The 2015 Corvette Z06. Just wow. Just… wow. We’re beyond words, mostly because of the following specs:
- An estimated 620 horsepower and 635 lb.-ft. of torque from a supercharged 6.2L LT4 V8 that’s wonderfully close in dimensions to the naturally-aspirated LT1 thanks to a purpose-built 1.7L Eaton supercharger that spins faster than conventional setups (20,000 RPM, or 5,000 more than the ZR1’s LS9), with the supercharger/intercooler assembly mounted in the valley between the cylinder heads. In fact, the LT4 is only one inch taller than the LT1, and nearly identical in every other dimensional aspect, making it one of the most power-dense motors on the market, with an impressive 10.0:1 compression ratio. It has titanium intake valves, forged aluminum pistons, and a redline of around 6,500 RPM, impressive for an OHV motor with forced induction.
- As for the transmissions, buyers will choose between a seven-speed manual and a new 8L90E eight-speed automatic transmission that was designed in-house. This makes the 2015 Corvette Z06 the only supercar over 600 horsepower that offers both a manual and automatic gearbox. As for the haters whining about no dual clutch transmission; there isn’t a DCT in the world with the optimal combination of packaging and the ability to handle that mountain of torque without exploding into a thousand pieces. Go ahead and Google it. Maybe it’s the Corvette team’s fault for making a car so powerful that suppliers can’t match it yet, but that’s reaching. Oh, and the torque tube is made of carbon fiber.
- There will be three levels of aerodynamic packages for the 2015 Z06. And while the aerodynamic properties are not finalized, the Corvette team is expecting the 2015 Z06 to generate the most downforce of any vehicle GM has ever produced, citing aerodynamic estimations that would be close to the C7.R itself. In other worlds, a GT race car for the road. Helping the cause is a new carbon fiber splitter, a larger hood extractor, a composite spoiler, adjustable winglets and a unique grille design that allows for more airflow than if the 2015 Z06 just had an open mouth. Cooling to the transmission and differential are also 50 percent better than before. Meanwhile, the chassis of the C7 Z06 with an enclosed roof is 60 percent stiffer than the C6 Z06. With an open roof, it’s still 20 percent stiffer.
- As for the suspension, the 2015 Corvette Z06 continues to incorporate GM’s patented Magnetic Ride Control suspension, taming its otherwise wild side for daily use… sort of. The 2015 Z06 also adopts the same Michelin tires used by the C6 Corvette ZR1, with gains in braking, grip and just about anything else you can think of.
- The range-topping model of the Z06 will be the Z07 package.
- Lastly, the Performance Data Recorder system will also be offered for the 2015 Z06.
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WOW, is right... The (GM) lion has been awakened, and this beast devours all in its path, watch out world... GM is setting the standard...
You know that the Bugatti Veryron has a DCT, right? Way more torque than the Z06 (1,100 ft-lbs in top model)...
I don't think 635ft-lbs is going to do any damage as you claim...
@grant I'm pretty sure the veyron is at least 8 times the price of a z06, what Manoli means is that suppliers can't meat the power ratings with their reasonably priced transmissions currently being made.
Then it was wrong of him to say "there isn’t a DCT in the world that could handle the mountain of torque without exploding into a thousand pieces."
I enjoy that Veyron and Z06 are being used in the same sentence.
This is what I am talking about. However, I do hope the final power figure is something like 650 bhp and 660 lb-ft. Also, I want the 0-60 mph in sub 3 seconds and a 1/4 mile of 10.5 seconds with the 8-speed transmission. This car should be able to beat the 2015 GT-R and the 911turbo in nearly every speed and track contest.
This car is a beast, but I feel like that interior could be a lot more race inspired. It looks very base model to me.
Here's PROOF that you're spreading disinfo: "haters whining about no dual clutch transmission; there isn’t a DCT in the world that could handle the mountain of torque without exploding into a thousand pieces:...google it": WRONG, Porsche's 7DCT-70 is rated for 575 lb-ft... go ahead, google it, hater. That's also actually a WEAKER version of the DCT's Porsche used in 24hour racing near the 1980s or 90s.
I'm already running 760 lb-ft thru a 7DT-70 in an LS7 kitcar...and no, it hasn't "exploded". :-) ...that's after 100~150 track-days & dragstrip days, plus daily-driving 2 years, with custom-TCM programming & a tranny-oil cooler. But Chevy also COULD'VE cammed-out the LT1 to raise the redline as they did in the LS7, without increasing the cost significantly (because the LT1 already uses a forged crank slightly _better_ than the LS7's (improved oiling), and per Chevy's own engineers, no injectors in the intake-ports will allow them to flow more/easily attain higher RPM than an LS7), so that an LT1 makes more HP but 50 ft-lbs less TQ in order to match the Porsche tranny's rating...or they just as easily could've studied Porsche's DCT & used 10% thicker/stronger gears (10% stronger is another CHEAP & easy mod if Chevy wanted to... DCT's related to the WEAK trannies known as CVTs & IVT's; perhaps he confused DCT's for those CVT/IVT's which can't take high TQ at HIGH rpm's). I'm boosting my 7.0Liter to about 930HP @ 6550RPM and that's why my HP is high but my TQ is low, in order to make my Porsche DCT last longer...
So I have no reason to "hate" Chevy for not making a DCT, as they make a FRONT ENGINE car & thus even if their Vette transaxle WAS a dct, it still wouldn't suit my needs. But "hate" is quite justified for your author "Manoli Katakis" who is supposed to be a PROFESSIONAL who fact-checks & knows the automotive world inside-and-out before he pollutes the interwebs with such rubbish. It's well-known that the LS7, despite its longer stroke, had an OEM 7100RPM fuel-cutoff: as the LT1 [or LS3] are "destroked LS7's" they can rev even higher than the LS7 for a similar cost, and I've seen people run de-stroked LS7's to 8000 reliably for years with very few/low-cost mods, it would only take about $500 more than an LS7 or LT1 to then save money & weight by building a less-beefy DCT transaxle... Chevy also appear to incorporate better crankshaft-oiling in the LT1 & LT4, than the LS7, to keep it reliable @ higher RPM's than my LS7 if you're a ninny / nervous-nancy afraid to generate even 1 lb-ft more than what Porsche RATES their tranny for; we kitcar builder have long histories of putting 30% more TQ thru Porsche's G50 trannies than they're RATED for, for 100,000+ miles, mostly HARD miles on racetracks. Can't wait to see the next LT4...but especially the next two C7/C8 engines after the LT4.
Porsche's DCT at 575 lb-ft is not enough for a Z06. There's also the packaging factor, which I forgot to mention (but added now for the sake of clarity.) These are words of the Corvette engineering team. But since the team also claims that the new 8-speed shifts faster than the DCT, there's really nothing to hate. But there are still plenty of people out there that will do so.
You are way off base with your comments in regards to a DCT not being able to handle this kind of power. I own a 2014 SLS Black Series Which came from the factory making 622hp and about 560ft lbs of tq. I have installed a Weistec 3.0L Supercharger and bumped my HP up to about 850(700whp dyno confirmed) and over 650 ft lbs tq. The car gets tracked on a regular basis and driven very hard and I am running the stock transmission with no signs of wear or slippage. I think you need to step outside your little GM bubble and see what the rest of the automotive world is doing with DCT's.
If the GM 8-Speed truly shifts faster and crisper than a DCT then you are correct, it is a non-issue.
Amazing piece. What are your resources?? Constantly think it is just a little tough to begin.