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Blue Devil / ZR1

2009 Corvette ZR1 Appearance Scheduled for C5/C6 NCM Bash

by Keith Cornett on January 10, 2008

2009 Corvette ZR1

Unless you happen to be in Detroit next week, your chances of seeing the new 2009 Corvette ZR1 live and in person will be slim to none. The good news is that the new King of the Hill will be the star attraction at this year’s C5/C6 bash at the National Corvette Museum in late April. The annual bash is where the new 2009 Corvettes are introduced to the faithful, complete with walk-arounds and introductions from Corvette’s engineers and managers.

The C5/C6 Bash is planned for April 24-26 at the National Corvette Museum in Bowling Green, Kentucky. Make your plans to see the new Corvette ZR1 in person by registering online.


Source:
National Corvette Museum

Related:
2009 Corvette ZR1 Photo Gallery
The New King of the Hill: The 2009 Corvette ZR1
First 2009 Corvette ZR1 Heading to Barrett-Jackson

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I’m betting that Corvette Product Manager Harlan Charles is a very popular fellow now that the details about the Corvette ZR1 have been released. We saw him recently on the Garage419.com vblog as he stood next to and pointed out features of the new King of the Hill. Following his turn is some GM corporate footage of the 2009 Corvette ZR1.


Source:
Garage419.com

Related:
The New King of the Hill: The 2009 Corvette ZR1
2009 Corvette ZR1 Photo Gallery
First 2009 Corvette ZR1 Heading to Barrett-Jackson

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First 2009 Corvette ZR1 Heading to Barrett-Jackson

by Keith Cornett on December 29, 2007

2009 Corvette ZR1In what could only be described (and is being marketed) as the opening salvo in the new muscle car wars, the first 2009 Corvette ZR1 will be offered up for sale at the Barrett-Jackson Collector Car Auction held mid-January in Scottsdale, Arizona. The new King of the Hill will join the Dodge Challenger SRT8 and the Ford Shelby GT500KR on the block as the big three auction off the cars for various charities. The proceeds from the sale of the Corvette ZR1 will go to The United Way while the Challenger and Ford Shelby proceeds go to Not My Kid, Inc. and the Juvenile Diabetes Research Foundation.

Chevrolet says the auction is for the “first retailable” 2009 Corvette ZR1. We are not quite clear if they mean they are sending the Corvette ZR1 that will make its debut at the 2008 Detroit Auto Show the week prior to the auction, or if the buyer gets the first Corvette ZR1 to roll off the production line later next year.

The auction for the ZR1 Corvette will be held on Saturday, January 19th and will be broadcast by SPEED. The Shelby GT500KR will hit the block first at lot number 1300. The Corvette ZR1 will follow as lot number 1316 and the Challenger will wrap up the shootout at lot number 1331.


Source:

Barrett-Jackson Collector Car Auction

Related:
The New King of the Hill: The 2009 Corvette ZR1
2009 Corvette ZR1 Photo Gallery

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The New King of the Hill: The 2009 Corvette ZR1

by Keith Cornett on December 20, 2007

It’s 12:01 on December 20, 2007 and the curtain has been raised on a new Corvette model. The 2009 Corvette ZR1 has crossed over from rumor to reality. It’s obvious from the first photos that this isn’t your father’s ZR1. We’re talking 620 horses delivered via the supercharged 6.2 liter LS9. A bit lower than the lofty 650 that was speculated, but that is still 115 hp more than the performance-minded Corvette Z06. So here we go, fellas! Sit down, shut up and hang on because we are going to be throwing a whole bunch of Corvette info at you:

Corvette ZR1 Talking Points:

  • The 2009 Corvette ZR1 is RPO 1LZ
  • The ZR1 will have a unique, identifying VIN digit, as well as a sequential build number
  • LS9 supercharged 6.2L V-8 targeted at 620 horsepower and 595 lb.-ft. of torque
  • Curb weight of 3,350 pounds
  • Unique Carbon-fiber hood with a polycarbonate window
  • Carbon fiber roof panel
  • Unique exterior and interior colors
  • Only two options: chrome wheels and a “luxury” package
AND

Jake, that bad boy skull logo of Corvette Racing has been embossed on the ZR1′s intake snorkel, forever cementing his racing roots on a production Corvette. Unbeliveable!!

