Pics and details on the C6 Z06

GM press release on the C6 Z06:

Quote:

CORVETTE Z06: RACING SUCCESS HELPS BREED THE FASTEST, MOST POWERFUL
PRODUCTION CORVETTE EVER BUILT
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DETROIT – By winning every race in the 2004 season, the Corvette C5-R
racing team wrapped up the most successful era in Corvette’s 50-year
racing history. In its five years, the C5-R racing program took 35
victories in 55 races, four American Le Mans Series championships and
three double victories at the 24 Hours of LeMans.

The Z06 sparked the second half of the C5’s life span with a Corvette
model for the extreme performance enthusiast. Now, Team Corvette combines
the numerous attributes of the sixth-generation Corvette with the
technology and winning determination from the C5-R program to take the
new Z06 to the next level in total performance.

Chevrolet introduced the 2006 Corvette Z06 at the North American
International Auto Show. It is the fastest, most powerful car ever
offered by Chevrolet and General Motors. It is comprised of an
unprecedented level of capability and technology, making it one of the
greatest performance values on the market. And with an unmistakably
muscular appearance, the ’06 Z06 has a visual attitude that always looks
ready to demonstrate Corvette’s winning attitude to any challenger around
the globe.

“The new Z06 is the dividend from competing so successfully in endurance
racing,” said Dave Hill, Corvette’s chief engineer. “It combines the
strong attributes of the new, sixth-generation Corvette with the spirit,
technology and know-how from the race program to form an American
supercar with outstanding credentials.” The new Z06 achieves 500
horsepower in an approximately 3130-pound (1419.7 kg) package and is
expected to deliver 0-60 performance of less than 4 seconds, eclipse the
quarter-mile in less than 12 seconds and deliver a top speed of more than
190 mph on a race track.

The links between racing and the production Z06 are both direct and
indirect, as the vehicle was developed in conjunction with the
forthcoming C6-R racecar, but they boil down to the application of
lessons that could only have been learned after countless laps of
endurance racing – everything from suspension geometry to aerodynamics.
What the engineers developed was a totally unique vehicle that has its
own powertrain, body structure and chassis system which are distinct from
other Corvette models.

Previous Z06 models, from the original 1963 model to the 2001-04
editions, incorporated suspension and/or engine upgrades that
complemented existing Corvette systems. Not surprisingly, the specs for
the ’06 read like the blueprint of a champion. They include:

• LS7 7.0-liter/427-cubic-inch Gen IV V-8 with lightweight reciprocating
components
• 500 horsepower (373 kw) at6200 rpm
• 475 lb.-ft. of torque (657 Nm) at 4800 rpm
• 7000 rpm redline
• Titanium connecting rods and intake valves
• Dry-sump engine lubrication system
• Engine hand-built at GM’s new Performance Build Center
• Aluminum body structure with one-piece hydroformed perimeter rails
frame and magnesium front cradle
• Fixed roof design optimizes body rigidity and aerodynamics
• Carbon-fiber composite front fenders and front wheelhouses
• Unique front fascia incorporating a larger grille, cold-air scoop and
lower air splitter
• Wide-body rear fenders and a unique rear spoiler incorporated with the
CHMSL
• Huge 14-inch (355-mm) cross-drilled front disc brakes with six-piston
calipers and 13.4-inch (340-mm) cross-drilled rear rotors with
four-piston calipers
• 18 x 9.5-inch front wheels with 275/35ZR18 tires and 19 x 12-inch rear
wheels with 325/30ZR19 tires
• 3-inch-diameter exhaust with bi-mode mufflers and larger polished
stainless steel tips
• Engine, transmission and differential oil coolers; and steering cooler
• Rear-mounted battery to improve weight distribution
• Unique interior features including revised gauge cluster and
lightweight two-tone seats with more aggressive bolsters
• Curb weight of 3130 pounds / 1419.7 kg (estimated)
• 3 inches (76.2 mm) wider than other Corvette models
• Vehicle developed simultaneously with C6-R racecar. The features above
are merely the highline points of the comprehensively designed Z06. What
follows is a closer look at the vehicle’s unique attributes.

