Chevrolet Corvette
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| Chevrolet Corvette | |
|---|---|
| Chevrolet | |
| aka | Z06, ZR-1, America's Sports car |
| Production | 1953 - Present |
| Class | Sportscar |
| Body Style | 2-door, 2-seat Coupe 2-door, 2-seat Convertible |
| Length | 174.6 in (175.6 in Z06) |
| Width | 72.6 in (75.6 in Z06) |
| Height | 49.1 in |
| Wheelbase | 105.7 in |
| Weight | 3132-3199 lb |
| Transmission | 6-speed Manual, RWD 6-speed Automatic, RWD |
| Engine | 6.0 litre LS2 V8 7.0 litre LS7 V8 6.2 litre LS9 V8 |
| Power | 400 hp @ 6000 rpm 400 lb-ft of torque @ 4400 rpm 505 hp @ 6300 rpm 470 lb-ft of torque @ 4800 rpm 638 hp (476 kW) @ N/A rpm 604 lb-ft. (819 Nm) of torque @ N/A rpm |
| Similar | Dodge Viper Porsche 911 Jaguar XKR Maserati GranTurismo Audi R8 |
| Designer | Tom Peters |
The Chevrolet Corvette is a sports car first manufactured by Chevrolet in 1953. It is built today exclusively at a General Motors assembly plant in Bowling Green, Kentucky, U.S.A., where the National Corvette Museum is also located. It was the first all-American sports car built by an American car manufacturer.
The Corvette is widely regarded as "America's Sports Car". For more than 50 years, Corvettes have combined very powerful engines and affordability, especially when compared with more prestiguous marques of similar abilities. Older generations of the Corvette have been criticized for being crude and lacking in refinement by European sports car standards, and their on-limit handling is a divisive issue, garnering both praise and reproach. Recent generations of the Corvette are widely seen as being much improved in these areas.
Corvettes tend to emphasize simplicity over technical complexity. Where nearly all competing marques rely on smaller displacement, more complex engines, the Corvette uses a simpler overhead valve (OHV) design coupled with a larger displacement. The result is often both lighter and physically smaller than the more complex arrangements, as well as cheaper to manufacture. Another example of this philosophy is the continued use of transverse leaf springs in the suspension. This lack of sophistication is sometimes viewed as a negative by automotive purists, and has fueled the aforementioned "lack of refinement" argument.
See Wikicars' comprehensive Chevrolet Corvette Review.
Recent Changes
- For 2009, Chevrolet released a 600 unit special edition model of the Corvette to celebrate the entry of the Corvette C6.R into the GT1 class of ALMS this year. The Corvette GT1 Championship Edition is based on your choice between the Corvette Coupe 4LT, Convertible 4LT or Z06 and builds on it by giving the cars a visual package similar to the livery of the race car it celebrates. Underneath the bonnet, non-Z06 models also get the Z51 Performance Package and NPP Performance exhaust so as not to embarrass customers who will be shelling out a $7,840 premium over standard 'Vettes. [1]
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- The new C6 gets an overhaul of the suspension geometry, all new bodywork with exposed headlamps (for the first time since 1962), a larger passenger compartment, a larger 6.0 L engine, and a much higher level of refinement. Overall, it is 5.1 in (13 cm) shorter than the C5, but its wheelbase has increased by 1.2 in (3 cm). It is also one in (2.5 cm) narrower, making for a smaller, sportier Corvette. The reduced dimensions were in response to criticism that the C5 Corvette looked too wide—the new body gives the impression of a much sleeker, faster car. Chevrolet hopes the new design will attract buyers of comparable European sports cars like the Porsche 911, but some purists dislike the new styling. The new 6.0 L LS2 V8 produces 400 hp (298 kW) at 6000 rpm and 400 ft·lbf (542 N·m) of torque at 4400 rpm. Its redline is increased to 6500 rpm like the C5 Z06.
- Five days before Christmas of 2007, Chevrolet finally unveiled the much anticipated 2009 Corvette ZR1. The ZR1 represents the ultimate production Corvette in terms of everything. Motivation comes from the brand new 6.2L LS9 series engine. Based on the LS3, it is, however, supercharged to a staggering 638hp (476 kW) and 604 lb.-ft. (819 Nm) of torque. The body has been gutted and retrofitted with all types and bits of weight-saving carbon fibre accoutrements. The showpiece of the car, however, besides the new engine, another highlight has to be the polycarbonate window on the hood which allows viewing of the supercharger from outside much like exotic italian supercars allow with their engines. [2][3][4]
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Styles and Major Options
The 2006 Corvette comes available in 3 trims: a 2-door coupe, a 2-door convertible, and the (even more) sporty Z06 edition. Options across all three trims differ only slightly, if obvious differences (stronger engine in the Z06, retractable top on the convertible) are taken into account. Some of the standard features are as follows:
- Active Handling
- Front and Rear Anti-Roll Bars
- Leather Interior, including Shift Knob
- 7-Speaker Stereo System with In-Dash CD
- Automatic Air Conditioning
- Cruise Control
Pricing
Today's actual prices for the Chevrolet Corvette can be found at CarsDirect.
| MODEL Trims | |||
|---|---|---|---|
| C6 Coupe | C6 Convertible | C6 Z06 | C6 ZR-1 |
| MSRP | |||
| $44,995 | $52,910 | $70,000 | $100,000 |
| Invoice | |||
| $39,532 | $46,616 | $61,911 | $Price4 |
Gas Mileage
As seen on the FuelEconomy.gov website, the City/Highway MPG averages are as follows:
| Trim | |||
|---|---|---|---|
| C6 Manual | C6 Automatic | Z06 Manual | ZR-1 Manual |
| MPG | |||
| 18/28 | 17/27 | 16/26 | c/h |
Engine and Transmission
Specifications, details, graphs, pictures and other information regarding the powertrain is placed in this section.
Performance
Please make sure to write information of the vehicle's performance in a third-person point of view. This section should include information about the car's acceleration figures, handling, braking, etc.
