2015 Chevrolet Corvette Z06 Automatic

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03-28-2015, 08:11 AM

BeachBumMike

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*2015 Chevrolet Corvette Z06 Automatic *

First Test:2015 Chevrolet Corvette Z06 Automatic

Beauty in the Blasphemy

By Scott Evans | Photos By Robert Guio | March 23, 2015 |

There are plenty of things that will induce a car enthusiast to cry "blasphemy" or "sacrilege," but few are more effective than putting an automatic transmission in a hard-core sports car. To some, a dual-clutch gearbox is bad enough, but a torque converter? Burn the witch. Or should you?More on Motortrend.com:
TOTD: You Pick - Nissan GT-R Nismo or Chevrolet Corvette Z06?
Chevrolet's Corvette team has been putting automatic transmissions in their cars for decades, but never in the hard-core Z06 model. This changed for 2016 with the invention of a house-built eight-speed automatic Chevrolet insists is strong enough, fast enough, and smart enough to earn a spot between the Z06's rear axles. Purists are understandably hesitant, but years of proven dual-clutch automatic performance have softened some hard souls. Still, a torque converter? A slushbox?Not just any slushbox, Chevy says. This eight-speed shifts quicker than Porsche's PDK dual-clutch, a benchmark in dual-clutch transmissions. It does clever things such as changing gears while two wheels are in the air, as we found in our first track test at Road Atlanta. It's a whole new animal. But how does it perform?More on Automobilemag.com:
2015 Chevrolet Corvette Z06 Squares off Against 2015 Nissan GT-R Nismo

First, we should note two important caveats. As recently discussed in length, the manual-transmission Z06 that Chevrolet recently sent us to test had an alignment problem in the rear end that affected its performance on the racetrack, as demonstrated in the retest. This car was double-checked for the problem and received a clean bill of health. Second, this car has been programmed with a new Rough Track mode developed after additional testing at older, rougher tracks. This softens the dampers in Track mode. The new program will be made available in the near future through the Chevrolet Performance Parts catalog.To the numbers, then. From a standing start, our automatic Z06 hit 60 mph in 3.2 seconds, matching the quickest manual-transmission Z06 we've tested. Chevrolet has claimed the automatic can hit 60 mph in less than 3 seconds, but we must assume they were using a prepped surface. We test on standard asphalt to better approximate real-world performance. The automatic Z06 crossed the quarter-mile mark in 11.2 seconds at a speed of 127.0 mph, besting the quickest manual we've tested by 0.1 second and 0.8 mph. Credit those incredibly quick upshifts.More on Automotive.com:

2015 Chevrolet Corvette Receives New Options
Stopping the car proved even more impressive. This Z06 needed a record-tying 90 feet to stop from 60 mph, besting both manual transmission Z06s we've tested by a foot.Handling is where we expected to see the biggest difference, but it came in the driving experience rather than in the numbers. The numbers say this automatic Z06 matched the manual cars' best performance on the skidpad in pulling 1.17g average. In our figure-eight test, it was actually the slowest Z06 yet tested by a tick, putting down a 22.6-second lap time at 1.01 g average. It was, however, incredibly consistent in its figure-eight lap times, something that can't be said for the car with the alignment problem, which also happened to be the car that posted the quickest Z06 lap. We're beginning to suspect that 22.3-second lap was a perfect lap, as the other cars have consistently been in the 22.5-22.7-second range. Regardless, anything under 23 seconds is screaming quick and among the fastest we've ever tested.

In addition to the consistency in figure-eight lap time, the big difference was in how the car drove. The chassis was far better balanced and neutral with no obvious tendency to under- or oversteer at corner entry or mid-corner. Aggressive throttle input can provoke a power oversteer at exit, but it's predictable, smooth, and easily controlled with quick hands. It was a welcome improvement from the badly aligned car, which would pop loose at turn-in and have to be managed all through the corner. With this car, you brake late, turn in, go to maintenance throttle, and power out judiciously, just like every driving instructor has ever taught you, and the car responds exactly as it's supposed to.Given the myriad computer aids available on this car, we tried lapping it both in Manual and Automatic modes, as well as with and without the Performance Traction Management (PTM) and its Track mode. The lap times were essentially the same, though we found it more fun to shift manually and to disable the PTM entirely, as we found the crutch encouraged sloppy throttle application (though with enough practice, it could be a handy aid in the right hands).We also found the automatic transmission to be geared shorter than the manual. Whereas the manual car could complete a figure-eight lap in second gear only, the automatic needed to get to third. Left to its own devices, the transmission was fine, but we found in manual mode it could be a bit slow to react to the paddles when a downshift was requested.Adjourning to the race track, we found the automatic Z06 a compelling performer at Willow Springs International Raceway's Big Track. With a proper alignment and Rough Track mode, it lapped the "Fastest Road in the West" in 1:25.76, 0.06 second slower than the Nissan GT-R NISMO and 0.7 second slower than a properly sorted manual transmission Z06. Given that Randy Pobst lapped this automatic Z06 first and the properly sorted manual Z06 second, we believe he may have been able to come closer to the manual car's time or even match it if we had more track time, based on his increased familiarity with and confidence in the car.

