Post Your Comments on The Motor Portal Blog!! Chevrolet Corvette Visit our Corvette Enthusiasts Section     Chevrolet Unveils Two Unique '08 Corvette Indy 500 Pace Cars Two-time Indy 500 Champion Emerson Fittipaldi to Drive Corvette Z06 E85 Concept Pace Car at 92nd Indianapolis 500   INDIANAPOLIS – Known for their charismatic designs and superior performance, the pack-leading pace cars share a special place in Indianapolis 500 lore. History will be made at the 2008 Indianapolis 500 when a pair of distinctive yet highly differentiated Corvette models will serve as the official pace cars – one highlighting Chevrolet’s commitment to fuel solutions and the other marking 30 years of Corvette’s pace car heritage. Chevrolet and Indianapolis Motor Speedway officials gathered at the Indianapolis Auto Show to make the historic announcement. One of the pace cars is a customized Corvette Z06 E85 concept that runs on E85 ethanol fuel, a domestically produced alternative fuel similar to the E100 fuel that powers all of the racecars in the IndyCar Series. It will be driven during the race’s pace lap by two-time Indianapolis 500 champion Emerson Fittipaldi. The other official pace car is a black-and-silver commemorative edition that marks the 30th anniversary of the celebrated 1978 pace car – the first Corvette to pace the field at the Indianapolis 500. Chevrolet will produce a total of 500 pace car replicas in both coupe and convertible form, each signed personally by Fittipaldi at the Corvette’s Bowling Green, Ky., assembly plant. “Although not a production FlexFuel vehicle, the Corvette Z06 E85 concept pace car is a high-performance example of Chevrolet’s gas-friendly to gas-free initiative, demonstrating viable fuel solutions,” said Ed Peper, Chevrolet general manager. “As an ethanol refiner in his native Brazil, Emerson Fittipaldi is the fitting Chevrolet champion to help support GM’s efforts with E85 and celebrate 30 years of the Corvette pacing the Indianapolis 500.” The 92nd Indianapolis 500 takes place on Sunday, May 25, 2008. It will be the Corvette’s 10th appearance as the official pace car – a record unmatched by any other vehicle. “It’s only fitting that Corvette will be the first car to earn the distinction of having two models pace the Indianapolis 500 in the same year,” said Joie Chitwood, Indianapolis Motor Speedway president and chief operating officer. “Chevrolet and Corvette are a vital part of the rich history of ‘The Greatest Spectacle in Racing,’ and we’re honored to have a great champion of the race and of alternative fuels, Emerson Fittipaldi, as this year’s pace car driver.” Corvette Z06 E85 concept The Corvette Z06 E85 concept pace car is based on the production Z06 – already one of the fastest and most powerful cars on the market – and blends its performance with the high-octane, renewable alternative fuel that is derived from a variety of crops grown across the United States. E85 is blend of 85 percent ethanol and 15 percent gasoline. Its benefits include reduced emissions of greenhouse gases and a reduced dependence on petroleum. GM is the leader in E85 production models, with more than 2.5 million E85-capable cars, trucks and SUVs on the road – with more on the way. Chevrolet offers seven E85-capable models in 2008. Apart from the fuel system and powertrain controller revisions required to run E85, the Z06 concept pace car is mechanically stock. It is distinguished by a unique Gold Rush Green color-shifting paint scheme that changes between hues of green and gold when viewed from different angles and in different light. A subtle checkered flag pattern also is part of the paint scheme. Safety equipment and strobe lights are the only other equipment added to the car. Emerson Fittipaldi: ambassador of racing and ethanol After winning the Indianapolis 500 in 1989 and 1993 while driving for Chevrolet – and spending 30 years in his native Brazil as a refiner of ethanol – Emerson Fittipaldi is the perfect ambassador to lead the Indianapolis 500 in an E85-powered Corvette Z06. “Most of the vehicles in Brazil are powered by ethanol produced from crops grown in the country, so I understand how a domestically produced renewable fuel can help the energy solutions of a nation,” Fittipaldi said. “And the E85-powered Z06 concept pace car proves economic and environmental consciousness can be fun and exhilarating. I can’t wait to get it on the racetrack.” Fittipaldi, whose personal cars include a Corvette Z06 and a Camaro awarded after winning the 1993 Indianapolis 500, resides in both Florida and Brazil. He has interests in several Brazilian ethanol companies and is an ardent champion of ethanol as a viable alternative to gasoline. Brazil – the fifth-largest country in the world – is a global leader in ethanol usage in automobiles. Approximately 70 percent of Brazilian new cars are equipped with FlexFuel systems that allow the use of a gasoline/ethanol mix or pure ethanol. Ethanol production has grown tremendously during the last three decades and has allowed the country to practically wean itself completely from imported oil. 30th Anniversary commemorative edition Commemorating one of the most recognizable Indianapolis 500 pace cars, the Corvette 30th Anniversary Pace Car features a black exterior with silver graphics that honors the 1978 model – the production replicas of which became instant collectibles and continue to stand as an iconic symbol of Corvette’s heritage at the front of the Indy field. In addition to the exterior color scheme, the anniversary models are equipped with a special, two-tone titanium-color interior, with the Indianapolis 500 logo embroidered on the seats. Coupe and convertible models are available. Each replica will be personally signed and numbered by Emerson Fittipaldi. Both the coupe and convertible come equipped with Corvette’s 3LT option package, Z51 performance package and dual-mode exhaust. Additional features include: Choice of six-speed manual or six-speed paddle-shift automatic transmissions LS3 small block V8 with 436 hp New-for-2008 forged chrome five-spoke aluminum wheels Corvette Z06 rear spoiler Silver checkered flag graphics Indy 500 logo fender badges More information on pricing and availability will be announced a later date. Corvette at Indy The 2008 edition of the Indianapolis 500 represents Corvette’s 10th time as the official pace car – and a record fifth-consecutive year – and Chevrolet’s 19th time as the manufacturer selected to lead the field. Corvette’s pace years and details include: 1978 – Driven by 1960 race winner Jim Rathmann; Chevrolet produced 6,502 production replicas 1986 – Driven by famed pilot Chuck Yeager; all 7,315 production convertibles were considered pace car convertibles and included official graphics (to be installed at the owner’s discretion) 1995 – Driven by then Chevrolet General Manager Jim Perkins; 527 production replicas produced 1998 – Driven by 1963 race winner Parnelli Jones when an injury prevented golfer Greg Norman from performing the duty; 1,158 production replicas produced 2002 – Driven by actor Jim Caviezel; no production replicas produced but graphics were available through SPO – approximately 300 sets sold 2004 – Driven by actor Morgan Freeman; no production replicas produced 2005 – Driven by General Colin Powell; no production replicas produced 2006 – Driven by cycling champion Lance Armstrong; first Corvette Z06 pace car; no production replicas produced 2007 – Driven by actor Patrick Dempsey; 500 production replicas – all convertibles 2008 – Driven by Emerson Fittipaldi; 500 production replicas – coupes and convertibles The Indianapolis 500 is the largest single-day spectator sporting event and the most prestigious auto race in the world. "The Greatest Spectacle in Racing" has been run every year since 1911 at the Indianapolis Motor Speedway, except for the periods during the United States’ participation in world wars in 1917-18 and 1942-45. The winner of the 92nd Indianapolis 500 will earn racing immortality, a spot on the famed Borg-Warner Trophy and a record winner's purse of at least $2.5 million.     