LS7 engine The all-new LS7 of the ’06 Z06 reintroduces the 427-cubic-inch
engine to the Corvette lineup. Unlike the previous 427 engine, which was
a big-block design, the new 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.

With 500 horsepower and 475 lb.-ft. of torque, it also is the most
powerful passenger car engine ever produced by Chevrolet and GM. The LS7
is easily identified under the hood by red engine covers with black
lettering.

The LS7 shares the same basic Gen IV V-8 architecture as the Corvette’s
6.0-liter LS2, but the LS7 uses a different cylinder block casting with
pressed-in steel cylinder liners to accommodate the engine’s wide,
104.8-mm-wide cylinder bores; the LS2 has 101.6-mm bores. And when
compared to the LS2, the LS7 also has a different front cover, oil pan,
exhaust manifolds and cylinder heads.

Internally, the LS7’s reciprocating components make use of racing-derived
lightweight technology, including titanium connecting rods and intake
valves, to help boost horsepower and rpm capability. The rpm fuel
shut-off limit is 7000 rpm.

The LS7’s specifications include:
• Unique cylinder block casting with large, 104.8-mm bores and pressed-in
cylinder liners
• Forged steel main bearing caps
• Forged steel crankshaft
• Titanium connecting rods with 101.6-mm stroke • Forged aluminum
flat-top pistons
• 11.0:1 compression
• Dry-sump oiling system
• Camshaft with .591-inch lift
• Racing-derived CNC-ported aluminum cylinder heads with titanium intake
valves and sodium-filled exhaust valves
• Titanium pushrods and valve springs
• Low-restriction air intake system
• Hydroformed exhaust headers with unique “quad flow” collector flanges.

“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 passenger cars.
“We’ve taken much of what we’ve learned over the years from the 7.0-liter
C5-R racing program and instilled it here. There really has been nothing
else like it offered in a GM production vehicle.”

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

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
Corvette’s 6.0-liter LS2 V-8 – an 18-percent increase in airflow.
Consequently, a hydraulic roller camshaft with .591/.591-inch valve lift
is used to allow plenty of air to circulate in and out of the engine.

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-cc combustion chambers which are fed by huge,
56-mm-diameter titanium intake valves. The lightweight titanium valves
weigh 21grams less than the stainless steel valves used in the LS2,
despite the valve head having 22 percent more area.

They are complemented by 41-mm sodium-filled exhaust valves, vs. 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 –
versus 15 degrees for the LS2 – to enhance airflow through the ports.

All LS7 engines are assembled by hand at GM Powertrain’s new Performance
Build Center in Wixom , Mich. 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 oiling system The LS7 has a dry-sump oiling system designed to
keep the engine fully lubricated during the high cornering loads the
Corvette Z06 is capable of producing. An engine compartment-mounted
8-quart reservoir delivers oil at a constant pressure to a
conventional-style 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. Oil circulates through the engine and down
to the oil pan, where it is sent back to the reservoir via a scavenge
pump. The large-capacity reservoir, combined with a high efficiency
air-to-oil cooler, provides necessary engine oil cooling under the
demands of the engine’s power output. With the dry-sump system, oil is
added to the engine via the reservoir tank – which includes the oil level
dipstick.

The LS7’s dry-sump system was developed and tested on racetracks in the
United States and Europe , including Germany ’s famed Nürburgring. And
while common in racing cars, the Corvette Z06 is one of just a handful of
production vehicles – and the only production Corvette – to ever
incorporate such a high-performance oiling system.

Drivetrain ....
The Corvette Z06’s powertrain and drivetrain systems are matched to the
LS7’s performance capability. The light, four-into-one headers discharge
in 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.

At the rear of the LS7 engine, a single-mass flywheel and lightweight,
high-capacity clutch channel torque to the rear transaxle. The six-speed
manual transmission 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 lube before returning to
the transmission.

The M6 transmission 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.

Body structure...
The Z06 has a unique aluminum body structure for optimum stiffness and
light weight for the fixed-roof bodystyle. 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 the innovative structure with
state-of-the-art manufacturing technologies.