"This car is far better than the last one we drove here," Pobst said. "It's putting power down far better than it did last time. The traction under acceleration is far better. This time, I had the confidence to have a sense of downforce in the fast corners, especially 8 and 9, that the car was kinda hooked."He added: "The car is still, in my opinion, a little bit oversteer-y. It should be, in my opinion, a little bit understeer-y, especially so you can keep your foot in it when you're going around a corner -- you can use more power -- so it doesn't go to oversteer as quickly."Even still: "I still don't experience a push anywhere. All the way around the Turn 2 carousel, it feels like I have very little steering in the car. Really balanced. Even the tail, the tail may be coming, but in a no-fear kind of way, like, 'Wow, this thing's really balanced!' "With regard to the automatic transmission, he was generally positive."The automatic is really easy," he said. "It makes it so easy. Except on the first two laps, it got lazy on the three-four shift coming out of 9. Drove me crazy, but then it went away. It was on full automatic, and it hung on the redline. It just hung there, then it shifted. It felt like forever. I was driving slower on the out lap to protect the tires, so the transmission said, 'Oh, you're not going flat. I'm gonna shift up.' Maybe that's what confused it, but it did it the second lap, too, which was hot. The third lap it didn't do it, though. But maybe that's why. It took the transmission awhile to realize 'I'm at a racetrack.' It's pretty sweet, other than that. Man, it works great."

There was still a matter of engine oil temperature, though, which plagued the other Z06s we've tested. Per Pobst, the oil temperature nearly redlined after a few laps, topping out at more than 320 degrees. Taking a cool-down lap brought the temperature back down, and the car was good to go again, but that's not ideal. Moreover, he reported "the power still falls off significantly after the first lap" after the engine gets hot. We checked the data, and lap times and peak speeds did fall off by a few tenths of a second and 1 or 2 mph on each subsequent lap, though these could also be attributed to tire wear and other factors.Corvette chief engineer Tadge Juechter recently explained to fans that the automatic transmission cars run hotter than the manual transmission cars and will go into an engine-protection mode sooner, though we've encountered the same issue with the manual transmission cars. Juechter also suggested the car is optimized for performance in ambient temperatures of 86 degrees or lower. The high on our test day was 70 degrees. Although Pobst has consistently complained of reduced engine power when lapping C7 Z06s, the problem does not appear to be especially great (in terms of lap times), and it only seems to affect drivers of Pobst's incredibly high skill, so most customers won't encounter it.All that aside, which car would Pobst choose for track duty? "Automatic 'cause I have fifth gear," he said. "If I'm at a track where I don't need fifth, I might prefer the manual because I like the level of control." Pobst's issue with fifth gear was repeatedly hitting the dead space between fifth and seventh when attempting a four-five upshift at race speed with the manual transmission.

So that's what the racing driver thinks, but what about the mere mortals? We, too, like the automatic Z06 very much. Around town, it shifts very smoothly and is always ready to give you power if you request it, regardless of driving mode. The one-two upshift is occasionally stiff if you're aggressive with the throttle, but it feels as though the transmission is doing it to feel sporty rather than simply misbehaving. Driven hard, the transmission is very smart about which gear to be in when. Pobst had no issue with its gear choices on the track, and neither did we. From a driver's enjoyment perspective, we don't see any big drawback in choosing the auto over the manual, given that anyone making such a choice probably isn't a manual transmission purist to begin with. All that said, we did mention earlier the car responds a bit slowly to paddle shifter inputs, and its downshifts aren't dual-clutch quick, which some may find mildly frustrating. Finally, puttering around town with the exhaust valves closed, the automatic's choice of high gears and low rpm for fuel economy tends to create a droning exhaust tone that can get tiring. Best to drive it in Sport mode or lock those exhaust valves open.All told, the Corvette Z06 automatic is a fantastic performance car and completely worthy of its coveted Z06 badge. The automatic transmission presents no serious detriment to even the above-average customer and can be just as fun to drive as the manual in the right hands. Chevrolet promised a car that drives and performs just as well as its manual transmission sibling, and this car just about delivers. It's not quite perfect, but damn is it close, and we have a feeling it will only get better.