2009 Corvette ZR1 Powered By The Most Powerful Production Engine Ever From GM The Supercharged LS9 Small-Block V-8 CHEVROLET ENTERS THE WORLD OF SUPERCARS WITH 2009 CORVETTE ZR1   PONTIAC, Mich. – When it arrives next summer, the 2009 Chevrolet Corvette ZR1 will be the most powerful and fastest production car ever produced by General Motors, with performance enabled by a new, supercharged 6.2L LS9 small-block V-8 engine. Incorporating the engineering experience already found in the Corvette Z06’s LS7 engine and the new-for-2008 6.2L LS3 of the Corvette, GM Powertain is targeting 100 horsepower per liter for the LS9, or 620 horsepower (462 kW), and approximately 595 lb.-ft. of torque (807 Nm); final SAE-certified power levels will be available in early March 2008.     It is, indeed, the ultimate small-block engine for the ultimate Corvette. “When you experience the LS9 in the Corvette ZR1, the terms performance and refinement take on a new meaning,” said Tom Stephens, group vice president for GM Powertrain and Quality. “The LS9 demonstrates an outstanding performance range, with smooth driveability at low speeds, and surprisingly fierce performance when the customer wants more power.” The enabler of the LS9’s performance is a new, large positive-displacement Roots-type supercharger – with a unique four-lobe design – developed for the engine by Eaton. It is teamed with an integrated charge cooling system that reduces inlet air temperature for maximum performance. The LS9 represents the first of several new, supercharged small-block engines that will be introduced in GM vehicles in the near future, each using superchargers of similar design. “The small-block V-8 once again demonstrates it boundless horsepower potential, versatile design and an architecture with proven quality, durability and reliability,” said Stephens. “We haven’t yet realized the small-block’s performance potential.” Performance range More than just its tremendous peak horsepower and torque numbers, the supercharged LS9 makes big power at lower rpm and carries it in a wide arc to 6,600 rpm. GM Powertrain testing shows the engine makes approximately 300 horsepower (224 kW) at 3,000 rpm and nearly 320 lb.-ft. of torque (434 Nm) at only 1,000 rpm. Torque tops 585 lb.-ft. (793 Nm) at about the 4,000-rpm mark, while horsepower peaks at 6,500 rpm. The engine produces 90 percent of peak torque from 2,600 rpm to 6,000 rpm. Heavy-duty and lightweight reciprocating components enable the engine’s confident high-rpm performance, while the large-displacement Eaton supercharger pushes enough air to help the engine maintain power through the upper levels of the rpm band. “The sixth-generation design of the supercharger expands the ‘sweet zone’ of the compressor’s effectiveness, broadening it to help make power lower in the rpm band,” said Ron Meegan, assistant chief engineer. “To put it simply, the low-end torque is amazing.” The LS9 is assembled by hand at GM’s Performance Build Center, a unique, small-volume engine production facility in Wixom, Mich., that also builds the Corvette Z06’s LS7 engine and other high-performance GM production engines. Cylinder block and reciprocating assembly details The LS9’s aluminum cylinder block features steel, six-bolt main bearing caps, with enlarged vent windows in the second and third bulkheads for enhanced bay to bay breathing. Cast iron cylinder liners – measuring 4.06 inches (103.25 mm) in bore diameter – are inserted in the aluminum block and they are finish-bored and honed with a deck plate installed. The deck plate simulates the pressure and minute dimensional variances applied to the block when the cylinder heads are installed, ensuring a higher degree of accuracy that promotes maximum cylinder head sealing, piston ring fit and overall engine performance. Nestled inside the cylinder block is a forged steel crankshaft that delivers the LS9’s 3.62-inch (92 mm) stroke. It features a smaller-diameter ignition-triggering reluctor wheel and a nine-bolt flange – the outer face of the crankshaft on which the flywheel is mounted – that provides more clamping strength. Other non-supercharged 6.2L engines, such as the base Corvette’s LS3, have a six-bolt flange. A torsional damper mounted to the front of the crankshaft features a keyway and friction washer, which also is designed to support the engine’s high loads. Attached to the crankshaft is a set of titanium connecting rods and forged aluminum pistons, which, when combined with the cylinder heads, delivers a 9.1:1 compression ratio. This combination is extremely durable and lightweight, enabling the LS9’s high-rpm capability. Cylinder head details The basic cylinder head design of the LS9 is similar to the L92-type head found on the LS3 V-8, but it is cast with a premium A356T6 alloy that is better at handling the heat generated by the supercharged engine – particularly in the bridge area of the cylinder head, between the intake and exhaust valves. In addition to the special aluminum alloy, each head is created with a rotocast method. Also known as spin casting, the process involves pouring the molten alloy into a rotating mold. This makes for more even distribution of the material and virtually eliminates porosity – air bubbles or pockets trapped in the casting – for a stronger finished product. Although the heads are based on the L92 design, they feature swirl-inducing wings that are cast into the intake ports. This improves the mixture motion of the pressurized air/fuel charge. The charge enters the combustion chambers via titanium intake valves that measure 2.16 inches (55 mm) in diameter. Spent gases exit the chambers through 1.59-inch (40.4 mm) hollow stem sodium-filled exhaust valves. The titanium intake and sodium-filled exhaust valves are used for their lightweight and high-rpm capability. To ensure sealing of the pressurized engine, unique, four-layer steel head gaskets are used with the LS9’s heads. Camshaft and valvetrain The broad power band enabled by the LS9’s large-displacement supercharger allows it to make strong low-end torque and great high-rpm horsepower, which allowed engineers to specify a camshaft with a relatively low lift of 0.555-inch (14.1 mm) for both the intake and exhaust valves. This low-overlap cam has lower lift and slower valve-closing speeds than the Z06’s 505-horsepower (377 kW) LS7, helping the LS9 – with its approximately 620 horsepower – deliver exemplary idle and low-speed driving qualities. The camshaft actuates a valvetrain that includes many components, including the lifters, rocker arms and valve springs, of the LS3 engine. However, LS7 retainers are used to support the engine’s high-rpm performance. Supercharger