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Here's the Story...
Illustrated Corvette Series No. 126 - 2005 C6.R
Corvette
"Continued racing Success"
By the beginning of 2004, the design work for
the C6 was complete, and the Corvette team was busy getting the new Vette ready
for production. At around the same time—several months before the C6 street
car’s debut—C5-R builders Pratt & Miller were brought in to begin
development work on the first C6.R.
While all this was going on, Corvette Racing
was having its best year ever. From 1999 through the end of the 2003 season, the
team won its class in 25 of 44 races entered. Class wins at Le Mans came in 2001
and 2002, followed by a Second Place showing in 2003. In 2004, the team won each
of the 10 races it entered and scooped up its third Le Mans victory. To say
there was pressure involved in the development of the C6.R would be a serious
understatement.
One of the things that makes GT-class racing so
popular is the fact that the race cars are closely related to production sports
cars. Pratt & Miller initially built two C6.R racers based on the upcoming
C6 Corvette. With the wheelbase being 1 inch shorter, and the body itself being
5 inches shorter, this wasn’t going to be a mere re-skin of the
C5-R.
Since many of the C6’s chassis details had been
worked out using lessons learned from the C5-R program, the new C6.R was already
ahead of its predecessor. The car used the same hydro-formed frame rails, slick
shape, and flush headlights as the ‘05 production Vette. And with the addition
of a large rear wing and a deep front spoiler, the C6.R had a superior
lift-to-drag ratio.
The car’s all-aluminum LS7.R powerplant was
such a gem that at the end of the 2005 racing season, it was honored with the
Global Motorsports Engine of the Year Award. The fuel-injected, 427ci
small-block was equipped with a dry-sump oil system, CNC-ported cylinder heads,
titanium valves and connecting rods, a forged steel crankshaft, and plate-honed
cylinder bores.
The C6.R used the same driver’s
air-conditioning system that the C5-R cars had employed since 2000. The unit
pumped cool air into the driver’s suit and helmet to combat heat exhaustion.
Other noteworthy features included a small, flat-screen monitor connected to a
rear-mounted video camera; sensors and electrical plug-in receivers to remotely
monitor engine functions; and a light-activated sensor to measure side-slip
while racing.
Coming off a best-ever year in ‘04, the
pressure was really on the Corvette Racing team to perform. The 12 Hours at
Sebring was the only race of the ’05 season in which a C6.R didn’t win First in
class. The cars took Second and Third—a commendable accomplishment for a debut
outing. Were it not for two minor tire problems, the team would have taken
Sebring as well.
But Le Mans is always the big prize, and here,
the C6.Rs did not disappoint. The Aston-Martin DBR9s qualified Nos. 1 and 2 in
class, with the Vettes qualifying Nos. 3 and 5. Corvette Racing’s strategy was
simple: run consistent, 3:55 laps and avoid breaking anything.
The race started at 4 p.m., and soon the Astons
and C6.Rs were swapping the GT1 lead. In the second hour, C6.R No. 64
experienced two left-rear tire failures, but it remained within striking
distance of the Astons. At hour 17, the top three cars were within 4.5 seconds
of each other, and the heat was climbing into the 90s. Hour 19 sealed the deal
for the C6.Rs when the No. 59 Aston pitted for heavy repairs. The Corvettes were
now in first and second place in GT1. At hour 23, the No. 58 Aston ran out of
gas and retired.
In the end, Jan Magnussen took the checkered
flag in the No. 64 C6.R, giving the team its third Le Mans class win in four
years and a Fifth Place overall. Johnny O’Connell brought the No. 63 car home in
Sixth overall and Second in class. The Third Place Aston was 16 laps and 136
miles behind the winning C6.R.
We should also mention the brilliant work of
the Corvette Racing pit crew. In 2005, the team only experienced two crashes,
one at Sebring and the other at Lime Rock. In both instances, the cars were
driven back to the pits, repaired, and re-entered in the race. The C6.R went on
to win its class in 10 out of 11 races in 2005. When the Z06 was released in
‘06, the family connection to the C6.R was obvious, and the buyers were the
winners.
