The Corvette Z06 Returns With A Vengeance. When the Z06 rejoined the Corvette lineup in 2015 as the most capable model in the car’s long, storied history, it also joined an elite fraternity of the world’s most capable supercars. It returns for 2018, offering more choices for personalization to complement its world-class levels of performance - including an all-new C7.R Edition. The C7.R Edition pays tribute to the Corvette Racing C7.R racecars.
It’s offered in Corvette Racing’s signature yellow livery - or black - with coordinated exterior and interior accents. Only 500 will be built, all with the Z07 Performance Package with carbon ceramic brakes, and a specially serialized vehicle identification number. The Performance Data Recorder (PDR) - available on all 2018 Corvette models - turns your vehicle into an advanced driving analysis tool. With just two simple clicks, you can record every aspect of your driving, including real-time audio and video, plus up to 30 channels of performance data.
Relive your favorite moments on the track, then dive into the data and analyze every turn. While Track mode is designed to help you improve your driving skills, Sport and Tour modes take on a more leisurely role, letting you capture video of scenic drives and share with friends on your favorite social networks. Whatever mode you're in, the Performance Data Recorder is a helpful tool integrated into your new Corvette. When you're away from your vehicle, Valet Mode can be used to monitor the use of your vehicle when others are behind the wheel, recording video and vehicle data. When Valet Mode is engaged, other drivers are notified in the touch screen that recording is occurring.
Valet Mode is also enabled with a 4-digit code that locks out storage, personal data and the audio system. The PDR system records video using a front-mounted HD video camera within the rearview mirror. Your voice is recorded by a dedicated microphone, which lets you narrate your drives. In order to capture real-time performance data, a telemetry recorder is integrated into the vehicle's Controller Area Network (CAN) to access vehicle information ranging from engine speed to braking force and steering wheel angle. For more precise positioning, the system uses a dedicated GPS receiver operating at 5 Hz.
TOUR MODE - Tour Mode is the default setting for everyday driving that enhances comfort. The customizable gauge cluster can display audio, navigation (if equipped) and phone data. WEATHER MODE - In inclement weather, the vehicle senses and adapts to road conditions, distributing appropriate power to the rear wheels. Tailored Traction Control and throttle progression promote more confident driving in rain or snow. ECO MODE - To reduce engine workload and conserve fuel,2 Eco Mode maximizes Active Fuel Management to limit power when traveling at cruising speeds. Fuel economy is automatically optimized until aggressive acceleration is called for. SPORT MODE - Cluster configuration shows traditional Corvette tach and performance gauges.
Steering effort and available Magnetic Selective Ride Control damping are stiffened but tempered. The sound from the available performance exhaust becomes more aggressive. TRACK MODE - This mode enables launch control to provide maximum off-the-line acceleration. Steering effort and available Magnetic Selective Ride Control damping adjust to supply maximum responsiveness. Available Performance Traction Management is enabled.
Throttle progression optimizes for track performance. Gauge configuration offers a GTLM (GT Le Mans) Corvette Racing-inspired display complete with shift lights and lap timer.
The lap timer is linked to the available Performance Data Recorder, if equipped. The heart of the 2018 Corvette Z06 is the all-new LT4 6.2L supercharged V-8 engine, delivering 650 horsepower (485 kW) and 650 lb-ft of torque (881 Nm). To balance performance and efficiency, the LT4 leverages the same trio of advanced technologies introduced on the Corvette Stingray: Direct injection, Active Fuel Management, or cylinder deactivation, and continuously variable valve timing. These technologies - combined with the fuel-efficient multi-speed transmissions, aerodynamic design and lightweight construction - help make the new Z06 surprisingly fuel efficient. The LT4 engine also has several unique features designed to support its higher output and the greater cylinder pressures created by forced induction, including. The supercharged LT4 engine delivers the greatest balance of performance and efficiency ever in the Corvette.
It is one of the world's only super-charged engines to incorporate cylinder deactivation technology, enabling it to cruise efficiently on the highway with reduced fuel consumption, but offer more than 600 horsepower whenever the driver calls up its tremendous power reserve. Even though MPG may be the last thing on your mind while out on the track, saving money is something everyone can appreciate. To maintain the Z06’s mass and performance targets, the LT4 engine was designed with a more-efficient, more-compact supercharger. Even with its integrated supercharger/intercooler assembly mounted in the valley between the cylinder heads, the engine is only about one inch (25 mm) taller than the Corvette Stingray’s LT1 engine - while delivering nearly 37 percent more horsepower and 40 percent more torque.