and charge cooler details The LS9’s R2300 supercharger is a sixth-generation design from Eaton, with a case that is specific to the Corvette application. The supercharger features a new four-lobe rotor design that promotes quieter and more efficient performance, while its large, 2.3-liter displacement ensures adequate air volume at high rpm to support the engine’s high-horsepower aspiration. Maximum boost pressure is 10.5 psi (0.72 bar). The supercharger is an engine-driven air pump that contains a pair of long rotors that are twisted somewhat like pretzel sticks. As they spin around each other, incoming air is squeezed between the rotors and pushed under pressure into the engine – forcing more air into the engine than it could draw under “natural” aspiration. The rotors are driven by a pulley and belt that are connected to the engine’s accessory drive system. Because the pressurized air is hotter than naturally aspirated air, the LS9 employs a liquid-to-air charge cooling system to reduce inlet air temperature after it exits the supercharger – reducing the inlet air temperature by up to 60 degrees C (140 F). Cooler air is denser and allows the engine to make the most of its high-pressure air charge. The charge cooling system includes a dedicated coolant circuit with a remote-mounted pump and reservoir. The design of the supercharger case and its integrated charge cooling system was driven by the space and dimensions afforded under the Corvette’s hood. To that end, the charge cooler was designed as a “dual brick” system, with a pair of low-profile heat exchangers mounted longitudinally on either side of the supercharger. Coupled with the supercharger itself, this integrated design mounts to the engine in place of a conventional intake manifold and is only slightly taller than a non-supercharged 6.2L engine. The air inlet and rotor drive pulley are positioned at the front of the supercharger. Additional engine details Oiling system: The LS9 uses a dry-sump oiling system that is similar in design to the LS7’s system, but features a higher-capacity pump to ensure adequate oil pressure at the higher cornering loads the ZR1 is capable of achieving. An oil-pan mounted oil cooler is integrated, too, along with piston-cooling oil squirters located in the cylinder block. The expanded performance envelope of the Corvette ZR1 required changes to the dry sump system also used in the Z06. System capacity is increased and scavenge performance improved to meet the demands of Chevrolet's highest-performance sportscar. Water pump: To compensate for the heavier load generated by the supercharger drive system, an LS9-specific water pump with increased bearing capacity is used. Accessory drive system: In order to package the accessory drive system in the Corvette’s engine compartment, the supercharger drive was integrated into the main drive system. This required a wider 11-rib accessory drive system to be used with the LS9 in order to support the load delivered by the supercharger. Fuel system: The LS9 uses high-capacity 48-lb./hr. fuel injectors with center-feed fuel lines. The center feed system ensures even fuel flow between the cylinders with less noise. In order to ensure fuel system performance during low speed operation as well as under the extreme performance requirements of wide open throttle (WOT), a dual pressure fuel system was developed. This system operates at 250 kPa at idle and low speed, and ratchets up to 600 kPa at higher-speed and WOT conditions. Throttle body: An 87-mm, single-bore throttle body is used to draw air into the engine. It is electronically controlled. Rocker covers / ignition coils: Unique rocker covers with new, direct-mount ignition coils are used. Other Gen IV engines, such as the LS3, feature coil packs mounted to a bracket. The LS9’s direct-mounted coils offer a cleaner appearance and a shorter lead between the coil and spark plug. Beauty cover: A special engine cover is attached to the top of the LS9. It surrounds the intercooler, which is visible through a hood window, accenting the supercharger while simultaneously reducing noise. The cover has “LS9 SUPERCHARGED” script on the left and right sides, along with a debossed Corvette crossed flags emblem on the front. New six-speed manual transmission The Corvette ZR1’s LS9 engine is backed by a Tremec TR6060 six-speed manual transmission, with a twin-disc clutch system. It is based on the proven T56 six-speed, but upgraded to handle the LS9’s torque output and delivers improved shift quality The twin-disc clutch system provides exceptional clamping power, while maintaining an easy clutch effort. The system employs a pair of 260-mm discs, which spreads out the engine’s torque load over a wider area, enabling tremendous clamping power to channel the LS9’s torque. It also dissipates heat better and extends the clutch life (in normal driving). Thanks to comparatively small plates, the twin-disc system enables similar disc inertia to the Corvette Z06, which has a 290-mm single-disc system, contributing to low shift effort and providing exceptionally smooth engagement and light pedal effort. In fact, the more powerful ZR1 has a pedal effort similar to the Z06. ZR1-specific gearing in the transmission provides a steep first-gear ratio that helps launch the car. The car’s top speed is achieved in sixth gear – a change from the fifth-gear top-speed run-outs in the manual-transmission Corvette and Corvette Z06. The gears also are designed to balance performance with refinement. The angles of the gear teeth are optimized to provide both strength and quietness.     CHEVROLET ENTERS THE WORLD OF SUPERCARS WITH 2009 CORVETTE ZR1 New, Supercharged LS9 V-8 is the Heart of the ZR1 DETROIT – Chevrolet officially announced the 2009 Corvette ZR1 – an American supercar that brings the technology and engineering refinement of carbon-fiber, ceramics and electronics together in a distinctive design. “Chevrolet’s goal with the new ZR1 is to show what an American supercar can deliver, at a price that trumps exotics that cost two, three or four times as much – and does so with exceptional driveability,” said Ed Peper, Chevrolet general manager. The ZR1’s basic stats: All-new LS9 supercharged 6.2L V-8 targeted at producing at least 100 horsepower per liter, or 620 horsepower (462 kW), and approximately 595 lb.-ft. of torque (823 Nm) Six-speed, close-ratio, race-hardened manual transmission New, high-capacity dual-disc clutch Higher-capacity and specific-diameter axle half-shafts; enhanced torque tube Specific suspension tuning provides more than 1g cornering grip Twenty-spoke 19-inch front and 20-inch rear wheels Michelin Pilot Sport 2 tires – P285/30ZR19 in front and P335/25ZR20 in the rear – developed specifically for the ZR1 Standard carbon-ceramic, drilled disc brake rotors – 15.5-inch-diameter (394-mm) in the front and 15-inch-diameter (380-mm) in the rear Larger brake calipers with substantially increased pad area Standard Magnetic Selective Ride Control with track-level suspension Wider, carbon-fiber front fenders with ZR1-specific dual vents Carbon-fiber hood with a raised, polycarbonate window – offering a view of the intercooler below it Carbon-fiber roof panel, roof bow, front fascia splitter and rocker moldings with clear-coated, exposed carbon-fiber weave ZR1-specific full-width rear spoiler with raised outboard sections Specific gauge cluster with boost gauge (also displayed on the head-up display) and 220-mph (370 km/h) speedometer readout Only two options: chrome wheels and a “luxury” package Curb weight of approximately 3,350 pounds (1,519 kg) The specialized components of the new ZR1 work harmoniously to deliver the most powerful and fastest automobile ever produced by General Motors. Performance estimates will be announced closer to vehicle’s summer 2008 launch. “Preliminary testing shows the ZR1 builds on the highly respected Corvette Z06 in every performance category, from acceleration and braking, to cornering grip and top speed,” said Peper. “It all boils down to the power-to-weight ratio and the ZR1’s is exceptional – better than the Porsche 911 GT2, the Ferrari 599 and even the Lamborghini LP640. In fact, the ZR1 is expected to be the first production Corvette to achieve a top speed of at least 200 mph.”     