     

View the 2009 Corvette ZR1 Photo Gallery.

PRESS RELEASE

CHEVROLET ENTERS THE WORLD OF SUPERCARS WITH 2009 CORVETTE ZR1
New, Supercharged LS9 V-8 is the Heart of the ZR1

DETROIT – Chevrolet officially announced the 2009 Corvette ZR1 – an American supercar that brings the technology and engineering refinement of carbon-fiber, ceramics and electronics together in a distinctive design.

“Chevrolet’s goal with the new ZR1 is to show what an American supercar can deliver, at a price that trumps exotics that cost two, three or four times as much – and does so with exceptional driveability,” said Ed Peper, Chevrolet general manager.

The ZR1′s basic stats:

  • All-new LS9 supercharged 6.2L V-8 targeted at producing at least 100 horsepower per liter, or 620 horsepower (462 kW), and approximately 595 lb.-ft. of torque (823 Nm)
  • Six-speed, close-ratio, race-hardened manual transmission
  • New, high-capacity dual-disc clutch
  • Higher-capacity and specific-diameter axle half-shafts; enhanced torque tube
  • Specific suspension tuning provides more than 1g cornering grip
  • Twenty-spoke 19-inch front and 20-inch rear wheels
  • Michelin Pilot Sport 2 tires – P285/30ZR19 in front and P335/25ZR20 in the rear – developed specifically for the ZR1
  • Standard carbon-ceramic, drilled disc brake rotors – 15.5-inch-diameter (394-mm) in the front and 15-inch-diameter (380-mm) in the rear
  • Larger brake calipers with substantially increased pad area
  • Standard Magnetic Selective Ride Control with track-level suspension
  • Wider, carbon-fiber front fenders with ZR1-specific dual vents
  • Carbon-fiber hood with a raised, polycarbonate window – offering a view of the intercooler below it
  • Carbon-fiber roof panel, roof bow, front fascia splitter and rocker moldings with clear-coated, exposed carbon-fiber weave
  • ZR1-specific full-width rear spoiler with raised outboard sections
  • Specific gauge cluster with boost gauge (also displayed on the head-up display) and 220-mph (370 km/h) speedometer readout
  • Only two options: chrome wheels and a “luxury” package
  • Curb weight of approximately 3,350 pounds (1,519 kg)
  • The specialized components of the new ZR1 work harmoniously to deliver the most powerful and fastest automobile ever produced by General Motors. Performance estimates will be announced closer to vehicle’s summer 2008 launch.

“Preliminary testing shows the ZR1 builds on the highly respected Corvette Z06 in every performance category, from acceleration and braking, to cornering grip and top speed,” said Peper. “It all boils down to the power-to-weight ratio and the ZR1′s is exceptional – better than the Porsche 911 GT2, the Ferrari 599 and even the Lamborghini LP640. In fact, the ZR1 is expected to be the first production Corvette to achieve a top speed of at least 200 mph.”

Supercharged LS9 engine

The new LS9 6.2L small-block engine is the power plant the supports the ZR1′s performance capability. The enabler of the LS9′s performance and refinement is a large, positive-displacement Roots-type supercharger with a new, four-lobe rotor design. It is augmented with an integrated charge cooling system that reduces inlet air temperature for maximum performance.

A sixth-generation supercharger developed by Eaton helps the LS9 make big power and torque at lower rpm and carries it in a wide arc to 6,600 rpm, as it pushes enough air to help the engine maintain power through the upper levels of the rpm band – the area where supercharged performance tends to diminish. Heavy-duty and lightweight reciprocating components enable the engine’s confident high-rpm performance.

The LS9 is hand-assembled at GM’s Performance Build Center , in Wixom, Mich. , and incorporates specialty processes typically seen in racing engines to produce a highly refined and precise product. For example, cast iron cylinder liners are inserted in the aluminum block and are finish-bored and honed with a deck plate installed. The deck plate simulates the pressure and minute dimensional variances applied to the block when the cylinder heads are installed, ensuring a higher degree of accuracy that promotes maximum cylinder head sealing, piston ring fit and overall engine performance.