If using information gathered from Road Test articles from a reputable automotive source, then please make sure to cite the quote.
Reliability
While there are not yet any reliability ratings for the 2005 and 2006 models, the Chevy Corvettes did achieve high marks from 1998 to 2003. A common problem until 2002 was the failure of its Fuel Tank Level Module, but there have been few major problems in recent years, as reported by Auto Information Services.
Safety
All trims of the 2006 Corvette come with the following standard safety features:
- 4-wheel Anti-Lock Brakes (ABS)
- Daytime Running Lights
- Front and Side Impact Airbags
- Occupancy Sensors
Photos
 Chevrolet Corvette Z06 at the Memphis Motor Speedway, 2004 |
 2006 Corvette Coupe |
 Coupe Interior |
 2006 Corvette Convertible |
 Convertible Interior |
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Corvette Grand Sport
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Corvette Grand Sport w/ Heritage Package
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Colors
Available colors may vary by trim:
- Exterior
- Arctic White
- Black
- Daytona Sunset Orange Metallic
- LeMans Blue Metallic
- Machine Silver Metallic
- Monterey Red Metallic Tintcoat
- Velocity Yellow Tintcoat
- Victory Red
- Interior
- Cashmere
- Ebony
- Red
- Titanium Gray
Main Competitors
- Dodge Viper
- Porsche 911
- Nissan GT-R
- Panoz Esperante
- Mercedes-Benz SL-Class
- BMW M3
- Jaguar XK
- Ferrari F430
- Lamborghini Gallardo
- Maserati GranSport
- Audi R8
Hybrid Models
There are currently no plans for a hybrid model of the Corvette.
Unique Attributes
One of the earliest cars to combine independent rear suspension and light weight. Decades before CV joints and front wheel drive, Chevy replaced the solid rear axle that even some muscle cars use today. The Corvette body has always used fiberglass making it way ahead of it's time in terms of body design.
Interior
This section should include information on the interior's design, build quality, ergonomics, space (head and legroom, front and rear), features, stowage compartments and overall comfortability and livability. Add pictures wherever applicable and keep information in a third-person point of view.
Resale Values
According to Kelley Blue Book, the Chevrolet Corvette should retain a high residual value, similar to figures for the Porsche 911 Carrera, at 24, 36, 48, and 60 months.
| <MODEL> Year | |||
|---|---|---|---|
| Year X | Year X-2 | Year X-3 | Year X-4 |
| Resale Value | |||
| $ | $ | $ | $ |
Criticisms
- "Though its handling is admirable, fans of lighter, more nimble sports cars will find the Corvette's size ponderous in tight turns." - Kelley Blue Book
- "Steering doesn't have quite the intimate feel of some of the Corvette's competitors." - Edmunds.com
- "The audio system may sound great, but visually, it could have come out of the cheapest Chevy Aveo." - The Car Connection
- "While idling, engine noise and vibration on some models can actually hurt sensitive ears." - Cars.com
- Although one of the most successful American imports in Japan, the Corvette's air conditioning couldn't handle the Asian heat and condensation
Current Generation: (2005–present)
The current generation of the Corvette is its sixth, and it has not changed as much as the previous generation Corvette did. The design engineers tried to perfect, not reinvent.
The C6 retains its relatively high fuel economy, in part by upshifting to higher gears as soon as possible and in part by its relatively low drag coefficient. Equipped with an automatic transmission, the C6 achieves 18/26 mpg (city/highway), and the manual transmission is slightly better at 18/28. However, some prospective Corvette buyers are surprised to find that the C6's manual transmission is fitted with Computer Aided Gear Selection (CAGS), which has been included in all manual transmission Corvettes since 1989. CAGS requires the driver to shift from 1st directly to 4th when operating at lower RPMs by using a solenoid to block out 2nd gear. While this boosts the EPA's derived fuel economy, thus allowing the buyer to avoid paying the "gas guzzler" tax, it is an open secret that more than a few C6 owners with manual transmissions simply have a $20 aftermarket part (CAGS eliminator) fitted to their vehicle to re-enable a normal 1-2-3-4-5-6 sequence at any rpm.
C6 Z06
The new Z06 arrived as a 2006 model in the third quarter of 2005. It has a 7.0 L (7,008 cc/427.6 in³) version of the Small-Block engine codenamed LS7. Officially certified output is 505 hp (376 kW), however it is believed GM underrated the figure. Dave Hill, the chief engineer for the C6 Corvette, says that it is a much further departure from the standard Corvettes and more like the C6-R that GM is building for the American Le Mans Series. Its performance is similar to the Ford GT and the Dodge Viper SRT-10. Official performance figures indicate that the Z06 can reach 60 mph in just 3.5 seconds from a standing start in first gear. In the summer of 2005, GM and Corvette Racing driver Jan Magnussen brought the new Z06 to the Nürburgring in Germany. Magnussen drove the Z06 to a time of 7:42.99, few cars have posted faster numbers. Car and Driver December 2005 tested Z06 to have amazing 3.4 seconds for its 0 to 60 test and a heart-stopping quarter mile in 11.7 seconds.
In addition to the larger engine, the C6 Z06 has a dry sump oiling system, something typically found only on race cars. Connecting rods made out of titanium further lighten the reciprocating mass of the engine while making them stronger than the steel rods they replace. Altogether, the Z06 model not only produces more power, it also revs faster and higher than any other Chevrolet LS-motor.
In a radical departure from anything Chevrolet has ever done before, the primary structural element of the C6 Z06 is aluminum instead of steel as on the non-Z06 cars. The hydroformed aluminum frame remains dimensionally identical to its steel brethren but is significantly lighter. The front fenders are made of carbon fiber to reduce weight, while wider rear fenders allow for the wider tires necessary to deal with the engine's increased power. The Z06 officially weighs 3132 lb (1421 kg), giving it a power to weight ratio of 6.2 lb/hp (3.8 kg/kW). The C6 Corvette Z06 is the first 500+ hp production car to avoid the US government Gas Guzzler tax by utilizing a "skip shift" from first to fourth called "Computer Aided Gear Selection (CAGS)", two overdrive gears (0.80 fifth and 0.63 sixth) and a tall rear end ratio (2.73).