Supercharged LS9 engine The new LS9 6.2L small-block engine is the power plant the supports the ZR1’s performance capability. The enabler of the LS9’s performance and refinement is a large, positive-displacement Roots-type supercharger with a new, four-lobe rotor design. It is augmented with an integrated charge cooling system that reduces inlet air temperature for maximum performance. A sixth-generation supercharger developed by Eaton helps the LS9 make big power and torque at lower rpm and carries it in a wide arc to 6,600 rpm, as it pushes enough air to help the engine maintain power through the upper levels of the rpm band – the area where supercharged performance tends to diminish. Heavy-duty and lightweight reciprocating components enable the engine’s confident high-rpm performance. The LS9 is hand-assembled at GM’s Performance Build Center, in Wixom, Mich., and incorporates specialty processes typically seen in racing engines to produce a highly refined and precise product. For example, cast iron cylinder liners are inserted in the aluminum block and are finish-bored and honed with a deck plate installed. The deck plate simulates the pressure and minute dimensional variances applied to the block when the cylinder heads are installed, ensuring a higher degree of accuracy that promotes maximum cylinder head sealing, piston ring fit and overall engine performance. Transmission and axle The LS9 engine is backed by a new, stronger six-speed manual transmission and a twin-disc clutch that provide exceptional clamping power, while maintaining an easy clutch effort. ZR1-specific gearing in the transmission provides a steep first-gear ratio that helps launch the car, and top speed is achieved in sixth gear – a change from the fifth-gear top-speed run-outs in the manual-transmission Corvette and Corvette Z06. As the term implies, the twin-disc clutch system employs a pair of discs, which spreads out the engine’s torque load over a wider area. This enables tremendous clamping power when the clutch is engaged, while also helping to dissipate heat better and extend the life of the clutch. The twin-disc clutch system also contributes to the ZR1’s exceptional driving quality, with smooth and easy shifting. The twin-disc system’s design enables a 25-percent reduction in inertia, thanks to smaller, 260-mm plates, corresponding to a pedal effort that is similar to the Corvette Z06’s 290-mm single-disc system. The rear axle also is stronger in the ZR1 and features asymmetrical axle-shaft diameters that were developed after careful testing to provide optimal torque management. The axles are also mounted on a more horizontal plane that correlates with the wider width of the rear wheels and tires. Ride and handling The ZR1 is built on the same aluminum-intensive chassis as the Corvette Z06 and features similar independent SLA front and rear suspensions, with aluminum upper and lower control arms. Where the ZR1 differs is the suspension tuning, which was optimized for the car’s steamroller-wide front and rear tires. Magnetic Selective Ride Control is standard and tuned specifically for the ZR1. The system’s ability to deliver a compliant ride with nearly instantaneous damping adjustments enabled engineers to develop a surprisingly supple ride quality in a supercar that still delivers cornering grip of more than 1g. From a high-performance perspective, Magnetic Selective Ride Control helps the rear axle remain planted during launch for smooth, hop-free acceleration. It also helps suppress axle movement when cornering on broken or uneven pavement. Brakes, wheels and tires Commensurate with the ZR1’s engine output is the braking system, which is headlined by carbon-ceramic brake rotors. Found on only a few exotics and more expensive supercars, carbon-ceramic brake rotors are made of a carbon-fiber-reinforced ceramic silicon carbide material . Their advantage comes in low mass and resistance to wear and heat. In fact, the rotors should never show any corrosion or require replacement for the life of the vehicle, when used in normal driving. The vented and cross-drilled rotors on the ZR1 measure 15.5 inches (394 mm) in diameter in the front and 15 inches (380 mm) in diameter in the rear – making them among the largest carbon-ceramic rotors available on any production vehicle. Clamping down on the high-tech rotors are six-piston front calipers and four-piston rear calipers, each painted a ZR1-exclusive blue. The front pads are equivalent in size to the largest on any production car with a single-pad design – double that of the Corvette Z06’s 70-sq.-cm. front pads. The brakes are visible through the ZR1’s exclusive wheels: 20-spoke alloy rims that measure 19 inches in diameter in the front and 20 inches in the rear. They come standard with a bright, Sterling Silver paint finish and chrome versions are optional. The wheels are wrapped in Michelin Pilot Sport 2 tires developed specifically for the ZR1, measuring P285/30ZR19 in front and P335/25ZR20 in the rear. Exclusive exterior The ZR1 is instantly recognizable, with perhaps the most identifiable feature a raised, all-carbon-fiber hood that incorporates a clear, polycarbonate window. The window provides a view of the top of the engine’s intercooler, with the legend “LS9 SUPERCHARGED” embossed on the left and right sides, and an engine cover with the Corvette crossed flags logo debossed at the front. The underside of the hood has an exposed carbon-fiber-weave. Exposed carbon-fiber is used on the roof, roof bow, rocker molding and front splitter. These exterior components are protected by a specially developed glossy, UV-resistant clear coat that resists yellowing and wear. Widened, carbon-fiber front fenders with specific, dual lower vents, and a full-width, body-color rear spoiler incorporating the center high-mounted stop lamp, are also unique to the ZR1. All of the exterior features of the car were developed to enhance high-speed stability and driver control. Interior details The ZR1’s interior builds on the brand’s dual-cockpit heritage, with high-quality materials, craftsmanship and functionality that support the premium-quality experience promised by the car’s performance. The ZR1’s cabin differs from the Corvette and Corvette Z06 with the following: ZR1-logo sill plates ZR1-logo headrest embroidery Specific gauge cluster with “ZR1” logo on the tachometer and a 220-mph (370 km/h) readout on the speedometer Boost gauge added to the instrument cluster and Head-Up Display The “base” ZR1 (RPO 1LZ) comes with accoutrements based on the Z06, including lightweight seats and lightweight content. The uplevel interior package includes unique, power-adjustable and leather-trimmed sport seats (embroidered with the ZR1 logo); custom, leather-wrapped interior available in four colors; navigation system, Bluetooth connectivity and more. By the numbers In addition to the exterior cues and powertrain, ZR1 models will be distinguished from other Corvette models by their VIN. Each will carry a unique, identifying VIN digit, as well as a sequential build number. This makes it easy to determine the build number of a specific car – information treasured by enthusiasts and collectors. For example, a ZR1 with a VIN ending in “0150” would indicate it is the 150 th ZR1 built for the model year.           