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Sep 24th, 2015
09/18/20 03:03 AM Insight of C8 Stingray Design by teamzr1
Two days before the 50th anniversary of astronaut Neil Armstrong’s leap for mankind and 10 years after General Motors emerged from bankruptcy, the camouflage was finally ripped from the eighth generation (C8) 2020 Chevrolet Corvette. As widely anticipated,
C8 now flaunts a mid-engine layout that ostensibly puts it on equal terms with the world’s most venerated supercars.

After six decades of experimentation and concept-car teasing, GM acknowledged that the new Stingray will enter production before
year’s end. The truly shocking announcement is a base price of $59,995 including destination, only $3,000 more than today’s front engine C7.
Along with moving the cockpit forward 16.5 inches (419 mm) to facilitate shifting the engine rearward, the new Corvette is
an innovative mix of novel and traditional engineering solutions.

New V8 and DCT propulsion

GM’s new 6.2-L LT2 fifth-generation small-block V8 may have roots extending back to 1955, but it brings a long list of new features
to the party. Its aluminum block has revised oiling and venting arrangements in support of a dry-sump lubrication system with one
pressure and three scavenge pumps.
The sump casting is shallower to allow mounting the engine 1 in. (25 mm) lower in the car versus C7.
The crankshaft nose is longer, to power revised accessory drives.

There’s an oil reservoir mounted at the top-left corner of the engine and the oil cooler’s capacity is 25% greater than in C7 for more dependable operation during extreme (track or desert driving) conditions.

More aggressive valve timing and 11.5:1 compression along with new intake and exhaust manifolds raise output to an SAE-rated 490-495 hp (365-369-kW) at 6450 rpm (with and without the optional low restriction exhaust system).
Peak torque is rated at 465-470 lb-ft (630-637 Nm) at 5150 rpm.

The LT2 is redlined at 6500 rpm. Cylinder deactivation remains to help enhance fuel economy.
Asked what kept GM from clearing the worthy 500-horsepower (373-kW) hurdle for the LT2, Jordan Lee, the global chief engineer for small-block engines,acknowledged, “Honesty stopped us at the level we were confident could be provided in all of the engines we’ll
build for the new Corvette.

As the only naturally-aspirated V8 in the segment, this engine will deliver the visceral experience expected of a Corvette,” he told Automotive Engineering during the car’s unveiling in Tustin, California.

Tremec will supply a U.S.-made 8-speed dual clutch automated-manual transmission with paddle shift control. Along with the absence of a clutch pedal, a conventional shift lever is also a thing of the Corvette’s past. Instead, two console-mounted pull toggles select Drive or Reverse while three buttons choose either Park, Neutral, or the Low/Manual modes. Executive chief engineer Tadge Juechter added, “Regardless of driving mode, our performance shift algorithms are so driver-focused they can sense spirited driving and hold lower gears longer for optimum throttle response.”

Explaining the loss of the manual transmission selected by 20% of C7 buyers, Juechter noted, “With no interruption of torque delivery during upshifts, the DCT is the superior performance solution. Squeezing a clutch pedal into the foot box and shift linkage down the structural center tunnel would have posed design compromises we weren’t prepared to make.

And we know our customers will be thrilled with the sub-3-second zero-to-60 [mph] acceleration we’ve achieved with the Z51 [equipment] option.”
To exploit the benefits of a mid-engine car’s enhanced traction at the rear wheels, first gear provides more torque multiplication, while seventh and eighth are tall overdrive ratios for quiet and efficient highway cruising.

The middle five gear ratios are closely spaced for optimum acceleration and track performance.
Like a race car, the transaxle’s input shaft is positioned below (versus above) half-shaft height to facilitate mounting the engine lower in the car.
Electronic traction management and limited-slip differential controls are both available.
In addition to previous Weather, Tour, Sport and Track driving modes, two additional choices have been added to C8. MyMode is a configurable setting, and “Z mode” goes beyond MyMode to permit tuning of up to twelve engine, transmission, steering and damper performance variables.

Thermal-management challenge

Asked to name the greatest challenge faced during C8 development, Juechter doesn’t hesitate to cite the cooling system.
“With the engine and radiator up front, cooling air entering the nose sweeps through the heat exchangers, over the hot
exhaust manifolds, out the fender wells and side gills, or under the car.
That’s straightforward,” he explained.
“The solution for the mid-engine Stingray we validated at 100-degrees F with, a pro driver at the wheel is significantly more involved. There are two radiators in front and a third positioned in the left side scoop, which also routes fresh intake air to the engine.

“Airflow has to bend abruptly toward the car’s centerline before sweeping past the exhaust headers,” he continued.
“Then it slams into our huge rear trunk wall.
Since there’s no room for ductwork, we fitted large air outlet vents, aided by electric
fans, in the rear corners of the car to cool the powertrain during sweltering traffic conditions.
” In addition, the cantilevered glass hatch has an open “mail slot” at its trailing edge to vent hot air. “The DCT’s substantial cooling needs are satisfied using a lubricant-to-coolant heat exchanger mounted atop the transaxle and a dedicated flow loop,” Juechter added.

Structure from experience

Like the C7, the new C8’s structure is a bonded-and welded-aluminum space frame built at GM’s Bowling Green, Kentucky, assembly plant. This second-generation design consists of stampings, extrusions, castings, hydroformed tubes and six intricate die-cast aluminum assemblies aimed at improving torsional rigidity while also reducing the number of welds. Known as the ‘Bedford Six,’ these structural nodes are made at a GM Powertrain plant in Bedford, Indiana.

Thanks to its robust 12-in. (305-mm)-tall center tunnel, the new spaceframe is relatively light and claimed to be 10% stiffer than before to provide a solid foundation for steering, suspension and powertrain components. With no need for tall, wide rocker sections to supply the desired structural integrity, the C8’s ingress and egress are exemplary.

Suspension control arms are cast- and forged-aluminum as before. In place of the fiberglass monoleaf springs long employed
in Corvettes, C8 has conventional coil springs encircling a damper at each wheel location. GM’s optional Magnetic Ride
Control, which senses wheel motion and automatically adjusts the dampers using BWI’s magneto-rheologic technology,
has been retuned for improved ride and handling.

“No Corvette has ever felt so comfortable, nimble, and stable,” Juechter exclaimed. “We’re confident our customers will admire
the strides we’ve achieved in ride quality.
And now that the car’s center of gravity is very close to the occupants’ hip points, the feeling during acceleration and braking is analogous to riding at the center instead of the ends of a teeter-totter.
There’s practically no sense of pitch motion in the cockpit.”
Moving the engine rearward also cleared a path for a straighter, stiffer connection between the steering wheel and the electrically assisted rack-and-pinion gear. Less weight on the front wheels enabled quickening the steering ratio from 16.25:1 to 15.7:1 to sharpen agility. Michelin will continue as Corvette’s sole tire supplier. Standard tires are Pilot Sport ALS (all season) radials while Pilot Sport 4S (summer) rubber is included with the optional Z51 performance package.

The 20-in. (508-mm) diameter rear wheels are an inch wider than before, while rear tire section width has been increased by 20 mm (0.8-in.) in keeping with the increased rear-axle loading. Brembo will continue supplying the four-piston fixed caliper, vented-rotor brake components but no longer delivers corner modules to the Bowling Green manufacturing plant.
The brake booster is electrically powered.

New mid-engine packaging

Here the C8 bears little resemblance to its immediate predecessor. Except for a 2-in. (51-mm) loss of hip room, occupant space is unchanged.
Rearward seat travel is an inch longer and the backrest recline angle is nearly doubled to better accommodate taller occupants. In spite of a more steeply angled hood and low cowl height, there’s space available in the front cargo compartment for a carry-on suitcase and a briefcase.

The rear trunk will swallow two sets of golf bags or the standard removable roof panel. An entertaining view of the well-dressed LT2 V8 is available through the hatch glass, which has an unsealed trailing edge to vent heat.

Key dimensions are larger: 0.5-in. (12.7-mm) of increased wheelbase; 5.4-in. (137-mm) longer overall length; 2.2-in. (55.9-mm) more width and a 1.4-in. (35.5-mm) wider front track. Height is reduced by 0.2-in. (5 mm).
Curb weight is inconveniently increased by roughly 200 lb. (90.7 kg) versus C7’s base weight.

Program engineering manager Josh Holden explains why: “While we spent more on weight-saving measures, there is significant added equipment in the base C8: the automatic transmission and dry-sump lubrication system for example.
The substantial space frame anchor points for the coil springs, larger rear tires and wheels and a more complex cooling system also increase mass.”

The skin and underneath it

Two key C7 body-systems suppliers return to C8.
According to GM engineers, Continental Structural Plastics supplies the primary molded-SMC exterior panels, while the car’s triangular engine-bay trim panels are sourced from Plasan Carbon Composites (see sidebar).
The exterior fascias, in TPO, are from Magna, as is the Stingray’s removable roof panel. The rear bumper beam is a carbon-fiber pultrusion to save weight.

A large front air splitter, in collaboration with a combination spoiler and airfoil on the rear deck, contribute 400 lb.
(181 kg) of downforce at speed.
Relocating the exhaust outlets to the rear corners of the car clears space for a trunk capable of stowing the roof panel or two golf bags

Inside, attention to detail is evident in the standard leather seat and dash trim adorned with contrasting color stitching. Instead of
molded plastic door and console surfaces, aluminum or genuine carbon-fiber panels are fitted. Speaker grilles are stainless steel.


More engineering highlights

GM’s new Global B electrical architecture provides quicker subsystem communication, fewer wires, enhanced display screen resolution, greater security measures and the ability to update the Corvette’s software over the air via WiFi.
The low-profile headlamps are lit by projector beams and the tail lamps are LED.

For the first time, Bowling Green will manufacture Corvettes with right-hand drive to better serve foreign markets.
A new proprietary glass reinforced resin material trims weight from the instrument panel and trunk moldings.
To reduce the likelihood of scraping the car’s chin over driveway verges, an optional lift system increases front ground clearance by 40 mm (1.6 in.) in 2.8 s. That equipment can be programmed using GPS data to remember thousands of raise-the-chin locations.

Considering the revolutionary design, engineering and development invested in C8, it’s evident why this latest Corvette was a long time coming. Now that this Ferrari-for-working-stiffs is here, the anticipation will begin concerning more powerful editions, a potential Cadillac-branded version of the Stingray and how electrification might stretch Corvette’s appeal into unexplored territory

Instead of heaving decades of small-block V8 expertise out the window, GM Propulsion engineers led by chief engineer Jordan Lee leveraged past success to create a new-for-2020 V8. Known as the LT2, the 6.2-L V8 gives Chevy’s all-new, eighth-generation 2020 Corvette more power (the most yet in the base Stingray), stirring response, and competitive fuel efficiency compared with the outgoing C7.

And the small-block, with its single camshaft in block and two valves per cylinder, remains unmatched versus its rivals in three
key metrics: bill of material, package efficiency, and the power per-dollar quotient.
It’s the payoff for 65 years of continuously refining (and never giving up on) a brilliant original design.
While the eighth-generation Corvette is revolutionary in scope, its LT2 ingeniously blends innovation with traditional design features.

Cylinder block

While it continues the small-block’s classic 4.40-inch (111.8-mm) bore spacing, the LT2 cylinder case is a fresh design with key
features related to Corvette’s move to mid-engine architecture. To facilitate mounting the engine as low as possible in the chassis for
optimum performance, dry sump lubrication is standard equipment.
Lubrication and ventilation systems are thoroughly revised to assure reliable oiling across the full operating range (6600 rpm redline).

That includes flat-out driving conditions with ambient temperatures up to 100-deg.F, and while loaded to 1.2-g in all three directions.
To prevent oil from draining from the cylinder heads and valve lifters into the crankcase, the LT2’s valley compartment between the cylinder banks is sealed at its bottom.
According to Lee, this arrangement (an all-time first, Automotive Engineering believes) greatly
diminishes aeration of the lubricant by the crankshaft and windage losses caused by the crank whirling in a mist of oil droplets.
A gerotor pump, driven by the camshaft via chain, scavenges oil from the valley, returning it to the 7.5-quart (7-L) injection-molded
reservoir mounted to the left front corner of the engine.

The new deep skirt block is A319-T7 cast aluminum, as before, with cast-iron bore liners and cross-bolted nodular-iron main bearing caps to help secure the crankshaft. The block’s flanks feature new ribbing, engine mount bosses and attachment points for the eight ignition coils.
The 4.065-in (103.25-mm) bore, 3.622-in (92.0-mm) stroke, and 9.24-in (234.7-mm) deck height are carried over from the LT1 V8.

Block bottom cover

The low-profile bottom ‘pan’ is a high-pressure aluminum die casting with 3.5-mm (0.13-in) wall thicknesses. Two distinct bays collect oil draining from piston-cooling jets and the crankshaft and cam bearings; each bay is scavenged by a crank-driven gerotor pump.
A molded plastic scraper peels oil clinging to the crankshaft counterweights.
An external oil-to-coolant heat exchanger bolted to the side of the oil sump is rated at 23 kW, 28% greater cooling capacity than the LT1’s oil cooler.
The oil filter mounting boss is integral with this component.

Lubrication & ventilation

The LT2’s 450-mm x 370-mm x 195-mm (17.7-in x 14.6-in x 7.7-in) plastic dry-sump oil tank, supplied by BASF, is 30% glass-filled PA66+PA6, known as Ultramid.
It also handles centrifugal separation of the inbound oil and vapor. Attaching the reservoir
directly to the engine trims mass, complexity, and flow losses inherent to external lines, Lee explained.
A crank-driven vane pump provides low and high lubrication outputs to minimize parasitic losses below the 5,500-rpm switching point.

Vent lines run from the reservoir to the cylinder-head covers which are in turn plumbed to the intake manifold so no oil vapor escapes to atmosphere.
In the LT1 V8, up to three quarts (2.8 L) of lubricating oil can be trapped in the engine during harsh operating circumstances, increasing the likelihood of momentary pressure pump starvation.
In the LT2, less than one quart of the Dexos 2 0W40 synthetic oil is in use at redline. Lee claims this greatly enhances the new lubrication system’s reliability and facilitates a 2.2-quart reduction of the V8’s oil supply, compared with the LT1. That trims 3.7-lb (1.7-kg) of mass and reduces the cost of each oil change.