Advanced structural composites featuring carbon fiber are bonded to the
aluminum 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.

Chassis system ...
The 2006 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 aluminum yet incredibly strong. The magnesium
cradle helps improve the front-to-rear weight distribution, as do
carbon-fiber front fenders and wheelhouses. Engineers also moved the
battery from underhood to a position in the rear cargo area, behind one
of the rear wheels. “This is an instance where the street car uses more
advanced material than the racecar,” said Hill. “We’re constrained by
rules to run the steel frame in the racecars, but we stretched to bring
even more performance technology to the street for out customers.” The
mass reductions are offset by some added performance enablers, including
dry-sump lubrication, 3-inch (76.2-mm) exhaust with outlet valves, larger
wheels and tires, more power brake and stiffer roll stabilizers.

Suspension, brakes, wheels and tires The Z06 retains the 106-inch
(2686-mm) wheelbase of other Corvette models, as well as the short-long
arm suspension and transverse leaf spring design, but it rides on all-new
wheels, tires, brakes, as well as its own rear spring and roll
stabilizer.

The firmer suspension works harmoniously with large 18 x 9.5-inch
cast-spun aluminum wheels and 275/35ZR18 tires in the front, and 19 x
12-inch cast-spun aluminum wheels with 325/30ZR19 tires in the rear – 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 eliminate the
need – and weight – for a spare tire and jack or inflator kit, and reduce
the chance of a sudden loss of handling capability.

“The Z06 enables the driver to turn excellent track lap times, but it
also is quick to learn and is very forgiving for its performance level,”
said Hill. “We tested its capability around the world to ensure it will
feel at home on any road or race track.”

Complementing the suspension system and large rolling stock is an equally
capable four-wheel disc brake system, consisting of 14-inch (355-mm)
vented and cross-drilled front rotors and 13.4-inch (340-mm) vented and
cross-drilled rear rotors. For comparison, the ’05 Corvette has 12.8-inch
(325-mm) front and 12-inch (305-mm) rear rotors, while the ’05 Corvette
with the Z51 has 13.4-inch (340-mm) and 13-inch (330-mm) rotors.

The front rotors are acted upon by huge, red-painted six-piston calipers
that use six individual brake pads. Individual brake pads are 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 is used, as is a very competent active handling
system – complete with a Competitive Driving mode.

The large brakes bring an excellent level of stopping capability with the
Z06, and with their four-wheel brake cooling, they provide excellent fade
resistance and lining life during track duties.

Distinct design...
The new Z06 has an unmistakable and aggressive appearance, with design
cues that 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
• A cold air scoop in front of the hood that integrates an air inlet
system for the engine
• 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
• A fixed-roof bodystyle optimizes body rigidity and aerodynamics
• 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
• A tall rear spoiler houses the CHMSL on the top of the rear fascia
• 10-spoke wheels
• Four larger stainless steel exhaust outlets
• New-design Z06 badging on the front fenders While the function of the
Z06’s design is to move air efficiently over the body and reduce lift,
the net effect is a car that looks like a weight lifter whose muscles are
straining the seams of his shirt.

“The Z06 has been sculpted very carefully, with every element in its
design serving a performance function,” said Hill. “It also has a
purposeful, menacing resemblance to the C6-R.”

The aerodynamics of the Z06’s exterior were shaped by the experiences of
the Corvette racing program, where high-speed stability and cornering
capability are paramount. And while the racecars use large rear wings,
the Z06’s elevated spoiler provides sufficient downforce to balance the
road-worthy front splitter without adversely affecting aerodynamic drag.
The Z06’s Cd is .31.

Uncompromising amenities ....

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 held to a very high standard. 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 standard.

The Z06 also 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. And, like other 2006 Corvettes, the Z06 has a new,
smaller-diameter three-spoke steering wheel that provides a more agile,
performance-oriented feel. The seats feature two-tone leathering
surfaces, with Z06-logo embroidery and contrasting stitching.