Transmission and axle

The LS9 engine is backed by a new, stronger six-speed manual transmission and a twin-disc clutch that provide exceptional clamping power, while maintaining an easy clutch effort. ZR1-specific gearing in the transmission provides a steep first-gear ratio that helps launch the car, and top speed is achieved in sixth gear – a change from the fifth-gear top-speed run-outs in the manual-transmission Corvette and Corvette Z06.

As the term implies, the twin-disc clutch system employs a pair of discs, which spreads out the engine’s torque load over a wider area. This enables tremendous clamping power when the clutch is engaged, while also helping to dissipate heat better and extend the life of the clutch.

The twin-disc clutch system also contributes to the ZR1′s exceptional driving quality, with smooth and easy shifting. The twin-disc system’s design enables a 25-percent reduction in inertia, thanks to smaller, 260-mm plates, corresponding to a pedal effort that is similar to the Corvette Z06′s 290-mm single-disc system.

The rear axle also is stronger in the ZR1 and features asymmetrical axle-shaft diameters that were developed after careful testing to provide optimal torque management. The axles are also mounted on a more horizontal plane that correlates with the wider width of the rear wheels and tires.

Ride and handling

The ZR1 is built on the same aluminum-intensive chassis as the Corvette Z06 and features similar independent SLA front and rear suspensions, with aluminum upper and lower control arms. Where the ZR1 differs is the suspension tuning, which was optimized for the car’s steamroller-wide front and rear tires.

Magnetic Selective Ride Control is standard and tuned specifically for the ZR1. The system’s ability to deliver a compliant ride with nearly instantaneous damping adjustments enabled engineers to develop a surprisingly supple ride quality in a supercar that still delivers cornering grip of more than 1g.

From a high-performance perspective, Magnetic Selective Ride Control helps the rear axle remain planted during launch for smooth, hop-free acceleration. It also helps suppress axle movement when cornering on broken or uneven pavement.

Brakes, wheels and tires

Commensurate with the ZR1′s engine output is the braking system, which is headlined by carbon-ceramic brake rotors. Found on only a few exotics and more expensive supercars, carbon-ceramic brake rotors are made of a carbon-fiber-reinforced ceramic silicon carbide material . Their advantage comes in low mass and resistance to wear and heat. In fact, the rotors should never show any corrosion or require replacement for the life of the vehicle, when used in normal driving.

The vented and cross-drilled rotors on the ZR1 measure 15.5 inches (394 mm) in diameter in the front and 15 inches (380 mm) in diameter in the rear – making them among the largest carbon-ceramic rotors available on any production vehicle.

Clamping down on the high-tech rotors are six-piston front calipers and four-piston rear calipers, each painted a ZR1-exclusive blue. The front pads are equivalent in size to the largest on any production car with a single-pad design – double that of the Corvette Z06′s 70-sq.-cm. front pads.

The brakes are visible through the ZR1′s exclusive wheels: 20-spoke alloy rims that measure 19 inches in diameter in the front and 20 inches in the rear. They come standard with a bright, Sterling Silver paint finish and chrome versions are optional. The wheels are wrapped in Michelin Pilot Sport 2 tires developed specifically for the ZR1, measuring P285/30ZR19 in front and P335/25ZR20 in the rear.

Exclusive exterior

The ZR1 is instantly recognizable, with perhaps the most identifiable feature a raised, all-carbon-fiber hood that incorporates a clear, polycarbonate window. The window provides a view of the top of the engine’s intercooler, with the legend “LS9 SUPERCHARGED” embossed on the left and right sides, and an engine cover with the Corvette crossed flags logo debossed at the front.

The underside of the hood has an exposed carbon-fiber-weave. Exposed carbon-fiber is used on the roof, roof bow, rocker molding and front splitter. These exterior components are protected by a specially developed glossy, UV-resistant clear coat that resists yellowing and wear.

