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::
Chevrolet Corvette C6 Z06 Specifications :: |
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::
C6 Z06 Exterior Dimensions :: |
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Produced in |
2006 |
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Curb Weight |
3132 lbs - 1421 kg |
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Height |
49.1 in
- 1247 mm |
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Length |
175.6 in - 4460 mm |
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Width |
75.9 in - 1927 mm |
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Wheelbase |
105.7 in - 2684 mm |
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Front track width |
63.5 in
- 1612 mm |
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Rear
track width |
62.5 in
- 1587 mm |
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C6 Z06 Interior Dimensions :: |
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Headroom |
37.9 in
- 962 mm |
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Shoulder
room |
55.2 in
- 1402 mm |
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Hip
room |
53.6 in
- 1361 mm |
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Legroom |
43.1 in
- 1094 mm |
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C6 Z06 Engine :: |
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Type |
LS7 OHV
V8 90º |
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Displacement
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7.0 L
427CI |
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Bore &
Stroke |
4.125 X
4.0 in / 104.8 X 101.6 mm |
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Compression
ratio |
11.0:1 |
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Block
material |
Aluminum |
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Cylinder
head material |
Aluminum |
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Valves
per cylinder |
2 |
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Valvetrain |
Pushrod
with overhead valves |
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Induction
system |
Sequential
EFI |
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Lifters |
Hydraulic |
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Cam
drive |
Chain |
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Recommended
unleaded fuel |
93
octane (required) |
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Redline |
7000
rpm |
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Horsepower |
505 @
6300 rpm |
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Torque
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470 @
4800 rpm |
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Oil
distribution system |
Dry
sump |
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C6 Z06 T56 Transmission & Gear Ratio :: |
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Transmission |
T56 6
speed manual (Tremec) |
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Gear |
Ratio |
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1st
gear |
1st gear - 2.66 |
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2nd gear |
2nd
gear - 1.78 |
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3rd gear |
3rd
gear - 1.30 |
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4th gear |
4th
gear - 1.00 |
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5th gear |
5th
gear - 0.74 |
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6th
gear |
6th
gear - 0.50 |
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Reverse |
Reverse
- 2.90 |
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Final
drive ratio |
Final
drive ratio - 3.42 |
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C6 Z06 Suspension :: |
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Front |
short/long
arm (SLA) double wishbone, cast
aluminum upper & lower control arms,
transverse mounted composite leaf spring,
monotube shock absorber
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Rear |
short/long
arm (SLA) double wishbone, cast
aluminum upper & lower control arms,
transverse mounted composite leaf spring,
monotube shock absorber
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Traction
Control |
Electronic
traction control: Active Handling |
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C6 Z06 Brakes :: |
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Front disc
brakes |
6
pistons antilock
Rotor diameter and thickness 14.0 X 1.26 in |
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Rear
disc brakes |
4
pistons antilock
Rotor diameter and thickness 13.4 X 1.02 in |
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Total
swept area front/rear |
309.2
sq. in. / 268.8 sq. in. |
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::
C6 Z06 Wheels & Tires :: |
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Wheels |
Front:
18X95 in
Rear: 19X12 in |
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Tires |
Goodyear
Eagle F1 Supercar Extended Mobility
Front: P275/35ZR18
Rear: P325/30ZR19 |
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::
Chevrolet Corvette C6 Z06 Performance stats :: |
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::
Corvette C6 Z06 Acceleration :: |
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0 - 60 mph |
3.4 sec
(Car & Driver) 3.7 (GM specs) |
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0 - 100
mph |
7.6 sec
(Motor Trend) |
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1/4
mile |
11.5
sec @ 127.1 mph (Motor Trend) |
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Top
Speed |
198 mph |
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Slalom
Speed |
69.4
mph (Road & Track) |
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Lateral
G |
1.05
(Motor Trend) |
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Braking |
60 - 0
100ft (Motor Trend) |
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::
Corvette C6 Z06 Road Course Times :: |
Jan Magnussen set lap time of 7minuntes 43 seconds driving Corvette Z06
around Nurburgring.
To check the rest of the lap time records visit
wikipedia
As tested by Top Gear TV show
1:17.6 – Koenigsegg CCX (with "Top Gear Wing")
1:18.4 – Pagani Zonda F
1:18.9 – Maserati MC12
1:19.0 – Enzo Ferrari
1:19.5 – Ariel Atom 2 300
1:19.8 – Porsche Carrera GT
1:19.8 – Lamborghini Murciélago LP640
1:20.4 – Koenigsegg CCX [2]
1:20.7 – Ascari KZ1
1:20.9 – Mercedes-Benz SLR McLaren
1:21.2 - Ferrari 599 GTB Fiorano
1:21.9 – Ford GT
1:22.3 – Ferrari 360 Challenge Stradale
1:22.3 – Porsche 911 GT3 RS
1:22.4 – Chevrolet Corvette Z06
1:22.5 – Noble M15
1:22.9 – Ferrari F430 F1
1:23.2 – Ferrari F430 Spider F1
1:23.7 – Lamborghini Murciélago (retested)[3]
1:23.8 – Pagani Zonda C12 S 7.3 (mildly moist)
1:23.9 – Aston Martin DBS
1:23.9 – Koenigsegg CC8S
1:24.3 – Prodrive P2 (active differential switched on)
1:24.4 – Audi R8
1:24.6 – TVR Sagaris
1:24.8 – Mitsubishi Evo VIII MR FQ-400
1:24.8 – TVR Tuscan Mk.II
1:25.0 – Noble M12 GTO-3R
For rest of Top Gear powerlap times visit
wikipedia
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:: Chevrolet Corvette C6 Z06 Additional Information :: |
(From
GM Press Release) 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 Le Mans .
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) at 6200 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.
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