On October 31, 2005, the application of magnesium AE44 alloy in the engine cradle (the world's first magnesium chassis component) was bestowed an Honorable Mention in the Automotive News PACE™ (Premier Automotive Suppliers' Contributions to Excellence) Awards competition. This is the first award granted to the C6 Z06 Corvette. The suppliers receiving the award were Norsk Hydro Magnesium and Meridian Technologies, Inc.
Taken as a whole, the C6 Z06 is very similar to its race-going variant, the C6-R, much more so than the C5 Z06 was to the C5-R. The number of production automobiles from all marques across the globe featuring more than 500 hp (370 kW) is small indeed. With an official list price of US$65,800 per unit, it will likely be the only such vehicle in existence with a price tag under US$85,000.
The Z06 will be the official pace car for both the 2006 Daytona 500 and the Indianapolis 500 race. The special Pace Car edition Z06 was unveiled at the Los Angeles Auto Show in January.
C6 ZR1
A Corvette variant was first reported by several print and online publications, based on rumor from General Motors was developing a production version of the Corvette above the Z06 level, under the internal code name Blue Devil (named after GM CEO Rick Wagoner's alma mater, Duke University). The car was originally rumored to feature a supercharged LS9 engine producing more than 650 hp with prices reported to exceed $100,000 USD.[1]
The October 12, 2006 issue of AutoWeek published photos by photographer Chris Doane of a C6 with special auto-manufacturer-issued license plates on a Z06 with a hood bulge, widely thought to confirm the presence of a supercharger on the Blue Devil. Other names attached the project included Corvette SS[2] or Corvette Z07.[3] In February 2007, a worker at a Michigan shipping company posted pictures online of a powertrain development mule that was being shipped to Germany, believed to be part of the Blue Devil program. The car had manufacturer's license plates, carbon-ceramic brakes, enlarged fender vents, a hood bulge, and an engine with a positive-displacement supercharger in the valley between the cylinder banks and a water-to-air intercooler atop it. The photographer was fired and may face civil or criminal legal action, pending a GM investigation.
On April 13, 2007, GM confirmed the existence of the Blue Devil project in an interview with Car and Driver. Power levels were confirmed to be between 600 and 700 horsepower (447 to 521 kW), but contrary to prior rumors of a supercharged 6.2 liter engine, the engine was only confirmed to have greater displacement than the 7.0 liter LS7 in the Z06.[4] Motor Trend confirmed the official name for the production Blue Devil, resurrecting the old ZR1 nameplate. The ZR1 had originally been used on developmental cars in 1971, and again as ZR-1 as the top performance model on the C4 Corvette.[5]
On December 19, 2007, General Motors officially revealed the 2009 Corvette ZR1, giving a press release and photographs of the car. GM confirmed a supercharged 6.2 L LS9 V8 producing 620 hp (460 kW). Performance figures were not released, but GM acknowledged that the car was capable of 200 mph (320 km/h), making it the fastest production Corvette ever.
Carbon fibre is used on the roof, hood, fenders, front splitter, and rocker moldings; the hood and fenders are painted over, while the roof and splitter are merely covered in a clear-coat, retaining their black color. A polycarbonate window is placed in the center of the hood, allowing the engine intercooler to be seen from the exterior.
The wheels are the largest ever placed on a production Corvette, with both front and rear wheels increasing in size and diameter over the Corvette Z06. Carbon-ceramic brakes are included. The brake calipers are painted blue, as are the engine intercooler trim and the ZR1 logo. Magnetic Selective Ride Control is also included on the car, with sensors to automatically adjust stiffness levels based on road conditions and vehicle movement.[6]
On Early October 2008, rumors began circulating in the digital blogosphere that production of the ZR1 has been cancelled after announcement from GM that it will be temporarily halted along with the Bowling Green plant in Kentucky for a week as GM is in dire financial straits as a direct result of the 2008 Credit Crisis[6]. The news comes at the heels of reports that GM is considering selling its iconic Renaissance Center headquarters in downtown Detroit, just months after it had fully purchased the building, to generate cash[7]. GM quickly countered the claim as false with GM's global communications executive Terry Rhadigan telling Autoblog that it is "Not True"[8].
C6 Grand Sport
Chevrolet revived the "Grand Sport" nameplate in mid 2009 that was first seen in the C4.
Previous Generations
Fifth generation (1997–2004)
Production of the C5 Corvette began in 1997 and ended with the 2004 model year. The C5 was a radical change from the long-running C4. The car now had a hydroformed box frame, the transmission was moved to the rear of the car to form an integrated rear-mounted transaxle assembly and was connected to the engine via a torque tube. Gone were most of the squeaks and rattles of the C4. The new C5 was judged by the enthusiast automotive press as improved in nearly every area over the previous Corvette design.
Also introduced with the C5 was GM's new LS1 small block. This third-generation small block was a completely new design, including a distributorless ignition and a new cylinder firing order, rated at 345 HP and 350 ft·lbf torque.
For its first year, the C5 was available only as a coupe, even though the new platform was designed from the ground up to be a convertible. The convertible returned to the lineup in 1998.
The Corvette's 50th Anniversary was celebrated June 20-21, 2003, in Nashville, Tennessee. The venue provided a bonanza of flawlessly restored Corvettes, a chronological display set up by the National Corvette Museum with every model year of the Corvette along with engineering and restoration seminars. The anniversary also brought some Chevrolet Concept Vehicles into focus including the approved-for-production Chevrolet SSR. Also on hand were several Corvette race cars, including the Corvette SS built by Zora Arkus-Duntov and the C5-R that won at Le Mans. Among the many displays were examples of the 2003 50th Anniversary Edition as well as a few 2004 "Commemorative Edition" Corvettes.