When it comes to cranking out the fastest track times possible in your new C7 Z06, every ounce counts. The new 1.7L Eaton R1740 TVS supercharger spins at up to 20,000 rpm - 5,000 rpm more than the supercharger on the Corvette ZR1's LS9. The rotors are shorter in length, too, which contributes to their higher-rpm capability - and enables them to get up to speed quicker, producing power-enhancing boost earlier in the rpm band. That boost is achieved more efficiently, thanks to a new, more direct discharge port that creates less turbulence, reducing heat and speeding airflow into the engine. This is some serious power.
The supercharged LT4 is offered with a standard seven-speed manual transmission with Active Rev Match, or an all-new 8L90 eight-speed paddle-shift automatic transmission designed to enhance both performance and efficiency. Unlike most ultra-performance cars, the Corvette Z06 offers customers the choice between two transmissions to suit their driving styles.
The seven-speed gives the driver the control of a true three-pedal manual transmission with perfect shifts enabled by Active Rev Matching. The new eight-speed automatic offers drivers the comfort and drivability of a true automatic transmission, as well as lightning-fast shifts and manual control for track driving. The seven-speed manual incorporates rev-matching technology for upshifts and downshifts. This driver-selectable feature can be easily engaged or disengaged via paddles on the steering wheel.
The seven-speed is used with a new dual-mass flywheel and dual-disc clutch, which deliver greater shift quality and feel through lower inertia. The eight-speed automatic is tuned for world-class shift-response times, and smaller steps between gears keep the LT4 within the sweet spot of the rpm band, making the most of the output of the supercharged engine for exhilarating performance and greater efficiency. Now you can experience the Z06 like never before!
For performance driving, the transmission offers full manual control via steering wheel paddles, and unique algorithms to deliver shift performance that rivals the dual-clutch/semi-automatic transmissions found in many supercars - but with the smoothness and refinement that comes with a conventional automatic fitted with a torque converter. In fact, the 8L90’s controller analyzes and executes commands 160 times per second, and wide-open throttle upshifts are executed up to eight-hundredths of a second quicker than those of the dual-clutch transmission offered in the Porsche 911.
You won't find a more responsive high-performance automatic transmission in any other sports car on the road. There’s no trade-off in drivability with the new 8L90 eight-speed automatic transmission - it was designed to deliver performance on par with dual-clutch designs, but without sacrificing refinement. It is also the highest-capacity automatic transmission ever offered in a Chevrolet car. Featuring four gearsets and five clutches, creative packaging enables the GM-developed eight-speed automatic to fit the same space as the six-speed automatic used in the Corvette Stingray. Extensive use of aluminum and magnesium make it more than eight pounds (4 kg) lighter than the six-speed. Along with design features that reduce friction, the 8L90 is expected to contribute up to 5-percent greater efficiency, when compared with a six-speed automatic. The new C7 Z06 posts faster lap times than the 2013 ZR1 due to the seemingly endless list of upgrades and advancements in racing technology.
The design team set very specific performance targets, and while they were not easy to meet, the results are astounding. For the first time ever, the Corvette Z06’s aluminum frame will be produced in-house at General Motors’ Bowling Green assembly plant.
It’s the same robust, lightweight frame used on the Corvette Stingray and it will be used essentially unchanged for the C7.R race cars. This enables drivers to exploit every pound-foot of torque, every 'G' of grip and every pound of downforce. The stiffer design of the aluminum frame allows the Corvette Z06 to be offered with a removable roof panel for the first time.
With the lightweight, carbon fiber roof panel removed, the new Corvette Z06 offers 20 percent more structural rigidity than the previous model’s fixed-roof design. It is 60 percent stiffer than the previous model with the roof panel installed. This means you can open up the top on your daily drive without suffering a huge performance hit. The new Z06 retains the SLA-type front and rear suspension design of the Corvette Stingray but uniquely calibrated for the higher performance threshold. The third-generation Magnetic Selective Ride Control dampers are standard on Z06.
