Spied: Our Best Look At The 2015-2016 C7 Corvette Z06 Yet
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Earlier spy photos of the next-generation C7 Corvette Z06 (Z07?) were hard to make out. They were distant and sort of blurry. Such isn’t the case today, as Autoblog published high resolution photos of a wrapped up test vehicle, sporting enormous drilled carbon ceramic rotors, and gargantuan rear tires, with a wider profile to accommodate said tires.
Still uncertain is the powertrain. We’ve heard 4.5L twin-turbo “LT5” V8, we’ve heard supercharged V8, and we’ve heard a powerful naturally aspirated model. We imagine the Corvette engineers have mulled over and tested all three engines to see which had the most optimum performance, but what’s going to be in the final product is still a mystery, and we won’t pretend to know at the moment. However, we do see some aerodynamic or cooling improvements with the 2015-2016 Z06, including more sizable front lower intake vents, and rear brake extractor ducts. We also hope there’s a rear diffuser and larger hood extractor, but it’s hard to tell.
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I like what that corvette looks like, I just hope it’s performance numbers are close to the current zr1!
Oh it will be better!
I believe a twin turbo small displacement engine is a bad idea. The Z07 should be naturally aspirated, leave the turbos or supercharge engine for the new ZR1.
Agreed. Turbos just add unnecessary complexity and weight. For the ZR1 it may be a worthy trade off, but on the Z06 I cant see the benefit.
The Z06 is a driver’s car, not a power monster. That means a free revving N/A motor and weight saving anywhere and everywhere possible.
A new 4.5 twin turbo V8 will have greater power potential than the existing V8, even if both are turbocharged. The engine can potentially be superior to all current V8 engines on the market. For example, the Mercedes V8 has the turbos located under the two engine banks rather than the slightly better between-banks position used by Audi and BMW. The Audi has a superior location for its timing chain, which is at the rear of the crankshaft where crankshaft torsional vibrations are less. But Audi uses the noisier roller chain on that specific engine, the 4.0 liter TFSI, where BMW has the quieter sleeve-bearing inverted tooth chain on its 4.4 liter turbo engine. BMW also has a somewhat better variable valve timing and valve lift system, which is technologically superior to the two-step system used by Audi. Mercedes has a quite-sophisticated engine temperature control system as does Audi. And so it goes.
An engine could easily be designed to have the best of all the above without incurring excessive manufacturing costs. Variable vane turbos are not found on any of the above engines and the costs are currently high due to metallurgical costs, but with sufficient research the costs are apt to come down. Variable vanes usefully extend the performance envelope of the turbocharger.
Advanced temperature control on a new engine could respond to emission criteria, quick engine warm-up, long oil life, etc. much better than the quite conventional Chevrolet V8. There is a world of design opportunity that can be put to use in a new GM V8.
Next to none of the highlights you mentioned directly benefit performance. Most are by products of obsessive engineering and packaging constraints. I’m not against F.I. But the GM small blocks don’t need it to get great power. It’s like a naturally hyper fit athlete taking steroids just because he can.
Sure he can get bigger, but he was already as good or better than the competition before he started.
Naturally aspirated 7 liter please no forced induction until the zr1 comes out.