Recently, the factory has expanded to build the Cadillac XLR roadster, which shares its platform with the sixth-generation Corvette. Bowling Green is also home to the Corvette Museum, which celebrates this American automotive icon by displaying in chronological order the various regular production models as well as some unique one-off versions created by Chevrolet. The building in Flint in which the first cars were assembled was spun off with GM's Delphi Electronics division and later donated to GMI/Kettering University in the late 1990s. The building has since been remodeled and is now the C.S. Mott Engineering and Science Center, housing the Mechanical Engineering and Chemistry programs. In the garage housing the school's Society of Automotive Engineers (SAE) club is a plaque commemorating it as the place where the first Corvette was built.
C5 Z06
A successor to the FRC C5 made its debut in 2001 as the Z06, a nod to the high performance Z06 version of the C2 Corvette of the 1960s. The Z06 models replace the FRC hardtop (1999-2000) models as the highest performance C5 Corvette. Instead of a heavy double-overhead cam engine like the ZR-1, the Z06 used an LS6, a high-output version of the standard LS1 Corvette engine producing 385 hp (287 kW). Although the Z06's total power output was less than that of the last ZR-1's, the Z06 was much lighter and faster than the ZR-1 in every category except for top speed.
As with the ZR-1, Chevrolet found that added power output did the Z06 little good without platform modifications to bring the rest of the car up to par. A hardtop body, upgraded suspension, larger wheels and tires, a new six-speed manual transmission, along with improved gearing and functional brake cooling ducts, all became part of the total package. The Z06 is 38 lb (17.3 kg) lighter than the previous hardtop C5 thanks to a titanium exhaust (from the catalytic converter back), thinner glass, lighter wheels, and a lighter battery. From 2002 onward, the Z06 produced 405 hp (302 kW) thanks to minor engine modifications including a more aggressive camshaft profile, lightweight sodium filled exhaust valves, stiffer valve springs, and deletion of the precats. The 2002 Z06 also received revised rear shock valving and steel links to replace plastic ones of the 2001 model. An Electron blue color replaced Speedway white. The HUD became standard, and the previous forged wheels were replaced by lighter spun cast ones. The fender Z06 badges bear "405 hp" on them. The 2003 models received special silver 50th anniversary badges and revised headliner. Later 2003 models received a more durable steel shift fork instead of aluminum.
GM claimed that 405 hp versions of the Z06 could make the 0-60 run in 3.9 seconds and through the quarter mile in 12.4 seconds. It proved to be a well rounded track vehicle as well, with the ability to do more than simply accelerate. Thanks in part to its upgraded suspension system, the Z06 is capable of holding its own against contemporary versions of the Dodge Viper, Ford Mustang Cobra R, and even the Porsche 911 around a road track, although fans will debate over which has the highest overall capability. Despite its performance, the Z06's image was somewhat marred by long-term test reports issued by major magazines, who noted several instances of poor interior construction causing noise and other issues, including problematic door-handles that would sometimes break-off. Corvette enthusiasts largely excused the faults, noting the Z06's status as a performance bargain.
The 2004 Z06 Commemorative Edition came with a carbon fiber hood which saved some weight, canceled out by heavier chromed wheels. It also received Nurburgring tested shock damping to improve handling, along with an exclusive Le Mans blue color.
C5-R
The C5-R racer was built by Pratt and Miller for GM Racing. It was based on the C5 road car but had a longer wheelbase, a wider track, an enlarged 7000 cc V-8, and different bodywork with exposed headlamps. It took part in the American Le Mans Series in the GTS Class and competed in four 24 Hours of Le Mans races.
- 2001 The car's remarkable 2001 racing season produced eight victories in ten races, including an overall win in the 24 Hours of Daytona and a 1-2 finish in the GTS class at Le Mans.
- 2002 In 2002 the C5-R repeated its 1-2 victory in the GTS class at Le Mans and also dominated the GTS class in the American Le Mans Series. A new transaxle unit replaced the previous year's separate transmission and differential. Corvette faced stiff competition from the new Prodrive Ferrari 550, which led many laps at Le Mans, but the Ferraris suffered problems late in the race, resulting in another Corvette victory.
- 2003 In 2003, the Automobile Club de l'Ouest placed additional restrictions on all 24 Hours of Le Mans competitors, reducing power by 10% in an attempt to slow the cars. At the 2003 season-opening 12 Hours of Sebring, the C5-Rs remained in winning form, with one of them finishing first in class and eighth overall. Also in 2003 a special red, white, and blue color scheme was introduced to celebrate the Corvette's 50th anniversary. At Le Mans the Prodrive Ferraris spoiled the anniversary and GM's effort for a three-peat in the GTS class.
- 2004 The C5-R was again victorious in the GTS class at the 24 Hours of Le Mans. One of the Prodrive Ferraris led most of the race. About halfway into the event, both Prodrive cars suffered mechanical problems, causing them to pit and lose laps. The Corvettes went on to finish 1-2.
- 2005 In the FIA GT series, the new Corvette Europe team won races at Imola, Italy and Zhuhai, China, and finished on the podium on several occasions. In the ALMS, the Pacific Coast Motorsports team scored several podium finishes behind the new factory C6-R cars.
- 2006 The C5-R returns to Le Mans ( France ) for the first time as a non-factory entry, run by Le Mans regular Luc Alphand.
Fourth generation (1984–1996)
The highly anticipated fourth generation Corvette began production in March 1983 as a 1984 model. The 1983 model year was skipped, although 44 prototype 1983 models were completed. The 23rd 1983 prototype produced is displayed at the National Corvette Museum in Bowling Green, Kentucky, adjacent to the Corvette production facility. The C4 was praised for its sleek styling and its groundbreaking aerodynamic design. The C4 coupe also incorporated a glass hatchback, like the 1982 Collector's Edition, for improved cargo access. It also had all new brakes with aluminum calipers. The Corvette C4 came standard with an electronic dashboard with digital liquid crystal displays for the speedometer and tachometer. The C4 was a complete and total redesign except for its engine, and the emphasis was on handling. The C4 Corvette was proclaimed the best handling production car ever when it was released. This handling came with the benefit of a solid, uncompromising ride.