Update:  2008 Corvette: Iconic Sports Car Receives Larger, More Powerful LS3 6.2L V-8 And Host Of Driving, Interior Refinements Chevrolet Corvette & Corvette Z06   New for 2008 All-new LS3 6.2L V-8 engine for Coupe and Convertible: 430 hp (321 kW)* 424 lb.-ft. of torque (575 Nm)* 436 hp / 428 lb.-ft. (325 kW / 580 Nm)* with new, optional dual-mode exhaust system High-flow cylinder heads Enhanced valvetrain High-flow intake manifold Larger-bore block with structural enhancements Improved manual transmission shift effort Quicker shift times on paddle-shift six-speed automatic 2.73 performance axle ratio available with six-speed paddle shift; included with Z51 package Improved steering feel Standard split-spoke cast aluminum wheel design for Coupe and Convertible (Competition Gray finish optional) Available polished forged aluminum wheel design New Keyless Access remote key fob with integrated key Interior trim enhancements for all models, including wrapped center trim plate with Cyber pattern and new, brushed aluminum accents Custom Leather-Wrapped Interior Package available for all models in exclusive, new Linen and Sienna colors New sill plates iPod/MP3 jack included on all sound systems except navigation (Personal Audio Link available as accessory for navigation system) OnStar and XM Satellite Radio standard on all models Auto-dimming mirrors with compass standard on all models Two new premium exterior colors: Jetstream Blue Metallic Tintcoat and Crystal Red Metallic Tintcoat Model Lineup   Engines Transmissions   6.2L V-8 (LS3) 7.0L V-8 (LS7) 6-spd manual 6-spd paddle shift automatic Corvette Coupe s – s o Corvette Convertible s – s o Corvette Z06 – s s – Key:   Standard s Optional o Not available – 2008 CORVETTE: ICONIC SPORTS CAR RECIEVES LARGER, MORE POWERFUL LS3 6.2L V-8 AND HOST OF DRIVING, INTERIOR REFINEMENTS     Get comfortable. There’s so much new and exciting with the 2008 Corvette that you’ll want to grab a hot drink, sidle up to your computer screen and absorb all the details. The changes involve everything from an all-new, larger and more powerful V-8 engine to refinements in driving characteristics that solidify the Corvette’s position as the preeminent American sports car – and further the argument that it is one of the world’s best. There are also a host of exterior and interior refinements that raise the Corvette’s luxury status and enhance the feeling of craftsmanship. “Corvette is an uncompromising sports car that rewards its owners with impeccable performance and great comfort,” said Ed Peper, Chevrolet general manager. “The changes and enhancements to the 2008 Corvette reflect continual improvements that speak to Chevrolet’s unflagging commitment to building the best sports car – and with nearly 55 years of experience, the Corvette just keeps getting better and better.” Also back again for ’08 is the 505-horsepower Corvette Z06, an American super car that has won over enthusiasts, journalists and racers around the world for its balance of racetrack-bred performance, daily-driving civility and value. Here’s a look at the new and enhanced features for ’08 Corvette models: Engine – A new, 6.2L LS3 small-block V-8 is the standard engine in Coupe and Convertible models. It is rated at 430 horsepower (321 kW)* and 424 lb.-ft. of torque (586 Nm)* with the standard exhaust system; with the new, optional two-mode exhaust system, power ratings increase to 436 horses / 325 kW and 428 lb.-ft. / 592 Nm. As a result, the standard Corvette is true supercar, capable of 190 mph. The LS3 with the six-speed paddle-shift automatic is the fastest automatic-equipped Corvette ever, with 0-60 mph capability of 4.3 seconds. This new iteration of the storied small-block family features a revised, larger-bore cylinder block – 4.06-inch / 103.25 mm vs. the previous 6.0L’s 4.00-inch / 101.62 mm bores – high-flow, LS7/L92-style cylinder heads; larger-diameter pistons; revised camshaft and camshaft timing; revised valvetrain with offset intake rocker arms; high-flow intake manifold; high-flow fuel injectors from the Z06’s LS7 engine; and a new engine beauty cover. The LS3 features an aluminum cylinder block with cast iron cylinder liners. In addition to its larger bores, which help create a 376-cubic-inch displacement, the block casting also features revisions and machining in the bulkheads that enhance its strength and improved bay to bay breathing. But while the bore of the 6.2L engine is increased when compared with the previous 6.0L engine, the engine’s stroke remains at 3.62 inches (92 mm). The pistons for the larger 6.2L engine also are new and are designed for its high-rpm performance capability. Breathing for the new 6.2L engine is accomplished via new, high-flow cylinder heads. They’re based on the large port/large valve design found on the LS7 engine and other GM L92 engines, with larger-capacity, straighter intake ports. The design optimizes intake flow to the combustion chamber and the exhaust ports are also designed for better flow. Complementing the larger-port design of the heads are commensurately sized valves. The intake valve size alone increases from 2.00 inches (50.8 mm) to 2.16 inches (55 mm) – an increase of nearly 9 percent. The intake valves feature lightweight hollow stems, which enable the engine’s 6,600-rpm capability. The exhaust valves also are large, measuring 1.60 inches (40.4 mm) in diameter. To accommodate the engine’s large valves and enable more direct intake port flow, the intake-side rocker arms are offset 6 mm between the valve tip and the push rod. Actuating the valves is a new camshaft, with intake-side lobes providing more than a 5-percent percent in increase in lift, from 0.521-inch to 0.551-inch (13.25 mm to 14 mm). Exhaust-valve lift remains unchanged from the LS2. The camshaft timing was revised to optimize performance with the higher-lift intake cam profile. Ensuring the cylinder heads receive all the air they can handles falls to a new, acoustically tuned intake manifold. The composite design is manufactured with a “lost core” process that improves runner to runner variation and reduces airflow losses. An acoustic foam material is used to reduce radiated engine noise; it is sandwiched between the outer top of the manifold and an additional “skull cap” acoustic shell. Also new beauty covers atop the engine shield the rocker covers and also feature a noise-reducing, acoustically tuned insert to provide a more refined engine sound. Exhaust system – Optional on ’08 Coupe and Convertible models is a new, two-mode performance exhaust system. Similar in design and function to the system used on the Z06, the dual-mode exhaust uses vacuum-actuated outlet valves, which control engine noise during low-load operation, but open for maximum performance during high-load operation. It is not identical to the Z06 system; the Coupe/Convertible uses a 2.5-inch-diameter exhaust, while the Z06 uses a three-inch system. With the new, dual-mode performance exhaust, power output for Coupe/Convertible rises from 430 horsepower (321 kW) and 424 lb.