Here's the Story...
Illustrated Corvette Series No.
122 - 2005 Corvette Roadster
"Top Down WOW!"
For many auto enthusiasts,
there is nothing quite like a convertible. The Corvette was born as a
roadster in ’53, and except for a nine-year stretch from
’76 through ‘85, there has always been a topless
Vette available. Sure, the C2 coupe’s styling is timeless,
and the removable-roof-panel coupes from ’68 on are terrific.
But there’s nothing like having the sun on your face and the
wind in your hair while driving a Corvette. The new C6 took that
roadster experience to a new level.
When Dave Hill took over as
Chief Engineer for the Corvette in ‘92, many wondered what
the former Cadillac engineer could possibly contribute to the evolution
of Chevy’s sports car. As it turns out, Hill brought to the
car something no one anticipated: flagship quality. Beating up on
Corvette quality had almost become a sport in the automotive press.
Thanks in part to Hill, the C5 all but put an end to that. But while
the basic C5 design was incredibly good, engineers quickly identified
numerous areas for further improvement. Enter the C6.
Thanks to the extraordinary
power potential of the LS-series engine family, hitting the 400hp mark
wasn’t much of a stretch. But unlike the olden days of the
solid-lifter big-blocks that could be tricky to live with, the new LS2
engine delivered a tractable, easy-to-use 400-horses and 400 lb-ft of
torque. Suspension and brakes were dialed in to a level unimaginable a
few decades before. All that was left was to develop a platform that
performed as if cut from a single piece of billet aluminum. The C6
chassis platform took everything learned from the C5 and the C5-R race
car and delivered an out-of-the-box, world-class sports car for
$52,245. That’s $140 less than an ‘04 Vette!
Usually, it takes a year
for buyers to warm up to a new-generation Vette, but this was not the
case for the ’05 model. Buyers put their money down on 3,308
more Corvettes in ‘05 than in ’04. An ‘05
convertible stickered for $52,245 (around $65,000 loaded), and 10,644
enthusiasts said, “I’ll take one!”
The ‘05 Corvette
was not only faster than ever (top speed was an impressive 186 mph), it
was safer as well. Constructed mostly from extruded aluminum, the door
pillar and windshield frame passed the federal roof-crush standards
without the use of a roll bar. Because the driving experience happens
behind the wheel, extra attention was paid to the interior. One of the
most pervasive problems among convertibles is the phenomenon known as
“cowl shake.” In the C6, hydroformed frame rails
with extra bracing at the suspension-mounting points and a hydroformed
lower instrument-panel brace completely eliminated this problem. The
roadster’s interior also received an additional 15 pounds of
sound insulation, and there was extra padding for the aerodynamically
shaped soft top. The net result was that the roadster had less wind
noise than before and weighed only 20 pounds more than the coupe.
The soft top was available
in black, gray, or beige and used a single handle-release mechanism.
The speedster-style, built-in tonneau cover was hinged from the back,
allowing the top to drop back into the trunk. And for the first time
ever in a Vette, there was an optional power top ($1,995) that took
just 18 seconds to transform the car into a roadster. The system used
no additional trunk space, weighed only 15 pounds, and was developed by
Car Top Systems, the same company that designed the Cadillac XLR top.
And if all this wasn’t enough, the Bose Autopilot sound
system used a sound-equalizing algorithm to reduce interior noise when
the top was down.
Some Corvette buyers were
hoping for a roadster version of the Z06. While that wasn’t
in the cards, the $1,495 Z51 Performance Package did deliver much of
the Z06’s on-track performance. This bargain-priced option
included stiffer shocks and springs; larger, cross-drilled front and
rear rotors; engine oil, transmission, and power steering coolers;
unidirectional tires; and modified transmission gearing. To top it all
off, a red ‘05 roadster paced the Indy 500 for the sixth
time, with General Colin Powell behind the wheel. Sweet!