Crankshaft

A switch to S38 alloy steel improves the strength of the LT2’s forged crankshaft vs. the LT1. A longer nose extension drives the three stacked oil pumps. The front damper has an aluminum hub and steel inertial ring equipped with a ribbed outer surface to drive accessories via rubber belts.
A second damper at the rear of the engine connects the crankshaft to the dual-clutch automatic transaxle.

This device diminishes torsional vibration, a concern while switching to the LT2’s fuel-saving Active Fuel Management four-cylinder operating mode.
The rear damper is small in diameter because no flywheel or torque converter is required with the new automatic transmission.
Extra effort was invested in locating the new transaxle’s input shaft below its output shafts to facilitate the lowest possible engine mounting and center of gravity.

Intake, exhaust and Tenneco downstream

A key advantage with the mid-engine layout is more space and flexibility in the design of intake and exhaust systems. Chief
engineer Lee acknowledges that there’s nearly three more inches (76-mm) of height available for a larger intake plenum with its
internal volume increased from 13.5- to 16.0 L and more efficient runners because there’s no risk of the engine blocking the driver’s
view of the road ahead.

While the LT1 had six 225-mm-long runners and two 185-mm runners (due to space limitations), the new LT2 intake provides eight runners all of which are 210 mm in length.

The intake manifold consists of four ‘shells’ made of injection molded PA66. These pieces are welded together using a vibratory
friction process that temporarily melts mating surfaces. The eight runners are 210 mm (8.27-in) long. The 87-mm (3.42-inch)
throttle body, now aimed toward the rear of the car, is the same diameter as the LT1’s.
Since the black plastic intake manifold isn’t particularly attractive, designers hid it beneath a molded plastic cover textured to coordinate with the Corvette’s rear body surfaces.

GM designers also collaborated with powertrain engineers to perfect the routing and surface finish of the LT2’s stainless-steel exhaust headers.
The classic four-into-one layout has tubular runners, a brass-colored hue, and gently tapered collectors feeding a single-volume, close-coupled catalyst per side. Each cat is 132.1-mm in diameter x 140.0-mm long, yielding 1.9 L of internal volume.
The ceramic bricks are drilled for O2 sensor clearance.

Lee’s engineering team took full advantage of the newfound volumetric efficiency with a more aggressive camshaft design.
Exhaust valve lift was increased from 13.5-mm (0.53-in) to 14.0-mm (0.55-in) and duration was upped a significant 18-deg. over
the LT1’s exhaust-valve timing. Intake duration was increased by 4-deg. while these changes sacrificed some power and torque in
the mid-range (2800 - 4500 rpm), there are significant gains in both above 5000 rpm.

Claimed peak torque of 465/470 lb-ft (637 N-m, with/without the optional performance exhaust system) is attained at 5150 rpm. The SAE J1349-certified 490/495 hp peak (365/369 kW; a 30/35 hp gain over the LT1) arrives at 6450 rpm.
The LT1’s variable valve timing system providing up to 62 degrees of cam phasing authority and GM’s AFM cylinder deactivation system both carry over in the interests of cruising serenity and fuel efficiency.

Engine control is via GM’s 32-bit E99 ECU. Owners and bystanders will revel in C8's sonorous exhaust note.
Reprising their work on C7, Tenneco engineers helped the C8 team create an electronically controlled muffling system that switches tone and volume with the car's Sport and Track driving modes.

Cylinder heads

Cast in A319-T7, these components are largely unchanged from the LT1 designs. The 59-cc combustion chambers, valve sizes (2.13 in / 54 mm intake, 1.59 in / 40.4 mm for the sodium-filled exhaust), and 11.5:1 compression ratio carry over.
Like the LT1, the new LT2 employs direct fuel injection, operating at 2,175 psi (15 Mpa) maximum pressure.

Engine testing

Proving the new Corvette’s speed and stamina required countless laps around the Milford (Michigan) Road Course, the Nurburgring’s grueling Nordschliefe, Virginia International Raceway, and the Papenburg (Germany) 12.3-km (7.6-mile) banked oval. Tilt-stand tests in GM Propulsion’s Pontiac technical center verified that the lubrication system was capable of maintaining pressure when subjected to a simulated 1.2 g in every direction.

Manufacturing

The LT2 is manufactured at GM’s Tonawanda, NY, engine plant using contemporary CNC flexible machining centers in lieu of transfer lines. Built in 1937,
Tonawanda has been the small-block V8’s home since its 1955 inception.
While the plant established a world record building 8,832 engines in one day, current small-block production is 2,200 units/day. LT2 output for the new Corvette is slated at 170 engines/day.

DCT

Explaining Corvette’s move to one transmission for all buyers, global chief engineer Tadge Juechter notes,
“Our customers began requesting a dual-clutch automatic transmission [DCT] several years ago.

Following the introduction of the C7 Corvette in 2014, our take-rate for sticks [manual gearboxes] fell from 50 percent to less than 20 percent this year.” Searching the globe read Europe for a suitable DCT, Juechter’s team found none with sufficient torque capacity to survive behind the lively LT2 6.2-L V8 planned for the all new 2020 mid-engine edition of GM’s re-imagined sports car.

To solve that dilemma, discussions began with Tremec, the Mexico City-based manufacturer which has supplied GM, Ford
and FCA with manual transmissions for two decades.
While Tremec had the expertise to make the mechanical components
packed inside a dual-clutch box, the automated half of the equation mechatronic actuators to engage the clutches and shift the gears was beyond their ken. Tremec filled that need in 2012 by purchasing Hoerbiger Drivetrain Mechatronics, a Belgium-based supplier of electronic dual-clutch actuators with a customer list including AMG-Mercedes, Ferrari and McLaren.

Invented by Citroen in the 1930s and patented by Imre Szodfridt in 1969, DCTs consist of a mix of manual and automatic transmission components and attributes. Celebrating the DCT’s claim to fame, Corvette chief engineer Ed Piatek notes,
“They change gears quicker than any human can shift a manual transmission.”
His team was convinced that a DCT was the optimum solution for the all-new Corvette and steered Tremec in that direction from the onset of C8 development.

Like conventional automatics, DCTs upshift without interrupting the flow of torque to the drive wheels. Like manual transmissions, they
employ clutches and helical gears versus a torque converter whirling planetary gears.
Porsche especially has enjoyed great success with what it calls PDK (Porsche DoppelKupplungsgetriebe), the most popular transmission type across its lineup. Understandably, GM and Tremec engineers used PDK as their key performance target.

Packaging triumph

Tremec owner Grupo Kuo announced its investment in DCT technology in 2016.
The new TR-9080 family is aimed at high performance rear-drive applications.
The first mLSD and eLSD (mechanical and electronic limited-slip) versions are capable of handling 590 lb-ft (800 Nm) input torque at up to 7,500 rpm.
Higher performance and efficiency versions are in development.

A look inside the Corvette’s TR 9080 reveals the densest package of shafts, gears, actuators and electro-hydraulic servos to be found in any modern automobile.
Five aluminum castings support the two clutches, six shafts, five synchronizers, two dozen gears, five shift rods and multitude of bearings needed to provide eight forward speeds, reverse, and lockup for parking.

Add to that three electrohydraulic control bodies, an assortment of speed and position sensors, and a master electronic controller managing every aspect of the TR 9080’s operation.
The 8.8:1 overall ratio spread yields nose-bleed launch acceleration, quiet and efficient cruising, and a gear for every in-between occasion.
The mLSD variant is standard in the base Corvette and the eLSD optional (with the Z51 Performance Driving package).

Connecting the LT2 engine’s crankshaft to the TR 9080’s clutch basket is the responsibility of a flywheel carrying the starter ring gear and a centrifugal pendulum damper that’s needed to quell torsional vibrations erupting during the engine’s migration between V4 and V8 firing modes (a fuel efficiency improver). Tremec purchases this assembly from a Tier-2 supplier.
Next in line are the two normally open wet clutches positioned concentrically to save space.

Hydraulic pistons rotating with the clutches force them into engagement when commanded to do so by the transaxle’s electronic control module.
The outer clutch’s five driven plates spin the main shaft carrying odd-numbered gears located at the rear of the transaxle.
The inner clutch’s six driven plates (more because they’re smaller in diameter) spin the other main shaft which carries even-numbered ratios located forward in the transaxle.

These two main shafts are concentric, with the inner clutch connected to the outer shaft and vice versa.
As in manual transmissions, all main shaft gears are permanently meshed with mating gears spinning on the counter shaft.
No torque is delivered until two of the five triple-cone synchronizers are moved by a computer-controlled actuator to connect the selected
gears to the main (input) and counter (output) shafts. Torque exits the counter shaft via helical gears that spin the adjoining pinion shaft which is in mesh with a spiral-bevel ring gear.


To facilitate mounting the Corvette’s engine one inch (25 mm) lower than the C7 edition, the TR 9080’s architecture has the input shafts located at the bottom of the transaxle, below the final drive and counter shafts.

Base Corvettes are equipped with a multi-plate limited-slip differential with a 4.89:1 final-drive ratio.
Customers opting for the Z51 option receive an electronically modulated limited-slip diff with a 5.17:1 ratio.
Transmission gear ratios are common.

During an upshift, the next ratio begins engaging before the gear in use is fully released. That process lasts 100 milliseconds, during which there is no interruption in torque delivery.

To assure expeditious response, hydraulic circuits are as short as possible and the solenoids are engineered for fast action. Because the torque has to go somewhere (unless neutral is selected), no gear is skipped when the car accelerates from rest or slows for a turn or stop.
The exception is when the driver floors the throttle to command maximum forward thrust.
In this instance, the TR 9080 will skip ratios, as long as both even and odd gears participate in the downshift as in 7th to 4th, 6th to 3rd, or 5th to 2nd.

‘Burn-out’ mode

Tremec assembles the TR 9080 at a $50-million, 125,000 ft
Wixom, Michigan, facility opened in 2017, using global sourced components.
One of the major challenges engineers faced was developing a single fluid to serve all of the TR 9080’s lubrication, cooling, clutch conditioning, and hydraulic servo actuator needs. The magic elixir is a Pentosin FFL-4 synthetic fluid supplied by Fuchs Lubricants.

An 11-liter supply is carried in a bottom pan, pressurized by a gear driven pump, and cooled by a stacked-plate heat exchanger
(Circulating engine coolant) mounted atop the transaxle.
The fluid change interval is 22,500 miles (36,210 km) with a recommended filter replacement every 7,500 miles (12,070 km).

Aside from the remarkable acceleration available with eight gear ratios and the lack of thrust interruption during shifts, the new TR 9080 is programmed to interpret the driver’s intentions and respond with impressive performance.
Shift paddles attached to the Corvette’s steering wheel provide the driver instant authority.
A Driver Mode knob on the center console selects Tour, Sport, Track and Weather calibrations tailored to prevailing road conditions.
Two additional modes allow drivers to customize engine, transmission, suspension and instrument display functions to their liking.

This smart transmission will downshift early during aggressive braking before a corner, delay an upshift during hard lateral acceleration exiting a bend, and hold a gear during a throttle lift to avoid unnecessary shifts.
To achieve the car’s 2.9-3.0-second 0-to-60-mph performance claimed by Chevrolet, the TR 9080 provides a ‘burn-out’ mode to warm the rear tires, and launch control to optimize engine rpm during the race through the lower gears.

The engine is held at 3,500 rpm before the first-gear clutch engages. Pulling both shift paddles simultaneously releases both clutches. In Drive, pulling one paddle will switch the transmission to Manual shift mode.

To compensate for eliminating a traditional stick shift transmission from the options sheet, Corvette engineers had to venture far beyond the placid behavior provided by past automatics. Early press reviews have already declared that the TR 9080 DCT is Mission Accomplished.
The tougher critics to satisfy the ones who matter most are Corvette buyers in line for delivery beginning March 2020

Design Issues

Shifting 500 lb (227 kg) of engine mass rearward by 7.5 feet (2.3 m) and moving 300 lb (136 kg) of transmission components aft by almost three feet transformed the 2020 Chevrolet Corvette Stingray into a budding supercar.

General Motors’ motive behind adopting a mid-engine layout for the eighth-generation (C8) Corvette was to improve acceleration, braking and handling via substantially increased rear-tire loading.
While numerous testdrive reviews and ‘Of the Year’ trophies mark that mission accomplished, there are lessons behind the hoopla: how GM engineers solved problems they encountered reinventing America’s sports car.

“Porsche was our primary benchmark, especially in reference to their PDK dual-clutch automatic transmission’s overall dynamics,”
revealed executive chief engineer Tadge Juechter, in an interview with SAE’s Automotive Engineering.
He said GM also purchased a Ferrari 458 for testing and tear-down analysis.
The first running Stingray prototypes exhibited a high-frequency whirring noise emanating from accessory drives for the alternator, AC compressor and water pump located at the front of the engine.

This caused concern, as the noise was being generated only a foot from the occupants’ ears. Insulation placed on the firewall wasn’t as effective in muffling noise as the engineers had hoped, Juechter noted. So, they analyzed Ferrari’s solution: an unusually thick rear window.

“For C8, we increased the thickness of that piece of acoustic glass to 8.6 mm (0.34 in), which is nearly three times as thick as the 3.2-mm (0.13-in) tempered glass shrouding the engine bay,” he explained.
Jordan Lee, global chief engineer for GM’s small-block V8, added:
“It’s a balancing act hearing the satisfying sounds, such as the engine’s throaty intake and exhaust rumble, over distractions such as belt whir, injector tick and valvetrain clicks.”
He noted that while most competitors hard-mount their fuel injectors between the engine’s cylinder heads and fuel rails, GM has been using an isolated arrangement in the small block since 2014.

“For C8, GM’s NVH engineers invested extra effort in developing effective insulation materials and assuring that the seal around the laminated acoustic glass at the rear of the cockpit is sufficiently robust to hush the belt whir,” Lee said.
Further dialing-in of build processes is aimed at eliminating audible fuel-injector noise in the production cars.

A related issue is that the driver’s view rearward is through both the near-vertical glass panel in the rear cabin bulkhead and the long, nearly horizontal hatch over the engine compartment.

