will be enough to beat the gt. ligenfelter already has the 427 zo6 on the streets with 500hp
Lingenfelter Performance Engineering (LPE) developed new Nikasil-coated iron cylinder liners that replace the stock thin-walled units. These new liners allow a 4.125-inch bore, 0.225-inch larger than stock. Combine that with the longer four-inch stroke, and voilà! you get 427.6 cubic inches. Yes, we know 427.6 rounds to 428, and we include that number in our spec panel. For historical reasons, Lingenfelter says he's sticking with 427.
Meanwhile, GM Performance Parts also released its own big-bore version of the LS1 block. It too permits a 4.125-inch bore and is the same block used in the 24 Hours of Daytona-winning Corvette C5R. Since it is meant for racing, it's a beefier, stronger, and more expensive block than the stock unit.
Enlarging an LS1 by 82 cubic inches takes a bunch of work. Add up a lot of labor and new engine internals, and the $22,650 price doesn't seem so obscene. If you want to use the GM Performance Parts block, as our 2001 Z06 test car had, add another four grand. These are the prices for Z06 Corvette conversions, with their better-breathing heads and intake system. If you have a standard C5 Vette, figure in an additional three grand to cover the cost of new Z06 heads and intake. And don't forget the added charge of shipping your car to Lingenfelter's shop in Decatur, Indiana.
If those prices make your sphincter flutter, keep this in mind: In 1966, engines were not nearly as durable and required frequent valve adjustments, tuneups, and general maintenance to keep them in top condition. And don't forget that back then hard starting, stalling, and carburetion hiccups were all part of the package. Those problems do not exist in Lingenfelter's new engine, which ticked easily through our track testing. Lingenfelter says that the 427 needs no more maintenance than a stock Vette, and he even warrants his engines for two years or 24,000 miles.
But you don't care about oil changes. You want to know what kind of stomach-sucking numbers the 427 Vette can muster, and our test car did not disappoint. How does 0 to 60 mph in 3.4 seconds grab you? Or 0 to 100 mph in 7.8 seconds? That's almost a full second quicker to 60 mph than the stock Z06.
The 427 similarly rips through the quarter-mile in 11.7 seconds at 124 mph and on to 150 mph in only 18 seconds flat—both quicker than any other production car built today.
One reason for the 427's strong numbers is the smooth way it doles out the power without the tires breaking loose. Unlike Lingenfelter's turbo conversions (see sidebar), which add power in explosive bursts when the turbos spool up, the 427 pulls consistently from idle to the 6000-rpm redline. A twitchy foot will, however, easily break loose the stock 11.6-inch-wide rear tires.
Part of the 427's magic is the snap in your seat that turns up every time you stand on the gas. We like the turbo motors because they are so docile when they're not generating any boost, but with the 427, there's no turbo lag before the serious kick throws you back in your seat. And yet the 427 suffers no drivability loss. Spend some time in this 427, and you soon see why Corvette guys find that three-digit combo so alluring.
Lingenfelter Performance Engineering, 1557 Winchester Road, Decatur, Indiana 46733; 219-724-2552; www.lingenfelter.com.
LINGENFELTER 427 Z06 CORVETTE
Vehicle type:: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
Price as tested:$78,173 (base price: $71,778)
Engine type:pushrod 16-valve V-8, aluminum block and heads, GM/LPE engine-control system with port fuel injection
Displacement428 cu in, 7007cc
Power (SAE net)500 bhp @ 5800 rpm
Torque (SAE net)530 lb-ft @ 4400 rpm
Transmission6-speed manual
Wheelbase 104.5 in
Length 179.7 in
Curb weight 3275 lb
Zero to 60 mph 3.4 sec
Zero to 100 mph 7.8 sec
Zero to 110 mph n/a
Zero to 130 12.7 sec
Zero to 150 mph18.0 sec
Street start, 5-60 mph 4.4 sec
Standing 1/4-mile 11.7 sec @ 124 mph
Braking, 70-0 mph 152 ft
Roadholding, 300-ft-dia skidpad 0.98 g
EPA fuel economy, city driving 18 mpg
Lingenfelter Performance Engineering (LPE) developed new Nikasil-coated iron cylinder liners that replace the stock thin-walled units. These new liners allow a 4.125-inch bore, 0.225-inch larger than stock. Combine that with the longer four-inch stroke, and voilà! you get 427.6 cubic inches. Yes, we know 427.6 rounds to 428, and we include that number in our spec panel. For historical reasons, Lingenfelter says he's sticking with 427.
