General Motors News - Jalopnik releases rendering of C7 ZR1

[CMonakar]

Someone at GM needs to circulate a memo that lip spoilers suck-ass. Otherwise I think their styling department is doing a great job :p

[HeilSvenska]

ZR1's design doesn't seen very tasteful, but it's performance first, looks second for that car. As for the Coupe, I can't wait to see it myself in ...oh... 10-11 months.

[nthfinity]

http://www.thecarconnection.com/blog/?p=759

Camaro Goes Hybrid, As GM Axes Rear-Drive Impala, LaCrosse?


General Motors has been forced to rework the investment case for the Chevrolet Camaro in the wake of new fuel-economy rules adopted this past December.

The Camaro will still be built, but higher-end V-8 versions likely will be priced higher than expected. As for other planned GM rear-drivers–a new Chevrolet Impala, Buick LaCrosse and the replacement for the Pontiac G8 due this spring–all have been dropped along with a new V-8 engine GM was contemplating building.

“You can’t kill something that was never approved,” said one GM official, who asked for anonymity but who confirmed the rear-wheel-drive projects are now dead.

Stew Low, a spokesman for GM of Canada, said the Camaro project is safe and is moving forward. The GM of Canada plant in Oshawa, Ontario outside of Toronto should be ready to build the first Camaro late this year, Low said.

Buzz Hargrove, president of the Canadian Auto Workers union, said that GM is spending $2.5 billion in Oshawa - including $435 million from the Ontario and Canadian federal governments.

“We anticipated that would be followed by other rear-wheel-drive vehicles, but the money they spent on the plant makes it a flex plant, so you can build both front-drive and rear-wheel-drive in the facility,'’ Hargrove told reporters in Canada.

Only a proposal for new ultra-luxury rear-wheel-drive Cadillac seems to still have a chance of making it through GM’s product development process and into production. Even that project, though, may well depend on how the Environmental Protection Agency writes the rules enforcing the new fuel-economy standards.

The death of the other rear-drive GM vehicles also has implications for the final pricing of the Camaro when it goes on sale next year.

Last year, GM vice chairman Robert Lutz had told TheCarConnection.com that the rear-wheel-drive platform developed for the Camaro would support other vehicles as part of GM’s effort to make the project financially manageable. Spinning more vehicles from one platform spreads the costs around and is the most efficient and effective way for GM to use its available capital, Lutz has said.

As part of global product strategy GM plans to use fewer but more flexible platforms that would accommodate a wider range of vehicles and vehicle designs. Specifically, the new Camaro platform could be used for other rear-drive vehicles, Lutz said he said before the fuel-economy debate had heated up in Congress.

Part of the reason for the delay in moving forward with the Camaro project revolved around extending the utility of the fundamental architecture so it could serve as the platform for other vehicles as well, he said.

The new fuel-economy rules, however, have basically forced GM to reconsider its extensive plans for rear-wheel-drive vehicles. Rear-wheel-drive trucks and SUVs are safe for now because the new federal rules will allow some wiggle room for trucks. GM, though, is not in a position to absorb the roughly 1-mpg fuel-economy penalty that comes with building rear-wheel-drive passenger cars, GM insiders said in the wake of the North American International Auto Show in Detroit.

However, GM’s decision to scrap the other rear-drive models is putting an enormous cost burden on the new Camaro.

GM officials are saying they should be able to recover some of the investment costs in the new rear-wheel-drive platform by selling the vehicles in places such as Australia, the Middle East and China. Australia, however, has a new government that takes global warming very seriously. China is imposing new fuel-economy standards that are as tough as those found in the United States and one of the largest vehicle markets in the Middle East, Iran, is off limits to American car companies.

Nevertheless, GM desperately wants to price the new Camaro competitively against vehicles like the new Dodge Challenger and particularly the Ford Mustang, which pretty much inherited the segment after GM withdrew the Camaro earlier in the decade.

With a new generation of rear-wheel-drive vehicles consigned to the never-built file somewhere in the company’s engineering office, GM now is working on a plan B for Camaro.