In addition to providing rear visibility, the bottom edge of the glass hatch and surrounding surfaces must vent heat and moisture from the engine bay. What Juechter calls C8’s “chimney” passes large volumes of hot, wet vapor during rainy driving and when the car is parked following a drive.
A fan helps vent that heat from the engine bay. In addition, all the electrical connectors subjected to road splash have weather tight seals.

When the hatch glass is soiled, the driver’s view to the rear is diminished. To address this concern, Corvettes with up-level 2LT and 3LT interior trim are equipped with a two-way center mirror. Mode one offers a conventional view through the two glass panels.

The second choice is an electronic display provided by a high-definition camera mounted to the trailing edge of the roof.

Assuming the lens is clean, the camera provides a broad rear view, unobstructed by the wide roof pillars and often-soiled hatch glass.
As is not uncommon in other rearview camera-mirror applications, reviewers have reported that it takes a second or so for their eyes to focus when the camera view is in use. All Corvettes have a conventional backup camera as standard equipment.

Stymied by the FEAD

Given the C8’s aggressive cornering capability, powertrain engineers knew it was essential to improve the 6.2-L LT2 V8’s
lubrication system. Lee explained that with the previous generation Corvette, “dialing in the lube system was like threading a needle.
We lost several C7 engines when the oil pickup in the tank was starved during high-g maneuvers.”
Another issue was oil blown out the optional dry sump’s vent system.

To solve these problems, the C8 program opted for two additional scavenge pumps to assure that track performance would be
uncompromised.
“Thanks to the new engine-mounted dry-sump oil reservoir that’s now standard equipment, we encountered virtually no [oil-starvation] drama during development,”
Lee reported. “We were astounded how well it works and throughout C8’s comprehensive test program we experienced only one engine failure.”

One challenge that has thus far stymied engineers is a straightforward procedure for replacing the front-of-engine accessory drive (FEAD) belts.
Doing so requires dropping the entire engine transaxle assembly from the car.
Corvette owners can only hope that will be a rare occurrence necessary only every 100,000 miles or so.

While shuffling powertrain component locations, C8 engineers also switched from semi-elliptic composite suspension springs (pioneered on Corvette’ rear axle
in 1981) to steel coils.
“We would have preferred to keep the composite springs because they are quite efficient from a mass standpoint,” Juechter explained.

“Unfortunately, with our low-mounted engine and transaxle, there’s no room for the tall cross car path that a rear composite spring requires.
In a rear view of the chassis, the arc of the spring would occupy the exact same space as spinning transmission gears.”
Once C8’s rear suspension design changed to coil springs, the engineers had to follow suit in front.

Juechter said this was because of the significant difference between composite- and coil-spring force versus-deflection characteristics.
“To match the ride and roll rates at both ends of the car something we deem absolutely essential we switched to a steel coil spring at each corner,” he explained.

Rear-tire mass loading

The other fundamental C8 design change is a new aluminum space frame consisting of six elaborately ribbed die castings which the
engineering team dubbed “the Bedford Six” because they’re manufactured at GM’s Bedford, Indiana, facility plus 14 conventional castings, extrusions, stampings and hydroformed parts joined with a variety of fasteners and structural adhesive.

Flowdrill screws used at dozens of locations pierce an attaching hole and form threads to secure frame components.
As in C7, suspension control arms and knuckles are stiff aluminum forgings and castings. Thanks to the more robust space frame, C8’s
torsional stiffness is 7% greater than C7 with its roof panel in place and 12% stiffer in the open configuration, according to GM engineers.

In its C8 review, Car and Driver reported an increase in the Corvette’s center-of-gravity height.
Confirming that, Juechter shed light on the situation: “While C8’s engine and transaxle are both mounted as low as possible in the chassis, there are several parts that are higher than before,” he said.
“The rear coil springs are not only heavier than the previous composites, they reside above the tops of the tires and are anchored at their upper ends by substantial pockets cast into our new space frame.”

In addition, C7’s low-mounted torque tube is gone and C8’s exhaust system sweeps upward as it flows rearward, raising the height of the catalytic converters, Juechter noted. The net result: the C8’s center-of-gravity height is 470 mm (18.5 in) 15 mm (0.59 in) higher than C7’s.

An oft-sighted reason for choosing mid-engine over alternative powertrain layouts is to minimize the car’s polar moment of inertia for optimum agility. Asked to compare C8 and its predecessor, vehicle performance manager Alex MacDonald calls the polar-moment-of-inertia figures of both C7 and C8 “pretty comparable.” That said, two substantial components now reside some distance from the center of gravity.

“C8 has two large radiators full of coolant situated in the nose of the car,” MacDonald noted. “And our fairly heavy transaxle lives at the opposite end of the car, well behind the center of mass.

So, positioning the engine near the middle doesn’t automatically yield a low polar moment of inertia. In the end, the added
traction achieved with 60 percent of the Corvette’s mass loading its rear tires is a greater influence on overall performance.”
Another non-trivial challenge facing the C8 team was tightening EPA and global regulations for brake-dust emissions.
Studies have shown that the dust created by vehicle brake-pad abrasion is the source of approximately 20% of total PM2.5 (fine particulate) vehicular pollution.

“We had to reinvent our brakes,” Juechter explained, “because our previous pads’ 25-percent copper content is no longer permissible.
To avoid abrasion of the new pad material, we can no longer use the drilled and slotted rotor venting that flushes
water from the friction surfaces during wet driving.
While I personally prefer the look of slotted rotors, they’re gone in C8.”

Balancing handling and ride quality

An unsung C8 achievement is a base curb weight increased by only 70 lb (32 kg) over its predecessor despite added features: roomier passenger accommodations, the new Tremec TR-9080 8-speed dual-clutch automated-manual transmission with one more gear than C7’s manual transmission, dry-sump lubrication, increased cooling capacity and larger rear wheels and tires.

Even with the more stringent 2020 EPA test procedures, highway fuel efficiency increases by 2 mpg (to 27 mpg).

To hold the line on weight, Juechter’s team supplemented its sharp-pencil engineering with a few carbon-fiber composite
components. One is an industry-first curved and hollow rear bumper beam.
The supplier, Shape Corp., uses pultrusion technology developed by Germany’s Thomas Technik and Innovation to draw carbon fiber material, wet with urethane-acrylate resin, through a die.
The resulting beam, which is 4.9-lb (2.2-kg) lighter than an aluminum extrusion, bolts to the Corvette’s space frame extensions.

Another ultralight part is the center tunnel close-out panel, supplied by the Molded Fiber Glass company. It is made using
MFG’s PRiME liquid composite molding process.

Two carbon fiber and three fiberglass sheets wet with vinyl ester resin are molded under pressure, yielding a stiff 10.4- x 49.5- x 0.16-in (26.5 x 125.7 x 4.0-mm) panel weighing only 4.9 lb. It attaches to the bottom of the aluminum space frame with 30 fasteners.

The new Corvette’s passenger compartment floor panels are SMC (sheet molding compound) moldings topped with stamped aluminum panels at the rear to support the car’s bucket seats.
Front and rear luggage-compartment bins made by MFG use ultralight SMC with a specific gravity below 1.0 indicating that each part would float in water.

A die-cast magnesium crosscar beam bolts between the A-pillars to rigidly support the dash panel.
For the first time, the Corvette’s bottom surface is flat and smooth to minimize aerodynamic drag.
One enduring C7 owner gripe is front-tire chatter during cold weather, full-steering-lock is maneuvering. According to Juechter,
considerable effort was invested in remedying that shortcoming

“In the past, we pushed our front-engine performance limits with near-racing tire compounds and steering geometry favoring handling,” he said. “Unfortunately, below 40-degrees F, this result in stick-slip tire chatter that owners notice.
To improve this in C8, we revised the steering geometry to improve the Ackermann correction and walked back a bit from our previous aggressive tire compounds because they’re less essential with mid-engine to achieve our performance goals.”

The net result, Juechter noted, “is nowhere near as much stick-slip chatter as we had in C7, even with the tighter turn circle provided in C8’s equipped with our MR (magnetorheological) dampers.”
Now in their fourth design generation, the highly effective MR dampers supplied by BWI cost $1,895 over the $5,000 Z51 Performance Package.

The Corvette development team collaborated five years with Michelin to develop new run-flat tires for C8.
The base rubber is a Pilot Sport ALS (all season) while Pilot Sport 4S (summer only) radials are included with the Z51 option.
This is the first application of all-season tires on the Corvette, which should encourage owners to use this supercar more months of the year in northern climes.

Juechter is on record not wanting C8 to be a handful at the cornering limit a preference dating to his youth under the wing of a fighter-pilot father who enjoyed owning and driving Porsche 911s.
“We definitely didn’t want our first mid-engine effort to earn a reputation as a car that’s tricky at the limit,” he asserted.
“There are numerous variables that must be addressed to achieve benign, totally controllable handling.
By that, I mean near-neutral characteristics on the track with a bit of understeer during normal street driving.”

A key variable is lateral compliance, which begins at the tire sidewall and continues through the wheel’s construction, wheel bearings, suspension knuckles, rubber bushings and control arms all the way to the suspension anchor points on the space frame.
“We want the tire’s stick-slip characteristics to be very progressive with gradual changes in the coefficient of friction,” Juechter explained.
Suspension geometry was tailored to provide a small amount of steering into the turn as the car rolls.

The lateral compliance built into the suspension bushings also provides a few minutes of steer angle under high lateral loading, he said.
Engine-mounting strategies were also deliberated, with the team deciding to “softly” mount the LT-2 V8 for vibration isolation.
“But you definitely don’t want a two-stage step function when the engine reaches the limit of its roll,” Juechter explained.

“So, the compliance and damping built into the engine mounts are also important.”
Finally, spring, anti-roll bar and damper calibrations were selected to work with all the other variables to give the driver the perception of a totally integrated driving experience.

Dimensional factors

In the plan view, the 2020 Corvette Stingray has a fighter-jet look with an aggressively curved nose tip and front corners drawn back tight seemingly a triumph of styling over engineering. The car also is 2.2 in (5.6 cm) wider and 5.3 in (13.5 cm) longer than its C7 predecessor.

The increase in length is attributable to ergonomic and storage improvements. Fore-aft seat travel was increased by an inch (25.4 mm) and the seat-backrest recline angle doubled, to 18 degrees, to better accommodate tall occupants.
The C8’s extra length also provides storage space in the rear trunk for the removable roof, a feature considered essential in Corvettes.
The increase in overall width is due to wider rear tires and wheels.

“It’s not practical to tuck them in closer to the center line if you want outstanding ride and handling balance,” Juechter said.
“We prefer long suspension travel with lower spring rates than are common in competitors.
Shortening the half shafts isn’t practical because that increases universal-joint angularity, greatly reducing the life of the rubber boots surrounding the U-joints.”

Also contributing to the C8’s added width is the substantial duct integrated into each rear quarter panel.
These openings are responsible for ingesting an enormous volume of air for engine induction and engine-bay cooling (cars equipped with the Z51 performance package have a third radiator on the passenger side to assure that they’re fully track capable at ambient temperatures of 100 degrees F).

Juechter acknowledges that the wider fenders and rear tires are responsible for a frontal area that’s slightly greater in C8 (2.075
m2/22.3 ft2) than in C7 (2.023 m2/21.78 ft2).
Because aerodynamic downforce is notably greater with the Z51 performance package, a C8 so configured has an 0.322 drag coefficient versus C7’s 0.313 Cd.

The bottom line is a 2020 Corvette Stingray chassis and body engineered to fully exploit the performance strides delivered by the SAE-certified 495-hp LT2 V8 and the Tremec DCT.
Considering the new Corvette’s $59,995 base price and the sold-out 2020 production run, Juechter’s team has seemingly wrought the supercar value of the century

6 Views · 0 Comments
09/16/20 04:42 PM Testing LT2 Engine Oil at Around 7,000 Miles by teamzr1
Owner of 2020 C8 Stingray Z51 had Blackstone Testlabs analyze the first engine oil change around 7,000 miles on oil
and the results.
Use as a compare for your first oil change and then compare those values to the next oil change when by then the new engine parts
should have been flushed out



09/15/20 02:54 AM TSB 2016-19 Corvettes Running Rich by teamzr1
This bulletin applies to 2016-2019 Chevy Corvette vehicles equipped with a 6.2L LT1, LT4 or LT5 engine.
The vehicle may have a concern with the SES lamp on and a rich running condition.

DTCs P0172 and P0175 may be stored.

If normal diagnostics does not isolate the cause of the rich condition, disconnect the dirty side of the PCV system.

Plug the vacuum supply.
Start the engine and monitor the fuel trim in closed loop (engine warmed up).
If the fuel trims return to normal, this is a good indicator that the high pressure fuel pump is leaking.
With this concern, you will not see a lot of fuel in the crankcase, so changing the engine oil may not isolate the concern.

When the high pressure fuel pump leaks, the PCV will pull the fuel mist straight into the intake, causing the concern.

14 Views · 0 Comments
09/12/20 01:51 AM C8 Stingray Build Process by BGP by teamzr1
One hour video with speakers of the BGP as to the order and build process of the C8s



40 Views · 0 Comments
09/05/20 06:49 PM Horrid light/color Reflection by teamzr1
Be wise to closely decide on what colors you choose for cabin area as shown below the wrong multi color choices
and you will have to live with a lot of reflection right onto the windshield and within your eye vision

09/04/20 01:00 AM C8 LT2 Engines breaking by teamzr1

At least 8 known cases reported of the LT2 engine for the 2020 C8 breaking down, who knows how many not reported in cyberspace

One owner who had this happen to say GM stated

GM contacted owner directly & explained that the failure was caused by the number 1 and number 2 rod bearings being spun and that it wasn’t caused by a lack of oil.

He goes on to say that they believe it was most likely a bearing fitting issue during assembly although it could have been caused by possible debris from the manufacturing process.


