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Old 11-06-2006, 04:37 PM   #1
AllForSRT
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Default Super Vette Caught AGAIN!

En Route to EPA Testing:



Super Vette Spied! Again! Chevy?s 650-hp Corvette SS caught heading in for EPA testing


Published 11/06/06, 9:03 am et George Kachadoorian | AUTOWEEK

Not even a month has passed since we first reported on Chevrolet?s plans for a super Corvette, a halo model well in excess of the already superb Z06. Judging by these spy shots, it appears assurances we were given earlier this year that the car was on the development fast track (?To Hell and Back,? May 8) were right on target.

These photos were taken by George Kachadoorian just outside of Ann Arbor last week. He suspects the car was headed in for EPA testing.



While the hood scoop indicates this is something other than an ordinary Z06, the real prize is under the hood where our spies previously heard the whine of what is most likely a supercharged 6.2-liter V8 pushing as much as 650 hp. The engine, which will be hand-built at a rate of 1500-2000 per year at the General Motors Performance Center outside Detroit, features an integrated intake manifold intercooler similar to the one GM developed for the Cadillac STS V-Series.

So far, names for the production supercharged Corvette include everything from Z07 to Blue Devil to Corvette SS to Sting Ray. No matter what they call it, look for production of the 2009 model to start in early 2008. And set aside at least $100,000 if you want to one in your driveway.
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Old 11-06-2006, 04:40 PM   #2
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What they Should do is to use a standard Z06 - then put some ugly modifications on it - rice it out basically - and then go out and test the car....
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Old 11-06-2006, 04:43 PM   #3
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Was it whinning?
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Old 11-06-2006, 04:49 PM   #4
AllForSRT
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While the hood scoop indicates this is something other than an ordinary Z06, the real prize is under the hood where our spies previously heard the whine of what is most likely a supercharged 6.2-liter V8 pushing as much as 650 hp
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Old 11-06-2006, 04:49 PM   #5
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Thats their spies. What did YOU hear??
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Old 11-06-2006, 10:37 PM   #6
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I guess the Z06 just isn't fast enough? That's gonna be a beast.
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Old 11-06-2006, 10:41 PM   #7
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Quote:
Originally Posted by imaaaron View Post
Thats their spies. What did YOU hear??


obviously this is all specultation but I trust George Kachadoorian just as much as I trust someone like Brenda Priddy.

Last edited by AllForSRT; 11-06-2006 at 11:03 PM.
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Old 11-07-2006, 12:36 AM   #8
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Misunderstood. I would think that seeing one would be cool enough, I would think hearing it would be sex as well. Oh well.
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Old 11-07-2006, 05:17 PM   #9
AllForSRT
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just wait for the Uber Viper. V10 8.4 Liter w/ VVT 600+hp and 700lbft
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Old 11-07-2006, 05:55 PM   #10
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Is it still pushrod with leaf spring suspension?
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Old 11-07-2006, 06:02 PM   #11
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no, it's rod nock with leaf raker suspension.
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Old 11-07-2006, 11:41 PM   #12
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for $100,000 the owner deserve something more modern.. 50 years more modern..


Quote:
Originally Posted by udelslayer View Post
Is it still pushrod with leaf spring suspension?
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Old 11-07-2006, 11:49 PM   #13
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for $100,000 the owner deserve something more modern.. 50 years more modern..
If it aint broke, dont fix it

Seriously the Z06 has no problem making it around the ring with the best of them. Why nitpick over this? Its a bargain for a reason.
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Old 11-07-2006, 11:56 PM   #14
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The car can do things many others can't, so I'm not knocking the car, well other than the cheap interior materials, but that's a bigger issue than just one model.

That will be one wicked car!
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Old 11-08-2006, 12:03 AM   #15
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Quote:
Originally Posted by AllForSRT View Post
If it aint broke, dont fix it

Seriously the Z06 has no problem making it around the ring with the best of them. Why nitpick over this? Its a bargain for a reason.
+1

Considering that the Lingenfelter 1038rwhp Z06 is still a pushrod V8, I'm gonna need something bigger than that to justify NOT wanting one of the fastest production cars in the world (which a supercharged Z06 would easily be).
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Old 11-08-2006, 12:09 AM   #16
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10 years down the road if im not still driving my 2009 Challenger I will be driving one of these new Vettes

however with the new Viper about to get 700lbft of TQ and VVT it will be an AWFULLY hard decision. One that im looking forward to in the years to come.
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Old 11-08-2006, 12:17 PM   #17
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Quote:
Originally Posted by udelslayer View Post
Is it still pushrod with leaf spring suspension?
Just because no other auto maker understands them doesn't mean they're outdated.