Widened, carbon-fiber front fenders with specific, dual lower vents, and a full-width, body-color rear spoiler incorporating the center high-mounted stop lamp, are also unique to the ZR1. All of the exterior features of the car were developed to enhance high-speed stability and driver control.

Interior details
The ZR1′s interior builds on the brand’s dual-cockpit heritage, with high-quality materials, craftsmanship and functionality that support the premium-quality experience promised by the car’s performance. The ZR1′s cabin differs from the Corvette and Corvette Z06 with the following:

  • ZR1-logo sill plates
  • ZR1-logo headrest embroidery
  • Specific gauge cluster with “ZR1″ logo on the tachometer and a 220-mph (370 km/h) readout on the speedometer
  • Boost gauge added to the instrument cluster and Head-Up Display
  • The “base” ZR1 (RPO 1LZ) comes with accoutrements based on the Z06, including lightweight seats and lightweight content. The uplevel interior package includes unique, power-adjustable and leather-trimmed sport seats (embroidered with the ZR1 logo); custom, leather-wrapped interior available in four colors; navigation system, Bluetooth connectivity and more.

By the numbers In addition to the exterior cues and powertrain, ZR1 models will be distinguished from other Corvette models by their VIN. Each will carry a unique, identifying VIN digit, as well as a sequential build number. This makes it easy to determine the build number of a specific car – information treasured by enthusiasts and collectors. For example, a ZR1 with a VIN ending in “0150″ would indicate it is the 150 th ZR1 built for the model year.


Sources:
Press Release: National Corvette Museum

Related:
2009 Corvette ZR1 Image Gallery
Corvette ZR1 News Archive

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The 6.2L LS9 V8: Heart of the 2009 Corvette ZR1

by Keith Cornett on December 20, 2007

The 2009 LS9 6.2L V8 will power the new Corvette ZR1

The small block V8 is one of the most enduring engines ever produced and time and again, the engineers at GM have found ways to push performance and efficiency to new levels. So its only fitting that with the flood of information that’s been released about the upcoming 2009 Chevrolet Corvette ZR1, we take a few minutes to stare in awe of what is essentially the heart of the new King of the Hill, the all-new LS9.

While the Corvette Z06 gets is power from the raw displacement of the 7.0L LS7, engineers took a step back by bringing the engine size back down to 6.2 liters and then boosted the power with a Eaton designed roots-type supercharger. Creating more power at lower RPM’s is the signature of the LS9. At 3,000 RPM’s the engine makes approximately 300 horsepower. GM has targeted 100 horsepower per liter, or 620 total horsepower and 595 pounds of torque. The SAE certified figures will be available in March 2008.

Press Release

2009 CORVETTE ZR1 POWERED BY THE MOST POWERFUL PRODUCTION ENGINE EVER FROM GM: THE SUPERCHARGED LS9 SMALL-BLOCK V-8

PONTIAC , Mich. – When it arrives next summer, the 2009 Chevrolet Corvette ZR1 will be the most powerful and fastest production car ever produced by General Motors, with performance enabled by a new, supercharged 6.2L LS9 small-block V-8 engine.

Incorporating the engineering experience already found in the Corvette Z06′s LS7 engine and the new-for-2008 6.2L LS3 of the Corvette, GM Powertrain is targeting 100 horsepower per liter for the LS9, or 620 horsepower (462 kW), and approximately 595 lb.-ft. of torque (807 Nm); final SAE-certified power levels will be available in early March 2008.

It is, indeed, the ultimate small-block engine for the ultimate Corvette.

“When you experience the LS9 in the Corvette ZR1, the terms performance and refinement take on a new meaning,” said Tom Stephens, group vice president for GM Powertrain and Quality. “The LS9 demonstrates an outstanding performance range, with smooth driveability at low speeds, and surprisingly fierce performance when the customer wants more power.”

The enabler of the LS9′s performance is a new, large positive-displacement Roots-type supercharger – with a unique four-lobe design – developed for the engine by Eaton. It is teamed with an integrated charge cooling system that reduces inlet air temperature for maximum performance. The LS9 represents the first of several new, supercharged small-block engines that will be introduced in GM vehicles in the near future, each using superchargers of similar design.