Other reports are metal filings are being found in the engine oil filter so it maybe wise to replace filter and engine oil as soon as getting your C8

In another case a owner was running sessions on a track and engine blew up leaving internal engine parts (looks like from bottom end) on the track

Other complaints is while driving on DIC pops up saying there is no engine oil

09/02/20 09:12 PM C8.R CORVETTE RACING AT ATLANTA: Right Places & Right Times by teamzr1
• Corvette C8.R riding four-race GT Le Mans win streak
• Garcia, Taylor winners of last two IMSA rounds
• Chevrolet enters with expanded lead in Manufacturer’s Championship
• Corvette Racing with 10 victories at Michelin Raceway Road Atlanta
• Six-hour endurance race is team’s first since WEC at Circuit of The Americas

Corvette Racing returns to the endurance stage this weekend in the IMSA WeatherTech SportsCar Championship on a four-race win streak and an increased margin in the series’ GT Le Mans (GTLM) category.

The TireRack.com Grand Prix at Michelin Raceway Road Atlanta is the Corvette program’s sixth race of the year and fifth in the IMSA Championship.
At six hours in duration, it also marks the first long distance endurance race for the team since a February round of the World Endurance Championship and the first in IMSA since the season-opening Rolex 24 At Daytona in January also the debut of the mid-engine Chevrolet Corvette C8.R.

Much has changed since the early days of 2020, to say the least.
Racing is back since an extended shutdown due to the COVID-19 pandemic, and since that time no team has been on as big a roll as Corvette Racing.
The team has reeled off four consecutive victories three by GTLM Driver’s Championship leaders Antonio Garcia and Jordan Taylor in the No. 3 Mobil 1/SiriusXM Chevrolet Corvette C8.R, including two weeks ago at VIR.

Teammates Oliver Gavin and Tommy Milner in the No. 4 Mobil 1/SiriusXM Corvette C8.R have reeled off a win and runner up finish since Corvette Racing returned to action at Daytona in July.
Those results have moved them up to third in the GTLM Championship, and the combined efforts of the two Corvettes have Chevrolet comfortably ahead in the class Manufacturer’s Championship.

The four-race win run has been remarkable in the ways that the program has claimed victory.
Rather than having outright power and pace of its competitors, Corvette Racing has relied on execution and minimizing mistakes while capitalizing on those of others.

This weekend’s race takes the place of the Sahlen’s Six Hours at The Glen, originally set for late June at Watkins Glen International.
The move to Michelin Raceway Road Atlanta means Corvette Racing and the rest of the WeatherTech Championship will compete in two long distance events at the circuit in less than two months with Petit Le Mans scheduled for Oct. 15-17.

The Corvette Racing program has won 10 times at Road Atlanta, eight of those in long-distance endurance rounds.
Gavin is IMSA’s winningest active driver at the circuit with five wins, and Taylor is a past IMSA winner at the track, having won twice in a prototype.

Road Atlanta is one of the tracks at which Corvette Racing tested the mid-engine C8.R during its development phase, albeit more than a year ago. It has been a good omen so far with victories at Daytona, Sebring, Road America and VIR – all places where the Corvette C8.R was tested in the past.

Both the Corvette C8.R and the 2020 Corvette Stingray production car were developed simultaneously with a deeper level of technology transfer between the race car and a production Corvette than ever before, which helps contribute to many of its advancements.
As a result, the C8.R shares the highest percentage of parts between the production and race car than any previous generation.

The TireRack.com Grand Prix is scheduled for 11:35 a.m. ET on Saturday with live coverage on NBC Sports Network starting at 11:30 a.m. ET before continuing on Trackpass at 12:30 p.m. and returning to NBCSN at 2:30 p.m. IMSA Radio will stream Friday’s qualifying as well as the race on IMSA.com, which also will host live timing and scoring.

ANTONIO GARCIA, NO. 3 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R:

“It’s true that we’ve won three of the last four races, but we cannot get complacent with a lot of races to go. In all of these races, our pace has been decent compared to the other GTLM cars.
What has impressed me the most during this run is the attention to details and how Corvette Racing always seems to have us in position to capitalize on mistakes. That comes down some to strategy, how we maintain track position and yes some luck as well.
But the results speak for themselves. Let’s see if that continues this weekend at Atlanta.”

JORDAN TAYLOR, NO. 3 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R:

“I’m looking forward to going back to Michelin Raceway Road Atlanta. It’s a month earlier than we had originally planned, but it’s always good to go there. I’ve enjoyed success there before in both Prototype and GT cars, and it would be great to add to it this weekend with the C8.R.
The last two months have been pretty crazy not just with winning races but how we’ve done it. That’s the never-give-up attitude that Corvette Racing has shown for more than 20 years.
We try and find a way to be in the best position to take advantage when breaks come our way.”

OLIVER GAVIN, NO. 4 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R:

“It’s been an up and down season for us on the No. 4 Corvette, but we’re going to a track I really enjoy.
There have been a lot of fantastic moments and race wins at Michelin Raceway Road Atlanta in both sprint and long-distance races.
This six-hour race has a lot of potential for myself, Tommy and Corvette Racing. We were right there at VIR two weeks ago, and the two tracks share a handful of characteristics a good mix of mid- to high-speed corners and significant elevation changes.
I enjoyed driving the C8.R around Road Atlanta during our test program, and it should be that much better this time around.”

TOMMY MILNER, NO. 4 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R:

“It will be interesting to race at Michelin Raceway Road Atlanta twice in a short span. We have a lot of laps and data there, and fortunately some in the C8.R during our early testing program. The conditions for this weekend will be considerably warmer which should make the track greasier during the heat of the day Saturday. How we manage our tires and track position will go a long way to determining where we end up.
We’ve learned a lot about tire life and how this new mid-engine Corvette changes and evolves during a race. We’ll put that to good practice this weekend.”

2020 WeatherTech SportsCar Championship – GTLM Standings
Driver Standings
1. Antonio Garcia/Jordan Taylor – 165
2. Earl Bamber/Laurens Vanthoor – 146
3. Oliver Gavin/Tommy Milner – 145
4. Fred Makowiecki/Nick Tandy – 143
5. Jesse Krohn/John Edwards – 141

Team Standings
1. No. 3 Corvette Racing – 165
2. No. 912 Porsche GT Team – 146
3. No. 4 Corvette Racing – 145
4. No. 911 Porsche GT Team – 143
5. No. 24 BMW Team RLL – 141

Manufacturer Standings
1. Chevrolet – 170
2. BMW – 159
3. Porsche – 156
4. Ferrari – 28

Corvette Racing at Michelin Raceway Road Atlanta
1999
No. 3 Corvette C5-R: Ron Fellows/Chris Kneifel/John Paul Jr. – 5th in GTS
No. 4 Corvette C5-R: Andy Pilgrim/Kelly Collins/Scott Sharp – 4th in GTS

2000
No. 3 Corvette C5-R: Ron Fellows/Chris Kneifel/Justin Bell – 3rd in GTS (Fellows pole)
No. 4 Corvette C5-R: Andy Pilgrim/Kelly Collins/Franck Freon – 1st in GTS

2001
No. 3 Corvette C5-R: Ron Fellows/Johnny O’Connell/Scott Pruett – 9th in GTS
No. 4 Corvette C5-R: Andy Pilgrim/Kelly Collins/Franck Freon – 1st in GTS (Pilgrim pole)

2002
No. 3 Corvette C5-R: Ron Fellows/Johnny O’Connell/Oliver Gavin – 1st in GTS
No. 4 Corvette C5-R: Andy Pilgrim/Kelly Collins/Franck Freon – 3rd in GTS (Pilgrim fastest race lap)

2003*
No. 3 Corvette C5-R: Ron Fellows/Johnny O’Connell – 3rd in GTS
No. 4 Corvette C5-R: Oliver Gavin/Kelly Collins – 1st in GTS

2003
No. 3 Corvette C5-R: Ron Fellows/Johnny O’Connell/Franck Freon – 5th in GTS
No. 4 Corvette C5-R: Oliver Gavin/Kelly Collins/Andy Pilgrim – 3rd in GTS

2004
No. 3 Corvette C5-R: Ron Fellows/Johnny O’Connell/Max Papis – 2nd in GTS
No. 4 Corvette C5-R: Olivier Beretta/Oliver Gavin/Jan Magnussen – 1st in GTS (Gavin pole, fastest race lap)

2005*
No. 3 Corvette C6.R: Ron Fellows/Johnny O’Connell – 1st in GT1 (O’Connell pole, fastest race lap)
No. 4 Corvette C6.R: Olivier Beretta/Oliver Gavin – 2nd in GT1

2005
No. 3 Corvette C6.R: Ron Fellows/Johnny O’Connell/Max Papis – 6th in GT1
No. 4 Corvette C6.R: Olivier Beretta/Oliver Gavin/Jan Magnussen – 1st in GT1 (Beretta pole, Gavin fastest race lap)

2006
No. 3 Corvette C6.R: Ron Fellows/Johnny O’Connell/Max Papis – 4th in GT1 (O’Connell pole)
No. 4 Corvette C6.R: Olivier Beretta/Oliver Gavin/Jan Magnussen – 3rd in GT1 (Gavin fastest race lap)

2007
No. 3 Corvette C6.R: Ron Fellows/Johnny O’Connell/Jan Magnussen – 3rd in GT1
No. 4 Corvette C6.R: Olivier Beretta/Oliver Gavin/Max Papis – 1st in GT1 (Gavin fastest race lap)

2008
No. 3 Corvette C6.R: Ron Fellows/Johnny O’Connell/Jan Magnussen – 1st in GT1 (O’Connell pole, Magnussen fastest race lap)
No. 4 Corvette C6.R: Olivier Beretta/Oliver Gavin/Max Papis – 2nd in GT1

2009
No. 3 Corvette C6.R: Jan Magnussen/Johnny O’Connell/Antonio Garcia – 6th in GT2
No. 4 Corvette C6.R: Olivier Beretta/Oliver Gavin/Marcel Fässler – 4th in GT2

2010
No. 3 Corvette C6.R: Olivier Beretta/Johnny O’Connell/Antonio Garcia – 6th in GT
No. 4 Corvette C6.R: Oliver Gavin/Jan Magnussen/Emmanuel Collard – 1st in GT (Magnussen fastest race lap)

2011
No. 3 Corvette C6.R: Olivier Beretta/Tommy Milner/Antonio Garcia – 17th in GT
No. 4 Corvette C6.R: Oliver Gavin/Jan Magnussen/Richard Westbrook – 4th in GT

2012
No. 3 Corvette C6.R: Jan Magnussen/Antonio Garcia/Jordan Taylor – 2nd in GT
No. 4 Corvette C6.R: Oliver Gavin/Tommy Milner/Richard Westbrook – 12th in GT

2013
No. 3 Corvette C6.R: Jan Magnussen/Antonio Garcia/Jordan Taylor – 6th in GT (Garcia/Magnussen ALMS GT title)
No. 4 Corvette C6.R: Oliver Gavin/Tommy Milner/Richard Westbrook – 10th in GT

2014
No. 3 Corvette C7.R: Jan Magnussen/Antonio Garcia/Ryan Briscoe – 8th in GTLM
No. 4 Corvette C7.R: Oliver Gavin/Tommy Milner/Ryan Briscoe – 4th in GTLM

2015
No. 3 Corvette C7.R: Jan Magnussen/Antonio Garcia/Ryan Briscoe – 6th in GTLM
No. 4 Corvette C7.R: Oliver Gavin/Tommy Milner/Ryan Briscoe – 3rd in GTLM

2016
No. 3 Corvette C7.R: Jan Magnussen/Antonio Garcia/Mike Rockenfeller – 4th in GTLM
No. 4 Corvette C7.R: Oliver Gavin/Tommy Milner/Marcel Fässler – 3rd in GTLM (Gavin/Milner clinch GTLM title)

2017
No. 3 Corvette C7.R: Jan Magnussen/Antonio Garcia/Mike Rockenfeller – 2nd in GTLM (Garcia/Magnussen clinch GTLM title)
No. 4 Corvette C7.R: Oliver Gavin/Tommy Milner/Marcel Fässler – 4th in GTLM

2018
No. 3 Corvette C7.R: Jan Magnussen/Antonio Garcia/Marcel Fässler – 8th in GTLM (Garcia/Magnussen clinch GTLM title)
No. 4 Corvette C7.R: Oliver Gavin/Tommy Milner/Marcel Fässler – 2nd in GTLM

2019
No. 3 Corvette C7.R: Jan Magnussen/Antonio Garcia/Mike Rockenfeller – 4th in GTLM
No. 4 Corvette C7.R: Oliver Gavin/Tommy Milner/Marcel Fässler – 7th in GTLM
* Two-hour, 45 minute races

CORVETTE RACING AT MICHELIN RACEWAY ROAD ATLANTA: By the Numbers

• 1: As in one team, one manufacturer and one model of car for more than 20 years: Corvette Racing, Chevrolet and the Chevrolet Corvette.
• 3: Generations of Corvette Racing entries at Road Atlanta since 1999 – Corvette C5-R (1999-04) Corvette C6.R (2005-2013) and Corvette C7.R (2014-current). The new-generation Corvette C8.R makes its Road Atlanta debut this weekend.
• 6: Career victories at Road Atlanta for Oliver Gavin – all with Corvette Racing. His first came in 2003 (Grand Prix of Atlanta), and five have come in Petit Le Mans (most among active drivers).
• 10: Number of Road Atlanta victories for Corvette Racing dating back to 2000 – eight of those at Petit Le Mans.
• 10: Petit Le Mans wins for Chevrolet – eight in GT and two in Prototype. That ranks third among manufacturers in event history.
• 12: Manufacturer Championships for Chevrolet and Corvette Racing since 2001.
• 20: Number of GT Le Mans wins in the IMSA WeatherTech SportsCar Championship for Corvette Racing since the start of 2014.
• 24: Tracks at which Corvette Racing has won races – Baltimore, COTA, Canadian Tire Motorsport Park/Mosport, Daytona, Detroit, Houston, Laguna Seca, Le Mans, Lime Rock, Long Beach, Miami, Mid-Ohio, Portland, Road America, Road Atlanta, Sebring, Sonoma, St. Petersburg, Texas, Trois Rivieres, Utah, VIR, Washington DC and Watkins Glen.
• 29: Number of drivers for Corvette Racing since 1999.
• 111: Victories worldwide for Corvette Racing – 102 in North America and eight at Le Mans.
• 232: Event starts by Corvette Racing since 1999.
• 36,017.44: Number of racing miles completed by Corvette Racing in its 22 previous trips to Road Atlanta. That represents 13,539 laps or more than 560 trips around Interstate 285 – Atlanta’s Perimeter.
• 306,399.06: Total number of racing miles completed by Corvette Racing since its inception. To put that in perspective, Corvette Racing is nearly halfway to the distance traveled by Apollo 13 – the longest manned spaceflight in history – at 622,268 miles.