From 1984 through 1988, the Corvette used an unusual "4+3" transmission — a 4-speed manual coupled to an automatic overdrive on the top three gears. It was designed to help the Corvette meet U.S. fuel economy standards. The transmission was problematic and was eventually replaced by a much more modern ZF 6-speed manual gearbox in 1989. The new transmission was also the first to feature Computer Aided Gear Selection, which used a solenoid to lock out 2nd gear during certain driving conditions; this allowed the corvette to maintain EPA fuel economy ratings high enough to avoid the "gas guzzler" tax.
Beginning in 1985, the L98 engine with true port fuel injection was installed in most Corvettes, replacing the throttle body injected powerplant. For the 1992 model year, the 300 hp LT1 engine was introduced, which significantly improved the performance of the base C4 cars. Also introduced in 1992 was Acceleration Slip Regulation, or traction control, which utilized the Corvette's brakes and throttle retard to prevent slippage of the rear tires, and possible loss of control. The traction control device could be switched off if desired. In 1996, the final year of C4 production, the 330 hp LT4 small block V-8 was installed in all manual transmission-equipped cars; all 1996 Corvettes with automatic transmissions utilized the LT1.
B2K Callaway Twin-Turbo
In 1987, the factory B2K option appeared at dealers. The option's price was almost equal to the base price of the corvette.
The Callaway Corvette was a Regular Production Option (RPO B2K), the only time in Chevrolet's history a specialist manufacturer was entrusted with a technically advanced high performance RPO. The B2K option was eventually replaced by the ZR1 option, though they coexisted from 1990-1991. The early B2K's produced 345 hp and 450 ft·lbf of torque. The later B2K's produced 450 hp and 613 ft·lbf of torque.
A derivative of the Twin Turbo Corvette, the 880 hp Callaway SledgeHammer, recorded a speed of 254.76 mph on Ohio's Transportation Research Center track, still the fastest street driveable car in the world.
ZR1 (aka King of the Hill)
In 1986, the Corvette team approached Lotus, then a GM subsidiary, with the idea of developing an ultra-high performance vehicle based on the C4 generation Corvette. With input from GM, Lotus designed a new engine to fit in place of the L98 V8 that was powering the standard C4. The result was what GM dubbed the LT5, an aluminum-block V8 with the same bore centers as the L98, but with four overhead camshafts and 32 valves. Lotus also designed a unique air management system for the engine to provide a wider power band by shutting off 8 of the 16 intake runners and fuel injectors when the engine was at part-throttle, while still giving the ZR-1 a stellar 375 hp when at wide open throttle.
In addition to the engine, Lotus aided the development of the ZR-1's standard "FX3" active suspension system, helping to ensure that the vehicle had real capability on the race track.
Since the engine required precise hand assembly, and because neither the Corvette plant in Bowling Green, Kentucky nor any of GM's normal engine production facilties could handle the workload, Mercury Marine corporation of Oklahoma was contracted to assemble the engines. Completed LT5's were shipped to the Corvette factory in Bowling Green, where the ZR-1s were being assembled.
The vehicle went on sale in 1990 and was distinguishable from other Corvette coupes by its wider tail section, 11 inch wide rear wheels, and its new convex rear fascia with four square shaped taillights and a CHMSL (center high mounted stop lamp) attached to the top of the hatch glass instead of between the taillights.
The ZR-1 displayed stunning ability both in terms of acceleration and handling capabilities, but the hand-assembled LT5 engine carried an astonishingly high price tag. MSRP for the ZR-1 in 1990 was $58,995 (almost twice the cost of the base model), and ballooned to $66,278 by 1995; it was reported that some dealers successfully marked units as high as $100,000. Even at its base MSRP, the ZR-1 was competing in the same price bracket as cars like Porsche's 964-generation 911, making it a hard sell for Chevrolet dealers.
In 1991, all Corvettes received updates to body work, interior, and wheels. The rear convex fascia that set the 1990 ZR-1 apart from the base model was now included on L98 Corvettes, making the styling of the expensive ZR-1 nearly identical to the base cars. Further changes were made in 1992: ZR-1 badges were displayed on both front fenders and traction control was a standard feature. In 1993, Lotus redesigned the cylinder heads and valvetrain of the LT5, resulting in a [[HP|horsepower]] increase from 375 to 405. In addition, a new exhaust gas recirculation system improved emissions control. Production of the ZR-1 ended in 1995, after 6,939 cars had been built.
Grand Sport
Chevrolet released the Grand Sport version in 1996 to mark the end of the C4 design. The "Grand Sport" moniker was a nod to the original Grand Sport model produced in 1963. A total of 1,000 Grand Sports were produced with distinctive Vehicle Identification Numbers. There were 810 coupes and 190 convertibles produced. The 1996 Grand Sport was equipped with the LT4 engine, which produced 330 horsepower (246 kW) and 340 foot-pounds(461 N·m) of torque. The Grand Sport came only in Admiral Blue with a white center stripe, distinctive black five spoke wheels, and two red hash marks on the hood above the driver's side front wheel. However, all LT4-powered corvettes have the Grand Sport emblem on the engine's throttle body.
Third generation (1968–1982)
History
The third generation Corvette, patterned after Chevrolet's "Mako Shark" designed by Larry Shinoda, made its deput for the 1968 model year and lasted through 1982. Corvette chief Zora Duntov wanted a striking new Corvette. Chassis components were mostly carried over but its body and interior were new. It has the distinction of being introduced to the motoring public in an unorthodox — and unintended — fashion. General Motors had tried their best to keep the appearance of the upcoming car a secret, but the release of the Hot Wheels line several weeks before the Corvette's unveiling had a certain version of particular interest to Corvette fans: the "Custom Corvette", a GM-authorized model of the 1968 Corvette. At 15 model years, the third generation (C3) is the longest of all Corvette generations.