“The small-block V-8 once again demonstrates it boundless horsepower potential, versatile design and an architecture with proven quality, durability and reliability,” said Stephens. “We haven’t yet realized the small-block’s performance potential.”

Performance range

More than just its tremendous peak horsepower and torque numbers, the supercharged LS9 makes big power at lower rpm and carries it in a wide arc to 6,600 rpm. GM Powertrain testing shows the engine makes approximately 300 horsepower (224 kW) at 3,000 rpm and nearly 320 lb.-ft. of torque (434 Nm) at only 1,000 rpm. Torque tops 585 lb.-ft. (793 Nm) at about the 4,000-rpm mark, while horsepower peaks at 6,500 rpm. The engine produces 90 percent of peak torque from 2,600 rpm to 6,000 rpm.

Heavy-duty and lightweight reciprocating components enable the engine’s confident high-rpm performance, while the large-displacement Eaton supercharger pushes enough air to help the engine maintain power through the upper levels of the rpm band.

“The sixth-generation design of the supercharger expands the ‘sweet zone’ of the compressor’s effectiveness, broadening it to help make power lower in the rpm band,” said Ron Meegan, assistant chief engineer. “To put it simply, the low-end torque is amazing.”

The LS9 is assembled by hand at GM’s Performance Build Center , a unique, small-volume engine production facility in Wixom , Mich. , that also builds the Corvette Z06′s LS7 engine and other high-performance GM production engines.

Cylinder block and reciprocating assembly details

The LS9′s aluminum cylinder block features steel, six-bolt main bearing caps, with enlarged vent windows in the second and third bulkheads for enhanced bay to bay breathing. Cast iron cylinder liners – measuring 4.06 inches (103.25 mm) in bore diameter – are inserted in the aluminum block and they are finish-bored and honed with a deck plate installed. The deck plate simulates the pressure and minute dimensional variances applied to the block when the cylinder heads are installed, ensuring a higher degree of accuracy that promotes maximum cylinder head sealing, piston ring fit and overall engine performance.

Nestled inside the cylinder block is a forged steel crankshaft that delivers the LS9′s 3.62-inch (92 mm) stroke. It features a smaller-diameter ignition-triggering reluctor wheel and a nine-bolt flange – the outer face of the crankshaft on which the flywheel is mounted – that provides more clamping strength. Other non-supercharged 6.2L engines, such as the base Corvette’s LS3, have a six-bolt flange. A torsional damper mounted to the front of the crankshaft features a keyway and friction washer, which also is designed to support the engine’s high loads.

Attached to the crankshaft is a set of titanium connecting rods and forged aluminum pistons, which, when combined with the cylinder heads, delivers a 9.1:1 compression ratio. This combination is extremely durable and lightweight, enabling the LS9′s high-rpm capability.

Cylinder head details

The basic cylinder head design of the LS9 is similar to the L92-type head found on the LS3 V-8, but it is cast with a premium A356T6 alloy that is better at handling the heat generated by the supercharged engine – particularly in the bridge area of the cylinder head, between the intake and exhaust valves.

In addition to the special aluminum alloy, each head is created with a rotocast method. Also known as spin casting, the process involves pouring the molten alloy into a rotating mold. This makes for more even distribution of the material and virtually eliminates porosity – air bubbles or pockets trapped in the casting – for a stronger finished product.

Although the heads are based on the L92 design, they feature swirl-inducing wings that are cast into the intake ports. This improves the mixture motion of the pressurized air/fuel charge. The charge enters the combustion chambers via titanium intake valves that measure 2.16 inches (55 mm) in diameter. Spent gases exit the chambers through 1.59-inch (40.4 mm) hollow stem sodium-filled exhaust valves. The titanium intake and sodium-filled exhaust valves are used for their lightweight and high-rpm capability.

To ensure sealing of the pressurized engine, unique, four-layer steel head gaskets are used with the LS9′s heads.