237 Views · 8 Comments
09/02/20 12:58 AM C 8 Corvette Exterior Protective Cover Removal by teamzr1
The exterior protective cover that wraps every 2020 Corvette (Fig. 20) to help shield the paint and body during shipping to the dealership should always be removed prior to vehicle delivery to the customer.

Many GM vehicles come with protective coverings, foam blocks and other preventative measures applied before vehicle shipping to aid in vehicles being delivered in the best possible condition.
The exterior protective cover must be removed completely in order to perform a proper pre-delivery inspection (PDI).
The PDI includes time for the complete removal of the cover.

Vehicles should not be driven on public roads with any part of the cover installed on the vehicle. The protective cover is not approved for use on public roads.

In addition, the cover on the Corvette should not be given to the customer for use as a winter cover. It is designed for use as a shipping cover during transportation only.
Once removed from the vehicle, it’s possible that any debris that gets trapped in the cover when removing or reinstalling it may cause possible damage.

Customers looking for a cover for their Corvette should visit the Chevrolet Accessories website, which can be accessed from Chevrolet.com, for more information about several available premium car covers designed specifically for the Corvette. (Fig. 21)

Dealership Storage

Exterior protection devices such as the plastic shipping covers and foam block door protectors should be left in place up to the time of the customer delivery except for vehicles on prominent display such as the showroom floor.
These protective devices help to minimize lot damage, reduce dealer expense and increase customer satisfaction.

For additional information on proper vehicle storage and new vehicle PDI, refer to the latest versions of Bulletin #09-00-89-002 and Bulletin #03-00-89-006.

09/01/20 01:18 AM Thermal Reduction Tests by teamzr1
Can Thermal reflection productions help reduce the temperatures within engine bay to help performance ?

So we are doing some testing using our C5 Corvette

Questions added to this which does a better job of preventing the engine, exhaust and engine bay temps in increasing temps that then effect how well or poor the engine functions.

In these testcases the C5 is highly modified,

It has a well vented hood as shown below that forces colder outside air in, flows in engine bay and then exit scoops that the air flowing above hood extracts the hotter bay temps put

Cooling Tstat opens sooner at 185 F degrees

PCM tuned and in part command the 2 coolant fans on sooner then what GM stock calibration is

Because of that these test temps will be much lower then if the C5 was stock, exp when the car is in motion and at that time the engine bay temps will be much cooler then stock the bay temps would be closer to about 200 plus degrees

But tests results are showing when the C5 is parked and at idle where no reactions of vented hood is in effect.

Testing

1. With no thermal reflection product is used
2. Reflection reduction using a silver based product
3. Instead using a gold based product

At this time results are showing no thermal and using silver product

J-Probe locations

1. Fuel Pressure sender off fuel rail
2. Air bridge from aircleaner
3. Center of intake manifold
4. Right fuel rail


Weather was 76 deg and coolant temps stayed around 188 deg

1. After C5 was driven in 76 deg weather and coolant temps around 186 F degrees
2. Then let idle for 6 minutes and then recording temps via the four J-Probes concurrently at the points shown below
3. Then after engine is turned OFF and letting heat soak for 6 minutes with hood shut and then recording the probes temp readings

Will be installing a gold based reflection reduction product and repeating the tests



08/27/20 09:22 PM Killing Off Gas Engines for Future C8 Models ? by teamzr1

Sneaky internal move proves GM's dictate to an all-electric future.

In early March, General Motors held an "EV Day," and told the world that it going all-electric while showing off a room full of future vehicles, along with the batteries and powertrains that would drive them.

CEO Mary Barra at the time said the company would "transform product development at GM and position our company for an all-electric future," and now we are seeing clear signs of that commitment.
General Motors has made it clear that the “future is electric” with the company offering 20 new EVs for sale by 2023. GM has also committed to spending $20 billion between now and 2025 on EV Development

Has been learned that the Corvette Engineering team, which contains some of the top talent at the automaker, is being moved from Global Products Programs to the Autonomous and Electric Vehicles program team, which is led by Ken Morris. While this may seem like sneaky corporate machinations to some, it's actually a pretty big deal.

To start, though, this doesn't mean that we should expect GM to soon announce an all electric Corvette any time soon the latest iteration of that storied model, the C8, just launched in July of last year and this generation could be expected to stay in production for maybe six or more years.

The significance here is much deeper.

Sure, we expect we'll eventually see an all-electric Corvette, but what this move is intended to do is put the same high-performance DNA that can be found in the C8 into the company's electric vehicles.

The move also doesn't mean that GM's battery-powered future models will all be high performance machines either.
Yes, the upcoming Hummer EV will be able to move like no hulk of a beast has ever moved before boasting, as it does, a bonkers 3 second 0 to 60 MPH, but the automaker has underlined that its EVs will be "multi-brand" and "multi-segment."
So, expect electric crossover SUVs, sedans, and, yes, models with high levels of performance.

In terms, the shift will see Tadge Juechter stay on as the Executive Chief Engineer for Global Corvette.
He has been involved with the Corvette program for its past three generations.
Ed Piatek, the Corvette Chief Engineer will have a new role and title: Chief Engineer Future Product.
Finally, Josh Holder is being named Chief Engineer for Global Corvette, taking Piatek's place.


It’s been somewhat of an open secret that the Corvette team is working to bring hybrid performance to the Corvettes,
which could see electric motors installed on the front wheels to provide greater launch abilities with the application of all-wheel-drive.
And with the recent renewal of the “E-Ray” trademark, there has always been the rumor of a future Corvette that is totally electric.

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08/22/20 08:51 PM #3 C8.R GTLM Wins at VIR by teamzr1
Race was won in the pits. Notice how many other stops other teams made
#4 C8.R was never in the lead and ends up 1 lap down

C8.R Corvette Racing has scored its 4th consecutive IMSA WeatherTech SportsCar Championship victory following late race drama for Porsche in Saturday’s Michelin GT Challenge at Virginia International Raceway.

Garcia limped the No. 3 Corvette C8.R to the win in the two-hour and 40-minute GT-only contest despite a loose floor on his mid engine Corvette.

Garcia took over the lead when the pole-sitting No. 911 Porsche 911 RSR-19 of Nick Tandy was forced into the pits due to a left-rear tire issue with 18 minutes to go.

Co-driver Fred Makowkecki had rebounded from an early left rear puncture to take over the lead thanks to a fuel-only stop during the race’s second full course caution.

A pit lane miscue with tightening the right-rear wheel saw Jordan Taylor lose time during the same round of stops but benefited from misfortunes from both Porsches.

The No. 912 car of Earl Bamber battled a loose diffuser, caused by contact with the No. 25 Team RLL BMW M8 GTE of Connor De Phillippi, relegating the defending GTLM champions to a fifth place class finish after multiple stops for repairs.

Tandy and Makowiecki ended up finishing third, despite the Englishman nearly getting around the No. 25 BMW of Bruno Spengler on the final lap.
Up front, it marked Garcia and Taylor’s third win in the last four races and has extended their championship lead.

The No. 4 Corvette of Tommy Milner and Oliver Gavin, who had an off-course excursion with 1 1/2 hours to go, came home fourth in a race that saw nearly every GTLM car hit trouble.

It included the No. 24 BMW, which lost nearly 20 laps in the opening hour due to a mechanical issue.




08/22/20 12:31 AM GM C8 Car Cover Stains Clearcoat by teamzr1
As a C8 option,

Below is a GM alert as it has been seen on multi C8s that using this cover is staining the clearcoat of paint and not coming off
so do not order one or if not too late remove this from your C8 order

08/20/20 03:40 PM C8 Parking Brake TSB by teamzr1
GLOBAL SAFETY FIELD INVESTIGATION SDCS5447

URGENT -DISTRIBUTE IMMEDIATELY

Date: July 7, 2020 Subject: N202303030 - Service Update

Park Brake Caliper Guide Pin Missing Retention Clip

Models: 2020 Chevrolet Corvette

To: All General Motors Dealers General Motors is releasing Service Update N202303030 today.
The total number of U.S. vehicles involved is approximately 2,416.

Global Warranty Management (GWM)

The Required Field Action section on the Investigate Vehicle History (IVH) screen will be updated July 8, 2020 or sooner.

A list of involved vehicles in dealer new inventory is attached to this message

Please hold all warranty transactions until IVH has been updated.

END OF MESSAGE GLOBAL SAFETY FIELD INVESTIGATIONS

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08/19/20 02:32 AM Teammate Greg's Journey for Speed Record by teamzr1
Greg

Trials and Tribulations :

I want to thank everyone that has been following our quest in Land Speed Racing to set a record at Bonneville International Speedway.
Many have asked what it takes, what we've done, what's worked, what has failed, etc.
I am going to attempt a series of several posts going over a lot of this for those interested.
All I can say is, if this was easy, everyone would have a record.

To start with, after crewing for a good friend for 2 years at Bonneville, I decided on the long drive home (30 hours driving one way) that I wanted to build a car and attempt a record.

This was August 2017.
I was advised to search the record books, and find a record I thought I could beat, and afford to beat.
Hours passed on the drive after deciding on the F/CPRO record of 132.8 mph, and we racked our brains as to what platform to build a car.
Rick Deerwester suggested the Corvair.

We were all aware of the support for this platform, so when we got home I made some calls and finally connected with Michael LeVeque.
Intrigued, he was interested in the project.
I needed an expert in Corvairs, and high performance Corvairs at that.
A little over 9 months later the car was built.

We had some growing pains, and a few gremlins crept into the project that really prevented maximizing our efforts.
After taking the car to Loring, Maine, to shake it down in July, we found some of our problems on a dyno at Cozzolino's in Indianapolis, but it actually raised more questions than solutions.

Committed to Bonneville, we started our voyage hoping to sort out some of our issues there.
On arrival, we failed Tech Inspection on 4 items, spending the next 2 days sorting them out and going back through Tech.

Meanwhile springing oil leaks that had to be repaired, and going through multiple distributors to find one that made the engine sing.
Delayed a couple of days, we finally got to go to the Rookie Meeting/School, and make our Rookie run.
Then we got onto the Short Course and made our first pass.
We were elated with a 141.9XX mph run!
We qualified for the record!
Once in impound a competitor complained and protested us.
The Chief of Rules said our air dam was not allowed as it wasn't original equipment, and we were kicked out of Impound, running the rest of the week without an air dam.

The rules allowed for it since it was available as an option on '66-'69 Corvairs, but we didn't have proof. We went back out and attempted the record without the air dam.
Conditions were poor with loose salt and strong headwinds, but a day or two later we made it to Impound. In the end we did something unheard of

WE SET A RECORD OUR ROOKIE SEASON!!!

It was only 138.742 mph. BTW, Phil Dally overnighted a Service Manual Supplement for the Corvair that documented the air dam was allowed, so we were able to get the Chief of Rules to sign off that the air dam was allowed, but there was no going back on that first, fastest run.

A month later another event at Bonneville was held and our record fell to a 142.925 mph X11 Chevy Citation.

For the next year we continued to work on the car, and had an aerodynamicist design a scoop for us to attempt better performance, now that we had learned a scoop was allowed in the Production class.
Going to the ECTA event in Blytheville, AR, we found some problems with the car.
Performance fell way down with a warm engine, but better with a cool engine.

Our record there was a disappointing 1.41.XXX in the mile. Convinced we'd hurt the engine, we brought it home, and did compression testing and leak-down testing.
Every cylinder had a problem. Back to Fayetteville, TN to Michael LeVeque the car went!

Apparently shutting the car down immediately at the end of the run prevented adequate aircooling, causing the valve stems to "warp".
Five days later Michael performed his magic with all new stronger valves, and a promise from me to allow the engine to cool under power before shutting it down (I was trying to study the plugs to determine air-fuel mixture).

We then went back to Loring, ME in July to "test'n'tune'" the car.
In 2018 the car managed 147 mph in the 1.5 mile course, in 2019 we upped it to 153.442 mph with the help of the scoop! Satisfied we had a better car we headed for Bonneville a few weeks later.

We had decided months earlier to dyno-tune the car in Salt Lake City to maximize our chances at regaining our record!
As we rolled the car off the dyno the heavens opened up, and flooded the Salt Flats!
We waited 5 days for the salt to dry enough for the event organizers to let us back on the salt, only to spin out at 125 mph on our only run on wet, mushy salt!
Defaulting to my road race training, autocrossing, and pro-solo racing,
I had continued down the course after the spin at low speed to attempt to get off the course.

I got my hand slapped as that was against the rules, and ordered to complete another rookie meeting/school before being allowed back on course. We packed up and went home, realizing
a) the course would NOT allow us to get a record in 2019, and
b) I would do the rookie meeting at a future date.

For 2020 we were confident we had a good car, but couldn't leave it alone.

Michael LeVeque suggested we R.E.M. polish the transmission gears in an attempt to reduce parasitic loss (friction), so he pulled the motor and made that happen.
We headed back to Bonneville, the Loring, ME event having been cancelled, so no opportunities to shake the car down.

I had wanted a new trailer, a gooseneck, and a large one at that.
I ordered it, and then ordered a truck to pull it. Loaded up on 8/4/2020 and headed out, only to have the 2020 pickup truck have a catastrophic mechanical failure, leaving us stranded on the side of I-74 in southern Indiana.

Waiting on AAA RV roadside service to come tow us off the interstate, I looked at my son, Ben, and shrugged I guess there's no Bonneville this year.
As we stood by the highway, ticks crawling up our legs, I began to think about the investment prepaid airfare for the crew, non-refundable entry fee, non-refundable prepaid hotel accommodations, and everything we'd been through for the previous two years. I got mad.

I looked at Ben and said I'm going to buy another truck, to which he asked if I was clinically insane, "Mom will KILL you!". I started making phone calls.