Read more: 2015 Chevrolet Corvette Z06 Automatic First Test - Motor Trend

03-28-2015, 08:15 AM

BeachBumMike

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2015 Chevrolet Corvette Z06 Automatic (Z07 Package)
VEHICLE LAYOUTFront-engine, RWD, 2-pass, 2-door coupeENGINE6.2L/650-hp/650-lb-ft supercharged OHV 16-valve V-8

TRANSMISSION8-speed automatic

CURB WEIGHT (F/R DIST)3,550 lb (49/51%)

WHEELBASE106.7 in

LENGTH X WIDTH X HEIGHT177.9 x 77.4 x 48.6 in

0-60 MPH3.2 sec

QUARTER MILE11.2 sec @ 127.0 mph

BRAKING, 60-0 MPH90 ft

LATERAL ACCELERATION1.17 g (avg)

MT FIGURE EIGHT22.6 sec @ 1.01 g (avg)

EPA CITY/HWY/COMB FUEL ECON13/21/16 mpg

ENERGY CONS, CITY/HWY259/160 kW-hrs/100 miles

CO2 EMISSIONS, COMB1.24 lb/mile

03-28-2015, 08:21 AM

BeachBumMike

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Join Date: Dec 2005

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2015 Callaway Chevrolet Corvette SC627 First Test

2015 Callaway Chevrolet Corvette SC627 First Test

Goldilocks’ Corvette

By Jason Udy | Photos By Wes Allison | March 2015 |

See All 30 Photos

Reeves Callaway is no stranger to high-performance vehicles. The professional racer turned engineer developed a twin-turbo kit for the C4 Chevrolet Corvette in the 1980s, and he's been building high-horsepower Corvettes ever since. His company’s latest creation is the 627-hp Callaway Corvette SC627, and we took it to the track to see how well it would perform.More on Motortrend.com:
TOTD: You Pick - Nissan GT-R Nismo or Chevrolet Corvette Z06?

Based on the C7 Chevrolet Corvette Stingray, the Callaway Corvette SC627 makes 627 hp at 6,400 rpm and 610 lb-ft of torque at 4,400 rpm — increases of 167-172 hp and 145-150 lb-ft of torque over the stock Corvette Stingray/Z51. The centerpiece of the Callaway Corvette SC627 is a new Callaway-designed supercharger based around the Eaton TVS2300 rotor pack. The supercharger housing features an integrated intake manifold with a tuned runner and cross-section and a new triple-element liquid-to-air intercooler. Callaway claims that with the supercharger and intercooler system, inlet air intake temperatures increased less than 10 degrees after repeated dyno runs compared to other setups that saw increases of 35 degrees or more.