They can be adjusted for touring comfort or maximum track performance via the standard Driver Mode Selector. Launch control: Available in Track mode for manual and automatic transmissions, providing maximum off-the-line acceleration. Active handling (StabiliTrak electronic stability control): A “competitive” setting is available in Track mode and is more suited for on-track conditions.
It can also be disabled, giving the driver complete control. Traction control: Weather mode tailors traction control and engine torque for driving in inclement conditions. Performance Traction Management: Available in Track mode and offers five settings of torque reduction and brake intervention for track driving. Electronic Limited Slip Differential: Adjusts the rate at which the limited slip engages, to balance between steering response and stability in different driving conditions with more aggressive performance in Sport and Track modes. The smart electronic limited-slip differential, or eLSD, is standard on the Z06 to make the most of the torque split between the rear wheels. The system features a hydraulically actuated clutch that can infinitely vary clutch engagement and can respond from open to full engagement in tenths of a second. It shifts torque based on a unique algorithm that factors in vehicle speed, steering input and throttle position to improve steering feel, handling balance and traction.
The eLSD is fully integrated with Electronic Stability Control and Performance Traction Management systems. Its calibrations vary among three modes, based on the Drive Mode Selector setting:. Mode 1 is the default setting for normal driving and emphasizes vehicle stability. Mode 2 is engaged when electronic stability control is turned off in the Sport or Track modes.
This calibration enables more nimble turn-in and traction while accelerating out of a corner. Mode 3 is automatically selected when Performance Traction Management is engaged. This calibration has the same function as Mode 2, but is fine-tuned to work with Performance Traction Management. The Z06 features two-piece steel rotors, measuring 14.6 x 1.3-inch (371 x 33 mm) front and 14.4 x 1-inch (365 x 25 mm) rear, with aluminum six-piston and four-piston fixed calipers, respectively. The Z07 package adds larger, 15.5 x 1.4-inch (394 x 36 mm) front and 15.3 x 1.3-inch (388 x 33 mm) carbon ceramic-matrix brake rotors for consistent performance lap after lap, and collectively save 23 pounds over the standard Z06 rotors.
The exterior design also reflects the increased cooling required for the new Corvette Z06. For example, the mesh pattern on the front fascia was painstakingly designed to deliver the most possible airflow to the supercharger’s intercooler heat exchanger, so much that the mesh grill directs more air into the engine bay than if the grille was removed. The unique grille also features dedicated brake-cooling intakes and wider grille outlets on the bottom serve as air diffusers. The grille is complemented with a larger hood vent, which vents hot air from the engine compartment and contributes to downforce by allowing air driven through the grille to exit through the hood rather than being forced under the car, which could create lift. KEEPING COOL UNDER PRESSURE.
Additional cooling elements include larger front fender vents and unique air blades over the inlets on the rear fenders, which force about 50 percent more air into the cooling ducts for the transmission and differential coolers than those on the Stingray. To cope with the additional airflow, the Z06 has also has larger rear-fascia openings than the Stingray.
Standard front and rear brake-cooling ducts, including Z06-signature rear ducts integrated in front of the rear fender openings, are also part of the functional design changes. Inside, the Corvette Z06 is distinguished from the Corvette Stingray by unique color schemes that emphasize the driver-focused cockpit, and a unique, flat-bottomed steering wheel. The Z06 interior continues to build upon the critically-acclaimed style started by the Stingray. Like the Stingray, the Z06 will be offered with two seating choices: a GT seat, for all-around comfort, and a Competition Sport seat with more aggressive side bolstering, which provides greater support on the track. The frame structure for both seats is made of magnesium, for greater strength and less weight than comparable steel frames.
They're also more rigid, contributing to the enhanced feeling of support during performance driving. The Z06 also benefits from interior details designed for high-performance driving, first introduced on the Stingray, including a steel-reinforced grab bar on the center console for the passenger and soft-touch materials on the edge of the console, where the driver naturally braces during high-load cornering. The performance-supporting elements inside the new Corvette Z06 are complemented by unprecedented attention to detail and build quality. All models feature a fully wrapped interior, where every surface is covered with premium, soft-touch materials. Available materials, depending on the trim level, include Napa leather, aluminum, carbon fiber and micro-suede.
