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      10-10-2019, 07:37 AM   #991
OkieSnuffBox
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What does "tight vertical packaging" have to do with a flat-plane crank?

Is this person confusing "flat plane" with "boxer layout" or something?
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      10-10-2019, 08:26 AM   #992
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Quote:
Originally Posted by OkieSnuffBox View Post
What does "tight vertical packaging" have to do with a flat-plane crank?

Is this person confusing "flat plane" with "boxer layout" or something?
Its sort of grasping at straws, logic is that since there is no space for a supercharger in the convertible engine bay, the z06 most likely is fitted with the FPC engine derived from the C8r rather than a supercharged lt4 or developing a new engine. Theory does make sense to me though, probably took millions of dollars to develop a bespoke FPC; why not use it?

Last edited by Towerworld; 10-10-2019 at 08:33 AM..
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      10-10-2019, 09:21 AM   #993
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If the Z06 has turbos, I want the base car (grand sport).

If the Z06 is a high revving NA flat plane crank V8, I want the Z06.
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      10-10-2019, 02:39 PM   #994
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Quote:
Originally Posted by WestRace View Post
The C8.R has a much more aggressive sound compared to the more wimpy sounding Ford GT.
You think the Ford GT GTLM car has a whimpy sounding exhaust, or the street version ford gt?

I ask because when I was at Laguna Seca for IMSA, the Ford GT was louder than the damn C7R's lol, I couldn't believe it
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      10-10-2019, 03:34 PM   #995
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Quote:
Originally Posted by IllSic_Design View Post
You think the Ford GT GTLM car has a whimpy sounding exhaust, or the street version ford gt?

I ask because when I was at Laguna Seca for IMSA, the Ford GT was louder than the damn C7R's lol, I couldn't believe it
Relatively speaking. It couldn't hold a candle to the one in the C8.R vid I posted.
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      10-10-2019, 04:39 PM   #996
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This from R&T's Facebook page:
Asked about how the switch to a flat-plane-crank, overhead-cam engine would impact the C8.R's exhaust note, Corvette chief engineer Ed Piatek said, "I think we're still gonna have a signature Corvette sound, and you'll know it coming over the hill before you see it, it just might not be the same sound we had in the past. I think it sounds like nothing else I've ever heard."
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      10-10-2019, 05:07 PM   #997
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Quote:
Originally Posted by 3798j View Post
This from R&T's Facebook page:
Asked about how the switch to a flat-plane-crank, overhead-cam engine would impact the C8.R's exhaust note, Corvette chief engineer Ed Piatek said, "I think we're still gonna have a signature Corvette sound, and you'll know it coming over the hill before you see it, it just might not be the same sound we had in the past. I think it sounds like nothing else I've ever heard."
Think P65. Flat plane with unequal length headers. It roars but its not the same...
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      10-10-2019, 06:41 PM   #998
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Quote:
Originally Posted by b4hand View Post
Think P65. Flat plane with unequal length headers. It roars but its not the same...
From Car and Driver:
"There's maybe a yardstick's worth of unrestricted tailpipe hanging off the exhaust manifolds. We'll buy into Chevrolet's claim that new engine will have a distinct Corvette sound."
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      10-10-2019, 11:14 PM   #999
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We are living in the best of times right now. Despite all the gloom and doom, a freaking mid-engine corvette race car.
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      10-11-2019, 05:07 AM   #1000
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Quote:
Originally Posted by N54Yankee View Post
Here’s a real quick clip of the C8R starting and revving a little bit. This new engine sure loves to rev and sounds ferocious doing it. Guy starting the car is Tommy Milner one of the racing drivers of team Corvette, Tommy has won the 24hr of Le Mans twice( C6R and C7R). Tommy and C8R will likely be added to that list.
https://www.motor1.com/news/375287/c...-engine-sound/
LOL....did you see the older guy in the pinkish shirt walking by when he fired it up? He jumped about 2ft back.
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      10-11-2019, 10:44 AM   #1001
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Quote:
Originally Posted by WestRace View Post
The youtube clip of the C8.R sounds very close to the typical European FPC V8. It has the high picth whaling that is not like the C7.R deep rumbling sound.



More like the Ferrari 458 GTE race car


The C8.R has a slightly deeper tone vs. the 458 more high pitche and almost like the 488. Maybe because both the 488 and C8.R are turbo.


Out of all three, I like the 458 the best.