1968-1972
Engines were carried over from the previous year. Optional automatic transmission was the new 3-speed Hydromatic. Coupes had removable T-tops and rear window. Side vent windows were eliminated from all models. Sting Ray nameplates were absent on the new 1968 body, but Chevrolet still advertised the car as a Sting Ray.
In 1969 displacement of small block engines increased from 327 CID to 350 CID. 1969 models featured 8-inch wide wheels (increased from 7-inches), front fender "Stingray" nameplates, all black front grills, circular backup lamps, optional side exhausts and front fender vents chrome trim, and revised door panels for additional shoulder room in the C3's tighter cabin. An extended production cycle increased volume.
In 1970, the 427 big-block was enlarged to 454 CID (7.4 L). Power peaked in the 1970 and 1971 models, with the 1970 LT-1 small-block putting out 370 hp (276 kW) 4-speed manual transmissions became standard. New were egg-crate grills, larger squared directional lamps, new fender vent "grills", and lower wheel openings were flared to reduce wheel-thrown debris damage. Interiors had redesigned seats and a new deluxe interior option combined wood-grain accents and higher-spec carpeting with leather seat surfaces.
The 1971 454 big-block had the highest hp of the 1970-72 series-425 hp (317 kW). 1971 models were carried over with reduced compression ratio engines to run on low-lead and un-leaded fuels.
In 1972, GM moved to the SAE Net measurement for power (away from the previous SAE Gross standard), which resulted in lower values expressed in HP further reducing power ratings down to 200 hp on the standard 350 small block offering. The 1972 LT-1 could now be ordered with air conditiong, a combination not permitted the two previous years. This was the last year for front and rear chrome bumpers and the last year for the removable rear window common to all 1968-72 T-tops.
1973-1977
1973 started Corvette's transformation from muscle to touring sports car. Redesigned body mounts and standard radial tires improved Corvette's ride. An aluminum wheel option was seen on '73 (and '74) pilot cars but was withheld for quality problems and wouldn't be available until the 1976 model year. Hood design was new for all engines and included rear air induction. 0-60 times were cut by a second while keeping the tight engine compartment cooler. The chrome blade front bumper was dropped for the Federally required "5 mph" front bumper standard. A body-color urethane bumper was new in front; rears remained chrome. The L-82 was introduced as the optional small-block engine. Road & Track stated in a 1973 road test, "For all its age, size and compromises, if the Corvette is equipped with the right options it is a pleasant and rewarding car to drive and this 1973 example was one the best Corvettes we've ever driven."
For the 1974 model year a rear 5 mph bumper was Federally required. The new rear bumper system now matched last year's new front design, featuring a two-piece body colored urethane bumper cover and recessed tailights. The new design was quite beautiful and more up-to-date than the 60's shape that it replaced. Car and Driver said: "...We think the front and rear together produce a 'molded' shape that speaks of function rather than decor." The radiator and shroud were revised for better cooling and the air conditioning system was improved. 1974 was the end of an era for the Corvette. It was the last year with a true dual exhaust system, the last without a catalytic converter, and the last use of a big-block engine in a Corvette-ever.
1975 models were advertised as the most efficient Corvettes, as electronic ignition and a catalytic converter were added, but power bottomed out this year — the base engine only 165 hp (123 kW), and the optional L82 engine 205 hp (153 kW). Still, Car and Driver recorded a respectable 7.7 second 0-60 time in a 1975 automatic. Corvette was still one of the fastest cars available at the time. 75's featured revised bumper systems with molded front and rear "painted" bumper guards and a new one piece urethane rear bumper cover. This was the last convertible for the 1968-82 third-generation. Anticipating safety restrictions, Chevrolet believed it would be Corvette's last soft-top model ever, but a convertible returned in 1986. Starting this year, tachometers were electronically driven.
1976 models featured steel front floor sections that actually weighed less than the fiberglass floor. This was required due to the increased temperature of the catalyst exhaust system. Hp was up to 185 on base engine. Car and Driver recorded 6.8 second 0-60 times in both L-48 and L-82 4-speed equipped 1976 Corvettes. The rear-air induction hood was dropped in favor of a ducted air cleaner to the lower grill area to reduce induction noise. The 8" wide aluminum wheels were now available and a popular option. A new rear nameplate for the rear bumper cover was featured. An un-welcome change was the "Vega GT" 4-spoke steering wheel, although it's smaller diameter did increase knee room. This color keyed-to-the-interior steering wheel continued through 1979 model year on non-tilt wheel cars only. Without a convertible model, the Corvette still set new sales records.
1977 saw a second increase in engine hp, a redesigned console, and Black paint, unavaliable since 1970, was on the Corvette exterior color chart. The custom interior with leather seat trim was now standard, and cloth trim optional. New cross-flags emblems replaced the Stingray nameplates on front fenders.
1978-1982
1978 was the Corvette's twenty fifth anniversary. With buyers hoping for an all-new Corvette, an update to the now aging C3 was needed. A new fastback glass rear window easily updated the C3 design. All 78's featured silver anniversary front and fuel door emblems. Two special editions were offered to celebrate Corvette's 25th year. A silver/grey two-tone anniversary edition and an Indy-500 Pace car replica edition featuring Black/silver two-tone paint, front and rear spoilers, mirror-tint roof panels and contoured sport seats. The Indy 500 decal set was included uninstalled with each limited edition car. The dashboard was redesigned to match the '77's redesigned console and gauges.
All 1979 models included the '78 Pace-car interior and sport seats and offered the spoilers as an option. Mirror-tint roof panels, now a regular option, saw 14,480 units. This year reached an all-time high in Corvette popularity. 53,807 Corvette Coupes were sold for the model year. Outputs for base and optional L82 engines each increased 5-hp to 195-hp and 225-hp, due to revised exhaust systems.
In 1980, the Corvette got an integrated front/rear aerodynamic redesign that resulted in a significant reduction in drag. This was the last year for the L-82 engine option. 4-speed manual was limited to base engine. For the first time in history, due to emmision considerations resulted in a unique engine application for California customers. For 1980 Corvettes sold in California had 305-cid, 185-hp engines, and all had automatics.