-ft. of torque (575 Nm) to 436 horses (325 kW) and 428 lb.-ft. (580 Nm). This system gives the Corvette a more aggressive exhaust sound character that will appeal to performance enthusiasts. Transmissions and axle ratios – The shifting efforts for both the six-speed manual transmission and paddle-shift six-speed automatic transmissions have been improved in ’08 Corvette models. The manual transmission shifting improvements include a more positive and direct feel during gear changes, with better gate-to-gate location. The six-speed paddle-shift automatic transmission on Coupe and Convertible is improved with new hardware and a new controller calibration that deliver quicker shifts. This change bolsters the feeling of performance and driver control when using the shifting paddles. Also new for ’08 models is the availability of the 2.73 performance axle ratio with the automatic transmission. It is included with the Z51 package. Steering system – The Corvette’s precise rack-and-pinion steering system is revised to provide improved feel at all speeds. The revisions are due to a new, premium machining process of the system’s internal components, a new, stiffer intermediate shaft and controller calibration changes. Wheels – Corvette Coupe and Convertible models come with a new split-spoke wheel design for ’08. The design was introduced on the limited-edition ’07 Indianapolis 500 Pace Car replicas with a Sterling Silver finish. The standard 18-inch front wheels and 19-inch rear wheels feature a Sparkle Silver finish, with a Competition Gray version optional. Also new is a distinctive, performance-oriented forged aluminum wheel for Coupe and Convertible. It comes in a polished finish. Exterior colors – There are two new premium exterior colors available with 2008 Corvette models: Jetstream Blue Metallic Tintcoat and Crystal Red Metallic Tintcoat; they replace Le Mans Blue Metallic and Monterey Red Metallic Tintcoat. Custom Leather-Wrapped Interior Package – Available on Coupe, Convertible and Z06 models, the new Custom Leather-Wrapped Interior Package offers a stylish, two-tone leather-appointed cabin with details that enhance the feeling of Corvette’s craftsmanship. Details include: Two-tone, leather-wrapped upper and lower instrument panel, door pads and seats Choice of new, exclusive colors: Linen or Sienna, with unique color breakup Padded door panel armrests “Corvette” embroidered on passenger-side dash pad Embroidered crossed flags logo on headrests Unique center trim plate with Bias pattern. Interior enhancements – All models feature a new wrapped instrument panel center trim plate, with bright surrounds for the shifter and cupholder. There are also new metal-finish door sill plates that greet passengers as they step into the vehicle, as well as a new lighted control knob for the available Magnetic Selective Ride Control. Feature changes and enhancements – All Corvette models now come standard with features that were previously optional or part of equipment packages. They include: OnStar with available Turn-By-Turn Navigation XM Satellite Radio Auto-dimming rearview mirrors (with compass) Audio input jack on all radio systems except navigation; Personal Audio Link is available as a dealer-installed item with the navigation system. The ’08 Corvettes also come with a new Keyless Access fob, which features the key and remote-function controls integrated in a single unit. Corvette design and interior details Dramatic fender forms and exposed headlamps combine with the grille to create a strong visual identity for the Corvette, while the tapered rear deck and fascia improve high-speed performance. The lean rear design sports round taillamps and center-exit exhaust. The fixed Xenon high-intensity discharge headlamps provide superior lighting performance. With a 0.286 coefficient of drag, the Coupe models are the most aerodynamic Corvettes ever. The 2008 Corvette Convertible features a power-operated soft top with the 3LT package; an easy-to-operate manual top is standard. Both configurations use a five-layer fabric that conceals the underlying structure for a good top-up appearance, plus it helps preserve the car’s excellent aerodynamics and reduces road noise. Corvette’s interior is inspired by the car’s dual-cockpit heritage. High-quality materials, craftsmanship and functionality help deliver premium quality meant to enhance performance driving. The instrument panel and doors are covered with cast-skin foam-in-place trim that looks like a leather-wrapped, padded panel. It is warm and inviting and has double the life of conventional trim materials. An AM/FM/XM radio with CD player and audio input jack is standard. An optional Bose audio system with an in-dash six-disc changer adds to the choices available to the audiophile owner. Steering-wheel mounted audio controls – introduced in ’07 – are included with the Bose premium system. A full-function OnStar system is standard and an onboard navigation system with voice recognition is available. Using a 6.5-inch (165 mm) color touch-screen display, the DVD-based system contains all the map data for the 48 contiguous states and most of Canada on one disc. Driving dynamics Corvette Coupe and Convertible have a hydroformed steel rail backbone structure, which features cored composite floors, an enclosed center tunnel, rear-mounted transmission and aluminum cockpit structure. Suspension cradles, control arms, knuckles, springs, dampers, bushings, stabilizer bars and steering gear have all been redesigned. New Goodyear Extended Mobility Tires (EMT) take advantage of the latest sidewall design and compound technology for run-flat capabilities. Three suspension choices allow drivers to choose the setup that best suits their driving style. The standard suspension is tuned for a balance of ride comfort and precise handling. Corvette is now more poised at even higher handling levels, yet easier to drive. The optional Magnetic Selective Ride Control suspension features magneto-rheological dampers able to detect road surfaces and adjust the damping rates to those surfaces almost instantly for optimal ride control. Cross-dilled brake rotors are included when this feature is selected, allowing customers to combine the larger brakes from the Z51 performance package with the comfort of Magnetic Selective Ride Control. The Z51 Performance Package brings Coupe and Convertible performance very close to the widely admired previous generation Z06. The Z51 offers more aggressive dampers and springs, larger stabilizer bars, Goodyear Eagle F1 Supercar EMT tires, enhanced cooling and larger cross-drilled brake rotors (13.4 inches / 340 mm in front and 13 inches / 330 mm in rear) for optimum track performance while still providing a comfortable ride. With each suspension, three standard dynamic chassis control systems – anti-lock braking, traction control and Active Handling – operate in concert. In all, the dynamic chassis