Camshaft and valvetrain

The broad power band enabled by the LS9′s large-displacement supercharger allows it to make strong low-end torque and great high-rpm horsepower, which allowed engineers to specify a camshaft with a relatively low lift of 0.555-inch (14.1 mm) for both the intake and exhaust valves. This low-overlap cam has lower lift and slower valve-closing speeds than the Z06′s 505-horsepower (377 kW) LS7, helping the LS9 – with its approximately 620 horsepower – deliver exemplary idle and low-speed driving qualities.

The camshaft actuates a valvetrain that includes many components, including the lifters, rocker arms and valve springs, of the LS3 engine. However, LS7 retainers are used to support the engine’s high-rpm performance.

Supercharger and charge cooler details

The LS9′s R2300 supercharger is a sixth-generation design from Eaton, with a case that is specific to the Corvette application. The supercharger features a new four-lobe rotor design that promotes quieter and more efficient performance, while its large, 2.3-liter displacement ensures adequate air volume at high rpm to support the engine’s high-horsepower aspiration. Maximum boost pressure is 10.5 psi (0.72 bar).

The supercharger is an engine-driven air pump that contains a pair of long rotors that are twisted somewhat like pretzel sticks. As they spin around each other, incoming air is squeezed between the rotors and pushed under pressure into the engine – forcing more air into the engine than it could draw under “natural” aspiration. The rotors are driven by a pulley and belt that are connected to the engine’s accessory drive system.

Because the pressurized air is hotter than naturally aspirated air, the LS9 employs a liquid-to-air charge cooling system to reduce inlet air temperature after it exits the supercharger – reducing the inlet air temperature by up to 60 degrees C (140 F). Cooler air is denser and allows the engine to make the most of its high-pressure air charge. The charge cooling system includes a dedicated coolant circuit with a remote-mounted pump and reservoir.

The design of the supercharger case and its integrated charge cooling system was driven by the space and dimensions afforded under the Corvette’s hood. To that end, the charge cooler was designed as a “dual brick” system, with a pair of low-profile heat exchangers mounted longitudinally on either side of the supercharger. Coupled with the supercharger itself, this integrated design mounts to the engine in place of a conventional intake manifold and is only slightly taller than a non-supercharged 6.2L engine. The air inlet and rotor drive pulley are positioned at the front of the supercharger.

Additional engine details

Oiling system: The LS9 uses a dry-sump oiling system that is similar in design to the LS7′s system, but features a higher-capacity pump to ensure adequate oil pressure at the higher cornering loads the ZR1 is capable of achieving. An oil-pan mounted oil cooler is integrated, too, along with piston-cooling oil squirters located in the cylinder block. The expanded performance envelope of the Corvette ZR1 required changes to the dry sump system also used in the Z06. System capacity is increased and scavenge performance improved to meet the demands of Chevrolet’s highest-performance sportscar.

Water pump: To compensate for the heavier load generated by the supercharger drive system, an LS9-specific water pump with increased bearing capacity is used.

Accessory drive system: To package the accessory drive system in the Corvette’s engine compartment, the supercharger drive was integrated into the main drive system. This required a wider 11-rib accessory drive system to be used with the LS9 in order to support the load delivered by the supercharger.

Fuel system: The LS9 uses high-capacity 48-lb./hr. fuel injectors with center-feed fuel lines. The center feed system ensures even fuel flow between the cylinders with less noise. In order to ensure fuel system performance during low speed operation as well as under the extreme performance requirements of wide open throttle (WOT), a dual pressure fuel system was developed. This system operates at 250 kPa at idle and low speed, and ratchets up to 600 kPa at higher-speed and WOT conditions.

Throttle body: An 87-mm, single-bore throttle body is used to draw air into the engine. It is electronically controlled.

Rocker covers / ignition coils: Unique rocker covers with new, direct-mount ignition coils are used. Other Gen IV engines, such as the LS3, feature coil packs mounted to a bracket. The LS9′s direct-mounted coils offer a cleaner appearance and a shorter lead between the coil and spark plug.