GM chairman Richard Wagoner has already confirmed a V-6 engine will be part of the Camaro package.

While the concept Camaro has come with V-8 engine, a V-6 would serve as basic engine for the production Camaro and would help keep prices competitive.

Meanwhile, Tom Stephens, the head of GM’s Powertrain Group, told reporters recently that turbocharging can help boost both fuel economy and horsepower.

The V-8 version of the Camaro is very likely carry a substantial premium and GM is thought to have assigned a team of engineers to work out how to apply its new dual-mode hybrid system for an even more expensive version of the Camaro.–By Joseph Szczesny

[RC45]

Another nail in GMs coffin.

There are millions of rear wheel drive customers in the world.. if GM doesnt make any RWD cars, they will buy from others.

The rest of the world will be on the "save the earth bandwagon" right up until they cant pay for it anymore - then all bets will be off again.

Can't GM and Ford to just dry up go bankcrupt already and be gone, so we can stop watching them go through these bizarre model death throws every 5 years

[HeilSvenska]

Despite the gloom over the uncertainly of RWD platforms in GM's future, its cars are racking up some more kudos!

Cadillac CTS Outscores Mercedes C300, BMW 328i in Consumer Reports' Tests of Sports Sedans Separately, CR ranks new Chevrolet Malibu among the best family sedans; V6 Malibu achieves 'Excellent' overall score YONKERS, N.Y., Feb. 5 /PRNewswire-USNewswire/ -- The redesigned 2008 Cadillac CTS beat out the BMW 328i and the redesigned Mercedes-Benz C300 in Consumer Reports' testing of upscale sports sedans for the March issue. BMW and Mercedes-Benz have long been considered by many Americans to set the standard in the sport-sedan category. The CTS achieved an "Excellent" overall score, surpassing both the 328i and C300, which received "Very Good" overall scores. The CTS is also ranked above some previously-tested sports sedans including the Lexus IS250, the Acura TSX, and the Audi A4. While the CTS vaulted past most competitors, the Infiniti G35 and Acura TL still outscore it and lead this class in Consumer Reports' ratings. The CTS ranks third among the 12 sports sedans that CR has rated at its Auto Test Center in East Haddam, Connecticut. In a separate "Auto Test Extra" report, Consumer Reports tested two trim lines of the new Chevrolet Malibu, the four-cylinder LT trim line and a V6-powered LTZ. The redesigned Malibu now ranks among the best family sedans in CR's ratings, just below the Nissan Altima, Honda Accord, and Toyota Camry. The more expensive LTZ posted an "Excellent" score and ranks fourth among family sedans in the $25,000 to $30,000 category. The Malibu LT achieved a "Very Good" overall score; ranking in fifth position overall, and just a fraction of a point behind the four-cylinder Camry LE. "The Cadillac CTS now competes toe-to-toe with some of the best German and Japanese sport sedans," said David Champion, senior director of automotive testing for Consumer Reports. "There are more safety features and interior amenities in the new model. Fit and finish is greatly improved, and the interior is much more pleasant than in the previous generation." There were a total of four vehicles in this test group--the CTS, 328i, C300 and Saab 9-3 Aero. The 328i and C300 posted "Very Good" overall scores and are ranked roughly mid-pack. The 9-3 earned a lower overall score, though still high enough to be in the "Very Good" range; it finished near the bottom of the ranking. Consumer Reports is Recommending two of the vehicles in this test group, the 328i and the 9-3. The reliability of the redesigned CTS and C300 are unknown, so CR cannot recommend either vehicle. Consumer Reports only recommends vehicles that have performed well in its tests, have at least average predicted reliability based on CR's Annual Car Reliability Survey of its own subscribers, and performed at least adequately if crash-tested or included in a government rollover test. Full tests and ratings of the test group appear in the March issue of Consumer Reports, which goes on sale February 5. The reports are also available to subscribers at www.ConsumerReports.org. The redesigned CTS is a notable improvement over the model it replaces. A taut suspension and excellent steering give the CTS agile handling. The interior is significantly improved, with higher quality materials. The CTS ($40,835 Manufacturer's Suggested Retail Price as tested) is equipped with a 263-hp, 3.6-liter V6 that provides strong, responsive performance. Its six-speed automatic transmission shifts smoothly and responsively. Braking on the CTS is very good overall. BMW's 328i is a delight to drive, with a smooth, quick and refined powertrain, agile handling, and firm yet supple and controlled ride. Fit and finish is excellent, but the cabin is snug. The 328i ($39,175 MSRP as tested) is powered by a 230-hp, 3.0-liter, six-cylinder engine matched to a six-speed automatic transmission. The powertrain makes the 328i smooth, refined, and quick. The 328i returned the best fuel economy of the group in CR's own tests, at 23 mpg overall, but it requires premium gas. Brakes on the BMW are very good. The C300 is a capable car, and it is more competitively priced than the model it replaces. It is quick and refined. The taut suspension translates into a stiffer ride than that of the other cars in this group. The interior is quiet but snug. The C300 ($37,325 MSRP as tested) is powered by a 228-hp, 3.0-liter V6 engine mated to a seven-speed automatic transmission. The powertrain provides smooth and strong performance with decent fuel economy. The Mercedes' brakes are excellent, delivering very short stops in either dry or wet conditions. The size and pricetag of Saab's 9-3 place it in the upscale sport-sedan class but the vehicle doesn't measure up to tough competition. CR's top-of-the-line Aero model has quick and smooth acceleration but lacks the refinement of the best sports sedans. The ride is stiff, the cabin is noisy and cramped, and fit and finish isn't as good as buyers expect in this segment. The Aero ($37,815 MSRP as tested) is equipped with a turbocharged 255-hp, 2.8-liter V6 and six-speed automatic transmission that deliver smooth, strong performance. The Saab's brakes are very good overall.

