More grunt for latest 'Vette
2008 Corvette unveiled
LS3 V8 makes up to 436bhp
The manual transmission has been revised to offer a more direct and positive feel with better gate to gate location, and the paddle shift automatic has new hardware and revised calibration. Revised steering to help improve feel and new wheels are also amongst the changes, as are two new exterior colours and a revised instrument panel.
 |
 |
For those of you feeling the need for some V8 appreciation this morning, we’ve copied the engine section of the GM press release and pasted below for you to enjoy. Deep breath, and:
This new iteration of the storied small-block family features a revised, larger-bore cylinder block – 4.06-inch / 103.25 mm vs. the previous 6.0L’s 4.00-inch / 101.62 mm bores – high-flow, LS7/L92-style cylinder heads; larger-diameter pistons; revised camshaft and camshaft timing; revised valve train with offset intake rocker arms; high-flow intake manifold; high-flow fuel injectors from the Z06’s LS7 engine; and a new engine beauty cover.
The LS3 features an aluminium cylinder block with cast iron cylinder liners. In addition to its larger bores, which help create a 376-cubic-inch displacement, the block casting also features revisions and machining in the bulkheads that enhance its strength and improved bay to bay breathing. But while the bore of the 6.2L engine is increased when compared with the previous 6.0L engine, the engine’s stroke remains at 3.62 inches (92 mm). The pistons for the larger 6.2L engine also are new and are designed for its high-rpm performance capability.
Breathing for the new 6.2L engine is accomplished via new, high-flow cylinder heads. They’re based on the large port/large valve design found on the LS7 engine and other GM L92 engines, with larger-capacity, straighter intake ports. The design optimizes intake flow to the combustion chamber and the exhaust ports are also designed for better flow.
Complementing the larger-port design of the heads are commensurately sized valves. The intake valve size alone increases from 2.00 inches (50.8 mm) to 2.16 inches (55 mm) – an increase of nearly 9 percent. The intake valves feature lightweight hollow stems, which enable the engine’s 6,600-rpm capability. The exhaust valves also are large, measuring 1.60 inches (40.4 mm) in diameter.
To accommodate the engine’s large valves and enable more direct intake port flow, the intake-side rocker arms are offset 6 mm between the valve tip and the push rod. Actuating the valves is a new camshaft, with intake-side lobes providing more than a 5-percent percent in increase in lift, from 0.521-inch to 0.551-inch (13.25 mm to 14 mm). Exhaust-valve lift remains unchanged from the LS2. The camshaft timing was revised to optimize performance with the higher-lift intake cam profile.
Ensuring the cylinder heads receive all the air they can handles falls to a new, acoustically tuned intake manifold. The composite design is manufactured with a “lost core” process that improves runner to runner variation and reduces airflow losses. An acoustic foam material is used to reduce radiated engine noise; it is sandwiched between the outer top of the manifold and an additional “skull cap” acoustic shell. Also new beauty covers atop the engine shield the rocker covers and also feature a noise-reducing, acoustically tuned insert to provide a more refined engine sound.
Exhaust system – Optional on ’08 Coupe and Convertible models is a new, two-mode performance exhaust system. Similar in design and function to the system used on the Z06, the dual-mode exhaust uses vacuum-actuated outlet valves, which control engine noise during low-load operation, but open for maximum performance during high-load operation. It is not identical to the Z06 system; the Coupe/Convertible uses a 2.5-inch-diameter exhaust, while the Z06 uses a three-inch system.
It looks a very impressive machine indeed. The Corvette has really become a car that is offering a great all round package. Plenty of power, fantastic handling, lightweight and low cost too for the performance. A new C6 or Z06 could indeed be my next car and as they are certainly an alternative to BMW M cars and Porsche offerings.
Still, less capacity will make it simpler to supercharge
Boosted.
Still, less capacity will make it simpler to supercharge
The Blue Devil is supposed to have the supercharged version of this engine when it comes out in about a years time for September 2008 delivery.
Er...how many Porsches can you buy for £40K with this kind of performance? I await your reply with interest............
Can't they make more power without making the engine bigger.....
While the Chevy v8 is a good engine I'd like to see a new engine release from them that that didn't feature the words 'capacity increase'
Matt
Interesting comment regarding increasing capacity to get more power I use Porsche as my exhibit A. for the defence............
1970's 911 2.2L - 2007 911 3.6L an increase of 63%
1970 Corvette 350ci - 2007 Corvette 376ci an increase of about 7%.
Personally I have nothing against Porsches in fact I am considering a 997 GT3 RS as one of my future choices. I would suggest you book a test drive in a vette and then perhaps you will see why there are so many appearing in the UK.
What about something like a DB9 - 6L/450bhp. That's 'only' 75 bhp/litre.
Still, less capacity will make it simpler to supercharge
If you read the article you will see they are talking about the normal Corvette, not the Z06, so capacity is increased over the old 6.0L LS6.
Maybe you are getting mixed up with the forthcoming LS9, which is an LS7 reduced in capacity to 6.2L so the block is more durable for the demands of forced induction.
HI there
I think half the fun with the yank engines is how tunable they are.
To take a C6 400BHP upto 500BHP literally only takes CAI, Remap to our fuel, LT Headers and if that does not do it then a cam will. The cost of that extra 100BHP will only cost you circa £2000 all done plus you will get a whole lot more torque too. The effect on the engines lifespan will be very little as you still won't be pushing it. I imagine the engines in these cars can run around 550-600BHP on stock internals with a supercharger bolted on.
All the criticism has always been levelled at the cheapness of the cabin e.g. low grade materials. It's this they need to address....
and the wheel on the correct side please
...or something like that!
Translated to American....."there ain't no substitute for cubes!"
Absobloody-lutely!
Then you can supercharge, TT go cam wild etc.
My only criticism with the Vette is that I wish GM would make RHD models, and that is the reason I bought a Holden
All the criticism has always been levelled at the cheapness of the cabin e.g. low grade materials. It's this they need to address....
and the wheel on the correct side please
Wheel IS on the correct side for all of Europe except UK...........
I can't help but laugh when I read these BS comments. Cheap interior as compared to what .. a Rover? I was just recently in California, and one of my friends just bought a brand new one. I expected the interior to be so cheap that I would get plastic poisoning. Actually, it was fairly nice. Yeah, A little bit more plastic than I would like, but still nice.
The bottom line is this car is meant to be a cheap supercar for the American masses. Nothing anywhere can beat the overall performance for the money when bought in the USA. Porsche is nice, but it's a differenct car, and in the USA it costs about 40K - 60K dollars more. Sorry, that is a huge premium just to buy a German car.
Gassing Station | Corvettes | Top of Page | What's New | My Stuff