By the time my wife, Melinda, had picked us up 75 miles from home, I had already made all the arrangements with Jeff Wyler Buick-GMC in Florence, KY. Melinda dropped us off at the dealership, we closed the deal, drove back to Indiana and swapped all the equipment and gear from the other truck, hooked up to the trailer and resumed our trip some 10 hours behind schedule.
We socially distanced ourselves by sleeping in beds in the riser of the trailer, and used the generator to operate the A/C, the microwave and appliances, and used the full bathroom in the trailer.

Adversity overcome once more, we made it to Bonneville. Once there, this year was the smoothest year we've ever had.
Everything went like clockwork, including going through the rookie meeting again.
We were an experienced team, with a great car, and the conditions were ideal for us to set the record. We finally made it!

We own the F/CPRO record now of 146.125 mph, some 13+ mph above the record we set out to beat.
The next post I make will bore you with the details of the setup changes and events of us actually setting the record this year!
AND we are going back to Loring, ME on Labor Day weekend 2020!

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08/18/20 10:50 PM GM Recall for Front Trunk Random Opening by teamzr1

At this time a GM recall and will be added to federal recall notices for 2020 C8s

General Motors has decided to voluntarily recall certain 2020 model-year Chevrolet Corvette vehicles for a potential issue with the vehicle’s front trunk lid.
If drivers ignore the vehicle’s visual and audible warnings that the front trunk lid is open, they can drive the vehicle in that condition at speed, which could increase the likelihood that the wind force is sufficient to inadvertently flip open the hood.

GM will update the software in the vehicles’ Body Control Module (BCM) to limit vehicle speed to 26 mph when the hood is not completely closed and latched.

The software update will also provide a driver information center message indicating that the top speed is limited to 26 mph.
In addition, the operation of the hood release on the key fob will be modified to reduce the likelihood of inadvertent hood release actuation

The interior door trim switch and release button located inside the front trunk compartment are also modified to require a longer press-time.




08/18/20 07:03 PM GM Warranty Blocks by teamzr1
GM new vehicle limited warranties may be partially or fully voided for a number of reasons.
To verify warranty coverage, Investigate Vehicle History (IVH) must be used in order to identify any potential warranty blocks.
A Warranty Block may be applied if a title has been branded as salvage, junk, etc.

Per the policy established by GM, the Techline Customer Support Center (TCSC) will only provide support on Warranty Blocked vehicles for the following issues:

• Safety, non-compliance and emissions recalls
• Special coverage adjustment programs
• Emission control systems warranty

A Warranty Block may be applied if GM has determined that vehicle modification, damage or abuse has occurred that may impact all or select vehicle components or systems.

Non-GM Calibrations

Vehicle modifications that may initiate a Warranty Block include non-GM (aftermarket) calibrations.
If aftermarket calibrations are suspected, Service Agents should refer to the procedures outlined in Bulletin #09-06-04-026 to verify the presence of non-GM calibrations in the vehicle.

Using a Tech 2 or GDS 2, if any of the calibration ID part number and verification number (Number/CVN) do not match the calibration ID part number and verification number (Number/CVN) listed in the TIS2Web GM Vehicle Calibration Information screen (Fig. 7), non-GM calibrations may be present.
Service Agents should follow the outlined procedure and send in their findings to the calibration group, who will document the information and review it with the appropriate Brand Quality Manager to determine whether the warranty will be blocked.

Vehicle Modifications

Conditions resulting from intentional modification to a vehicle or vehicle components are not covered under the GM New Vehicle Limited Warranty. With proper documentation, a warranty block may be implemented, depending on the modifications to the vehicle.

Bulletin #09-00-89-016 covers the policies and procedures to follow when modifications have been made to a vehicle’s electrical, chassis/body or propulsion system.
For more information on Warranty Blocks, Branded Titles, and Vehicle Modification, Damage or Abuse, refer to the GM Service Policies & Procedures Manual – 1.5 – Warranty Blocks.

08/18/20 06:32 PM Upcoming IMSA VIR - Pre Race by teamzr1
MSA WEATHERTECH SPORTSCAR CHAMPIONSHIP
VIRGINIA INTERNATIONAL RACEWAY
MICHELIN GT CHALLENGE AT VIR
PRE-RACE MEDIA AVAILABILITY TRANSCRIPT
AUGUST 17, 2020

Corvette Racing drivers Antonio Garcia and Jordan Taylor (No. 3 Mobil 1/SiriusXM Chevrolet Corvette C8.R), Oliver Gavin and Tommy Milner (No. 4 Mobil 1/SiriusXM Chevrolet Corvette C8.R) and Corvette Racing Team Manager Ben Johnson met with members of the media during a Zoom conference call Monday to discuss the upcoming Michelin GT Challenge at VIR, the program’s three-race win streak in the IMSA WeatherTech Sports Car Championship’s GT Le Mans (GTLM) category and other topics.

ANTONIO GARCIA, NO. 3 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R

THERE IS A LOT OF MOMENTUM FOR THE TEAM COMING INTO A RACE WHERE CORVETTE RACING HAS EXPERIENCED A LOT OF SUCCESS. WHAT’S YOUR OUTLOOK FOR THE WEEKEND?

“VIR has been very good for Corvette Racing. We’re looking forward to getting there with the new C8.R. It’s a track that if the car is good, it’s very fun to drive. We’ve done a few runs in the simulator, and everyone seems to be happy with it.
The main thing is how we compare to our competition. Our confidence is as high as it can get after three wins in a row for Corvette Racing.
We will try to make it four. Everyone will want to beat us and will push us very hard, but that is racing.”

WHAT YOUR PLANS AS FAR AS STAYING IN THE U.S. OR GOING HOME AFTER VIR?

“The problem in Europe is now country-to-country, all the regulations are changing.
So far, Spain is being very flexible with that. I shouldn’t have any problems coming back between VIR and Atlanta, so my plan is to come back in between VIR and Atlanta. As Olly has said, everything changes so fast, so we need to be ready to adapt and don’t get caught out in any situations.
With schools starting again, it may get a little trickier. We will see how the situations ago and plan it out race-by-race.”

WE’VE SEEN IN THE PAST WITH THE UNDERCUT, PEOPLE COMING OUT FROM THE PIT LANE AND HAVING TO DEFEND ON COLD TIRES. IS VIR DIFFICULT TO DEFEND AGAINST THAT?
IF YOU GET TO THE ESSES ARE YOU PRETTY MUCH HOME FREE AT THAT POINT? TALK THROUGH AN OUT-LAP IF YOU HAVE SOMEONE COMING UP FRO BEHIND YOU ON HOT TIRES.

“It depends on who is following you! Last year, it didn’t take (Nick) Tandy long to get through me and one of the Fords. It’s all a very hard situation. Once you are on hot tires, you need to make as much of a gap as you can to have a little more room defend from the other guys. At VIR and once you get to the Esses, maybe you can defend a little longer.
Turn One is usually very hard to go fast through on cold tires, and it’s the same as Turns Three and Four. If you can get through that section, you might be able to survive attacks. Turn One and braking into there is key. I almost went straight through there last year. It also depends on track temperature to see if that makes it a little easier. Let’s see how it plays out. I hope we have a decent lead and don’t have to think about that.
We need to play our strategy and either defend or attack the rest if we are behind.
That’s probably one of the key things about Corvette Racing.
When you’re in the lead, you can take a normal strategy but we if we’re behind, we can do different things. Let’s see where we are and how it plays out.”

THIS YEAR, IT SEEMS LIKE IMSA MADE A CONSCIOUS EFFORT TO DROP THE POWER OF GTD CARS TO CREATE LESS CONGESTION IN BRAKING ZONES.
HAVE YOU NOTICED THAT DYNAMIC PLAY OUT?
COULD IT BE EASIER TO OVERTAKE BEFORE THE ESSES BUT ONCE YOU GET THERE, MAYBE YOU LOSE GROUND IF YOU GET INTO THE ESSES BEHIND A GTD CAR?

“It might change things a little bit. We might have a little bit more time to pass cars between Turn Six and the Esses. That would give him a little more opportunity and a little less risk. But if you are stuck behind them through the Esses, you will be back there longer.
I think the situation we have now where we are a little bit faster on the straights is creating a little easier interaction between classes.
There haven’t been many contacts between GTD and GTLM cars that I’ve seen. VIR is one of the toughest tracks for that situation because there is a very long combination of corners. The level of drivers and knowing everyone should make it a clean race.”

JORDAN TAYLOR, NO. 3 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R

YOU’VE HAD SOME SUCCESS AT VIR AS WELL IN THE PAST. HOW IS THIS WEEKEND SHAPING UP?

“I’m looking forward to it. VIR is one my favorite tracks. I was upset that the prototypes never got go there when we did the split.
I think the last time I raced there was 2017 when I raced the Cadillac ATS-V.R. It’s been a few years but I really enjoy it. It’s where I got my first pole in GT in 2010 and my first win in 2011 in a Camaro. I think Olly (Gavin) was on the podium that race, too.
So there is some good history there. Going back with Corvette Racing, they’ve had a really strong history too with three wins and lots of front-row starts. It bodes well. Having had the new car at a number of different tracks Daytona, Sebring and Road America and seeing how well it ran at those circuits, VIR should the C8.R very well.”

TALK ABOUT THE EXPERIENCE WORKING WITH HENDRICK MOTORSPORTS ON THE CHEVROLET SIMULATOR AHEAD OF THE DAYTONA ROAD COURSE EVENT HOW SATISFYING IT WAS SEEING ONE OF THEIR DRIVERS TAKE THE WIN.

“It was cool. I got a call from Jeff Gordon a few weeks ago to see if I’d be up for working their guys on the road course.
We figured out some days and I worked with Chase (Elliott, race-winner), Alex (Bowman) and William (Byron);
I think Jimmie (Johnson) was on vacation. We did about three hours with each guy, and I had about an hour of seat-time myself to drive it, see what I thought and give some feedback.
We worked a little bit with the crew chiefs about priorities that we usually focus on at Daytona what’s important and what to focus on over a race distance.
It was cool to see how they work, and it’s different to how we operate at the simulator. It was fun to watch the race.
All the guys are professionals and were going to figure it out on their own. But it was cool to be a part of it and see Chase really dominate the whole day.”

YOU’VE ACCOMPLISHED A LOT IN YOUR SPORTS CAR CAREER.
ARE THERE ANY OTHER RACES OR SERIES WHERE YOU’D LIKE TO WIN AND CHECK OFF YOUR BUCKET LIST?

“Watkins Glen is on that list. I’ve never won there. Road America was on it, but we checked off that box this year.
As far as sports car racing, I’ve accomplished a lot of things I wanted to. Going to the Nürburgring or Spa would be fun. But Watkins Glen it was one of my dad’s favorite tracks and is one of his favorite events, and he never won that as a driver either.
I think Ricky (Taylor, Jordan’s brother) is the only one in our family who has won that one. So it’s been on our list for the past few years.”

HOW DIFFICULT HAS IT BEEN NOT TO HAVE THE USUAL INTERACTION WITH THE FANS?

“It’s been weird. We’re used to autograph sessions and the Corvette Corral, where you have tons of fans that are so passionate for the team and the fans.
It’s a weird feeling showing up to the track and basically going from the pit lane to your truck and not mingling with fans and other drivers like you would have in the past. It’s a different feel. The best part is that we have social media where we can interact with fans.
The TV package is really good this year for people to follow us along.”

OLIVER GAVIN, NO. 4 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R

YOU AND TOMMY HAVE MADE A BIG JUMP IN POINTS OVER THE LAST TWO EVENTS.
WE’RE NOT QUITE HALFWAY THROUGH THE SEASON, BUT ARE YOU THINKING ABOUT CHAMPIONSHIP STANDINGS AT THIS POINT?

“We’re going race-by-race. It’s been an excellent restart for everyone at Corvette Racing. We’ve won each race and have two one-two finishes.
The C8.R has really come out the gate very fast after the lockdown period.
We’re very positive and hopeful, and our confidence can’t get much higher. VIR is a good track and should be very good for us. Tommy and Jordan were on the simulator last week, and I think there were some bits and pieces that we’ll try to put in play for when we get on track Friday. It’s a good, fun track.

The people that run the facility are fantastic and go out of their way to make it a welcoming environment for the teams, the crews and the drivers. It’s a shame we can’t have spectators there this year, although we understand and fully respect that.
We’re all excited to get back to racing after seemingly have those three races almost one after the other. It should be fun.”

YOU SPENT A LONG TIME IN THE U.S. AND GOT TO GO HOME. THE NEXT COUPLE OF RACES ARE PRETTY CLOSE TOGETHER. IS THERE THOUGHT ABOUT STAYING OVER AGAIN?

“It was great to come home, see the family and spend some good quality time with them.
I’ll come over for VIR, stay over through Atlanta and reassess the situation then. That is my plan, but situations are changing and moving.”

TOMMY MILNER, NO. 4 MOBIL 1/SiriusXM CHEVROLET CORVETTE C8.R

THIS IS AS CLOSE TO HOME AS IT GETS FOR YOU ON THE SCHEDULE. WHAT IS IT ABOUT VIR THAT SEEMS TO MAKE IT A FAVORITE OF THE DRIVERS?

“For lots of reasons, VIR is one of the best tracks we go to. The people there Connie (Nyholm) and her group do a fantastic job with the teams, with the drivers and with fans.
Unfortunately fans won’t be there this year, obviously. It’s a great racetrack one that’s fun to drive by yourself.
It’s a big challenge to get it all right with the uphill Esses being a huge challenge in our GTLM cars. Then you add in 25 more cars and it becomes that much more difficult to go racing and making passes happen. If you make a mistake, there’s typically big punishment.
It’s a lot of fun and great for us to be the headline class in GTLM. Being from Virginia, I usually have friends and family there, but unfortunately they can’t be there this year but they’re excited to watch on TV and online.
I’m excited to get going and seeing how this new Corvette performs at VIR.”

BEN JOHNSON, CORVETTE RACING TEAM MANAGER

ARE YOU SURPRISED WITH HOW QUICKLY THE C8.R PROGRAM HAS COME ON SO STRONG?

