Z06 Reveal

[Vinnie P.]

2023 Z06 reveal video

https://www.youtube.com/watch?v=vDFw1ndLhF8

[Mark L.]

Re: Z06 Reveal

What a car! These will be sold out in short order.

[Michael J.]

Re: Z06 Reveal

Neat video. My local Chevy dealer wanted my '63 Z06 tanker in his showroom for the airing of it there. And I am glad my '19 ZR1 still has the highest HP of any production Corvette....

[Steve B.]

Re: Z06 Reveal

Michael, I'm with you although the next ZR1 will surely surpass it. That said, I have no intention of selling my 19ZR1. A Zora will look nice next to it

[Michael J.]

Re: Z06 Reveal

I agree Steve, the new C8 ZR1 will be the most powerful by a lot most likely. But if it is electric or hybrid, count me out, I'll keep what I have now.

[Mark F.]

Re: Z06 Reveal

Nicely done video - and I really liked the downtown Pittsburgh sequence shots, too...wish I could have been there when they were filming that! Never been through the Fort Pitt tunnels that fast!

Anybody got any poop out there on pricing?
Z06?
Z07?

Which Chevy Dealers get allocation (and how many) on presumably low-production-number cars like these?

[Steve B.]

Re: Z06 Reveal

Mark, no pricing info yet which is not surprising given the current inflationary environment and supply issues. My guess is it will be 140K fully loaded.

[Rich G.]

Re: Z06 Reveal

Who wrote the sub titles? Must have been automated. Their is no way there dun buy a human. Know whey.

[Floyd B.]

Re: Z06 Reveal

This should be the Corvette (w/ the Z07 bits) that finally breaks through the 7:00 mark on the Nurburgring. And at half the price of any other car on that list to have achieved it. Quite an engineering feat. Makes one proud to be an American!
external-content.duckduckgo.com.jpg

[Michael J.]

Re: Z06 Reveal

Yes, the '19 ZR1 chased that too......https://www.motorauthority.com/news/...gring-lap-time

[Paul H.]

Re: Z06 Reveal

What a car! Can't wait to get mine. Hope to have an early car. Flat plane crank, 670 naturally aspirated horsepower. It is an engineering marvel. Tadge Juechter stated that the C8 Z06 is actually faster around the track than the C7 ZR1, which is also a fantastic car.
My heart is still with the old cars but the new technology is incredible. These are the good old days.

[David G.]

Re: Z06 Reveal

Vinnie, Thank you for posting the Z06 video. Quite an offering from GM

[Michael J.]

Re: Z06 Reveal

The most interesting thing about this car is reading the comments on CF about how long your wait will be if you put a deposit down now, or have done it earlier......

[Chris H.]

Re: Z06 Reveal

America's Ferrari.......

[Duke W.]

Re: Z06 Reveal

I put in a response to the following thread on the CF C8 Z06 discussion:

https://www.corvetteforum.com/forums/c8-z06-zr1-eray-zora-discussion/4579822-why-is-the-torque-level-so-low-2.html



Peak torque for a naturally aspirated engine is primarily a function displacement and compression ratio. Vintage Corvette 327 engines with max gross HP ratings of 250 -375 had advertised gross torque ratings of 344-360 lb-ft The 250 HP version peak was 350 @ 2800 and 350 at 4600 for the 375 HP FI engine. The same torque at much higher revs is why the FI engine made 50 percent more power.

In reality net torque was about 330 or about about 1 lb-ft per CID for all versions, which yields about 280 , net of drivetrain loss, SAE corrected, at the rear wheels.

The LT6 makes about 1.37 lb-ft per CID, which is quite impressive for a naturally aspirated engine, and since the peak is at a whopping 6300 the product of torque and RPM, which is horsepower is very high for the displacement. The specific net output is right at two HP per CID, which is very impressive for a fairly large displacement emission controlled road legal engine.

My question is at what speed does the 80 percent peak torque bandwidth start, and I consider 2000 to be minimum for a responsive naturally aspirated high performance road engine. Any less and the engine will fill soggy down low and you have to drive it around in second gear all the time like a two liter 911 from the sixties.

Duke

P.S. Here's a response I made earlier today on the C1/2 forum to the following question:

"I'm confused about the flat plane crank, it looks like there is still an angle on the cylinders, more than 90 degree, but not 180 degrees. What is the angle?"



The V-angle is 90 degrees, and all the crank journals lie in a single plate, thus the name flat plan crank. It looks like a four-cylinder crank except the rod journals are wider to hold two conn. rods, one from each bank. It's essentially two inline fours disposed at a 90 degree angle tied to a common crank. Each one of those fours has a second order (twice each crank revolution) sinusoidal vertical shaking force, and the net result from the two fours disposed at a 90 degree angle is a horizontal sinusoidal shaking force the square root of two greater than the vertical shaking force in each bank.