GM used the Eaton TVS2300 rotor pack on the 638-hp, 604 lb-ft C6 Chevrolet Corvette ZR1. Where the C6 ZR1 featured a clear polycarbonate window to show off the supercharger, Callaway cut a hole in the stock hood to clear the tall supercharger housing, exposing it to cooling ambient air. The new 650-hp, 650 lb-ft 2015 Chevrolet Corvette Z06 uses a smaller Eaton TVS1740 rotating assembly that fits under the hood.More on Automobilemag.com:
2015 Chevrolet Corvette Z06 Squares off Against 2015 Nissan GT-R Nismo
Other standard Callaway Corvette SC627 bits include a modified hood with trim ring, high-flow intake system, Callaway doorsill panels, exterior and interior badging, an under-hood plaque with VIN, Callaway key fob, and a three-year/36,000-mile limited warranty. Callaway's five-year/100,000-miles limited powertrain service contract is available as a $2,900 option. The Callaway Corvette SC627, which can be specified with any trim level, body style, or transmission, adds $17,995 to the price of a Corvette Stingray. A base 2015 Corvette Stingray 1LT with the Callaway SC627 treatment can be had for $73,990, and a base 2015 Corvette Z06 starts at $79,995.
Callaway claims the SC627 can reach 60 mph in 3.4 seconds and finish the quarter mile in 11.0 seconds at 126 mph. At the dragstrip, the Callaway Corvette SC627 sprinted to 60 mph in 3.6 seconds and to the end of the quarter mile in 11.7 seconds at 123.7 mph. Braking from 60 mph took just 98 feet. The SC627 pulled 1.06g average around the skidpad and lapped the figure eight in 23.2 seconds at 0.96g average. The car had the stock Chevrolet Corvette Stingray Z51 suspension, not the available Magnetic Selective Ride Control adjustable suspension.More on Automotive.com:
2015 Chevrolet Corvette Receives New Options
We tested two 2014 Chevrolet Corvette Stingray Z51 models with a seven-speed manual transmission. Those models accelerated to 60 mph in 3.7 and 3.8 seconds and finished the quarter mile in 12.0 seconds at 118.4 mph and 12.1 seconds at 117.7 mph, respectively. Both cars stopped from 60 mph in 95 feet. Around the skidpad, they pulled 1.06g average and 1.02g average, respectively. Those cars lapped the figure eight in 23.8 seconds at 0.85g average and 23.7 seconds at 0.83g average, respectively.
Although the Callaway Corvette SC627 handily beats the stock Corvette Stingray Z51 in acceleration and handling, the new Corvette Z06 with the Z07 package is still the top dog. We’ve tested two 2015 Corvette Z06 cars with the Z07 package and a seven-speed manual transmission. Acceleration to 60 mph took 3.2 and 3.3 seconds, and the cars finished the quarter mile in 11.3 seconds at 126.2 mph and 11.4 seconds at 124.4 mph, respectively. Thanks to their carbon ceramic brakes, both Z06/Z07 models stopped from 60 mph in 91 feet. The high-performance Corvettes pulled 1.16g average and 1.17g average around the skidpad and lapped the figure eight in 22.5 seconds at 0.98g average and 22.3 seconds at 1.06g average, respectively.Motor Trend hot shoe Randy Pobst lapped the Callaway Corvette SC627 around the track at Big Willow in 1:28.61. Although we haven’t lapped the Stingray around Big Willow, Pobst lapped the Z06/Z07 at Big Willow on the same day. After Pobst made his best lap time, I got to ride shotgun with the professional racer in the SC627 around Big Willow. Where I managed to hit 142 mph on the long straight in the 640-hp 2014 SRT Viper TA, Pobst hit 146 mph in the less powerful SC627 (also with much less tire) with me in the passenger seat. During the ride, Pobst noted the Callaway Corvette SC627 is softer sprung than the Z06/Z07, which makes it more predictable. He also noted how well the SC627 puts the power to the ground coming off the corners. He said the Stingray Z51’s stock brakes never showed signs of fade on the track.On the street, the Callaway Corvette SC627 is as docile as a stock Corvette Stingray. The upgraded exhaust, which uses a single unitized acoustic chamber in place of the stock exhaust’s dual mufflers, gives the SC627 the ability to make powerful sounds at wide-open throttle that don’t resonate inside the cabin at cruise. Mashing the gas pedal in first and second gears causes the traction control light to flash and can produce wheel hop as the rear tires fight for traction. Despite our tester’s low-key dark paint and dark-finished wheels, the SC627 got lots of attention from other motorists. Maybe it was the top of the blower housing sticking through the hood, the large CALLAWAY emblem across the rear fascia, or the large Double-D exhaust tips.
Pricing for the Callaway Corvette SC627 depends on lots of variables, including, of course, the exact specification of the vehicle on which it's based. Our tester is based on the $62,205 (including $995 destination) 2014 Chevrolet Corvette Stingray 2LT Z51 with seven-speed manual transmission. (Customer cars will be based on the 2015 Corvette Stingray.) Before Callaway got its hands on the test car, factory options included $1,995 chrome wheels, $1,195 multi-mode exhaust, $995 transparent removable roof panel, $795 Chevrolet MyLink with navigation, and $100 battery protection package. With a factory-equipped cost of $67,285 and the base $17,995 Callaway bits, our Callaway Corvette SC627 tester had a base price of $85,280.Optional Callaway equipment on our car included $2,890 Callaway Sport Exhaust system with Double-D exhaust tips, $3,890 Callaway nine-spoke forged alloy wheels with a black chrome finish, and the $530 Callaway short-throw shifter. Although the optional Callaway wheels are half an inch wider than the factory Z51 wheels (19.0 x 9.0 inches front, 20.0 x 10.5 inches rear versus 19.0 x 8.5 inches front, 20.0 x 10.0 inches rear), they are wrapped in the same Michelin Pilot Super Sport ZP run-flat tires (in the same 245/35ZR19 front, 285/30ZR20 rear) that come with the Z51 package. Overall, the as-tested price came to $92,590.Pete Callaway notes that a customer choosing to upgrade to the Callaway wheels and exhaust would forgo the GM chrome wheels and multi-mode exhaust. That would lower the price of our tester to $89,400. Because Callaway Corvette SC627 customers will be starting with the 2015 Chevrolet Corvette Stingray, pricing will vary; a 2015 Callaway Corvette SC627 equipped like our tester would be priced at $93,350. Callaway is also working on other pieces, including carbon-fiber interior and body pieces and upgraded suspension and brakes.The Callaway Corvette SC627 isn’t trying to compete directly with Chevrolet Corvette Z06; rather, Callaway has built a fast street car for customers who want more than a standard Corvette Stingray. Customers who don’t intend to do much track driving but could if they wanted. The SC627 offers a respectable power upgrade with subtle cosmetic touches that enhance rather than distract from the stock car’s looks. Those paying close attention to the details will notice the supercharger housing ribs on the back of the new Stingray fender emblems.

Read more: 2015 Callaway Chevrolet Corvette SC627 First Test - Motor Trend