Here's the Story...
Illustrated Corvette Series No. 121 - 2005 Corvette
"WOW!"
Nothing stokes Corvette
enthusiast like the prospect of an all-new Vette. Considering that the
C4 generation lasted 13 years, early talk of a new generation Corvette
in ‘99 seemed premature. Chief designer Tom Peters began
sketching the new C6 shape in the fall of ’99 with an
intended C6 launch date of ‘03 to coincide with the 50th
anniversary. But a few things happened along the way.
When Peters was working out
his early sketches, it seemed that the Dot.com bubble would go on
forever. But the bubble indeed did burst and then 9-11 helped tank the
economy. Meanwhile, Corvette designers found themselves with an
interesting dilemma. The C5 was so good and was selling so well, some
may have opted to leave the car alone. Why mess with success?
But it didn’t
take long before the designers had fixed nearly everything they
weren’t happy with on the C5. To check off everything on
their wish list, the car would have to have a major redesign. The
projected release date for the C6 was pushed ahead to ’05.
While this may have disappointed the design team, it gave them more
time to refine the car. Dave Hill, Chief of Corvette Engineering said,
“We’re not inventing, we’re
perfecting.”
The design team had several
objectives - make the car tighter and more trim, raise the base power
up to the Z06 level of at least 400-horsepower, reduce interior noise,
and improve ride comfort. Hill summed it up by saying, “You
drive a C5 500 miles and you still feel good; you drive a C6 600 miles
and feel great.”
Designing the shape of
every new generation Corvette is one of the most challenging jobs in
Detroit. Peters said, “Basic aesthetic attributes that form
the foundation of the Corvette design were best exemplified by the
mid-year Corvettes from 1963 to 1967.” This clearly shows up
when you look at the fender bulges. The rear glass hatch picks up the
C2 Sting Ray coupe shape. There’s also a slight bit of coke
bottle shape on the side rocker panels, reminiscent of the C3 Vettes.
While the overall look is somewhat similar to the C5, it is crisper
with more surface details.
The new C6 had some
dimension changes that helped create its new look. The length was
shortened 5.1-inches to 174.6-inches and the wheelbase lengthened to
105.7-inches. The width was reduced 1.1-inches to 72.6 and the height
increased to 49.1-inches. The overall look tighter and lighter. The
most striking new feature was the exposed headlights, not seen since
‘62. The new headlights helped keep weight down and keep the
car aerodynamic when the lights are turned on. The roof section has a
more pronounced double-bubble shape and the tail lights went back to
the traditional round designs of the C2, C3, and C4 Vettes.
Wheels and tires were
increased 1-inch to 18 x 8.5-inchs on the front and 19 x 10-inches on
the rear. Tires were the latest run-flat Goodyear Eagle F1 EMT
measuring P245/40 ZR-18 on the front and P285/35 ZR-19 on the rear. The
front and rear suspension was similar to the C5, but incorporated
lessons learned from the Cadillac XLR.
Under the hood the new LS2,
4th generation small-block engine squeezed 400-horsepower and 400 lb-ft
of torque from 364 cubic-inches. The power increase came from an
improved intake manifold, larger valves, higher 10.9:1 compression,
improved thin-wall cast iron exhaust manifolds, and less restrictive
exhaust. Buyer could order either the 6-speed manual or 4-speed
automatic transmission at no additional charge.
The new interior was an
improved version of the C5 with materials, fit, finish, switches and
controls that don’t look like parts from a Monte Carlo. The
only thing that wasn’t standard was the Bose stereo, XM
Radio, and OnStar.
Performance of the new C6
was astounding; 0-60-mph in just 4.1-second, quarter-mile in
12.5-seconds and a fastest ever stock Corvette top speed of 186-mph.
All that for just $44,245 for the coupe ($290 less than the
‘04) and $52,245 for the convertible ($140 less than the
’04). What’a bargain!
We’ll be talking
about this car for a long time.
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