http://en.wikipedia.org/wiki/Corvette_leaf_springs

Quote:
Advantages of transverse leaf springs
Less unsprung weight. Coil springs contribute to unsprung weight; the less there is, the more quickly the wheel can respond at a given spring rate.
Less weight. The C4 Corvette's composite front leaf weighed 1/3 as much as the pair of conventional coil springs it would replace.
Weight is positioned lower. Coil springs and the associated chassis hard mounts raise the center of gravity of the car.
Superior wear characteristics. The Corvette's composite leaf springs last longer than coils, though in a car as light as the Corvette, the difference is not especially significant. No Corvette leaf has ever been replaced due to fatigue failure.
As used on the Corvette, ride height can be adjusted by changing the length of the end links connecting the leaf to the suspension arms. This allows small changes in ride height with minimal effects on the spring rate.
Also as used on the Corvette, the leaf spring acts as an anti-roll bar, allowing for smaller and lighter bars than if the car were equipped with coil springs.

[edit] Disadvantages of transverse leaf springs
Packaging can be problematic; the leaf must span from one side of the car to the other. This can limit applications where the drivetrain, or another part, is in the way.
Materials expense. Steel coils are commodity items; a single composite leaf spring costs more than two of them.
Design complexity. Composite monoleafs allow for considerable variety in shape, thickness, and materials. They are inherently more expensive to design, particularly in performance applications.
Susceptibility to damage. Engine fluids and exhaust modifications like cat-back removal might weaken or destroy composite springs over time. The spring is more susceptible to heat related damage than conventional steel springs.
Perception. Like pushrod engines, the leaf spring has a stigma that overshadows its advantages.

[edit] The leaf spring as an anti-roll bar
The extent to which a leaf spring acts as an anti-roll bar is determined by the way it is mounted.

A single, loose center mount would cause the spring to pivot about the center axis, and push one wheel down as the other was compressed upward. This is exactly opposite an anti-roll bar, and has not been used on any generation of the Corvette.

A single, perfectly tight center mount that held a small center section of the spring flat against the frame would isolate one side of the spring from the other. No roll or anti-roll effect would appear. No Corvette has had this configuration, though the closely-spaced double mounts on the C2 and C3 approximated it.

Since the C4, the Corvette has had widely-spaced double mounts. The spring is allowed to pivot about these two points. When the suspension compresses and the end of the leaf is pulled up, the center of the leaf spring between the two mounts moves down. This in turn reduces the spring force on the wheel on the opposite side of the car. In this way, the leaf acts like an anti-roll bar.

When both sides of the suspension compress, the center length between mounts forms a U, with each wheel contributing. When one wheel moves up while the other moves down, the leaf is forced to make an “S” shaped bend. One wheel resists of the motion of the other, again like an anti-roll bar. The C4 engineers had hoped that the resulting anti-roll rate would be sufficient to eliminate the need for conventional anti-roll bars. It was not, but those required were smaller and lighter.

The C2 and C3 Corvettes from 1963 until 1983 also used a transverse leaf spring with two mounts, but it was constructed of multiple steal leafs with plastic anti-friction liners, and the mounts were closer together. These two traits prevented it from acting as an anti-roll bar, and caused it to be heavier and less reliable than the modern one-piece unit.

It is true that in the Corvette C4 and subsequent generations, the motion of one wheel deliberately impacts the motion, or more accurately the instantaneous spring rate, of the other wheel. However, this is common to all “independent” suspensions that use anti-roll mechanisms.

Racing concerns
Running stiffer springs left-to-right would require either asymmetrical spring mounts or an asymmetric spring. However, a few companies such as VBP offer kits that allow independent adjustment of spring rate and ride height at all four corners of the car.
Regulations often prohibit the use of leaf springs; NASCAR does not allow them.
Open-wheel cars are too low to use them; the leaf spring must span the width of the car, and to do that, it would have to pass through the gearbox or the driver's legs.
Coil springs are not car-specific. A Porsche, an LMP, and a Ferrari can all use a spring custom wound on the same generic equipment. Custom composite leaf springs require expensive retooling and cannot be used across car models.
The characteristics of coil springs in a performance environment are known, and racers will use what they know. Most race teams do not have adequate experience with leaf springs to use them in this capacity.
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Old 11-09-2006, 11:09 AM   #18
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^ nice
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