Z06 options include a Bose audio system with an in-dash six-CD changer,
polished wheels, a telescoping steering wheel, heated seats, side air
bags, a navigation system with GPS, Homelink and XM Satellite Radio. But
for all its comfort, engineers did sacrifice a few components in the
quest for lower weight and higher performance:

• Side bolsters are fixed and more aggressive to better hold the driver
when cornering and they weigh less than standard-model seats
• Passenger seat features manual controls, saving the weight of a
power-adjust motor
• Acoustic package revised to reduce weight and allow more aural feedback
of the powertrain Production of the 2006 Corvette Z06 will begin in the
second half of 2005 at the Bowling Green , Ky. , Assembly Plant.
SPECIFICATIONS

Overview

Models: Chevrolet Corvette coupe and 2006 Corvette Z06 Body styles /
driveline: 2-door hatchback coupe with removable roof; rear-wheel drive
(coupe); 2-door hatchback coupe with fixed roof; rear-drive (Z06)
Construction: composite body panels, hydroformed steel frame with
aluminum and magnesium structural and chassis components (coupe);
composite and carbon-fiber body panels, hydroformed aluminum frame with
aluminum and magnesium structural and chassis components (Z06)

Manufacturing location: Bowling Green , Kentucky
Engine 6.0L V-8 LS2 7.0L V-8 LS7 Displacement (cu in / cc): 364 / 5967
427 / 7011.3 Bore & stroke (in / mm): 4 x 3.62 / 101.6 x 92 4.125 x 4 /
104.8 x 101.6 Block material: cast aluminum cast aluminum Cylinder head
material: cast aluminum cast aluminum Valvetrain: OHV, 2 valves per
cylinder OHV, 2 valves per cylinder Fuel delivery: SFI (sequential fuel
injection) SFI (sequential fuel injection) Compression ratio: 10.9:1 11:1
Horsepower (hp / kw @ rpm): 400 / 298 @ 6000 500 / 373 @ 6200 Torque
(lb-ft / Nm @ rpm): 400 / 542 @ 4400 475 / 657 @ 4800 Recommended fuel:
93 octane (recommended but not required) 93 octane Estimated fuel economy
(mpg city / hwy / combined): automatic: 18 / 25 / 21 manual: 19 / 28 / 23
TBD Transmission Corvette coupe Corvette Z06 Type: Hydra-Matic 4L65-E
4-speed auto.; Tremec 6-speed manual Tremec 6-speed manual Chassis /
Suspension Front: short/long arm ( SLA ) double wishbone, cast aluminum
upper & lower control arms, transverse-mounted composite leaf spring,
monotube shock absorber 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 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 electronic
traction control; Active Handling Brakes Corvette coupe Corvette Z06
Type: front and rear power-assisted disc with ABS; cross-drilled rotors
with Z51 Performance Package front and rear power-assisted disc with ABS
with 6-piston front and 4-piston rear calipers, cross-drilled rotors
Rotor diameter x thickness (in / mm): front: 12.8 x 1.26 / 325 x 32
rear: 12 x 1 / 305 x 26;
Z51 Performance Package:
front: 13.4 x 1.26 / 340 x 32
rear: 13 x 1 / 330 x 26 front: 14 x 1.3 / 355 x 32
rear: 13.4 x 1 / 340 x 26
Wheels & Tires
Wheel size: front: 18 inch x 8.5 inch
rear: 19 inch x 10 inch front: 18 inch x 9.5 inch
rear: 19 inch x 12 inch
Tires: Goodyear Eagle F1 GS
Extended Mobility
front: P245/40ZR18
rear: P285/35ZR19 Goodyear Eagle F1 Supercar Extended Mobility
front: P275/35ZR18
rear: P325/30ZR19
Dimensions
Wheelbase (in / mm): 106 / 2629 106 / 2629
Overall length (in / mm): 175 / 4445 175 / 4445
Overall width (in / mm): 73 / 1854 76 / 1930
Overall height (in / mm): 49 / 1244 49 / 1244
Curb weight (lb / kg): 3179 / 1442 3130 / 1419.7

I repeat, this thing is going to be a monster. :shock: