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The following article appeared a couple weeks ago in AutoWeek magazine and they have just released it on their site:
(08:56:27 June 26, 2002)
The new Corvette C6 promises more performance and better handling
By WES RAYNAL
A new Corvette is one of the more anticipated launches, and the 2005 C6 is certainly no exception. The rumor mill and Internet buzz have intensified over the last six months. What information we’ve been able to cajole, dig up and bribe out of GM sources indicates the new C6 should live up to the hype. It will be a big step forward from the C5, especially in terms of vehicle dynamics and performance.
The sixth-generation Corvette (hence, C6) carries the codename GMX 245 and as of this writing it is scheduled to arrive in showrooms by late spring of 2004. The C6 was originally intended to be sold in fall 2003; GM externally calls the new date a “correction,” not a delay. Whatever, the wait makes the anticipation greater.
The rumors swirling around Detroit that the C6 would get an overhead-cam V8 had Corvette freaks freaking. Don’t panic: As has been the case with Corvettes for decades (with the exception of the ZR1), chief engineer Dave Hill (of Cadillac Allante fame) has once again chosen a small-block pushrod V8 to power C6. The engine, known as a Gen IV V8, will be based on the 5.7-liter LS1 and LS6 V8s used in the C5. Sources say the standard mill in the C6 delivers 400 horsepower, with 400 lb-ft of torque, within 5 horsepower of today’s Z06.
The high-performance LS6 in the Z06 jumps to 425 hp and some 415 lb-ft of torque. The next Z06 is intended as a 2006 model.
But the temptation to give the C6 a high-tech engine seems almost too great for GM’s powertrain engineers. Thus they are working on a variable-displacement, power-on-demand management system called Displacement on Demand. The technology can shut down two or four cylinders when not needed for better fuel economy on the highway.
Apparently, within GM’s hallowed engineering halls there were long internal debates about whether to include the variable-displacement engines on the C6 and/or the Cadillac XLR sports car. Both will be built in the same plant, in Bowling Green, Kentucky, and on basically the same platform. In the end, GM did what we can only think of as the right thing: It decided that while the system might be ready to go, the company will debut the technology on pickup trucks first, likely in the 2004 models, with passenger-car applications coming later.
The C6 will share its chassis, brakes and most suspension components with the Cadillac XLR, and in fact the platform is in many ways unchanged from the C5. That means the C6 will continue with hydroformed steel frame rails, which this time around will allow the platform to be built in two different lengths (one for the C6, one for the Cadillac) without introducing a significant number of additional welds or pieces. GM engineers think the hydroformed chassis allows them to dial in the type of handling characteristics they desire: crisper handling for the Corvette and a little softer for the Cadillac. GM originally had wanted to do an aluminum hydroformed chassis, but couldn’t get it ready in time, our moles say.
And here’s some technology worth getting excited about: Sources say the C6 will incorporate the latest version of GM’s active handling, stability control system, previewed on the C5 50th Anniversary car. GM calls the updated active handling system Magnetic Ride Control. It will also be used on the Cadillac Seville and XLR and is designed to minimize damping forces and body motions for the smoothest ride possible, based on inputs from the road-sensing suspension.
Magnetic Ride Control uses new Delphi “valveless” shocks, which are designed to have better damping and ultra-quick response rates. The quick-acting shocks use a liquid called magneto-rheological fluid. The fluid, combined with computer-controlled coils, provides continuously variable, real-time damping. The fluid contains iron particles, which in the presence of a magnetic field, can align themselves into a thicker state. If the magnetic field isn’t present, the fluid takes on a thinner state. The tuning levels are nearly unlimited, depending on programming and adjusting the algorithms controlling the damping responses.
The benefits, based on brief drives we’ve done in the 50th Anniversary car and some Sevilles equipped with the system, are fantastic: The ride is better, there’s less body roll, less dive under hard braking and squat under hard acceleration, and faster body and wheel control. It’s exactly what the Corvette needed. The curb weight should stay about the same, at 3200 pounds.
That’s the hardware. How does the new car look?
Well, Tom Peters designed the exterior. Yes, he’s the same Tom Peters who designed the Pontiac Aztek, but our design sources insist we not hold that against him—he was simply the fall guy for the design-by-committee that begot the Aztek.
The C6’s design will be slightly more daring than the C5’s, reflecting GM’s apparent newfound willingness—good or bad—to take a few styling risks. Combining both soft curves and machined edges, the car is about the same length as the C5, which is 179.7 inches long.
The C6’s greenhouse stretches to the top of the tail, making the C6 coupe look smaller, though it’s expected to ride on essentially the same 104.5-inch wheelbase. Word is a lip could be added to the rear to increase downforce. Up front the pop-up headlights are gone, replaced by xenon headlights.
Sources say the C6 will probably get away from Goodyear’s run-flat tires and that’s a good thing: They were seen both internally and by customers as too heavy and not grippy enough. Chassis engineers said they are leaning toward more aggressive rubber, such as the Z06’s Goodyear Eagle F1s.
Chassis people tell us the braking system will also get a revamp, as owners have complained about too-short service intervals. So GM is considering upgrading the brakes, including slotted discs and a new, more durable pad material.
So that’s the scoop on the new Corvette. It seems GM was smart enough to leave well enough alone regarding the Vette’s strengths, and changing the car where it needed it.
