petronas wrote:Scooby wrote:
Kokr sm jaz slisal pogovor lastnikov corvet in se nekoga nobeden od njiju nima superchargerja montiranega (kljub nalepki). Ta srebrna ima samo zamenjan celoten izpusni sistem in pa porihtano elektroniko. Ta rumena ima pa tudi zamenjan celoten izpusni sistem, druge odmicne, porihtano glavo pa verjetno se kaksno malenkost.
Corvette ima samo eno odmicno gred in to postavljeno v blok motorja, kot recimo Yugo45
Petronas na testu zgoraj je ta stari corvette.
Novi model ki je bil v SG:
A Bit Underhood
In so many cars, today, engine compartments look so neat and understated. Other than red coil covers and an "LS6" plate on the throttle body, the engine looks like that in any other C5. It puts out 405 SAE het hp. Rated with the old gross power system of the bygone Muscle Car era, it would make about 450hp. Understated, indeed. No wonder the car runs mid-12s.
The LS6 was introduced in 2001 with 385hp. The following year, it got bumped 20hp with a more aggresive camshaft, stiffer valve springs and lighter valves. It's remained at 405hp ever since. Some Corvetters compare LS6 to the LT5, a 405hp DOHC 350 in '93-'95 ZR-1s. The comparison proves the march of technology is always beneficial. The '02-'04 LS6 produces the same horsepower as the LT5 but does so with a wider torque band, two-valve heads, pushrod valve gear, slightly less displacement, less weight, better fuel economy and lower cost.
LS6's image was tarnished a bit by an oil consumption scandal in its first year. GM addressed the problem with a technical service bulletin fix in late '01 for all LS1s and LS6es consisting of second compression rings having a redesigned scraper face and a higher tension, oil ring expander. A new, LS6 valley cover with revised sealing was released early in '02. Both these fixes were put in production, the rings at the start of '02 and the valley cover during that model year.
One neat thing about driving an LS6 is its fat torque curve and that it likes to rpm. Whereas the LT5 before it, fell-off past 6000 rpm, the LS6 peaks at 6000 but stays fairly flat to its 6600 rpm rev limit. Another endearment is its exhaust sound, especially with the throttle wide open and the engine pulling to peak power. More sporting and a little louder than that of the base model, it's the first Corvette exhaust I can honestly admit that I could leave stock. The Z06 system is also unique in that its back half is made of titanium which makes it 18 lbs lighter than the standard part.
The LS6 has remained unchanged since '02 and the big story we wanted to focus on with the '04 was handling. Those interested in more, detailed information on LS6 can go to
http://www.idavette.net/writers.htm and find a series of articles on the LS1 and LS6 engines.
The Z06 uses a specific version of the rear-mounted, Tremec T56, six-speed transmission having special gear ratios. The first three gears are lower and spread wider apart and the upper two gears are lower but closer together. Bill Zabritski, GM's Design Release Engineer for manual transmissions in performance cars, told the Corvette Action Center, "During development, we found the Z06 was quicker with higher ratios in the first three gears."
Of all the C5s we've driven, this '04 had the best shift feel. The only tiny wish we have would be a little shorter shift throw. That says a lot for a linkage that is half as long as the car and operates an internal rail shift mechanism less sophisticated than that in previous Corvette six-speeds.
The rear axle assembly used in the Z06 is generally the same unit manufactured by Getrag and used by all C5 manuals since 1997. It has one difference: a shotpeened ring and pinion which adds an extra margin of reliability to a powertrain having increased torque output.
An annoyance with our test car was an intermittent axle lubricant leak. Several times during our test, upon exiting the vehicle, we smelt that sulfur stink of gear oil on the exhaust. The second time this happened, we rolled the car into the shop, got it up on jackstands and inspected the rear axle. There were signs of leakage on the left side of the case, the rear spring and the suspension crossmember, but we couldn't find the source. Later, in talking with a Corvette service technician, we learned the problem is oil blown out the vent and is common with cars which get driven aggressively such that the lube gets hot. The easly solution, according to our source, is to run the fluid level about an 1/8-in. below the filler. A better solution might be a remoted-mounted vent (typical of some GM four-wheel drive trucks) at the end of a hose, a little distance away from and a bit higher than the trans. It's unfortunate GM couldn't address this during the eight years of C5 production.
How hard will this powertrain make a Z06 run? We installed our Vericom VC-2000 Vehicle Performance Computer then banged-off an astonishing best of, 3.85-second, 0-60 time. Performance in the quarter was equally substantial at 12.45 sec./118.0 mph. That performance was tested using timing with no roll-out, on a typical road surface and at the hands of a driver who can launch the car in a manner that won't run afoul of the "antipowerhop" algorithms in the LS6's engine controls software. We were also blessed with ideal atmospheric conditions: sea level, cool temperature and high humidity.