control systems are smarter, less intrusive and more adept at making the total driving experience precisely what drivers have come to expect from their Corvette. Corvette Z06 details As the fastest, most powerful and most technologically advanced production model in Corvette’s history, t he Corvette Z06 offers an unprecedented level of capability and technology, making it one of the best performance values on the market. Design – The 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 wheel opening extensions 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 body style optimizes body rigidity and mass 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 (18-inch, front; 19-inch, rear) Four large stainless steel exhaust outlets Z06 badging on the carbon fiber front fenders 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 race cars 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 0.34. For all its race-inspired functionality, the Z06 is designed to be a daily-driveable high-performance vehicle. To that end, comfort and convenience are held to a very high standard. High-Intensity Discharge 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 gauge cluster displays the Z06 logo on the 7000-redline tachometer and has a readout on the oil pressure gauge to reflect the higher standard pressure of the dry-sump oiling system. The seats feature two-tone leather surfaces, with Z06-logo embroidery and contrasting stitching. Z06 options include a Bose audio system with an in-dash six-CD changer, polished, Competition Gray or chrome wheels, a telescoping steering wheel, heated seats, side-impact air bags, a navigation system with GPS and universal home remote. LS7 engine – The Z06’s LS7 7.0L engine delivers 505 horsepower (377 kW) in a 3,132-pound (1,421 kg) package – a combination that delivers 0-60 performance of 3.7 seconds in first gear, quarter-mile times of 11.7 seconds at 125 mph and a top speed of 198 mph (as recorded on Germany’s Autobahn). It also provides maximum lateral acceleration of 1.04 g and 60-0 braking in 111.3 feet; it also circuited Germany ’s famed N ü rburgring in a time of 7:43 . The LS7 reintroduced the 427-cubic-inch engine to the Corvette lineup. It 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 it uses a different cylinder block casting with pressed-in steel cylinder liners to accommodate the engine’s larger diameter, 4.125-inch (104.8 mm) cylinder bores. 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 7,100 rpm. The LS7’s details include: Dry-sump oiling system 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 Cast aluminum flat-top pistons 11.0:1 compression High-lift camshaft Racing-derived CNC-ported aluminum cylinder heads with titanium intake valves and sodium-filled exhaust valves Low-restriction air intake system Hydroformed exhaust headers with unique “quad flow” collector flanges. One of the clearest examples of the LS7’s race-bred technology is its use of titanium connecting rods. They weigh just 464 grams apiece and 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 designed to meet the high airflow demands of the engine’s 7.0-liter displacement. A hydraulic roller camshaft with 0.588/0.593-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 that are fed by huge, 56-mm-diameter titanium intake valves. They are complemented by 41-mm sodium-filled exhaust valves. To accommodate the large valve face diameters, the heads’ valve seats are siamesed; and, taken from experience with the engines of C6.R racecars, the LS7’s valve angles are held at 12 degrees – vs. 15 degrees for the LS2 – to enhance airflow through the ports. 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. Drivetrain – The Corvette Z06’s powertrain and drivetrain systems are matched to the LS7’s performance capability. The light, four-into-one headers discharge into close-coupled catalytic converters and through two-mode 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 that 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 six-speed 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. 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 aluminum 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. The 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. The mass reductions are offset by some added performance enablers, including dry-sump lubrication, exhaust system with outlet valves, larger wheels and tires, larger brakes and larger roll stabilizers. Suspension and brakes – The Z06 retains the 105.7-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, while also reducing the chance of a sudden loss of handling capability. 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. The front rotors are acted upon by large, 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 standard, as is a very competent active handling system – complete with a Competitive Driving mode. * Horsepower and torque are SAE certified. SPECIFICATIONS (See GM of Canada section for Canadian product differences) Overview Models: Chevrolet Corvette Coupe, Convertible and Z06 Body styles / driveline: 2-door hatchback coupe with removable roof; rear-wheel drive (Coupe and Convertible) 2-door hatchback coupe with fixed roof; rear-wheel 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, Ky.   Engines 6.2L V-8 LS3 7.0L V-8 LS7 (Z06) Displacement (cu in / cc): 376 / 6162 427.6 / 7008 Bore & stroke (in / mm): 4.06 x 3.62 / 103.25 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: overhead valve, 2 valves per cylinder overhead valve, 2 valves per cylinder Fuel delivery: SFI (sequential fuel injection) SFI (sequential fuel injection) Compression ratio: 10.7:1 11:1 Horsepower (hp / kW @ rpm): 430 / 321 @ 5900* w/ std. exhaust 436 / 325 @ 5900* w/ opt. exhaust 505 / 377 @ 6300* Torque (lb-ft / Nm @ rpm): 424 / 575 @ 4600* w/ std. exhaust 428 / 580 @ 4600* w/ opt. exhaust 470 / 637 @ 4800* Recommended fuel: premium recommended but not required premium required Estimated fuel economy : TBD TBD   Transmissions 6-speed manual Base and Z06 6-speed manual, w/optional Z51 Performance Package 6-speed paddle-shift automatic Application: std opt opt Gear ratios (:1): First: 2.66 2.97 4.03 Second: 1.78 2.07 2.36 Third: 1.30 1.43 1.53 Fourth: 1.00 1.00 1.15 Fifth: 0.74 0.71 0.85 Sixth: 0.50 0.57 0.67 Reverse: 2.90 3.28 3.06 Final drive ratio: 3.42 3.42 2.56   Chassis / Suspension Coupe and Convertible Z06 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 Coupe and Convertible Z06 Type: front and rear power-assisted disc with ABS; cross-drilled rotors with Z51 package and Magnetic Ride Control 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 Supercar (w/Z51) Extended Mobility front: P245/40ZR18 rear: P285/35ZR19 Goodyear Eagle F1 Supercar Extended Mobility front: P275/35ZR18 rear: P325/30ZR19   Dimensions Coupe and Convertible Z06 Wheelbase (in / mm): 105.7 / 2685 105.7 / 2685 Overall length (in / mm): 174.6 / 4435 175.6 / 4460 Overall width (in / mm): 72.6 / 1844 75.9 / 1928 Overall height (in / mm): 49 / 1244 49 / 1244 Curb weight (lb / kg): Coupe: 3217 / 1459 Conv.: 3246 / 1473 3162 / 1434 Interior   Seating capacity 2 Interior volume (cu ft / L): 52 / 1475 (all models) Headr oom (in / mm): 38 / 962 (all models) Legroom (in / mm): 43 / 1092 (all models) Shoulder room (in / mm): 55 / 1397 (all models) Hip room (in / mm): 54 / 1371 (all models) Capacities Cargo volume (cu ft / L): Coupe and Z06: 22 / 634 Convertible: 11 / 295 (top up); 7.5 / 212 (top down) Fuel tank (gal / L): 18 / 68.1 Engine oil (qt / L): Coupe and Convertible: 5.5 / 5.2 Z06: 8 / 7.5 * Horsepower and torque are SAE certified. A new voluntary power and torque certification procedure developed by the SAE Engine Test Code committee was approved March 31, 2005 . This procedure (J2723) ensures fair, accurate ratings for horsepower and torque by allowing manufacturers to certify their engines through third-party witness testing. GM was the first auto manufacturer to begin using the procedure and expects to use it for all newly rated engines in the future. Note: Information shown is current at time of publication.   