[nthfinity]

Rampant Speculation On 2009 Cadillac XLR, XLR-V



The forum fan-boys always on the Inside of News on GM are speculating on the next Cadillac XLR and XLR-V today. Although GM PR folks have been a bit cagey on a replacement for the XLR luxury sports convertible, it isn't stopping the General's fan-boys from rampant speculation gleaned from forums far and wide -- mostly because of Rick Popely's little XLR name-drop in the Chicago Tribune on Sunday. Rick says:

"Cadillac will roll out the 2009 XLR roadster in July with fresh styling in and out.

XLR is based on the Chevrolet Corvette, but Cadillac won't get a version of the 2009 ZR1 due in late summer with a supercharged 6.2-liter V-8 that cranks out 620 horsepower. Chevrolet hints at a price of around $100,000 and says it will build only about 2,000 per year."

So will it get the same LS9 in the new Corvette ZR1? Will it get the LSA from the Cadillac CTS-V? Will it get magic pixie dust? Best question -- will it actually happen? Let's all speculate together, shall we? What say you? [via GM Inside News]
__________________
www.cadillacvforums.com

[enzoferrari]

Thanks for sharing this good news.

[satcomvato]

I still can't understand why GM can't utilize more tricks to artificially raise the average mpg in order to make the current RWD offerings safe for the foreseeable future. A couple of clean diesel sub-compacts that get north of 60mpg could be just enough to tip the scales and make the 1mpg difference caused by RWD a non-issue.

The real problem with GM is the same problem they've had since the gas crunch of the early to mid 70s. GM is quite simply too slow to react. Correct me if I'm wrong, but the current HHR SS model is the first turbocharged 4 banger that GM has ever offered. It's an engine borrowed from the supercharged Cobalt SS but they swapped the blower for a turbo in the interest of fuel mileage. This is something that GM should have been rolling out 15 years ago. It seems like GM is ridden with bureaucratic processes that make it too slow to react to rapidly changing demands.

[RC45]

Originally Posted by satcomvato It seems like GM is ridden with bureaucratic processes that make it too slow to react to rapidly changing demands.