Meanwhile, GM Performance Parts also released its own big-bore version of the LS1 block. It too permits a 4.125-inch bore and is the same block used in the 24 Hours of Daytona-winning Corvette C5R. Since it is meant for racing, it's a beefier, stronger, and more expensive block than the stock unit.
Enlarging an LS1 by 82 cubic inches takes a bunch of work. Add up a lot of labor and new engine internals, and the $22,650 price doesn't seem so obscene. If you want to use the GM Performance Parts block, as our 2001 Z06 test car had, add another four grand. These are the prices for Z06 Corvette conversions, with their better-breathing heads and intake system. If you have a standard C5 Vette, figure in an additional three grand to cover the cost of new Z06 heads and intake. And don't forget the added charge of shipping your car to Lingenfelter's shop in Decatur, Indiana.
If those prices make your sphincter flutter, keep this in mind: In 1966, engines were not nearly as durable and required frequent valve adjustments, tuneups, and general maintenance to keep them in top condition. And don't forget that back then hard starting, stalling, and carburetion hiccups were all part of the package. Those problems do not exist in Lingenfelter's new engine, which ticked easily through our track testing. Lingenfelter says that the 427 needs no more maintenance than a stock Vette, and he even warrants his engines for two years or 24,000 miles.
But you don't care about oil changes. You want to know what kind of stomach-sucking numbers the 427 Vette can muster, and our test car did not disappoint. How does 0 to 60 mph in 3.4 seconds grab you? Or 0 to 100 mph in 7.8 seconds? That's almost a full second quicker to 60 mph than the stock Z06.
The 427 similarly rips through the quarter-mile in 11.7 seconds at 124 mph and on to 150 mph in only 18 seconds flat—both quicker than any other production car built today.
One reason for the 427's strong numbers is the smooth way it doles out the power without the tires breaking loose. Unlike Lingenfelter's turbo conversions (see sidebar), which add power in explosive bursts when the turbos spool up, the 427 pulls consistently from idle to the 6000-rpm redline. A twitchy foot will, however, easily break loose the stock 11.6-inch-wide rear tires.
Part of the 427's magic is the snap in your seat that turns up every time you stand on the gas. We like the turbo motors because they are so docile when they're not generating any boost, but with the 427, there's no turbo lag before the serious kick throws you back in your seat. And yet the 427 suffers no drivability loss. Spend some time in this 427, and you soon see why Corvette guys find that three-digit combo so alluring.
Lingenfelter Performance Engineering, 1557 Winchester Road, Decatur, Indiana 46733; 219-724-2552; www.lingenfelter.com.
LINGENFELTER 427 Z06 CORVETTE
Vehicle type:: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
Price as tested:$78,173 (base price: $71,778)
Engine type:pushrod 16-valve V-8, aluminum block and heads, GM/LPE engine-control system with port fuel injection
Displacement428 cu in, 7007cc
Power (SAE net)500 bhp @ 5800 rpm
Torque (SAE net)530 lb-ft @ 4400 rpm
Transmission6-speed manual
Wheelbase 104.5 in
Length 179.7 in
Curb weight 3275 lb
Zero to 60 mph 3.4 sec
Zero to 100 mph 7.8 sec
Zero to 110 mph n/a
Zero to 130 12.7 sec
Zero to 150 mph18.0 sec
Street start, 5-60 mph 4.4 sec
Standing 1/4-mile 11.7 sec @ 124 mph
Braking, 70-0 mph 152 ft
Roadholding, 300-ft-dia skidpad 0.98 g
EPA fuel economy, city driving 18 mpg
12-19-2003, 09:40 PM
#211
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Originally posted by charliemike
4-spd Automatic? Get that crap out of here ...
Freakin' Hyundais have 5-speed autos now.
Unbelievable.
4-spd Automatic? Get that crap out of here ...
Freakin' Hyundais have 5-speed autos now.
Unbelievable.
12-19-2003, 09:46 PM
#212
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11.7 is Ford GT territory. Nice job and the price is not totally outragous. You could get a Viper RT for this kind of performance though you will pay a few thousand $ more. It almost makes sense.
12-19-2003, 10:10 PM
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Notice how much lower that suspension sits with the new car. Or at least how much more room there is between the rear fender edge and the tires with the current car. Looks dropped from the factory.