Beauty cover: A special engine cover is attached to the top of the LS9. It surrounds the intercooler, which is visible through a hood window. The intercooler has the legend “LS9 SUPERCHARGED” embossed on the left and right sides, and the engine beauty cover features the Corvette crossed flags logo debossed at the front.

New six-speed manual transmission

The Corvette ZR1′s LS9 engine is backed by a Tremec TR6060 six-speed manual transmission, with a twin-disc clutch system. It is based on the new-for-2008 TR6060 six-speed, but upgraded to handle the LS9′s torque output and delivers improved shift quality.

The twin-disc clutch system provides exceptional clamping power, while maintaining an easy clutch effort. The system employs a pair of 260-mm discs, which spreads out the engine’s torque load over a wider area, enabling tremendous clamping power to channel the LS9′s torque. It also dissipates heat better and extends the clutch life (in normal driving).

Thanks to comparatively small plates, the twin-disc system enables similar disc inertia to the Corvette Z06, which has a 290-mm single-disc system, contributing to low shift effort and providing exceptionally smooth engagement and light pedal effort. In fact, the more powerful ZR1 has a pedal effort similar to the Z06.

ZR1-specific gearing in the transmission provides a steep first-gear ratio that helps launch the car. The car’s top speed is achieved in sixth gear – a change from the fifth-gear top-speed run-outs in the manual transmission Corvette and Corvette Z06. The gears also are designed to balance performance with refinement. The angles of the gear teeth are optimized to provide both strength and quietness.


Sources:
National Corvette Museum

Related:
The New King of the Hill: The 2009 Corvette ZR1
2009 Corvette ZR1 Image Gallery
Corvette ZR1 News Archive

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Back in October when the new 2009 Corvette ZR-1 was let off its chain for a couple of hot laps around Monterey’s Laguna Seca raceway, we were able to see the copilot holding what appeared to be a video camera. Now the good folks at Corvette Quarterly, the official publication of Corvette, has uploaded the video so that you too can experience the estimated 650 ponies from the new supercharged LS-9.

Click to view the 2009 Corvette ZR-1
Damn, that car is fast. From the beginning, Corvette Racing’s Johnny O’Connell gets on it and doesn’t let go until the end. Thanks, Corvette Quarterly! That was fun!
Source:
Corvette Quarterly Related:
Video: Corvette ZR1 at Monterey’s Laguna Seca
More Corvette ZR-1 Video from Laguna Seca
Corvette ZR1 Video: Manual Transmission and Other Observations
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Word on the street is that the Jalops have entered the Witness Protection Program since publishing photos last night of the 2009 Corvette ZR1′s supercharged LS9 power plant. The high quality of the photos has the Jalops a bit worried about receiving a visit from GM’s Men in Black. With the public debut planned for January’s Detroit auto show, the General can’t be too happy having their promotional photos splashed across the interwebs this far out. The good news? We get to bring them to you without having to run for our lives.

2009 Corvette ZR1's supercharged LS9 power plant
Visit Jalopnik.com to see all the photos of the 2009 Corvette ZR1′s LS9 engine.
Source:
Jalopnik.com Related:
LeftLaneNews Details GM’s LS Engine Plans
Video: Corvette ZR1 at Monterey’s Laguna Seca Technorati Tags:
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More Corvette ZR-1 Video from Laguna Seca

by Keith Cornett on November 7, 2007

Our friends at Winding Road have posted another look at the Corvette ZR-1 that took Laguna Seca by storm two weeks ago. This video captures the sound of the Corvette as it rounds a couple of turns.