Yes it is ridden with a very expensive bureaucratic process - its called the United Auto Workers Union.

GM cant do ANYTHING without first negotiating some kind of money exchange with the UAW - they cant move, change, close or open plant without talkign to the UAW, they cant add, change or remove a model wihtout consultng with the UAW.

Unions... the real reason the US Auto industry (as well as Iron & Steel, Shipping, Railroad and other heavy industries) are doomed and/or alreday decimated.

[HeilSvenska]

Camaro SS in the works!!!
http://jalopnik.com/365972/ed-welbur...nk-confirms-ss

& more pics
http://www.autoblog.com/photos/spy-s...aro-prototype/

[HeilSvenska]

Sexliciousness that is the CTS Wagon.


Massive blindspot?

[79TA]

Details on the 2009 Corvette coupe and convertible (including Z06)

So here's a run down of what's new and different for 2009.

(from Chevrolet Press Release) 2009 CORVETTE: ENHANCEMENTS BRING MORE CHOICES, REFINEMENT TO CHEVY’S LEGENDARY SPORTS CAR After a milestone year in 2008 that saw the introduction of the LS3 6.2L V-8 as the new standard engine, a custom, leather-wrapped interior and more upgrades, the Corvette powers into 2009 with a raft of enhancements that further distinguish it and give customers more choices – including a lower-priced convertible model. Of course, that range of choices also includes the ZR1, with its 6.2L supercharged engine that produces 638 horsepower (476 kW). (Please see the separate Corvette ZR1 release for complete information on Chevy’s world-class supercar.) “The Corvette is an American icon with world-class credentials,” said Ed Peper, Chevrolet general manager. “It’s the car we all aspire to own and the 2009 edition, with more choices and features, only amplifies that craving.” New for 2009 Here is a rundown of the new features and content changes for the ’09 Corvette lineup: Corvette 1LT convertible – Customers can slip into a Corvette convertible for a lower MSRP with this 1LT-equipped model. Additionally, a power top is now standard on 2LT convertible models. Two new exterior colors – Cyber Gray Metallic and Blade Silver Metallic are added, while Machine Silver Metallic is discontinued. This brings the Corvette’s exterior palette to nine colors. Revised crossed flags emblem – The iconic Corvette crossed flags emblem is distinguished with a new, bright surround. Two new custom leather-wrapped interiors – Dark Titanium and Ebony join Sienna and Linen as available selections. Bluetooth capability – This option enables the Corvette to offer the convenience and safety of Bluetooth hands-free phone service. Standard power hatch pull-down – This convenient feature is now standard on Corvette coupe and Z06 models. Additionally, steering wheel audio controls and variable-ratio steering are standard on all models. Revisions also are incorporated to the hardware and software of the anti-locking braking, traction control and Magnetic Ride Control systems. Several trim and content changes are incorporated on the Z06, too. They include: New, “spider”-design 10-spoke Z06 wheel available in four versions: Sparkle Silver, Competition Gray and chrome Color-keyed door and instrument panels with red and titanium interiors Power-operated pull-down hatch now standard Gray stitching on Ebony base seats (previously red) New door sill plates with the Z06 logo Acoustic package standard on all Z06 models The Z06 also receives a larger-capacity dry-sump oiling system. It upgrades to the 10.5-quart (9.9 liters) system of the new ZR1. The previous oil system held eight quarts (7.5 liters). The popular museum delivery option (RPO R8C) remains available for all Corvette models. LS3 engine The 6.2L LS3 small-block V-8 is the standard engine in coupe and convertible models. It is rated at 430 horsepower (321 kW)* and 424 lb.-ft. of torque (575 Nm)* with the standard exhaust system. An optional two-mode exhaust system brings a power rating increase to 436 horses (325 kW) and 428 lb.