New Corvette...
#886
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Any of the current 505 horse Vettes is quicker than an RS 3.8 -- it's a no contest drag race -- but at the end of a lap, somehow, the RS can put down a faster lap. Still, I run a lot of hooters and absurdly expensive Movits. With stock iron or PCCBs, the weight of the RS takes its toll. I'd have to go to spring and dampers with at least some urethane bushings and heim joints to do much better.
I imagine C7 in the Z06-ish variants will be all of $100K, plus mods. C6's are $75K or $110K+ for the ZR1. From what I've read, there's only so far you go on the horse-n-buggy leaf springs before it's time to go to "real" suspension. Brakes are cheap and look to be similarly enormous (15 inch or 400mm+) like the 991 GT3, so I'm afraid they've both gone for "more is more" instead of adding less. It's going to be interesting, but it's going to be next year. The only (new) game in town this year is the 991 GT3.
I'm in no hurry to futz around with the C7 Stingray, but the C7 track junkie edition will be something Porsche should fear for their sales. The good news being that there's a new Viper track edition (call Time Attack or "TA" which I think is thinly disguised euphemisms for "**** and Apexes") and that bodes well for a Vette equivalent. 2014 is going to be tough for Porsche in the GT cars. Here's hoping they "bring it" in the form of a great RS at a viable price.
I imagine C7 in the Z06-ish variants will be all of $100K, plus mods. C6's are $75K or $110K+ for the ZR1. From what I've read, there's only so far you go on the horse-n-buggy leaf springs before it's time to go to "real" suspension. Brakes are cheap and look to be similarly enormous (15 inch or 400mm+) like the 991 GT3, so I'm afraid they've both gone for "more is more" instead of adding less. It's going to be interesting, but it's going to be next year. The only (new) game in town this year is the 991 GT3.
I'm in no hurry to futz around with the C7 Stingray, but the C7 track junkie edition will be something Porsche should fear for their sales. The good news being that there's a new Viper track edition (call Time Attack or "TA" which I think is thinly disguised euphemisms for "**** and Apexes") and that bodes well for a Vette equivalent. 2014 is going to be tough for Porsche in the GT cars. Here's hoping they "bring it" in the form of a great RS at a viable price.
As soon as we go over 100K for a Z06 and **** and Apexes I don't mind to go slower in a GT3.
But for $60K, you can have a fun car and the specs read like it should make it around the track OK without breaking down. It must be 25% cheaper as it has 25% less warranty and you have to drive around with a bag over your head.
My requirements for the C7 are that I must fit in it with helmet and stock seat, it must survive a few weekends with just a bar, seatbelts, pads, brake fluid and stickier, wider rubber on wider wheels.
It cant drive like a dump truck either, although in a Rustang kinds way that's fun also.
Maybe bigger brakes, maybe a bigger cooler here or there all cheap stuff that is re sellable when I have it towed to the dealer.
#888
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lol, the Vette has more torque @ 2K RPM than a 4.0 RS at it's best RPM.
Power difference is not that great taking in consideration the engine sizes, but for sure is enough to run over a GT3 in straight line.
I can't see this car being faster than a Cup here in Florida.... 997 cup either 3.6 or 3.8 car, the way it is of course.
Power difference is not that great taking in consideration the engine sizes, but for sure is enough to run over a GT3 in straight line.
I can't see this car being faster than a Cup here in Florida.... 997 cup either 3.6 or 3.8 car, the way it is of course.
Of course you can beat nubs or passive track guys in 7 cups all day with that.
#890
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Depends on the track and the driver. I'm thinking along the lines of a pro level driver like Eric Curran to compare to the Keen, Lally, Henzler.
I think 550 whp + suspension + aero + Curran = 3.6 Cup (for a few laps) I've seen boarderline bums about 3-4 seconds off the 3.6's with pro's in them Road Atlanta with that setup. I'm talking missing apexes by a MILE.
I think 550 whp + suspension + aero + Curran = 3.6 Cup (for a few laps) I've seen boarderline bums about 3-4 seconds off the 3.6's with pro's in them Road Atlanta with that setup. I'm talking missing apexes by a MILE.
#891
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http://media.gm.com/content/media/us...-corvette.html
2014 Corvette Stingray Cranks Out 460 Horsepower
SAE certifications confirm new Corvette has most powerful standard engine ever;
DETROIT – The 2014 Corvette Stingray’s all-new LT1 6.2L V-8 engine is SAE-certified at 460 horsepower (343 kW) at 6,000 rpm and 465 lb-ft of torque (630 Nm) at 4,600 rpm, with the available performance exhaust system, Chevrolet announced today.
The Stingray is SAE-certified at 455 horsepower (339 kW) and 460 lb-ft (624 Nm) with the standard exhaust system. They are the highest standard power ratings ever for the Corvette, delivered with efficiency that is expected to exceed 26 mpg on the highway.
“The 2014 Corvette Stingray’s LT1 engine is a triumph of advanced technology, delivering more power and torque than ever before with greater efficiency,” said Jordan Lee, Small Block chief engineer.
“The LT1’s performance complements the Corvette’s low mass with a tremendous feeling of power that builds as the rpm climbs. Drivers will experience more power and acceleration than ever before with the standard engine – in fact, its power and torque surpass many uplevel engines offered by competitors.”
At 74 horsepower per liter, the LT1 has greater power density than the C6 Corvette’s LS3 6.2L engine and even the C6 Z06’s racing-derived 7.0L LS7. It also produces comparable torque to the LS7 – up to 4,700 rpm – and its peak torque is within 5 lb-ft of the 7.0L engine. That torque is generated early and sustained across the rpm band, with 316 lb-ft available at only 1,000 rpm and 90 percent of peak torque available from 3,000 rpm to 5,500 rpm – giving the lightweight Corvette Stingray excellent acceleration at all speeds.