A method to balance the four-cylinder second order vertical shaking force was invented and patented in the early 20th century by an Englishman named Lanchester, consisting to two counter rotating balance shafts, one on each side of the crank and rotating at twice crank speed. Somehow Mitsubishi was able to re-patent them in the seventies, and Porsche bought a license for the 944 engine, so other than the typical four-cylinder beat at idle it was as smooth as an inline six or cruciform crank V-8 with all primary and secondary shaking forces and rocking couples balanced out.

A similar strategy could be used for a flat plane crank V-8 with two balance shafts vertically disposed on either side of the crank, but this would take a toll in terms of weight and internal friction on a high performance engine. I don't know of any flat plane crank V-8s that have balance shafts, but most modern fours over two-liters do.

Early V-8 engines had flat plane cranks. A cruciform crank is more complicated to manufacture, and even if rotating mass is fully balanced there is a residual first order (every crank revolution) rocking couple. In the early 1920s a Cadillac engineer did the math to work out a way to balance out this rocking couple. Rather than having the rotating balance mass equally disposed along the crank axis, most was moved to the ends of the crank, enough and at a proper angle to balance out the rocking couple. That's why typical V-8 cranks have large balance masses at the crank ends and usually none at the center.

The downside of the cruciform crank is that cylinder firing intervals are uneven along each bank with two cylinders exhausting 90 degrees apart. So as the lead cylinder is on the upstroke of the exhaust cycle the trailing cylinder blows down and interrupts scavenging on the lead cylinder, and this costs some power. Flat plane crank V-8s have even 180 degree firing intervals on each bank just like inline fours, so especially with a header system there is no interference to exhaust scavenging from other cylinders on the same bank.

Note than neither inline fours, sixes, or flat plan crank V-8s need to have rotating balance masses at all, but most do otherwise internal crankshaft stresses are much greater. These engines can have fully balanced rotating masses, partially balanced, or not balanced at all. From what appear to be solids modeling renderings the the cranktrain this new Corvette engine appears to have, at most, partially balanced rotating mass, which makes the crankshaft significantly lighter with less rotating inertia than a cruciform crank. The unbalanced reciprocating mass, which consists of the pistons, rings, and upper part of the conn. rods are responsible for the unbalanced second order shaking force, and the very overshare (short stroke) bore/stroke ratio, titanium conn. rods. and short skirt forged aluminum pistons are everything that can be done, other than balance shafts, to reduce reciprocating mass to minimize the shaking force.

Modern flat plane crank V-8s are usually limited to relatively small dedicated racing engines, a well known example being the 3L Cosworth DFV, introduced in 1967 that went on to win 130 F1 races and 13 world manufacturers titles, records that still stand. And when Ferrari introduced the mid-engine 308 in 1982 it had a 3L flat plane crank V-8. A friend owned a 328GTB back in the eighties, and as it approached the 7800 rev limit it gave a high frequency back message to me, but it was a very neat and visceral car.

At the chief engineers presentation at last summer's NCRS national convention in Palm Springs there was also an engineer from GM Powertrain whose name I didn't get. As soon as their presentations were finished I was the first to jump up and ask a question. Directing it to the Powertrain engineer I started by saying "as engine guys we know that a flat plane crank V-8 has a second order unbalanced horizontal shaking force, so what are you going to do to tame it when the current C8R engine goes into the production car?"

At first he refused to acknowledge that such an engine existed despite wide spread rumors of a 5.5L DOHC V-8 that obviously had a flat plane crank from the exhaust note. Then he laughed and went on to say that the vibration did cause some issues in the C8R, which were being worked out. Clearly since this engine has been in the C8R from the beginning back in 2019 GM has a lot of high rev test time.

You should note in the photos that the engine and transmission have a lot of ribbing in the castings. The purpose of this is to stiffen up the structures to make them more resistant to fatigue failure from the cyclic vibration forces. I can tell you from running my Cosworth Vega in track events totaling 5-8K miles over a nearly 20 year period that every piece of stamped sheet metal on that engine like heat shields, the windage tray, and oil pickup tube/screen broke at least once along with a HEI module, pickup coil, and wiring harness to the chassis mounted ignition coil. I calculated the max vibration load to be +/- 15g at 233 Hz at 7000 revs.

According to articles I've read about this engine, GM choose to stiffen the structure and anything mounted to the engine as much as possible, but not use overly soft engine mounts. In fact, in so many words it seems GM is saying the vibration is part of the experience, so I'll be interested in the observations of experienced journalists when the car is road tested. And Lord knows my back can always use a massage.

Duke