Credits: Article and images by Tim Mosso @ Quill & Pad. See the original article here - https://quillandpad.com/2024/04/26/tim-mosso-visits-the-new-york-international-auto-show-2024-part-2-this-time-its-a-celebration-of-petrol-engine-power/
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Chevrolet Corvette Z06
Chevrolet’s Corvette is an often-misunderstood creature. The car’s dual mandate of uncompromising performance and attainable price of entry is a conflicting burden that cost-no-object Porsche 911s and V8 Ferraris need not bear.
Yet, due to the performance side of the equation, the Corvette generally finds itself compared to this kind of performance peer. Confusion arises while attempting to reconcile Porsche-level performance with Chevrolet-sourced details.
No longer. The eighth generation Corvette, which was new for 2020, starts from a world-class baseline. In exchange for accepting certain tradeoffs such as higher entry prices and the end of manual transmission options, Corvette buyers get a car that looks like, feels like, and is a world-class product. All the qualified praise of the past can be retired when Vettes like the 2024 Z06 roam the earth.
Truth be told, the Z06 was hiding in plain sight before its 2023 launch. Corvette Racing’s IMSA GT2 entry was described as a “C8.R,” but the otherworldly wail of its engine suggested something beyond a typical GM small block. It turns out the race car was a track-based testbed for the unreleased performance variant, and a flat-plane crankshaft was the secret.
The 2023 Z06 arrived 33 years after the first Lotus-engineered LT5 introduced four-valve/four-cam heads to the Corvette V8. Making up for lost time, GM’s LT6 added the flat-plane crank to Lotus’ original multivalve formula.
A true race engine, the LT6 employs the flat-plane crankshaft to reduce rotating mass. Unlike a cross-plane crank, a flat one can exploit even firing intervals and superior inherent balance to run without counterweights.
Counterweights generally add dozens of pounds to an engine this size, so removing them permits dramatically faster throttle response. When paired with a lightweight flywheel, the flat-plane concept allows the naturally aspirated LT6 to reach its powerband faster than any prior Vette engine.
Additional refinements including direct injection and variable valve timing join the LT6’s roster of tricks. Dry sump lubrication relocates the oil pan from below the crankshaft to a remote reservoir. Not only does this avoid oil starvation under hard cornering conditions, but it also lowers the entire engine assembly to reduce the Corvette’s center of gravity. In a rarity for a production car, the Z06 is equipped with four-into-two-into-one stainless steel headers for optimal exhaust flow and back pressure.
Further reduction of parasitic losses comes from the replacement of the standard Corvette’s steel valves with the LT6’s titanium units; valve springs are doubled for strength. All major internals are forged, and the connecting rods are titanium. Even on the road, it runs 12.5:1 compression like a real race engine. Added to the flat-plane crank, these upgrades permit an 8,600rpm redline.
In total, the LT6’s legion of refinements yields an engine that produces 670 horsepower from 5.5 liters of displacement. It is the most powerful naturally aspirated V8 available in the world on a production car and the most powerful NA V8 of all time.
Second place goes to the 622 horsepower AMG-built M159 in the 2013-2014 Mercedes-Benz SLS AMG Black Series. Even then, the AMG needed 700cc more than the Corvette to make that 622hp.
The rest of the Corvette Z06 lives up to its engine. A widebody kit with functional aerodynamics and considerable carbon fiber keeps pace with the Nismo GT-Rs of the world. Chassis width and tire scale are proportional to the fender flares. Top-spec Z06s can be had with “GT2” seats that include race-like bolstering and pass-throughs that look ready for racing harnesses.
The interior, while perhaps over-styled, is premium in its materials, fit, and finish. The age-old Corvette qualifiers like “good for the price” no longer apply; this is a world-class cockpit.
A Z07 package raises the performance stakes for $9,000. Its Brembo carbon ceramic binders offer hot-lap longevity for the owner’s next track day. Real time magneto rheological dampers – a technology pioneered by GM in the early 2000s – pair with Chevrolet’s PTMS, a modified stability control system tuned specifically for the track.
The Z07 option requires bundling a carbon package that brings an even bigger wing than standard. This wing and other aero hardware produce over 700 pounds of downforce at speeds beyond 180mph.
A standalone $15,500 carbon fiber wheel option looks ready for Laguna Seca, saves 41lb of unsprung weight, and comes paired with summer performance tires (oddly, the show car wore all-seasons). Michelin Pilot Sport Cup 2 R-compound tires come with the Z07 performance package.
Chevy literature took pains to emphasize that using these road-magnet tires in any but warm conditions will turn the Z06 into an unguided missile.
Performance is impressive to say the least. While older front-engine Corvettes often struggled to lay down huge torque, the now rear-biased C8 platform enjoys the same inherent advantages as Porsche 911 and mid-engine Ferraris. As a result, the Z06’s 2.6-second 0-60 run is the quickest in Corvette history. Quarter mile runs in the mid-10s at over 130mph are claimed, and Chevrolet quotes lateral grip of 1.22G with the full-fat Z07 equipment fitted.
While all Corvette Z06 models include at least a removable targa top, the dedicated convertible version includes a retractable hardtop. Once ubiquitous on convertibles of the 2000s and early 2010s, retractable hardtops have become rare over the past decade. Like convertible McLaren supercars, the Z06 Convertible employs a power folding hardtop that’s designed to produce a convincing coupe profile when raised.
Aside from masking the exterior visibility of the engine, the stowable roof is nearly indistinguishable from the targa version when upright. And the weight penalty, long a sore point for hardtops, is only 101lb on the Corvette.
Electric vehicles and ride hailing apps have been the major automotive storylines of the last 15 years. New cars groan with electronics, connectivity, and technological distractions. Cars now drive themselves, and full autonomy is on the horizon. CES, once a summit for tech nerds, has practically turned into a car show.
But look closer, and it’s clear that car enthusiasts are living in a golden era of horsepower and performance.
Literally no 1960s muscle car or 1980s supercar can challenge even an entry-level V8 Mustang on the street or strip. While electric performance cars are expected, the high-water mark of internal combustion sports and supercars is at hand. While it’s likely that fewer new ICE road burners will debut going forward, this is a moment to enjoy.
The good old days are now.
For more information, please visit www.autoshowny.com
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Credits: Article and images by Tim Mosso @ Quill & Pad. See the original article here - https://quillandpad.com/2024/04/26/tim-mosso-visits-the-new-york-international-auto-show-2024-part-2-this-time-its-a-celebration-of-petrol-engine-power/