“Certainly we had expectations with a new car and all the development effort we put into it that we would be competitive straight out of the gate. At the Rolex 24 at the Roar, we learned quite a bit but were also happy with the performance of the C8.R.
The downtime gave us the opportunity to address things we had seen from Daytona and the WEC race at Austin to bring a more developed car back down to Daytona for the restart of the season.

We had high confidence but at the same time we have very tough competition. To have the success we have had to date is really motivational for the team and justifies a lot of the effort that has gone into it. You hope for success but you also know there are a lot of really good teams that are trying accomplish the same task.”

IN REGARD TO THE BOP FOR THIS WEEKEND, THERE HAVE BEEN WEIGHT ADJUSTMENTS FOR THE CARS IN GTLM.
HOW WILL IT AFFECT THE CORVETTE?

“I think we were a bit surprised by the changes. Ultimately we have to rely on what IMSA has at its disposal for data and the metrics to make the right decisions. Certainly the cars are getting heavier and the tire degradation and the ability to make the car last over a stint will be that much more challenging, particularly with the elevated temperatures.
How it changes the complexion of the competition and how it affects the different cars is something we will have to see when we get to the race.”

THERE HAVE BEEN QUESTIONS REGARDING WHAT GTLM COULD LOOK LIKE NEXT YEAR.
IS THERE SOMETHING YOU CAN SAY ABOUT THE CORVETTE’S BUILD AND IS IT EASILY CONVERTIBLE TO A GT3 SPECIFICATION IF THERE WAS A DECISION TO BE MADE ABOUT THAT?

“It’s a relatively large task to make sure you’re changing the car if we were to do that to the GT3 rulebook.
It’s not something simple that can be done in a relatively short amount of time. The future of GT racing is critical to Corvette. We’re committed to it and find a lot of value in professional-level GT racing to market the Corvette product.
We’ll continue to work with IMSA, the FIA and the ACO to build the future of GT racing.
But to change a car from GTE to GT3 isn’t simple as changing homologation stickers.
There’s quite a bit of work to make sure you are meeting all the technical regulations for the GT3 platform.”

HAVE YOU DONE FEASIBILITY STUDIES AND WHAT NOT FOR THIS POSSIBILITY?

“Primarily just reviewing regulations.
There is the updated regulations set for GT3 in the future, but that’s as far as it gone at this point until we can build a long-term roadmap with all the sanctioning bodies.”

WHAT WERE THE AREAS THAT YOU FOCUSED ON DURING THE LOCKDOWN TIME THAT REALLY SEEM TO BE PAYING OFF WITH BENEFITS NOW?

“From a car standpoint, there was really nothing at Daytona that was an acute failure. So we focused on small items that we had on the back burner that were going to be difficult to fit in to either development or manufacturing given the initial timeline of the races.
The lockdown allowed us to at least plan those such that after we got off of the lockdown we could execute the high-priority ones.
With a younger car that we have at the moment, there are things that after you accumulate mileage will show up small chassis items, some suspension items that you fix before you get to the next race.

What gained us more performance was the ability to look back at all the data from Daytona and the restart of the simulator program once IMSA lifted the testing ban on that and provide us some additional time to have all the drivers come and participate in that to learn from the Rolex 24 to prepare for the July race.
“We also put quite a bit into the operations part of the team.
With a new car come new challenges on pit stops, driver changes and even doing quick adjustments on the car.
When we had time between the end of the lockdown and the Daytona 240 race, we spent quite a bit of time homing in on those items as well.”

ONCE THE BAN WAS LIFTED AND YOU WERE ABLE TO DO SIMULATOR WORK, WHAT KIND OF TIME DID YOU ACCUMULATE ONCE YOU WERE ABLE TO ADDRESS ALL THOSE THINGS?

“The simulator is shared resource within Chevrolet, so you have to book time on it.
Ahead of the first race, I think we had three or four days on the simulator between the end of lockdown and the Daytona July race.
Those three or four days is enough time to generate quite a bit of content and information to review.
That worked out well to have enough time to stage two tests and use the additional time then go back through that data to understand what was a positive and apply that to the car.”

WITH THE 20 EXTRA KILOGRAMS THAT YOU’RE DEALING WITH AT VIR, CAN YOU PUT BALLAST WHERE YOU WANT?

“The GT regulations enforce that you have to homologate the locations where you’re putting weight.
That’s more for a safety perspective so the car is designed to have weight put in different places.
But that is up to the manufacturer to select where those areas of the car will be built up to accept balance.
We have five places on the C8.R where we can put weight. While it is a performance detriment to have 20 kilograms added, like everyone else we try to use it to the best we can to achieve a weight balance that best suits the car at the upcoming track.”

WITH THE NEW CAR, HOW MUCH UNTAPPED POTENTIAL DO YOU FEEL YOU HAVE? AND AT ROAD AMERICA, IT LOOKED LIKE YOU HAD SOME TIRE DEGRADATION ISSUES, PARTICULARLY ON THE 3 CAR. IS THAT A CONSEQUENCE OF SHORT WEEKEND AND LEARNING ABOUT A NEW CAR AT THIS STAGE OF THE SEASON?

“In terms of how much capacity is left in the C8.R, in any new car you always are trying to find the next step.
With the Corvette C7.R, we still found things. The tire typically changes every year so that kind of restarts some portion of the development process.
The C8.R probably has a larger learning curve than some, but with the mileage we have accumulated from the test program, the races and our Driver In The Loop (simulator) program, I think we are fairly far along. We hope to continue polish it and find time at the upcoming events.

“At Road America, tire degradation for us was high. We’ve done as much as we can to address that. Unfortunately without more time on the track, you can’t employ every change that you’d like to.
We hope going forward that we’ve made a good step in that direction to make it a bit better. Some of that is the car being new and us continuing to learn it with, and the other part is a combination of tires, ambient conditions and BoP. Hopefully we’ll have a better stint performance at VIR given what we know now following Road America.”

WITH THE BOP CHANGE, IS THERE A BALLPARK NUMBER OF WHAT A CERTAIN WEIGHT ADDED OR TAKEN AWAY MEANS IN TERMS OF LAP TIME AT A TRACK LIKE VIR?

“Typically it’s somewhere between 1 or 1.5 tenths of a second per 10 kilograms as a general rule. I would expect that sort of change for us going forward.”

FROM CORVETTE’S PERSPECTIVE, ARE YOU IN FAVOR OF A HAVING CONVERGENCE OF GT REGULATIONS, OR ARE YOU TAKING A WAIT AND SEE APPROACH?

“The road map and plan isn’t formalized to that point yet.
There are quite a few discussions that need to happen to understand what the future of GT racing looks like – is it a continuation of GTE or is it some level of convergence? Our priority is to make sure we can continue to showcase Corvette at the highest level.
That requires factory efforts that display the car and demonstrates its potential. That’s what Corvette has been built on the track-to-street connection.
That’s the main priority to continue that level of connection between the production car and the race car.”

IF YOU WERE TO HAVE TWO DIFFERENT SPECIFICATIONS
LIKE ONE FOR IMSA AND ONE FOR LE MANS WOULD THAT RULE YOU OUT OF DOING SOMETHING LIKE THAT?

“It all depends on the difference is.
Right now, there is a bodywork difference between the sprint package and Le Mans.
If something like that were to take place, it needs to be something that is achievable and doesn’t completely change the car otherwise you’re in the situation where you have a GTE car and a GT3 car.”

111 Views · 4 Comments
08/18/20 03:31 PM C7 ZR1 GM Recall by teamzr1
General Motors is recalling certain Chevrolet ZR1 Corvette models built from December 2017 to May 2018.

Hard braking or acceleration may cause the sensing diagnostic module (SDM) to enter a fault state

. As a result, the SDM will not provide crash sensing or deploy the necessary airbags in the event of a crash.

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08/17/20 08:43 PM C8 - :N202309350-Noncompliance Recall Interior Trunk Release Button by teamzr1

GLOBAL SAFETY FIELD INVESTIGATIONSDCS5473

URGENT -DISTRIBUTE IMMEDIATELY
Date:August 6, 2020

Subject: N202309350-Noncompliance Recall Interior Trunk Release Button Inoperative Ten Minutes After Power Off
Models:2020 Chevrolet Corvette To:All General Motors Dealers

General Motors is releasing Noncompliance Recall N202309350 today.

The total number of U.S. vehicles involved is approximately 5,148.

Please see the attached bulletin for details.

Question and Answer Document (Q&A) Attached to this message you will find a document that addresses the ten most likely questions customers may have regarding this Noncompliance Recall.
Please use this information as an aid to confidently answer customer concerns.
Global Warranty Management(GWM)

The Required Field Action section on the Investigate Vehicle History (IVH) screen will be updated August 6, 2020or sooner.
The remedy involves a software update which will be downloaded to the affected vehicles through an over the air (OTA) programming event beginning the evening of August 6th.
Vehicles successfully programmed on August 6th through OTA will show as “closed” status in IVH on Friday morning, August 7that approximately 7:30am (EST).

A list of involved vehicles in dealer new inventory NOT successfully programmed via OTA will be provided to the affected dealers on Friday, August 7th.

Dealers can and should perform this non-compliance bulletin on any vehicle with an“open” status in IVH.
Due to the fact that vehicles will be closed in IVH through successful OTA programming, dealers should always check the status in IVH before performing any vehicle repairs.
END OF MESSAGE GLOBAL SAFETY FIELD INVESTIGATIONS

Frequently Asked Questions (FAQs) for Non Compliance Recall N202309350

Interior Trunk Release Button Inoperative Ten Minutes After Power Off These questions and answers are being provided to help GM dealers respond to inquiries from involved vehicle owners about the Safety recall identified above.

Q1) Which vehicles are involved?
A1) 2020 Chevrolet Corvette

Q2) What is the issue or condition?
A2) General Motors has decided that certain 2020 model year Chevrolet Corvette vehicles fail to conform to S4.1 of Federal Motor Vehicle Safety Standard (FMVSS) No. 401, “Interior trunk release.”
These vehicles are designed to enter a low-power “sleep” mode ten minutes after powering off.

The trunk lid release button located inside the front trunk compartment may not function while the vehicle is in this sleep mode, as required by FMVSS 401.

Q3) What symptoms may be experienced?
What warning signs may be associated with the issue or condition described?
A3 ) None

Q4) What is the remedy/repair?
A4) GM will update the software in the vehicles’ Body Control Module (BCM) to lower the voltage required to wake the vehicle from the low-power “sleep” mode.

This will allow the interior trunk release button to function while the vehicle is in that mode.
Owners who have accepted applicable terms and conditions will have the opportunity to accept these software changes using wireless over-the-air (OTA) technology without having to bring their vehicle to a dealership.
Alternatively, owners may schedule to have the updates performed at a GM dealer.

Q5) What is the safety risk?
Is the vehicle safe to drive?
A5) If the trunk lid is left open, a small person who climbs inside the front trunk compartment and closes the trunk lid while inside may not be able to get out without assistance, increasing the risk of injury.

Q6) Does the customer have to pay for this remedy/repair?
A6) No, this inspection/repair will be done at no cost to the customer.

Q7) Is the remedy/repair available now?
A7) Yes, the remedy/repair is available now, please see the attached bulletin for details.

Q8)What should customers do until recall repairs can be completed?
Are there any special instructions?

A8 )If special instructions are provided, they will be included in the notification letters to customers.

Q9 )How can customers check to see if their vehicle is involved in this field action?
A9) Customers who own a vehicle involved in the field action will be notified by mail by General Motors, but they may also check their Vehicle Identification Number (VIN) for Frequently Asked Questions (FAQs) for Non Compliance Recall N202309350

Interior Trunk Release Button Inoperative Ten Minutes After Power Off field actions in GM Owner Center at https://my.gm.com/recallsorvia NHTSA's website athttps://vinrcl.safercar.gov/vin/.Q10)If customers are concerned, can they get a rental car or courtesy transportation?

A10) Courtesy transportation is available for customers whose vehicles are involved in this recall and are within the warranty coverage period for the warranty which is associated with this recall.
Please refer to Warranty Administration Bulletin #17-NA-073:
Field Action Courtesy Transportation Policy for further information.

Note:

this has nothing to do with the reported problem of secondary latch of front trunk hood popping open under windy and cross winds which is still being
researched by GM for any correction and/or software update


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08/16/20 08:56 PM What Does a McLaren Salesman Think Of The New CORVETTE C8 by teamzr1
Looks like a new first, People in Europe like Corvettes



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08/16/20 02:25 AM IMSA BoP Wacks C8.R for VIR Race by teamzr1
C8.Rs have received weight additions ahead of next weekend’s Michelin GT Challenge at VIR.

Released in the latest round of Balance of Performance adjustments by IMSA on Friday,
all three of the GT Le Mans class cars have received changes in the cars’ minimum weights.

Both the Corvette C8.R and Porsche 911 RSR-19 have been given 44 pound increases, with the BMW M8 GTE dropping 11 pounds.

The Porsche has also been given a 1.3 gallon increase in fuel capacity.

Corvette Racing has won the last three IMSA WeatherTech SportsCar Championship races with its new-for-2020 car,
although has faced stiff competition from Porsche and most notably BMW in the last round at Road America.

44 Views · 0 Comments
08/14/20 10:45 PM Rumor - C8 2022 Corvette Z06 Will Have 600-Plus HP by teamzr1
C8 2022 Corvette Z06 Will Have 600-Plus HP

Return to the stripped-down, track-ready attitude of the C6 Z06, the mid-engine C8 Z06 will use a naturally aspirated 5.5 liter flat-plane-crank V-8.

The upcoming Z06 will be the first performance variant of the new mid-engine C8 Corvette.
• It will use a naturally aspirated 5.5-liter V-8 engine with a flat-plane-crankshaft design.
• Expect it to arrive sometime in 2021 with a starting price of around $85,000.

The upcoming C8 Corvette Z06 will be the first of several upcoming ultra-high-performance variants of the C8 Corvette.
Expect it to go on sale in mid 2021 as a 2022 model, starting at about $85,000.
It's a return to the stripped-down-for-action, high-revving, track-worthy Corvette embodied by the 505-hp 7.0-liter V-8-powered C6 Z06 of 2006 through 2013.