(08:56:27 June 26, 2002)
The new Corvette C6 promises more performance and better handling
By WES RAYNAL
A new Corvette is one of the more anticipated launches, and the 2005 C6 is certainly no exception. The rumor mill and Internet buzz have intensified over the last six months. What information we’ve been able to cajole, dig up and bribe out of GM sources indicates the new C6 should live up to the hype. It will be a big step forward from the C5, especially in terms of vehicle dynamics and performance.
The sixth-generation Corvette (hence, C6) carries the codename GMX 245 and as of this writing it is scheduled to arrive in showrooms by late spring of 2004. The C6 was originally intended to be sold in fall 2003; GM externally calls the new date a “correction,” not a delay. Whatever, the wait makes the anticipation greater.
The rumors swirling around Detroit that the C6 would get an overhead-cam V8 had Corvette freaks freaking. Don’t panic: As has been the case with Corvettes for decades (with the exception of the ZR1), chief engineer Dave Hill (of Cadillac Allante fame) has once again chosen a small-block pushrod V8 to power C6. The engine, known as a Gen IV V8, will be based on the 5.7-liter LS1 and LS6 V8s used in the C5. Sources say the standard mill in the C6 delivers 400 horsepower, with 400 lb-ft of torque, within 5 horsepower of today’s Z06.
The high-performance LS6 in the Z06 jumps to 425 hp and some 415 lb-ft of torque. The next Z06 is intended as a 2006 model.
But the temptation to give the C6 a high-tech engine seems almost too great for GM’s powertrain engineers. Thus they are working on a variable-displacement, power-on-demand management system called Displacement on Demand. The technology can shut down two or four cylinders when not needed for better fuel economy on the highway.
Apparently, within GM’s hallowed engineering halls there were long internal debates about whether to include the variable-displacement engines on the C6 and/or the Cadillac XLR sports car. Both will be built in the same plant, in Bowling Green, Kentucky, and on basically the same platform. In the end, GM did what we can only think of as the right thing: It decided that while the system might be ready to go, the company will debut the technology on pickup trucks first, likely in the 2004 models, with passenger-car applications coming later.
The C6 will share its chassis, brakes and most suspension components with the Cadillac XLR, and in fact the platform is in many ways unchanged from the C5. That means the C6 will continue with hydroformed steel frame rails, which this time around will allow the platform to be built in two different lengths (one for the C6, one for the Cadillac) without introducing a significant number of additional welds or pieces. GM engineers think the hydroformed chassis allows them to dial in the type of handling characteristics they desire: crisper handling for the Corvette and a little softer for the Cadillac. GM originally had wanted to do an aluminum hydroformed chassis, but couldn’t get it ready in time, our moles say.
And here’s some technology worth getting excited about: Sources say the C6 will incorporate the latest version of GM’s active handling, stability control system, previewed on the C5 50th Anniversary car. GM calls the updated active handling system Magnetic Ride Control. It will also be used on the Cadillac Seville and XLR and is designed to minimize damping forces and body motions for the smoothest ride possible, based on inputs from the road-sensing suspension.
Magnetic Ride Control uses new Delphi “valveless” shocks, which are designed to have better damping and ultra-quick response rates. The quick-acting shocks use a liquid called magneto-rheological fluid. The fluid, combined with computer-controlled coils, provides continuously variable, real-time damping. The fluid contains iron particles, which in the presence of a magnetic field, can align themselves into a thicker state. If the magnetic field isn’t present, the fluid takes on a thinner state. The tuning levels are nearly unlimited, depending on programming and adjusting the algorithms controlling the damping responses.
The benefits, based on brief drives we’ve done in the 50th Anniversary car and some Sevilles equipped with the system, are fantastic: The ride is better, there’s less body roll, less dive under hard braking and squat under hard acceleration, and faster body and wheel control. It’s exactly what the Corvette needed. The curb weight should stay about the same, at 3200 pounds.
That’s the hardware. How does the new car look?
Well, Tom Peters designed the exterior. Yes, he’s the same Tom Peters who designed the Pontiac Aztek, but our design sources insist we not hold that against him—he was simply the fall guy for the design-by-committee that begot the Aztek.
The C6’s design will be slightly more daring than the C5’s, reflecting GM’s apparent newfound willingness—good or bad—to take a few styling risks. Combining both soft curves and machined edges, the car is about the same length as the C5, which is 179.7 inches long.
The C6’s greenhouse stretches to the top of the tail, making the C6 coupe look smaller, though it’s expected to ride on essentially the same 104.5-inch wheelbase. Word is a lip could be added to the rear to increase downforce. Up front the pop-up headlights are gone, replaced by xenon headlights.
Sources say the C6 will probably get away from Goodyear’s run-flat tires and that’s a good thing: They were seen both internally and by customers as too heavy and not grippy enough. Chassis engineers said they are leaning toward more aggressive rubber, such as the Z06’s Goodyear Eagle F1s.
Chassis people tell us the braking system will also get a revamp, as owners have complained about too-short service intervals. So GM is considering upgrading the brakes, including slotted discs and a new, more durable pad material.
So that’s the scoop on the new Corvette. It seems GM was smart enough to leave well enough alone regarding the Vette’s strengths, and changing the car where it needed it.