No corner was cut when it comes to this supercar's interior. The Z07 package adds larger, 15.5 x 1.4-inch (394 x 36 mm) front and 15.3 x 1.3-inch (388 x 33 mm) carbon ceramic-matrix brake rotors for consistent performance lap after lap, and collectively save 23 pounds over the standard Z06 rotors. The Z07 package includes Michelin Sport Cup 2 tires (upgraded from the standard Pilot Super Sport tires on the Z06).
The available Z07 package add larger winglets to the front splitter, along with an adjustable, see-through center section on the rear spoiler for track use. With this package, the Corvette Z06 delivers the most aerodynamic downforce of any production car that GM has tested.
Welcome to Critic's Notebook, a quick and off-the-cuff car review consisting of impressions, jottings, and marginalia regarding whatever The Drive writers happen to be driving. Today's edition: the Convertible. There's a big problem in America today:. It's a minor issue, all things considered. But like a coal fire quietly burning away beneath the ground of a small Pennsylvania town, it's a slow-moving menace that could, given time, cause a beloved thing to disappear.
If people aren't buying Corvettes, the Corvette itself could be in danger. We already know that General Motors is planning an all-new, mid-engined 'Vette for the car's eighth generation, presumably so it can better battle the supercars of the world; while the company hasn't stated how much the mid-engined Corvette will sell for, it's hard to imagine that GM will drop, rather than significantly raise, the price for such a revolutionary product. (Indeed,.) It's especially vexing considering how remarkable a sports car The Plastic Fantastic has become—a combination of performance, style, and comfort that can seem like a bargain. (Emphasis on can; more on that later.) And, is the Goldilocks' Choice of the three-car 'Vette family: it wears the same wide body and aerodynamic alterations as the Z06 but keeps the naturally-aspirated, 460-horsepower 6.2-liter LT1 V-8 instead of the supercharged LT4 version found in the mack-daddy Corvette.
Of course, while car nerds will geek out over details like 1.1-plus Gs of lateral grip and adaptive magnetorhelogical suspension dampers, the average Corvette buyer is likely more concerned with looking cool on the drive to an Eagles concert. As such, my press car was configured more along the lines of a Woodward Dream Cruise special than a weekend autocross star: in automatic transmission, convertible-topped form, loaded up with appearance options like carbon fiber ground effects and microsuede-coated A-pillars. As it turns out, though, even saddled with that less-than-ideal spec sheet, is every bit the sports car it ought to be. The Pros:. There may be no sports car on Earth that better balances performance and real-world fun than. Sure, it's down almost 200 horsepower compared to the 650-horsepower Z06, and as such, it loses some thrust by comparison; the Grand Sport is nearly a full second slower to 60 mph, and the accelerative gap just grows from there. But, those extra horses are, dare I say, unnecessary.
The LT1 strikes a near-perfect balance for a road car engine: it packs enough power to slaughter most comers, yet unlike many supercars out there, it doesn’t make hauling ass so effortless that it drains the fun of making the car work. You’ll lose every drag race you run against a Tesla, but you’ll have far more fun every time. Especially with the windows (and top) down, so you can hear that smallblock sing.
Putting Z06-spec track-ready rubber on a 460-hp car means that traction seems omnipresent. In most cars packing this sort of power, flooring the gas at, say, three miles per hour with traction control off would prompt a smokeshow par excellence. In the Grand Sport, the car just blasts forward with nary a chirp.
If these tires were any stickier, this Corvette could chase Spider-Man up walls. Considering this car's handling prowess—again, —it might seem like you'd have to be a masochist to drive this car down a rough country road. Yet GM's chassis tuning team has pulled off a minor miracle: the Corvette's ride comports itself with dignity, insulating the occupants' butts from the worst of the road without sacrificing an iota of grip. The cockpit may only seat two, but it snuggles itself around the occupants like a blanket—a blanket upholstered in cheap leather, perhaps, but the C7's interior is still leaps and bounds above previous generations of 'Vette, most of which felt like they'd been crafted from the same materials used to make carnival prizes. Even tall drivers will find plenty of legroom; the controls all lie within easy reach from the driver's seat; and the infotainment is shockingly usable for a car of this performance caliber, from the eight-inch touchscreen to the three USB ports. (Yes, there are more USB jacks than potential occupants.