-ft. (580 Nm). The LS3 features an aluminum cylinder block with cast iron cylinder liners. The cylinder bores measure 4.06 inches (103.25 mm) in diameter and combine with a 3.62-inch (92 mm) stroke to deliver a 376-cubic-inch (6.2L) displacement. Breathing is accomplished via high-flow cylinder heads. They’re based on the large port/large valve design found on the LS7 engine, with larger-capacity, straighter intake ports. The design optimizes intake flow to the combustion chamber and the exhaust ports are also designed for better flow. Complementing the large-port design of the heads are commensurately sized valves. The intake valve size is a large, 2.16 inches (55 mm). The intake valves feature lightweight hollow stems, which enable the engine’s 6,600-rpm capability. The exhaust valves also are large, measuring 1.60 inches (40.4 mm) in diameter. To accommodate the engine’s large valves and enable more direct intake port flow, the intake-side rocker arms are offset 6 mm between the valve tip and the push rod. Actuating the valves is a camshaft with 0.551-inch (14 mm) lift. Dual-mode exhaust system Optional on coupe and convertible models is a dual-mode performance exhaust system. It gives the Corvette a more aggressive exhaust sound character that appeals to performance enthusiasts, as well as a boost in horsepower. Similar in design and function to the system used on the Z06 and ZR1, the dual-mode exhaust uses vacuum-actuated outlet valves, which control engine noise during low-load operation, but open for maximum performance during high-load operation. It is not identical to the Z06 system; it uses a 2.5-inch-diameter exhaust, while the Z06 uses a three-inch system. Transmissions and axle ratios The Corvette is offered with a standard six-speed manual transmission or an optional six-speed automatic with paddle-shift control. When ordered with the Z51 Performance Package, the six-speed manual comes with a more performance-oriented gearing, including a “shorter” 2.97:1 first gear. The shifting feel for both the six-speed manual transmission and paddle-shift six-speed automatic transmissions were improved in ’08, with the manual transmission shifting improvements include a more positive and direct feel during gear changes, with better gate-to-gate location. The six-speed paddle-shift automatic transmission on the coupe and convertible delivers quick shifts, with the ’08 enhancements bolstering the feeling of performance and driver control when using the shifting paddles. A 2.73 performance axle ratio is available with the automatic transmission. It is included with the Z51 package. Driving dynamics Corvette coupe and convertible have a hydroformed steel rail backbone structure, which features cored composite floors, an enclosed center tunnel, rear-mounted transmission and aluminum cockpit structure. Suspension cradles, control arms, knuckles, springs, dampers, bushings, stabilizer bars and steering gear have all been redesigned. Goodyear Extended Mobility Tires (EMT) take advantage of the latest sidewall design and compound technology for run-flat capabilities. Three suspension choices allow drivers to choose the setup that best suits their driving style. The standard suspension is tuned for a balance of ride comfort and precise handling. Corvette is now more poised at even higher handling levels, yet easier to drive. The optional Magnetic Selective Ride Control suspension features magneto-rheological dampers able to detect road surfaces and adjust the damping rates to those surfaces almost instantly for optimal ride control. Cross-dilled brake rotors are included when this feature is selected, allowing customers to combine the larger brakes from the Z51 performance package with the comfort of Magnetic Selective Ride Control. The Z51 Performance Package brings coupe and convertible performance very close to the widely admired previous generation Z06. The Z51 offers more aggressive dampers and springs, larger stabilizer bars, Goodyear Eagle F1 Supercar EMT tires, enhanced cooling and larger cross-drilled brake rotors (13.4 inches / 340 mm in front and 13 inches / 330 mm in rear) for optimum track performance while still providing a comfortable ride. With each suspension, three standard dynamic chassis control systems – anti-lock braking, traction control and Active Handling – operate in concert. In all, the dynamic chassis control systems are smarter, less intrusive and more adept at making the total driving experience precisely what drivers have come to expect from their Corvette. Corvette design Dramatic fender forms and exposed headlamps combine with the grille to create a strong visual identity for the Corvette, while the tapered rear deck and fascia improve high-speed performance. The lean rear design sports round taillamps and center-exit exhaust. The fixed Xenon high-intensity discharge headlamps provide superior