12-22-2003, 07:13 AM
#215
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Originally posted by gavriil
I am guessing that will be fixed with a 6 speed automatic tranny a year or 2 later.
I am guessing that will be fixed with a 6 speed automatic tranny a year or 2 later.
From the day they released the C5 to production they should have started working on a 5 or 6-speed auto tranny.
I can't find the breakdown of auto vs. manual transmissions but I'm going to assume it's 50-50 or higher for the auto.
There's no excuse for releasing the new car with a 4-speed auto.
12-22-2003, 10:00 PM
#220
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Interesting, I wonder if they will build it.
My guess says I would still rather have the GT40 on looks. But I'll wait and see if this monster exists. Easy for anyone to make something faster on paper
My guess says I would still rather have the GT40 on looks. But I'll wait and see if this monster exists. Easy for anyone to make something faster on paper
12-22-2003, 10:53 PM
#221
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damn, I can't edit my post at the bottom of the previous page. Ignore that pic. It's a good chop job. I found the unchopped version here: http://palmeter.com/C6Spy31.jpg
12-23-2003, 08:39 AM
#223
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Originally posted by tinman
damn, I can't edit my post at the bottom of the previous page. Ignore that pic. It's a good chop job. I found the unchopped version here: http://palmeter.com/C6Spy31.jpg
damn, I can't edit my post at the bottom of the previous page. Ignore that pic. It's a good chop job. I found the unchopped version here: http://palmeter.com/C6Spy31.jpg
I was gonna say...that looks fake and...ugly. Do you want me to delete the pic?
12-23-2003, 08:40 AM
#224
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Originally posted by cusdaddy
It has headlights almost exactly like the 360... Very nice IMO
It has headlights almost exactly like the 360... Very nice IMO
12-23-2003, 08:45 AM
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Bedeviled Vettes: Chevy mum about plans for 600-hp C6 supercar
By AUTOWEEK
Chevy is not confirming the existence of a super-high-performance Corvette called the Blue Devil (AW, Dec. 22), but officials acknowledge it’s possible that engineering and racing development prototypes based on the sixth-generation Corvette do exist and may have picked up the moniker.
And yes, as many AutoWeek readers have suggested, the Blue Devil name was chosen intentionally to catch the attention of General Motors CEO and Duke University Blue Devil alus Rick Wagoner.
Chevy officials say they have no production plans for the 600-hp, 7.0-liter V8-powered Blue Devil, despite information obtained by AutoWeek pointing to a 2006 production debut of the $100,000 sports car. The production C6’s worldwide premiere is just days away at the Detroit auto show.
Source: Autoweek
By AUTOWEEK
Chevy is not confirming the existence of a super-high-performance Corvette called the Blue Devil (AW, Dec. 22), but officials acknowledge it’s possible that engineering and racing development prototypes based on the sixth-generation Corvette do exist and may have picked up the moniker.
And yes, as many AutoWeek readers have suggested, the Blue Devil name was chosen intentionally to catch the attention of General Motors CEO and Duke University Blue Devil alus Rick Wagoner.
Chevy officials say they have no production plans for the 600-hp, 7.0-liter V8-powered Blue Devil, despite information obtained by AutoWeek pointing to a 2006 production debut of the $100,000 sports car. The production C6’s worldwide premiere is just days away at the Detroit auto show.
Source: Autoweek
12-23-2003, 02:03 PM
#227
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Originally posted by gavriil
I was gonna say...that looks fake and...ugly. Do you want me to delete the pic?
I was gonna say...that looks fake and...ugly. Do you want me to delete the pic?
12-23-2003, 05:13 PM
#230
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hot as hell, i love it.
One thing i dont like is it dosent say corvette across the middle between the lights its on the bottom right...not feeling that.
One thing i dont like is it dosent say corvette across the middle between the lights its on the bottom right...not feeling that.
12-24-2003, 11:40 AM
#233
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the steering wheel is just way too big, and it ruins everything. it just takes away all your attention, and not to mention, sucks the big one! they should have just shop lifted the cadillac XLR interior! 
12-24-2003, 09:26 PM
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Originally posted by Crazy Sellout
I just steal from the rich and give to the poor :o
I just steal from the rich and give to the poor :o
Hehehe...
I guess the poor are all of us here in this forum right Crazy?