No engines were optional in 1981, but the base 190-hp motor was available in all states and with manual or automatic transmission. This was the first Corvette to use a plastic rear spring, now a Corvette trademark. In 1981, the spring saved thirty-six pounds, but was limited to base suspensions with automatic transmission. When eqipped with Delco's new optional ETR radio with clock, the quartz instrument panel clock was replaced with an oil temperature gauge.
In 1982, Cross fire injection debuted and output for the only engine available was 190-hp. No manual transmissions were used, but automatics were new with torque converters in the top three of four gears. A Collector Edition was offered with seperate serial number sequencing, silver-beige paint, unique wheels patterened after 1967's bolt-on alloys, and an operable rear hatch window.
Second generation (1963–1967)
The second or mid-year generation, designed by Larry Shinoda, with major inspiration from a previous unproduced design called the "Q Corvette" by Peter Brock and Chuck Pohlmann, and under the styling direction of Bill Mitchell, started in 1963 and ended in 1967. 1963 would see the introduction of the new Corvette Sting Ray coupé with its distinctive split rear window and fake hood vents as well as an independent rear suspension. The split rear window was discontinued in 1964 due to safety concerns. Because they made the design too busy, the hood vents were also cut. Power for 1963 was at 365 hp (272 kW) hitting 375 hp (280 kW) in 1964.
Four-wheel disc brakes were introduced in 1965, as was a "big-block" engine option (the 396 in³ (6.5 L) V8). Side exhaust pipes appeared on the 1965 Stingray and persisted through 1969. Chevrolet would up the ante in 1966 with the introduction of an even larger 427 in³]] (7 L) version, creating what would be one of the most collectable Corvettes ever. 1967 saw a L88 version of the 427 introduced which was rated at 430 hp (321 kW), but unofficial estimates place the actual output at 550 hp (410 kW) or more. Only twenty such engines were placed in the 1967 Corvette, and the cars can fetch US$600,000 or more in auction today. From 1967 to 1969, the 1282 ft³/min Holley triple two-barrel carbuetor, or Tri-Power, was available on the 427. The 1967 Corvette originally was going to be the first of the C3 generation; however, due to delays the C3 had to be put off until 1968. Other early options available on the C2 included an AM-FM radio (mid 1963), air conditioning (1963), a telescopic steering wheel (1965) and headdrests, presumably to prevent whiplash (1966).
The 1965 introduction of the 425 hp 396 in³ big-block was ultimately the harbinger of doom for the Rochestern fuel injection system. The 396 in³ option cost $145 while the fuel injected 327 in³ engine cost $500. Few people could justify spending $355 more for 55 hp less. When less than a thousand fuel-injected cars were built in 1965, Chevrolet stopped the program.
In 2004, Sports Car International named the Stingray number five on the list of Top Sports Cars of the 1960s.
The design of this generation had several inspirations. The first was the contemporary Jaguar E-Type, one of which Mitchell owned and enjoyed driving frequently. Bill Mitchell also sponsored a car known as the "Mitchell Sting Ray" in 1959, because Chevrolet no longer participated in factory racing. This vehicle had the largest impact on the styling of this generation, although it had no top and didn't give away what the coupe would look like. The third inspiration was a mako shark that Mitchell had caught while deep-sea fishing.
In 1962 Corvette chief engineer Zora Arkus-Duntov came up with a lightweight version of the C2. Concerned about Ford and what they were doing with the Shelby Cobra, GM planned 100 Grand Sport Corvettes. The plans never came about and only five were built. They were driven by historic drivers such as Roger Penske, A. J. Foyt, Jim Hall, and Dick Guldstrand among others. The Grand Sports, however, had many issues; the aero package made for a very frightful driving experience to say the least. Delmo Johnson said it was "the only car I ever drove that would lift the front wheels off the ground in all four gears." Dick Thompson was the only driver to drive the Grand Sport to victory. He won a Sports Car Club of America race at Watkins Glen. Today there are only five left, cars 001-005 all held by private owners. They are among the most coveted and valuable Corvettes ever built.
First Generation (1953-1962)
There have been six generations of the Corvette. They can be referred to as C1 through C6, but the first generation is more commonly referred to as a solid-axle, based on the fact that independent rear suspension (IRS) was not available until 1963. The first generation started in 1953 and ended in 1962.
1953-1955
In 1953, 300 1953 Corvettes were hand-built in a temporary facility in Flint, Michigan. Techniques evolved during the production cycle, so that each 1953 was slightly different. Correct restoration of these vehicles does not remove evidence of their hand-built nature. Heaters and AM radios were optional, but all 1953 models had both. All 1953 models had Polo White exteriors, red interiors, and black canvas soft tops. Over 200 are known to exist today with the earliest one the third to come down the line. The first two have never been located. It is possible they were destroyed by Chevrolet for tests, but there is no supporting evidence of this.
A noteworthy addition was the optional fuel injection in 1957. This new induction system first saw regular use on a gasoline engine two years prior on the Mercedes-Benz 300SL "Gullwing" roadster. Although the Corvette's GM-Rochester fuel injection system used a constant flow style fuel injection system as opposed to the diesel style nozzle metering system of the Mercedes' six cylinders, the system nevertheless produced about 290 hp. The number was derated by Chevrolet's advertising agency for the 283 hp/283 in³ (4.6 L) "one hp per cubic inch" slogan, making it one of the first mass-produced engines in history to reach 1 hp/in³. In 1962, the GM Small-Block was enlarged to 327 in³ (5.4 L) and produced a maximum of 360 hp (268 kW). Other early options included power windows (1956), hydraulically operated power convertible top (1956), four speed manual transmission (mid 1957), and heavy duty brakes and suspension (1957). The Corvette was nearly cancelled in 1955, but that year the new 265 V-8 was offered as an option. Very few 1955 six-cylinder models were built, all having the Powerglide automatic. The six-cylinder engine was gone for good the following year and any dought that Chevrolet was in the sportscar market was erased with the release of the 1956 model. The V8 remained at 265 cubic inches, but power ranged from 210-hp to 240-hp.