lighting performance. With a 0.286 coefficient of drag, the coupe models are the most aerodynamic Corvettes ever. Interior details and technology Corvette’s interior is inspired by the car’s dual-cockpit heritage. High-quality materials, craftsmanship and functionality help deliver premium quality meant to enhance performance driving. The instrument panel and doors are covered with cast-skin foam-in-place trim with the look of a leather panel. It is warm and inviting and has double the life of conventional trim materials. An AM/FM/XM radio with CD player and audio input jack is standard. An optional Bose audio system with an in-dash six-disc changer adds to the choices available to the audiophile owner. Steering-wheel mounted audio controls are included on all models. XM Satellite Radio is standard. A full-function OnStar system with Turn-by-Turn Navigation capability is standard and an onboard navigation system with voice recognition is available. Using a 6.5-inch (165 mm) color touch-screen display, the DVD-based system contains all the map data for the 48 contiguous states and most of Canada on two discs. Corvette also features k eyless access. When the owner is in close proximity to the door, the key fob’s signal unlocks the door. The system’s emergency key and other remote-function controls are integrated in a single unit Custom leather-wrapped interior package Available on coupe, convertible, Z06 and ZR1 models is the custom leather-wrapped interior package. It offers a stylish, two-tone leather-appointed cabin with details that enhance the feeling of Corvette’s craftsmanship. Details include: Leather-wrapped upper and lower instrument panel, door pads and seats Choice of new, exclusive colors: Dark Titanium, Ebony, Linen or Sienna, with unique color breakup Padded door panel armrests “Corvette” embroidered on passenger-side dash pad Embroidered crossed flags logo on headrests Unique center trim plate with Bias pattern. Corvette Z06 details With racing-inspired powertrain and suspension features, the Corvette Z06 delivers exceptional levels of capability and technology, making it one of the best performance values on the market. Design – The Z06 has an unmistakable and aggressive appearance, with design cues that include: A wide front fascia with a large, forward-facing grille opening, a splitter along the bottom and wheel opening extensions along the sides to provide aerodynamic downforce A cold-air scoop in front of the hood that integrates an air inlet system for the engine The trailing edge of the front wheel opening is radiused to achieve improved drag, but protects the body finish with a tough molding, and a large air extractor is located behind the wheel A fixed-roof body style optimizes body rigidity and mass Wider rear fenders with flares cover the massive rear tires and a brake cooling scoop in front of the wheels visually balances the fender extractor A tall rear spoiler houses the CHMSL on the top of the rear fascia 10-spoke spider-design wheels (18-inch, front; 19-inch, rear) Four large stainless steel exhaust outlets Z06 badging on the carbon fiber front fenders The aerodynamics of the Z06’s exterior were shaped by the experiences of the Corvette racing program, where high-speed stability and cornering capability are paramount. And while the race cars use large rear wings, the Z06’s elevated spoiler provides sufficient downforce to balance the road-worthy front splitter without adversely affecting aerodynamic drag. The Z06’s Cd is 0.34. For all its race-inspired functionality, the Z06 is designed to be a daily-driveable high-performance vehicle. To that end, comfort and convenience are held to a very high standard. High-Intensity Discharge lighting, fog lamps, leather seating, dual-zone air conditioning, cabin air filtration and head-up display (HUD) with track mode and g-meter are standard. The Z06 gauge cluster displays the Z06 logo on the 7000-redline tachometer and has a readout on the oil pressure gauge to reflect the higher standard pressure of the dry-sump oiling system. The seats feature two-tone leather surfaces, with Z06-logo embroidery and contrasting stitching. Z06 options include a Bose audio system with an in-dash six-CD changer, Competition Gray or chrome wheels, a telescoping steering wheel, heated seats, side-impact air bags, a navigation system with GPS and universal home remote. LS7 engine – The Z06’s LS7 7.0L engine delivers 505 