Source:
Winding Road Related:
Video: Corvette ZR1 at Monterey’s Laguna Seca
Corvette ZR1 Video: Manual Transmission and Other Observations Technorati Tags:
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LeftLaneNews Details GM’s LS Engine Plans

by Keith Cornett on October 31, 2007

Leftlanenews.com did a query of their sources at GM to provide a detailed look of future plans for GM’s LS engines. For our purposes, we’ll cover the three that have implications for Corvette: The LS7, LS8 and LS9. The LS7
The LS7 is a naturally aspirated 7.0 liter motor and is the current top of the line performance engine for GM, appearing exclusively in the Corvette Z06. It is hand built at GM’s Wixom Performance Center, and therefore very expensive to make. The LS7′s days are numbered according to Leftlanenews sources, ceasing production sometime during late 2009 or mid-2010. Previous rumors of the Cadillac CTS-V getting the LS7 appear to be false. Instead, the performance Cadillac sedan will get the new LSA motor next year with the Corvette Z06 upgrading to the supercharged small block LS8 in 2010. The LS8
The LS8 is a 6.2 liter smallblock V8 with a supercharger. This motor will be dropped into the top-end Zeta platform cars with the Camaro Z28 being the most likely candidate. Initial specs have it at 475-500 horsepower with a choice of manual or automatic transmissions. As mentioned above, the Corvette Z06 will receive this power plant in 2010 with a possibility of an uptuned version to ensure Corvette’s horsepower superiority over the Zeta cars. The last thing a Corvette owner who plunks down $75K for a Z06 is going to want to hear is that they bought the Corvette with the Camaro engine. The LS9
So much has already been written about the LS9 that is seems like it’s already in production and out on the streets. Another 6.2 liter smallblock V8 with a supercharger, it has an integrated intercooler on the intake manifold. Estimated horsepower is speculated to be 650 hp with 700 hp in reach. The ZR-1 may also feature an optional automatic with paddle shifters. Earlier this year it was said that the LS9 would come only equipped as an automatic, but the run by the ZR-1 with an LS9 coupled to a 6-speed manual transmission at Laguna Seca earlier this month quashed that rumor. The LS9 will be hand built starting in July 2008 at Wixom Performance Center alongside the LS7 as no more than 2,000 units are expected per year.
Source:
Leftlanenews.com Related:
PM’s Jim Dunne Debunks Corvette SS Rumors
2009 Caddy CTS-V Getting 600hp Blue Devil Corvette Engine? Technorati Tags:
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Back in July, Popular Mechanic’s Jim Dunne wrote an article that was designed to debunk several myths about the Corvette SS (ZR1). Dunne’s Myth #1 was the Corvette SS (ZR1) will only be offered in an Automatic transmission because the LS9 has proven to be too strong for GM’s manual transmission. The Corvette ZR1 video from Laguna Seca shows a close-up of the steering wheel which is absent the paddle shifters used on 2008 automatic-equipped Corvettes. You can also see movement from the driver’s hand on the gear shift which assumes putting the Corvette into reverse as the car moves away from the trailer. While it’s possible that GM is using a non-paddle shift automatic on this pre-production alpha, this is a good sign that the 6 speed manual may be made available on the production 2009 model.

Corvette ZR1 at Laguna Seca
Another interesting tidbit picked up from the video shows the passenger holding a video camera throughout the lap. Whether or not this will be for public consumption or internal use will undoubtedly be decided by the powers at be at General Motors.
Corvette ZR1 at Laguna Seca
Relating to the ZR1 Corvette run in Monterey: Our “friends” at WindingRoad.com have 17 hi-res photos of the Corvette ZR1 at Laguna Seca. By far the best discussions about the Corvette ZR1 at Laguna Seca are at DigitalCorvettes.com. Check out their website’s header to see what they believe the Corvette ZR1 will look like without the side vent covers and checkerboard paint on the hood. They even nailed the wheels! Lastly, we hope our friends at Badboy Vettes were unscathed with the releasing of the ZR1 photo on Thursday evening. There’s a bit of a debate that either the photo was staged and the release planned, or that BadBoy Vettes were just living up to their name, being bad boys. That single photo sparked more interest (and page views!) than any previous news about the Corvette ZR1 in recent months and set off a flurry of blog posts on all the major automotive websites. Thanks again guys for your work on behalf of the Corvette community.
Source:
CorvetteBlogger.com YouTube Channel Related:
Motor Trend Posts Photos of Corvette ZR1 at Laguna Seca
ZR1 Corvette Found Bound and Gagged in a Trailer
PM’s Jim Dunne Debunks Corvette SS Rumors Technorati Tags:
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