CONTACT(S): Travis Parman Chevrolet Communications Phone: 313-667-5051 Fax: 313-667-4007 E-mail: travis.m.parman@gm.com Bob Tripolsky Product Development Communications Phone: 586-947-4756 E-mail: robert.r.tripolsky@gm.com Susan Garavaglia GM Powertrain Communications (248) 857-4368 E-mail: susan.garavaglia@gm.com GM of Canada Communications Tony LaRocca Phone: 905-644-1804 Fax: 905-644-3873 E-mail: tony.larocca@gm.com     Update:  Ron Fellows Championship Z06 And Indy Pace Car Replica Convertible Editions Make 2007 A Special Year For Chevrolet Corvette   CHICAGO – Corvette enthusiasts in search of a unique ride have much to consider this year with the introduction of two special-edition models: the Ron Fellows ALMS GT1 Champion Corvette Z06 and the Indianapolis 500 Pace Car Replica Corvette Convertible. The special-edition Corvettes are distinguished by unique interior and exterior appointments and will be offered in limited, pre-determined quantities. In other words, when they’re gone, they’re gone. "Chevrolet and Corvette have a long, storied history at Indianapolis, and the new pace car special-edition commemorates that heritage with what will surely be an instant collectible,” said Ed Peper, Chevrolet general manager. “Ron Fellows is also a part of Chevrolet’s racing heritage, and he has been instrumental in the remarkable success of the Corvette Racing team in the American Le Mans Series. The special signature-series Z06 model that bears his name will forever link him to one of the greatest eras in factory racing, which has produced six consecutive ALMS GT1 manufacturers championships, and counting.” Ron Fellows ALMS GT1 Champion Corvette Z06 Marking his championship tenure with Corvette Racing’s GT1-class domination in the ALMS, Corvette racing living legend Ron Fellows is celebrated with a specially prepared 2007 Corvette Z06 production model. All are distinguished by Arctic White paint (including the door handles) that is accented with a racing-style fender stripe and Ron Fellows’ autograph. The front fender graphics are reminiscent of the identifying graphics of the Corvette GT1 race car. They feature double Monterey Red Metallic stripes with Machine Silver borders and Fellows’ autograph in a contrasting Victory Red shade, along with the callouts of the championship years when he was at the wheel. There is also a maple leaf logo motif incorporated with the graphics, a nod to Fellows’ Canadian heritage. Indeed, the red-over-white color scheme of the car’s paint and graphics represents Canada's colors.     This special Corvette Z06 is the first signed special edition in Corvette’s 54-year history, and is the first Arctic White Z06 ever offered. Only 399 are planned for production: approximately 300 for the United States, 33 for Canada and 66 for other export markets. Exterior cues include a full-width racing spoiler and a unique windshield banner. Additional standard equipment includes the well-equipped 2LZ package and chrome wheels. Special interior appointments include: Red seats, center console, door panels and instrument panel Red, leather-covered armrest with a Corvette-signature “cross flags” logo that is hand-signed and numbered by Ron Fellows Tech pattern interior trim An accomplished road racer, Ron Fellows is inextricably woven into the Corvette Racing team’s success. He helped test and develop the first Corvette C5.R race car and recorded the team’s first win in 2000. Fellows also grabbed the ALMS GTS class championship in 2002 and shared that position in 2003 and'04. Fellows has been a part of all six consecutive ALMS GT1 manufacturers championships for Chevrolet, and was voted the most popular ALMS driver in 2004 and'05. Additionally, he has slipped behind the wheel of NASCAR Nextel Cup Chevy Monte Carlo SS race cars when the series hits road courses. He’s also scored a pair of NASCAR Craftsman Truck series wins, three NASCAR Busch Series wins, 19 SCCA Trans Am wins and was the GM Player’s Challenge champion in 1989. The Ron Fellows ALMS GT1 Champion Corvette Z06 will be available this spring. It carries an MSRP of $77,500, including destination. OnStar and the navigation system are the only options; and when equipped with them, the price is $79,945. Indianapolis 500 Pace Car Replica Corvette Convertible A 2007 Chevrolet Corvette convertible will pace the 91 st running of the Indianapolis 500 on May 27, 2007. As it was selected as the Official Pace Car, Chevrolet will supply several identically prepared and uniquely trimmed Corvette convertibles – in new Atomic Orange paint with distinctive gold ribbon graphics – that will serve in the official pace duties of the race, as well as supporting activities. Five hundred production replicas of those official cars will be offered to the public – all of them convertibles. They’ll be available beginning this spring.     The distinguishing features of the pace car replica convertibles include: Atomic Orange exterior color, including door handles Indianapolis 500 exterior graphics – including gold ribbon graphics that flow outward from the front fender vents and “ Indianapolis 500” door logos Special Indianapolis 500 fender badges Z06 rear spoiler New aluminum “split-spoke” wheels in Sterling Silver Ebony seats with embroidered Indianapolis 500 logos Interior trim plate and pods painted Atomic Orange Atomic Orange engine covers All of the pace car replicas are equipped with the Corvette’s standard LS2 small-block V-8 and Z51 performance package. A six-speed manual transmission is standard, with the six-speed paddle-shift automatic optional. The navigation system with Bose audio, as well as OnStar, is standard. Pricing for the pace car replica convertible is $66,995 MSRP, including destination. The paddle-shift six-speed automatic is the only option, which brings the price to $68,245. The performance-bred Corvette handles its official pace duties in nearly factory-stock trim, with little more than race track-required safety equipment and strobe lights added – as well as, of course, the eye-catching graphics. In years past, many Indy pace cars required extensive modification to perform their on-track tasks. The 2007 Corvette’s powertrain and suspension, including the 400-horsepower (298 kW) LS2 small-block V-8 engine, are more than adequate to maintain the speed, acceleration and handling required to lead the pack around the famed “Brickyard” race track. This year marks the ninth time Corvette has served as the Official Pace Car of the Indianapolis 500. The previous years were 1978, 1986, 1995, 1998, 2002, 2004, 2005 and 2006. It also is a record fourth consecutive turn for the Corvette, as well as a record 18 th time for a Chevrolet, to be