horsepower (377 kW) in a 3,180-pound (1,442 kg) package – a combination that delivers 0-60 performance of 3.7 seconds in first gear, quarter-mile times of 11.7 seconds at 125 mph and a top speed of 198 mph (as recorded on Germany’s Autobahn). It also provides maximum lateral acceleration of 1.04 g and 60-0 braking in 111.3 feet; it also circuited Germany’s famed N ü rburgring in a time of 7:43 from a standing start. The LS7 reintroduced the 427-cubic-inch engine to the Corvette lineup. It is easily identified under the hood by red engine covers with black lettering. The LS7 shares the same basic Gen IV V-8 architecture as the Corvette’s 6.2-liter LS3, but it uses a different cylinder block casting with pressed-in steel cylinder liners to accommodate the engine’s larger diameter, 4.125-inch (104.8 mm) cylinder bores. Internally, the LS7’s reciprocating components make use of racing-derived lightweight technology, including titanium connecting rods and intake valves, to help boost horsepower and rpm capability. The rpm fuel shut-off limit is 7,100 rpm. The LS7’s details include: Dry-sump oiling system Unique cylinder block casting with large, 104.8-mm bores and pressed-in cylinder liners Forged steel main bearing caps Forged steel crankshaft Titanium connecting rods with 101.6-mm stroke Cast aluminum flat-top pistons 11.0:1 compression High-lift camshaft Racing-derived CNC-ported aluminum cylinder heads with titanium intake valves and sodium-filled exhaust valves Low-restriction air intake system Hydroformed exhaust headers with unique “quad flow” collector flanges. One of the clearest examples of the LS7’s race-bred technology is its use of titanium connecting rods. They weigh just 464 grams apiece and besides being lightweight, which enhances high-rpm performance and rpm range, titanium makes the rods extremely durable. The LS7’s CNC-ported aluminum cylinder heads are designed to meet the high airflow demands of the engine’s 7.0-liter displacement. A hydraulic roller camshaft with 0.588/0.593-inch valve lift is used to allow plenty of air to circulate in and out of the engine. To ensure optimal, uninterrupted airflow, the LS7’s heads have straight, tunnel-like intake runners. Very large by production-vehicle standards – even racing standards – they are designed to maintain fast airflow velocity, providing excellent torque at low rpm and exhilarating horsepower at high rpm. The heads feature 70-cc combustion chambers that are fed by huge, 56-mm-diameter titanium intake valves. They are complemented by 41-mm sodium-filled exhaust valves. To accommodate the large valve face diameters, the heads’ valve seats are siamesed; and, taken from experience with the engines of C6.R race cars, the LS7’s valve angles are held at 12 degrees – vs. 15 degrees for the LS2 – to enhance airflow through the ports. The LS7 has a dry-sump oiling system designed to keep the engine fully lubricated during the high cornering loads the Corvette Z06 is capable of producing. An engine compartment-mounted 10.5-quart (9.9 liters) reservoir delivers oil at a constant pressure to a conventional-style oil pump pick-up at the bottom of the engine. The pressurized oil feed keeps the oil pick-up continually immersed in oil at cornering loads exceeding 1 g. Oil circulates through the engine and down to the oil pan, where it is sent back to the reservoir via a scavenge pump. The large-capacity reservoir, combined with a high efficiency air-to-oil cooler, provides necessary engine oil cooling under the demands of the engine’s power output. With the dry-sump system, oil is added to the engine via the reservoir tank – which includes the oil level dipstick. Drivetrain – The Corvette Z06’s powertrain and drivetrain systems are matched to the LS7’s performance capability. The light, four-into-one headers discharge into close-coupled catalytic converters and through two-mode mufflers. The mufflers each feature a vacuum-actuated outlet valve, which controls exhaust noise during low-load operation but opens for maximum power. At the rear of the LS7 engine, a single-mass flywheel and lightweight, high-capacity clutch channel torque to the rear transaxle. The six-speed manual transmission has been strengthened to handle the LS7’s increased torque load. The transmission includes a pump that sends transmission fluid to the front radiator for cooling. Upon its return, the fluid removes additional heat from the differential