Chevrolet estimates the Corvette will run from 0 to 60 mph in less than four seconds.
The new LT1 engine’s high output, and high power density and efficiency are due to several advanced technologies, including direct injection, Active Fuel Management and continuously variable valve timing, which support an advanced combustion system.
Direct injection is a primary contributor to the engine’s combustion efficiency, ensuring a more complete burn of the fuel in the air-fuel mixture. That’s achieved by precisely controlling the mixture motion and fuel injection spray pattern. Direct injection also keeps the combustion chamber cooler, which allows for a higher compression ratio. Emissions are also reduced, particularly cold-start hydrocarbon emissions, which are cut by about 25 percent.
Active Fuel Management, or cylinder deactivation, is a first-ever application on Corvette. It helps save fuel by imperceptibly shutting down half of the engine’s cylinders in light-load driving. Continuously variable valve timing is refined to support the LT1 AFM and direct injection systems to further optimize performance, efficiency and emissions.
These technologies support the all-new, advanced combustion system, which incorporates a new cylinder-head design and a new, sculpted piston design that is an integral contributor to the high-compression, mixture motion parameters enabled by direct injection.
Additional engine features include:
◾Advanced oiling system with oil-spray piston cooling and available dry-sump oiling
◾Engine-mounted, camshaft-driven fuel pump to support the direct injection system
◾Intake manifold with “runners in a box” design that allows for high-efficiency airflow packaged beneath the Corvette’s low hood line
◾High-flow, four-into-one exhaust manifolds based on the design of the LS7 engine.
SAE certifications confirm new Corvette has most powerful standard engine ever;
DETROIT – The 2014 Corvette Stingray’s all-new LT1 6.2L V-8 engine is SAE-certified at 460 horsepower (343 kW) at 6,000 rpm and 465 lb-ft of torque (630 Nm) at 4,600 rpm, with the available performance exhaust system, Chevrolet announced today.
The Stingray is SAE-certified at 455 horsepower (339 kW) and 460 lb-ft (624 Nm) with the standard exhaust system. They are the highest standard power ratings ever for the Corvette, delivered with efficiency that is expected to exceed 26 mpg on the highway.
“The 2014 Corvette Stingray’s LT1 engine is a triumph of advanced technology, delivering more power and torque than ever before with greater efficiency,” said Jordan Lee, Small Block chief engineer.
“The LT1’s performance complements the Corvette’s low mass with a tremendous feeling of power that builds as the rpm climbs. Drivers will experience more power and acceleration than ever before with the standard engine – in fact, its power and torque surpass many uplevel engines offered by competitors.”
At 74 horsepower per liter, the LT1 has greater power density than the C6 Corvette’s LS3 6.2L engine and even the C6 Z06’s racing-derived 7.0L LS7. It also produces comparable torque to the LS7 – up to 4,700 rpm – and its peak torque is within 5 lb-ft of the 7.0L engine. That torque is generated early and sustained across the rpm band, with 316 lb-ft available at only 1,000 rpm and 90 percent of peak torque available from 3,000 rpm to 5,500 rpm – giving the lightweight Corvette Stingray excellent acceleration at all speeds.
Chevrolet estimates the Corvette will run from 0 to 60 mph in less than four seconds.
The new LT1 engine’s high output, and high power density and efficiency are due to several advanced technologies, including direct injection, Active Fuel Management and continuously variable valve timing, which support an advanced combustion system.
Direct injection is a primary contributor to the engine’s combustion efficiency, ensuring a more complete burn of the fuel in the air-fuel mixture. That’s achieved by precisely controlling the mixture motion and fuel injection spray pattern. Direct injection also keeps the combustion chamber cooler, which allows for a higher compression ratio. Emissions are also reduced, particularly cold-start hydrocarbon emissions, which are cut by about 25 percent.
Active Fuel Management, or cylinder deactivation, is a first-ever application on Corvette. It helps save fuel by imperceptibly shutting down half of the engine’s cylinders in light-load driving. Continuously variable valve timing is refined to support the LT1 AFM and direct injection systems to further optimize performance, efficiency and emissions.
These technologies support the all-new, advanced combustion system, which incorporates a new cylinder-head design and a new, sculpted piston design that is an integral contributor to the high-compression, mixture motion parameters enabled by direct injection.
Additional engine features include:
◾Advanced oiling system with oil-spray piston cooling and available dry-sump oiling
◾Engine-mounted, camshaft-driven fuel pump to support the direct injection system
◾Intake manifold with “runners in a box” design that allows for high-efficiency airflow packaged beneath the Corvette’s low hood line
◾High-flow, four-into-one exhaust manifolds based on the design of the LS7 engine.
#895
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You need to update your avatar and let go. Accept the loss...
Its not that bad in a dark color and as long as you don't look behind the doors... You can fix it for me like the BMW.
The Z06 I always thought looked beautiful as-is.
Its not that bad in a dark color and as long as you don't look behind the doors... You can fix it for me like the BMW.
The Z06 I always thought looked beautiful as-is.
#899
Race Director
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I must admit Im slightly impressed w/ CHevy's continued evolution of this push rod small block. Thats good numbers from a "out dated" design. The oil system with piston squirters is cool. Isnt that Nascar tech?
#900
Race Director
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For a moment I thought I was looking at a Ferrari 599!