Origins
While the style of a car may be just as important to some as to how well the car runs, automobile manufacturers did not begin to pay attention to car designs until the 1920s. It was not until 1927, when General Motors hired designer Harley Earl, that automotive styling and design became important to American automobile manufacturers. What Henry Ford did for automobile manufacturing principles, Harley Earl did for car design. Most of GM's flamboyant "dream car" designs of the 1950s are directly attributable to Earl, leading one journalist to comment that the designs were "the American psyche made visible." Harley Earl loved sports cars, and GIs returning after serving overseas in the years following World War II were bringing home MGs, Jaguars, Alfa Romeos and the like. Earl convinced GM that they needed to build a two-seat sports car. The result was the 1953 Corvette, unveiled to the public at that year's Motorama car show. The original Corvette emblem incorporated an American flag into the design; this was later dropped, since associating the flag with a product was frowned upon.
Taking its name from the corvette, a small, maneuverable fighting frigate (the credit for the naming goes to Myron Scott), the first Corvettes were virtually handbuilt in Flint, Michigan in Chevrolet's Customer Delivery Center, now an academic building at Kettering University. The outer body was made out of a revolutionary new composite material called fiberglass, selected in part because of steel quotas left over from the war. Underneath that radical new body were standard Chevrolet components, including the "Blue Flame" inline six-cylinder truck engine, two-speed Powerglide automatic transmission, and drum brakes from Chevrolet's regular car line. Though the engine's output was increased somewhat, thanks to a triple-carburetor intake exclusive to the Corvette, performance of the car was decidedly lackluster. Compared to the British and Italian sports cars of the day, the Corvette was underpowered, required a great deal of effort as well as clear roadway to bring to a stop, and even lacked a "proper" manual transmission. Up until that time, the Chevrolet division was GM's entry-level marque, known for excellent but no-nonsense cars. Nowhere was that more evident than in the Corvette. A Paxton supercharger became available in 1954 as a dealer-installed option, greatly improving the Corvette's straight-line performance, but sales continued to decline.
GM was seriously considering shelving the project, leaving the Corvette to be little more than a footnote in automotive history, and would have done so if not for two important events. The first was the introduction in 1955 of Chevrolet's first V8 engine (a 265 in³ {4.3 L}) since 1919, and the second was the influence of a Soviet emigré in GM's engineering department, Zora Arkus-Duntov. Arkus-Duntov simply took the new V8 and backed it with a three-speed manual transmission. That modification, probably the single most important in the car's history, helped turn the Corvette from a two-seat curiosity into a genuine performer. It also earned Arkus-Duntov the rather inaccurate nickname "Father of the Corvette."
Another key factor in the Corvette's survival was Ford's introduction, in 1955, of the two-seat Thunderbird, which was billed as a "personal luxury car," not a sports car. Even so, the Ford-Chevrolet rivalry in those days demanded that GM not appear to back down from the challenge. The "T-Bird" was changed to a four-seater in 1958.
Worldwide
With the move toward rebadging Daewoo cars as budget-priced Chevrolets in Europe, Corvette became a marque in its own right in 2005 with Z06 becoming the model range name. The brand is sold separately from Korean-built Chevrolets, usually by dealers with the premium Cadillac range. Corvette is also marketed as a separate marque in Japan. The rumor that Corvette would become its own brand has been circulating since the late 1980s.
Design quirks and oddities
Awards
The Corvette was Motor Trend magazine's Car of the Year for 1984 and 1998. It has also been on Car and Driver magazine's annual Ten Best list eleven times: the C4 from 1985 through 1989 and the C5 in 1998, 1999, and 2002 through 2005. The new C6 was also named to that list and was nominated for the North American Car of the Year award for 2005. The C6 Z06 was named "Most Coveted Vehicle" in the 2006 Canadian Car of the Year contest.
Corvette Stingray was chosen "Best all around car" by the readers of Car and Driver in their annual Reader's Choice Poll for 1973, 1974 and 1975, to mention a few.
Automobile Magazine called the Sting Ray the "coolest car in history", and Sports Car International placed it at number 5 on their list of the Top Sports Cars of the 1960s.
The 1999 Corvette Convertible, along with the Mercedes-Benz S500, were named Best Engineered Car of the 20th Century by the Society of Automotive Engineers publication Automotive Engineering International.
References
See Also
External links
- Chevrolet Corvette — Official site
- Corvette Crash Gallery
- C3 Corvette Registry (Model years 1968-1982)
- C4 Corvette Facts
- C4 1988 35th Anniversary Edition Registry
- National Corvette Museum — Bowling Green, Ky
- Lance Armstrong drives Corvette
- Chevy Corvette at Muscle Car Facts — A year by year account of one of the greatest muscle cars ever
- Year-by-year history with many pictures — Motorera.com
- AUTIV: 1957 Chevrolet Corvette SS — History of the 1957 Corvette SS, an experimental Corvette race car built by Chevrolet engineers
- One of the fastest cars in the World — 1988 Callaway Sledgehammer Corvette at 254 mph
- CorvetteForum — An independent Corvette enthusiast site and club
- Blog about Chevrolet Corvette
- Freak Power: Corvette ZR1 Review by Top Gear
- Corvette ZR1 UK Pricing set at a gut wrenching £109K
- Corvette ZR1 Production Halted, Possibly Canceled?
- Ultra-rare 1963 Corvette Grand Sport coming up for auction
- Corvette ZR-1 shaves four seconds at the 'Ring for 7:22.4 lap time
- Look like the Champ: 2009 Corvette GT1 Championship Edition
- Chevy Corvette Grand Sport returns for 2010!
- 2010 Corvette Grand Sport: Updated Photo Gallery
- Save the Cheerleader? GM creates Hero Edition Corvette ZR1 to benefit Kids Wish Network
- Accessorized Corvette Grand Sport with Heritage Package
This page uses content from Wikipedia; see Chevrolet Corvette, which includes these contributors.