lube before returning to the transmission. The six-speed transmission connects to a limited-slip differential, with enlarged ring and pinion gears. Stronger axle half-shafts with tougher universal joints transmit power to the rear wheels. Structure – The Z06 has a unique aluminum body structure for optimum stiffness and light weight for the fixed-roof body style. Perimeter rails are one-piece hydroformed aluminum members featuring cast suspension nodes, which replace many welded steel components on other Corvette models. Other castings, stampings and extrusions are combined into the innovative structure with state-of-the-art manufacturing technologies. Advanced structural composites featuring carbon-fiber are bonded to the aluminum structure. The wider front wheelhouses, for example, are carbon composites and the passenger compartment floors combine carbon-fiber skins with an ultra-lightweight balsa wood core. The Z06 has a new magnesium cradle that serves as the attachment point for the engine and some front suspension components. Magnesium is lighter than aluminum yet incredibly strong. The magnesium cradle helps improve the front-to-rear weight distribution, as do carbon-fiber front fenders and wheelhouses. Engineers also moved the battery from underhood to a position in the rear cargo area, behind one of the rear wheels. The mass reductions are offset by some added performance enablers, including dry-sump lubrication, exhaust system with outlet valves, larger wheels and tires, larger brakes and larger roll stabilizers. Suspension and brakes – The Z06 retains the 105.7-inch (2686-mm) wheelbase of other Corvette models, as well as the short-long arm suspension and transverse spring design, but it rides on all-new wheels, tires and brakes, as well as its own rear spring and roll stabilizer. The firmer suspension works harmoniously with large 18 x 9.5-inch cast-spun aluminum wheels and 275/35ZR18 tires in the front, and 19 x 12-inch cast-spun aluminum wheels with 325/30ZR19 tires in the rear. The tires use the latest extended-mobility technology from Goodyear to provide a satisfactory ride, but still allow the vehicle to achieve lateral acceleration of more than 1 g. The extended-mobility tires eliminate the need – and weight – for a spare tire and jack or inflator kit, while also reducing the chance of a sudden loss of handling capability. Complementing the suspension system and large rolling stock is an equally capable four-wheel disc brake system, consisting of 14-inch (355 mm) vented and cross-drilled front rotors and 13.4-inch (340 mm) vented and cross-drilled rear rotors. The front rotors are acted upon by large, red-painted six-piston calipers that use six individual brake pads. Individual brake pads are used because they deliver more equalized wear compared to what would otherwise be a pair of very long single-piece pads. For the rear brakes, four-piston calipers with four individual brake pads are used. A four-channel ABS system is standard, as is a very competent active handling system – complete with a Competitive Driving mode.

And for convertible details:

from General Motors Press Release) The ’09 Corvette lineup includes the Corvette coupe and Corvette convertible, each powered by the 430-horsepower (321 kW) LS3 V-8, and the incomparable Corvette Z06. Equipped with the 505-horsepower (377 kW) LS7 engine and built on a lightweight chassis, the Z06 is a street-going descendent of the championship-winning Corvette racing program. The Corvette convertible now features a power-operated soft top with the 2LT package; an easy-to-operate manual top is standard on the new 1LT convertible. Both configurations use a five-layer fabric that conceals the underlying structure for a good top-up appearance, plus it helps preserve the car’s excellent aerodynamics and reduces road noise.

[philip]

ZR1 review by Bloomberg financial news no less.

http://www.bloomberg.com/apps/news?p...93I&refer=home

Said if GM did its other cars as well, they wouldnt be in so much financial trouble.

[graywolf624]

Not much really in the name of changes. Sat in a Zr1 and an 09 last week at Corvettes in Carlisle. The Zr1 interior is the same as a C6 optioned up. The interior isnt the source of the 100k price tag.

[nthfinity]

Zr 1 is on hold for no published reason.

I am told it is because of faulty torque tube bolts.

Deliveries won't start next week as planned, but should be "soon"