We think under more average conditions with average drivers, four-flat, 0-60 and high 12.5s in the quarter can be expected of these cars. Pretty damn incredible for a car that's totally stock.
Specifications
Chevrolet Corvette Z06
General: front-engine, rear-transmission, rear-drive, 2-passenger, 2-door coupe. EPA vehicle class: sports car. Manufacturing location: Bowling Green KY, USA.
Price as tested: $56,720
Price information: base Corvette Z06 $51858; Le Mans Commemorative Edition package, $4335, consisting of: polished wheels, special badging, special stripe package, lightweight hood, memory package and electrochromatic mirror package. Destination/freight charge, $800.
Significant Standard Equipment: LS6 engine, manual trans., power steering, brakes, windows, mirrors and locks. Tilt wheel. Dual zone air conditioning. Head-up display. "Active Handling" stability control system. Traction control. Antilock braking system. Security system. Active keyless entry.
Entertainment: Delco-Bose AM/FM stereo radio w. compact disc player. and 6 speakers.
Engine: 90° V-8, aluminum block and heads. Composite intake. Cast iron exhaust manifolds.
Bore x stroke: 3.90 x 3.62-in/99x92-mm
Displacement: 346 cubic inches/5.66-liters
Compression ratio and recommended fuel: 10.5:1, 93-octane (R+M/2)
Valve gear: roller hydraulic cam, pushrods, roller rocker arms, 2.00-in intake, 1.55-in exhaust valves with potassium/sodium-filled stems.
Ignition: Distributorless, inductive, crank-triggered, individual coils.
Engine and emissions controls: General Motors Powertrain/Delphi sequential electronic port fuel injection with electronic throttle control, feedback spark and air/fuel ratio control, dual 3-way catalysts, EGR and air injection upon start-up and OBD2 emissions controls diagnostics.
Mfg. rated SAE net power: 405hp@6000rpm
Mfg. rated SAE net torque: 400lbs/ft@4800rpm
Rev limit: 6600 rpm.
Drivetrain
Single-plate dry clutch, flexible prop. shaft inside rigid torque tube. Rear-mounted, Tremec T-56, six-speed, transmission, aluminum case, steel internals w. computer-controlled 1-4 "skip-shift" feature.
Transmission ratios: 2.97, 2.07, 1.43, 1.00, 0.84, 0.56 and 3.28 reverse.
Chassis-mounted rear axle assy. w. clutch-type, limited-slip differential.
Final drive ratio: 3.42:1.
Chassis/Body
Structure: steel perimeter frame, closed structural tunnel, steel/aluminum/magnesium cockpit structure and halo bar.
Exterior: Sheet molded compound with carbon fiber hood.
Suspension/Steering
Ft: aluminum short/long arm, aluminum knuckle, transverse composite spring and steel antiroll bar.
Rr: aluminum short long arm, aluminum knuckle, toe control link, transverse composite monoleaf spring and steel antiroll bar. Monotube, fixed-valve hyd. shocks. Hyd. power-assisted, speed-sensitive variable effort, rack-and-pinion steering.
Brakes
Type: four-wheel disc with vacuum power assist and antilock system.
Ft: 12.6x1.26-in rotors, 263-sqin. swept area.
Rr: 11.8x1.0-in. rotors, 158-sqin.Swept area.
Wheels/tires
Type: Spun/cast aluminum/Goodyear Eagle F1 Supercar, steel-belted, asymmetrical, ultra-performance, street radial.
Ft: 17x8.5-in./P265/40ZR17
Rr: 18x9.5-in./P295/35ZR18.
Interior: SAE volume: 52 cuft. Cargo volume: 13.3 cuft. Bucket seats, driver 6-way power adjustable, passenger 2-way manual adjustable. 3-point, manual, shoulder/lap belts. Dual air bags.
Weights and measures
Wheelbase: 104.5-in.
Length: 179.7-in.
Width: 73.6-in.
Height: 47.7-in.
Ft. track: 62.4-in.
Rr. track: 62.6-in.
Ground clearance: 3.9-in.
Frontal area: 21.3 sqft.
Curb weight: 3118 lbs. (published) 3108 lbs (as tested)
Ft/rr. weight distribution: 53/47%
Capacities:
Crankcase: 6.5-qt.
Cooling system: 11.8-qt.
Fuel: 18-gal.
Calculated Data:
Engine Hp/cuin: 1.17
Vehicle Power/weight ratio: 7.67:1
Vehicle Weight/displacement ratio: 8.98:1
Performance (conditions: sea level, cool, damp, typical road surface)
Acceleration:
0-60: 3.96-sec. (observed avg.)
0-100: n/a
Standing 1/4-mi: 12.57-sec./114.8-mph. (observed avg.)
Braking from 60/80 mph: n/a
Top speed: 168mph (estimated) (rev. limited)
Fuel Economy
EPA ratings: 19 city, 28 highway, 23 combined
Observed fuel economy: 22.3.
tata cooby.