Some say it might be a V6 TT but it does not sound like the Ford GT. The C8.R has a much more aggressive sound compared to the more wimpy sounding Ford GT.
Wimpy? Go hear an FGT in person. Videos don't do justice to the base notes. Either way I'm glad the C8Z might be getting a racier FPC engine. Might just have to pick one up in convertible form.
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      10-11-2019, 02:14 PM   #1002
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Quote:
Originally Posted by scoobysaurus View Post
Wimpy? Go hear an FGT in person. Videos don't do justice to the base notes. Either way I'm glad the C8Z might be getting a racier FPC engine. Might just have to pick one up in convertible form.
I did. Still wimpy compared to the C8.R. It's not the absolute loudness that counts. If that's the case, then we all be buying tractors lols.
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      10-13-2019, 05:44 PM   #1003
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Deleted due to what appeared to be false data.

Last edited by WestRace; Yesterday at 11:19 AM..
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      10-13-2019, 11:32 PM   #1004
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Quote:
Originally Posted by WestRace View Post
MotroTrend test data leaked.
That’s from GM and came out over a month ago.
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      Yesterday, 11:20 AM   #1005
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Quote:
Originally Posted by See5 View Post
That’s from GM and came out over a month ago.
OK, I removed the data.
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      Today, 07:51 AM   #1006
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Exclamation FIRST OFFICIAL TEST by MOTOR TREND!!!

One f****** Word.... WOW!!!


EXCLUSIVE: 2020 Chevrolet Corvette Stingray First Test: The C8 Keeps Its Promises!
MotorTrend delivers the exclusive First Test on the first-ever mid-engine Corvette



Quote:
This far, no farther. Chevrolet's Corvette engineering team has been clear: They had taken the front-engine, rear-drive sports car platform as far as possible. The only way forward was to move the engine backward. After pulling the pin and blowing up 65 years of history and heritage, the mid-engine C8 Corvette made its debut to incredible promises.

And after decades reporting rumors and false starts, we can finally confirm: Chevrolet keeps its promises.

You'll forgive any skepticism. Chevrolet told us moving the engine back a few feet, adding 35 horsepower (give or take), and employing a dual-clutch transmission would make the 495-hp C8 Corvette Z51 quicker to 60 mph than the 755-hp C7 Corvette ZR1, despite the C8's considerably worse power-to-weight ratio. Plus, they said, it would come within a tenth of a g or two on the skidpad while wearing all-season tires. Oh, and it'll do all that for half the price, give or take.

That's quite a target to aim for. With launch control engaged and 61 percent of the weight on the rear tires, the C8 Corvette Z51 shot to 60 mph in a staggering 2.8 seconds on the way to an 11.1-second quarter mile at 123.2 mph.


Let's geek out on these numbers for a hot minute. The best the C7 could ever manage is 3.0 seconds to 60. That 2019 C7 ZR1 weighed only a few dozen pounds more than this 3,622-pound C8 Z51 but had to launch just 4.8 pounds per horsepower to the new car's 7.3. The best a C7 Z51 could ever do was 3.7 seconds to 60, with the same power-to-weight as the new car thanks to a slimmer curb weight. Even the C7 Grand Sport, with its stickier tires and Z06 suspension, only managed a 3.6. The quickest factory Corvette ever is the new base model with a sport package.

As you'd expect, much of the advantage is in the launch, but you'd be surprised just how much. The quickest C7 ZR1 ran a 10.8-second quarter mile at 133.1 mph, just 0.3 second quicker. So great was the C8 Z51's launch advantage that the C7 ZR1 barely got ahead of it by the quarter by running 10 mph faster.

And what of the other big number? Breaking 1.00 average lateral g on the skidpad is an accomplishment, but it's easier when you have summer tires rather than all-seasons, and the Michelin Pilot Sport 4S included in the Z51 package is very much a summer tire. With it, the C8 Z51 pulled 1.04 average lateral g on the skidpad—which is actually less than a C7 Z51, which pulled as much as 1.11 average lateral g on the Pilot Super Sports that preceded the Pilot 4S.

How did that happen? With grinding, infuriating understeer, as testing director Kim Reynolds was bemused to discover. This is the C8's default move at its limits, even as a mid-engine car with the Z51 package. Why do this? Because of what happens if you turn off the excellent stability control and Performance Traction Management computer.

Put simply, the C8 is no drift car. Try to correct the understeer with a nudge of throttle, and you get more understeer. Give it a lot of throttle sans ESC, and you'll likely end up backward. Be extremely patient and roll into the throttle correctly, and the C8 will dig in and push hard off the exit of a corner. Give it too much gas, though, and the rear end is happy to step out. The line between a nice power-on drift and a spin is razor thin.