No need to wait for office hours or assignments to be graded to find out where you took a wrong turn. Human computer interaction definition. You can check your reasoning as you tackle a problem using our interactive solutions viewer.
I don't know why.). The second eight-inch screen serving as the heart of the instrument panel is so good, it renders the analog speedometer—tipped on its side and exiled to the lefthand-corner of the dashboard—utterly redundant.
Toggle through the car's drive modes, and it shifts from one digital tachometer-and-speedometer simulacrum to another; Track Mode features a swoosh that widens as the revs rise, Sport Mode boats a minimalist, monochromatic gauge, and the lesser modes (Tour, Eco, and Wet) use a multicolored cartoon version with space to show radio or nav info. The doors are asymmetrical from the inside. Which is only a 'pro' because of the reason behind it: The passenger's door is structured with a vertical post below the door release for the sole reason of giving the passenger an 'Oh shit!' Grab handle for each hand.
The Cons:. The frameless rear-view mirror that looks so cool by day turns into an irritant by night. Only the central portion dims automatically; the border stays as reflective as ever, which means any headlights that hit it blast you in the eyes will the force of. And whomever at GM thought it was a good idea to put an illuminated red SOS button next to a similarly-glowing blue OnStar button, in the same spot your eyes scan for cops every 30 seconds, should be socked in the mouth. The convertible isn't as handsome as the coupe.
2018 Corvette Manual Transmission
It's not bad-looking by any stretch, and the soft roof does an admirable job keeping noise out when erected, but it lacks the fighter-jet poise of the hardtop. (And since the cheaper model comes with a pop-off targa top, coupe buyers can still experience wind-in-the-hair thrills without sacrificing style.). Going for the roadster also means losing out on storage space.
The convertible Corvette has to make do with 10 square feet of trunk space—two-thirds of the coupe's commodious cargo bay, which offers nearly as much room as a Malibu's aft compartment. The eight-speed slushbox does a fine job in automatic mode, opting for smart shift strategies that extract every drop of either speed or efficiency from the engine, depending on your aims; in manual, however, it still feels a beat or two slower than the dual-clutch transmissions found between the wheels and the crank of Porsches, Ferraris, and Volkswagens. Besides, it's a Corvette. It deserves a manual. The Bottom Line: If there was one problem with the particular Corvette I spent the weekend with, however, it was this: This sucker was expensive.
My droptop Grand Sport test car bore an MSRP of $94,050 on its window sticker—a full $37,560 more than an entry-level Corvette Stingray, which packs the same smallblock engine and goes just as fast in a straight line. More to the point, it's roughly $25K more than a basic Grand Sport convertible. In an odd way, this silver Corvette serves as a lesson in just how little you really need to spend on a 'Vette in order to have one hell of a car. With the exception of the carbon-ceramic brakes, every option slapped on this tester added exactly zip to the car's performance—and while those giant heatproof stoppers are impressive, the regular brakes work well enough that only hardcore track rats need even think about dropping the cash on the ceramics. Besides, you'd be better off buying the Z07 package, which includes the carbon-ceramic brakes as well as other competition-minded bits, like hardcore aerodynamic add-ons and a more aggressive suspension, yet costs almost the same as the brakes do alone. But you don't need to, and that's the point. Even in regular form, the Grand Sport is the sort of sports car that reminds you just what a great automaker can do when it sets its mind to it.
It's capable of whipping cars that cost three times as much on a race track but is be equally at home on a 3,000-mile cross-country road trip. It's a wonder. Now, if you'll excuse me, I'm off to figure out the quickest way to earn 75 grand. 2018 Chevrolet Corvette Grand Sport Convertible, By the Numbers: Price (as tested): $70,490 ($94,045) Powertrain: 6.2-liter naturally-aspirated V-8, 460 horsepower, 465 pound-feet; eight-speed automatic; rear-wheel-drive Fuel Economy: EPA-rated at 15 city / 25 highway, but you'll do better 0-60 MPH: 3.6 seconds (manufacturer estimate) Road-holding: 1.11 g ( Car and Driver testing, coupe) Number of times you'll regret opting for the Visible Carbon Fiber Ground Effects Package because it scrapes on the ground or you step on the fragile door sills: At least once per day. Epa lagoon design manual indian health services.