The Z06's new V-8 packs a power curve shaped like a bodybuilder's bicep.
The switch to a mid-engine configuration maximizes traction, allowing Chevy to better utilize its mega-horsepower engines for battling everything on the exotic-car spectrum.
A muscled-up version of the base C8's architecture will be in play, with wider rubber, stronger brakes, a re-calibrated suspension tune, and upgraded power-train cooling.
Flared fenders cover the mechanical bits, and new for the Corvette active aerodynamics to glue it to the track.

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08/14/20 10:26 PM Stock 2019 Corvette ZR1 214 MPH by teamzr1
Check out the 2019 Chevrolet Corvette (C7) ZR1 perform a Top Speed Test of 214 MPH On 2.7 Mile Runway

2019 ZR1 pasted 200 MPH in thirty seconds, then reached 211 MPH about ten seconds later,
eventually making it to 212 MPH at about 47 seconds & finally to 213.649 mph) another 7 seconds later for a new speed record.

Vehicle Specifications:
Make: Chevrolet
Model: Corvette ZR1
Year Tested: 2019
Max Power: 755 HP
Max Torque: 715 lb.ft
Engine: 6.2 L V8 Supercharged
Gearbox: 8 Speed Automatic
Drive: RWD
Weight: 3,669 lbs.
Distance Tested: 2.7 Miles

Runway Specifications:
Length: (3.22 Miles) or (5.15 Kilometers)
Width: (300 Feet) or (91.44 Meters)
Elevation Above Sea Level: (8.3 Feet) or (2.53 Meters)
Elevation Change: (0.25 Inches) or (0.635 Centimeters)
Surface Material: Concrete - (15,000 Feet) or (4,572 Meters)
Asphalt - (2,000 Feet) or (609.6 Meters)

Weather Conditions:
10:00AM EST.
Temp: 72 F / 22.2 C
Dew Point: 54 F / 12.22 C
Wind: 15 MPH (13 KT) Direction: ESE
Vehicle Heading: South to North
Pressure: 30.30 in.
Density Altitude: 642 ft.
Surface Temp: 70 F / 21.11 C

2:00PM EST.
Temp: 77 F / 25 C
Dew Point: 54 F / 12.22 C
Wind: 13 MPH (11 KT) Direction: SSE
Vehicle Heading: South to North
Pressure: 30.21 in.
Density Altitude: 1042 ft.
Surface Temp: 88 F / 31.11 C



47 Views · 0 Comments
08/06/20 02:41 PM NHTSA Complaints Against 2020 C8 Corvette by teamzr1
August 4, 2020 NHTSA ID NUMBER: 11343348 Components: ENGINE
NHTSA ID Number: 11343348
Incident Date August 4, 2020
Consumer Location BURBANK, CA
Vehicle Identification Number 1G1Y72D44L5****

Summary of Complaint
I TRIED TO REGISTER THE VEHICLE AND CANNOT REGISTER THE CAR.
IT FAILS SMOG. 02 SENSOR NOT READY. THE BATTERY HAS NOT BEEN DISCONNECTED SINCE its FIRST MILE DRIVEN.
----------------------------------------------------------------------------------

August 3, 2020 NHTSA ID NUMBER: 11343025 Components: STRUCTURE, VISIBILITY/WIPER
NHTSA ID Number: 11343025
Incident Date August 2, 2020
Consumer Location BURBANK, CA
Vehicle Identification Number 1G1Y72D44L5****

I JUST GOT MY 2020 CORVETTE DELIVERED LAST WEEK.
I AM THE FIRST OWNER OF THE CAR AND TODAY I WAS DRIVING UP PCH TOWARDS MALIBU.
WENT UP TO 80-90 MPH AT TIMES. DROVE FOR ABOUT 100 MILES. I STOPPED TO GET SOMETHING TO EAT. GOT BACK IN MY CAR AND PROCEEDED UP THE CANYONS FOR SOME SPIRITED DRIVING. THE CAR IS ALREADY BROKEN IN AT 1300 MILES.

I DECIDED TO PULL OFF THE ROAD TO TAKE SOME PICTURES OF THE CAR. I PUT THE CAR IN PARK WITH THE PARKING BRAKE ON AND LEFT THE ENGINE RUNNING WITH THE KEY FOB IN THE CUP HOLDER.

AFTER I GOT THE SHOTS I WANTED, I PROCEEDED TO DRIVE DOWN THE CANYON AND WITHIN 15 SECONDS I HEARD THE FRONT HOOD LATCH CLICK/THUMP (SAME SOUND YOU HEAR WHEN YOU PRESS THE BUTTON TO POP THE HOOD) RIGHT BEFORE I SAW THE HOOD FLY UP AND HEARD A SNAP. SUDDEN LOSS OF VISIBILITY ALMOST CAUSED MY CAR TO GO OFF THE CLIFF AS I COULDN'T SEE THE TURN.

LUCKILY I WAS ABLE TO STOP THE CAR BEFORE GOING OFF THE ROAD. THE HOOD DID NOT HIT MY FRONT WINDSHIELD, BUT THERE IS SEVERE HINGE DAMAGE AS WELL AS DAMAGE TO BOTH FENDERS AND THE FRONT HOOD. I HAD MY WINDOWS DOWN AND MY ROOF OFF, DID NOT HAVE THE RADIO ON AND IT WAS QUIET ROAD. THERE WERE NO WARNING LIGHTS THAT THE HOOD LATCH WAS OPEN/DISENGAGED. EVEN WHEN THE HOOD FLEW UP, THERE WAS NO INDICATOR LIGHT OR BEEPING.

I PUT THE HOOD BACK DOWN AS CAREFULLY AS I COULD.I HAD NO CHOICE BUT TO TRY MY BEST TO CLOSE THE HOOD SINCE I WAS IN AN AREA WITH NO RECEPTION IN ORDER TO KEEP DRIVING. IN THE CLOSED POSITION,
THE HOOD IS NOW ABOUT 3/4 TO 1 INCH LOWER THAN EACH FENDER. SUPER PARANOID I TRIED TO DRIVE AS SLOWLY AS I CAN HOME, BUT I DID REACH SPEED UP TO 55 MPH. THANKFULLY IT DID NOT HAPPEN AGAIN.

GM SPOKESPERSON BLAMES IT ON USER ERROR. I GUARANTEE YOU GUYS THIS IS NOT USER ERROR

-------------------------------------------------------------------------------------------------------------
NHTSA ID Number: 11339918
Incident Date July 16, 2020
Consumer Location JACKSONVILLE, FL
Vehicle Identification Number 1G1Y72D48L5****

THE FRONT TRUNK LID (THE LID) OPENED AT A SPEED OF ABOUT 40MPH ON A CITY STREET. THE WARNING LIGHT WAS NOT LITE PRIOR TO THIS INCIDENT AND NOTHING ACTIVATED THE LID DOOR SWITCH.
THIS INCIDENT BENT THE LID HINGES AND DIS-ALIGNED THE LID RESULTING IN THE DAMAGING OF THE CORNERS OF THE QUARTER PANELS.

I HAVE NOW TAPED DOWN THE LID IN FRONT TO PREVENT THIS OCCURRING AGAIN.

I HAVE NOTIFIED MY CHEVY DEALER OF THIS INCIDENT AND WILL BE REPLACING THE HINGES AND REPAIR THE QUARTER PANELS.
-----------------------------------------------------------------------------------------------

NHTSA ID Number: 11338979
Incident Date July 5, 2020
Consumer Location WANTAGH, NY
Vehicle Identification Number 1G1Y72D49L5****

HOOD ON VEHICLE COULD COME UNLATCHED SINCE THERE IS ONLY ONE LATCH POINT,
NO SAFETY LATCH. THE HOOD RELEASES TWICE AND COULD SPRING OPEN, CAUSING IMPAIRED VISION TO THE DRIVER, AND FLYING OBJECTS TO VEHICLE IN THE REAR.
IN ADDITION TO CAUSING EXTENSIVE VEHICLE DAMAGE..THERE HAVE BEEN AT LEAST 7 REPORTED ON THE CORVETTE FORUM. THE FORUM REPRESENTS ONLY A SMALL SAMPLE OF THE APPROX. 7000 VEHICLES PRODUCED TO DATE. I HAVE SECURED MINE USING HI TENSILE CORD, AWAITING A FIX FROM GM.
-----------------------------------------------------------------------------------------------------

NHTSA ID Number: 11338940
Incident Date June 30, 2020
Consumer Location MURRYSVILLE, PA
Vehicle Identification Number 1G1Y82D40L5****

WHILE DRIVING AT A PRUDENT SPEED THE HOOD OF MY VEHICLE OPENED WITH SOME DAMAGE TO THE HOOD (SPRUNG HINGES) AND BODY DAMAGE.

I GOT A SIGNAL THAT THE HOOD WAS OPEN AND THEN THE HOOD SPRUNG OPEN.
I WAS DRIVING AT 35-40 MPH AT THE TIME AND CAME TO A STOP IN A PRUDENT MANNER.(NO VISIBILITY)
---------------------------------------------------------------------------------

NHTSA ID Number: 11338933
Incident Date July 1, 2020
Consumer Location HARLINGEN, TX
Vehicle Identification Number 1G1Y82D48L5****

I WAS PULLING OUT OF THE DRIVEWAY AND ONTO THE CITY ROAD DRIVING ABOUT 30-40 MPH AND MY FRONT TRUNK OPENED ON ITS OWN. I HAD NO WARNING SIGNS OR GOT NO AUDIBLE ALERTS WHEN MY FRONT TRUNK OPENED ON ITS OWN.
I’HAVE BEEN IN CONTACT WITH MY DEALERSHIP AND THEY SAID GM WARRANTY WILL NOT COVER THE PROBLEM OR FIX MY DAMAGES, THAT MY INSURANCE NEEDS TO COVER THAT.

NHTSA ID Number: 11338884
Incident Date July 12, 2020
Consumer Location MIAMI, FL
Vehicle Identification Number 1G1Y72D41L5****

THE FRONT TRUNK OF THE VEHICLE FLEW OPEN WHILE DRIVING CAUSING BLOCKED VISIBILITY AND CREATED BENT HINGES FOR THE LID.
THIS HAPPENED ON A CITY STREET AND DID NOT TAKE IT ON THE HIGHWAY AFTERWARDS FOR SAFETY REASONS
--------------------------------------------------------

NHTSA ID Number: 11328387
Incident Date April 30, 2020
Consumer Location SUMMERVILLE, SC
Vehicle Identification Number 1G1Y82D44L5****

THE 2020 CHEVROLET CORVETTE IS TRULY A UNIQUE LOOKING AUTOMOBILE AND IT ATTRACTS ATTENTION EVERYWHERE YOU GO.
ALMOST EVERYBODY WANTS TO LOOK AT IT. ON 04/30/2020,
I WAS AT A LOCAL SHOPPING CENTER AND SEVERAL PEOPLE WERE ADMIRING THE CAR AND LOOKING AT IT. THE VEHICLE WAS SITTING STATIONARY IN A PARKING SPACE, THE ENGINE WAS RUNNING AND THE VEHICLE WAS IN PARK. WHEN THE PEOPLE HAD FINISHED ADMIRING THE CAR,

I GOT INTO IT AND PROCEEDED TO THE EXIT. FROM THE EXIT, I TURNED ONTO THE MAIN ROAD (A US DESIGNATED HWY) AND ACCELERATED. WHEN I REACHED A SPEED OF APPROXIMATELY 25 TO 30 MPH, THE FRONT HOOD (ALSO CALLED A FRUNK), FLEW UP AND COMPLETELY BLOCKED MY VISION OF THE ROADWAY. I WAS ABLE TO SUCCESSFULLY BRAKE AND PULL TO THE SHOULDER OF THE HIGHWAY WITHOUT FURTHER INCIDENT.

THE "FRUNK" HOOD COMPLETELY BLOCKED MY VISION OF THE ROADWAY AND DAMAGE WAS DONE TO THE HINGES, HOOD AND FENDER ON THE DRIVER'S SIDE.
-------------------------------------------------------------

NHTSA ID Number: 11321376
Incident Date April 11, 2020
Consumer Location LEWISVILLE, NC
Vehicle Identification Number 1G1Y82D4XL5****

WHILE DRIVING THE 2020 CORVETTE AT A LOW SPEED, THE FRONT HOOD FLEW OPEN AND IMPAIRED MY VISIBILITY. THIS IS CHEVROLET'S FIRST ATTEMPT AT A MID-ENGINE CAR. SO THE FRONT HOOD IS ACTUALLY A TRUCK.

THEY FAILED TO ENGINEER THE APPROPRIATE SAFETY LATCH FEATURES INTO THE HOOD THAT WOULD PREVENT THIS FROM HAPPENING. HOODS ARE REQUIRED TO HAVE A SECONDARY LATCH THAT MUST BE PHYSICALLY OPERATED TO OPEN COMPLETELY.


Here is just one example using the C8's own PDR of front hood popping up while C8 is doing around 40 MPH frown

Also notice the stupid idea of choosing 2 tone colors for cabin areas, how the color reflects and shows on windshield frown

GM has released a C8 Recall related to troubles with the front trunk hood popping open while car is in motion
Update is done via the Over The Air (OTR) and C8 must be able to connect via its wireless to a hotspot or your IEEE 802 wireless network

No idea if this update for trunk also includes a fix for hood popping over but at the least check you C8 for updates needed or
your new C8 has had this update done





08/03/20 12:59 AM GM PDR Again Shows not Correct in Reporting by teamzr1
Many of us did not agree on the C8 marketing claims as what the zero to sixty MPH time would be
Just did not match up to all the math that their reported numbers were too low in elapsed time

One game found is they setup the PDR to start recording NOT when at a dead stop but after the car got moving (rolling start)
That alone defeats the purpose to see what it takes the C8 to get launched

Second is they are using a slow GPS receiver and lastly there is a latency as when the PDR really starts to record the data and the data shown on the dash screen

People have cross tested the PDR to other tools that are used for same purposes such as on tracks, drag strips, etc
and show PDR can be as much as 0.7 mSecs off, meaning it is not truly recording the real time elapsed time and MPH
Reasons many using other proven tools report 0-60 MPH times more in the 3.5 to 3.9 elapsed seconds.



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