Which explains the understeer. Moving the engine (and thus the weight balance) to the center decreases the polar moment of inertia, making a vehicle more prone to spinning. Understeer makes it harder for the vehicle to get sideways and reduces the chance of a spin. The Corvette team is more than capable of tuning the car for a more balanced demeanor, which makes us think this was intentional.

The vast majority of C8s sold will be base Stingrays. More than likely, those who buy them will have never driven a mid-engine car or one that hits 60 in less time than it takes to start the engine. Severe understeer will help prevent the overeager owners from pulling a Mustang exit at their local cars and coffee. Given all that, we also expect future performance models, from Grand Sport to Z06 to ZR1 and anything else, to dial back the understeer in pursuit of performance.

There's more to the story, though. Although the C8 struggles for grip midcorner, it dwarfs the C7's ability to put down power coming off the corner; the ultra-quick transmission and extra power conspire to reduce the time between corners. Witness the C8 Z51's 23.3-second figure-eight lap at 0.90 average g, 0.4 second ahead of any C7 Z51 and 0.2 behind a C7 Z06 with steel brakes.

Brakes are the one area where the C8 does not have a decided advantage over the C7. At 97 feet, the C8 Z51's best stopping distance from 60 mph falls on the longer end of the C7 Stingray and Z51's scale, costing it precious time in short figure-eight laps. The brakes were also a source of contention among the staff. In everyday and even sporty driving, they get the job done fine. It's when pushed to the limit that they fall short.

The car stops fine, but the brake-by-wire pedal feel isn't reassuring. ABS activation happens before the pedal reaches the end of its travel, and once you're there, it's difficult to modulate. You have to learn to listen and feel for other signs that you're approaching the limit because cars stop considerably better under threshold braking than with ABS software cycling through them.

This applies doubly if the braking zone isn't perfectly smooth, as even a slight loss of grip at either front wheel sends the C8's ABS into conniptions. Chevrolet says the pedal travel and resistance characteristics change depending on the driving mode, but we couldn't feel the difference. No mode seemed any better than the others in limit braking.

Although isolating brakes may be a shortcoming, the C8's isolating ride on long cruises is a highlight. The magnetic dampers, set to Tour mode, ride like a luxury sport sedan. Impacts from expansion joints, crumbling pavement, and railroad crossings are heard far more than they're felt. Even big impacts struggle to rattle the cabin. Twisting the drive mode knob up through Sport and Track settings stiffens the ride and increases the amount of vertical motion for occupants, but even at its most inflexible the ride is never punishing.

It's just one element of an unusually coddling interior for a Corvette. No longer can we chide Chevrolet for cheap materials, mediocre build quality, and unsupportive seats. Our 3LT trim tester was loaded up to nearly $90,000, and you could see and feel where every penny went (except maybe the cupholders). The GT2 seats offered excellent support under hard driving and equal comfort the rest of the time. The leather is the best quality we've seen in a Corvette, and the cabin is quiet enough to whisper across at 80 mph. The steering wheel places your hands in awkward positions during cornering, but we appreciate the clear view of the instrument cluster it affords.

The other side of the coin is a disconnectedness from the raw performance of the car. The engine is rather quiet for a Corvette (though it retains that distinctive small-block roar), and the transmission is so smooth in Tour mode that you don't get a sense of just how fast you're going, at least until you brake.

Similarly, it neither looks nor feels like a sub-3-second 0-60 sprint, but the numbers don't lie. There's never a big shove of torque; the engine's delivery is always exactly the same. You just gain speed, as simple as that. The dual-clutch transmission is exceptional for a first try, a game effort to match Porsche's benchmark PDK. The steering is precise and accurate but could stand to give you more road feel.

For decades, we made excuses for the Corvette's foibles, arguing its performance per dollar trumped all else. The C7 changed that, showing us Chevy could afford to make the Corvette nice, too, in addition to fast. Still, it wasn't as nice as the cars it was beating on the stopwatch.

No more. The C8 is not only powerful, but, dare we say, it's also the most premium-feeling Corvette that Chevrolet has ever made. It's the quickest Corvette to ever roll off the assembly line and up to a stoplight, and it somehow still starts at $60,000. And this is just the beginning.
https://www.motortrend.com/cars/chev...3D8D2A3C64DDCC
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