liter LS3 V8
lb-ft @ 4600 rpm
hp @ 5900 rpm
hp per liter
hp per liter
(from General Motors
Press Release) Get comfortable. There’s so much new and
exciting with the 2008 Corvette that you’ll want to grab a hot
drink, sidle up to your computer screen and absorb all the details.
The changes involve everything from an all-new, larger and more
powerful V-8 engine to refinements in driving characteristics that
solidify the Corvette’s position as the preeminent American sports
car – and further the argument that it is one of the world’s best.
There are also a host of exterior and interior refinements that
raise the Corvette’s luxury status and enhance the feeling of
“Corvette is an uncompromising sports car that rewards its owners
with impeccable performance and great comfort,” said Ed Peper,
Chevrolet general manager. “The changes and enhancements to the 2008
Corvette reflect continual improvements that speak to Chevrolet’s
unflagging commitment to building the best sports car – and with
nearly 55 years of experience, the Corvette just keeps getting
better and better.”
Also back again for ’08 is the 505-horsepower Corvette Z06, an
American super car that has won over enthusiasts, journalists and
racers around the world for its balance of racetrack-bred
performance, daily-driving civility and value.
Here’s a look at the new and enhanced features for ’08 Corvette
Engine – A new, 6.2L LS3 small-block V-8 is the standard
engine in Coupe and Convertible models. It is rated at 430
horsepower (321 kW)* and 424 lb.-ft. of torque (586 Nm)* with the
standard exhaust system; with the new, optional two-mode exhaust
system, power ratings increase to 436 horses / 325 kW and 428
lb.-ft. / 592 Nm. As a result, the standard Corvette is true
supercar, capable of 190 mph. The LS3 with the six-speed
paddle-shift automatic is the fastest automatic-equipped Corvette
ever, with 0-60 mph capability of 4.3 seconds.
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 valvetrain 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 aluminum 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
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.
With the new, dual-mode performance exhaust, power output for
Coupe/Convertible rises from 430 horsepower (321 kW) and 424 lb.-ft.
of torque (575 Nm) to 436 horses (325 kW) and 428 lb.-ft. (580 Nm).
This system gives the Corvette a more aggressive exhaust sound
character that will appeal to performance enthusiasts.
Transmissions and axle ratios – The shifting efforts for both
the six-speed manual transmission and paddle-shift six-speed
automatic transmissions have been improved in ’08 Corvette models.
The manual transmission shifting improvements include a more
positive and direct feel during gear changes, with better
The six-speed paddle-shift automatic transmission on Coupe and
Convertible is improved with new hardware and a new controller
calibration that deliver quicker shifts. This change bolsters the
feeling of performance and driver control when using the shifting
Also new for ’08 models is the availability of the 2.73 performance
axle ratio with the automatic transmission. It is included with the
Steering system – The Corvette’s precise rack-and-pinion
steering system is revised to provide improved feel at all speeds.
The revisions are due to a new, premium machining process of the
system’s internal components, a new, stiffer intermediate shaft and
controller calibration changes.
Wheels – Corvette Coupe and Convertible models come with a
new split-spoke wheel design for ’08. The design was introduced on
the limited-edition ’07 Indianapolis 500 Pace Car replicas with a
Sterling Silver finish. The standard 18-inch front wheels and
19-inch rear wheels feature a Sparkle Silver finish, with a
Competition Gray version optional.
Also new is a distinctive, performance-oriented forged aluminum
wheel for Coupe and Convertible. It comes in a polished finish.
Exterior colors – There are two new premium exterior colors
available with 2008 Corvette models: Jetstream Blue Metallic
Tintcoat and Crystal Red Metallic Tintcoat; they replace Le Mans
Blue Metallic and Monterey Red Metallic Tintcoat.
Custom Leather-Wrapped Interior Package – Available on Coupe,
Convertible and Z06 models, the new Custom Leather-Wrapped Interior
Package offers a stylish, two-tone leather-appointed cabin with
details that enhance the feeling of Corvette’s craftsmanship.
leather-wrapped upper and lower instrument panel, door pads and
Choice of new,
exclusive colors: Linen or Sienna, with unique color breakup
Padded door panel
embroidered on passenger-side dash pad
flags logo on headrests
Unique center trim
plate with Bias pattern.
– All models feature a new wrapped instrument panel center trim
plate, with bright surrounds for the shifter and cupholder. There
are also new metal-finish door sill plates that greet passengers as
they step into the vehicle, as well as a new lighted control knob
for the available Magnetic Selective Ride Control.
Feature changes and
enhancements – All Corvette models now come standard with
features that were previously optional or part of equipment
packages. They include:
available Turn-By-Turn Navigation
XM Satellite Radio
rearview mirrors (with compass)
Audio input jack on
all radio systems except navigation; Personal Audio Link is
available as a dealer-installed item with the navigation system.
The ’08 Corvettes
also come with a new Keyless Access fob, which features the key
and remote-function controls integrated in a single unit.
Corvette design and interior
Dramatic fender forms
and exposed headlamps combine with the grille to create a strong
visual identity for the Corvette, while the tapered rear deck and
fascia improve high-speed performance. The lean rear design sports
round taillamps and center-exit exhaust. The fixed Xenon
high-intensity discharge headlamps provide superior lighting
performance. With a 0.286 coefficient of drag, the Coupe models are
the most aerodynamic Corvettes ever.
The 2008 Corvette Convertible features a power-operated soft top
with the 3LT package; an easy-to-operate manual top is standard.
Both configurations use a five-layer fabric that conceals the
underlying structure for a good top-up appearance, plus it helps
preserve the car’s excellent aerodynamics and reduces road noise.
Corvette’s interior is inspired by the car’s dual-cockpit heritage.
High-quality materials, craftsmanship and functionality help deliver
premium quality meant to enhance performance driving. The instrument
panel and doors are covered with cast-skin foam-in-place trim that
looks like a leather-wrapped, padded panel. It is warm and inviting
and has double the life of conventional trim materials.
An AM/FM/XM radio with CD player and audio input jack is standard.
An optional Bose audio system with an in-dash six-disc changer adds
to the choices available to the audiophile owner. Steering-wheel
mounted audio controls – introduced in ’07 – are included with the
Bose premium system.
A full-function OnStar system is standard and an onboard navigation
system with voice recognition is available. Using a 6.5-inch (165
mm) color touch-screen display, the DVD-based system contains all
the map data for the 48 contiguous states and most of Canada on one
Corvette Coupe and
Convertible have a hydroformed steel rail backbone structure, which
features cored composite floors, an enclosed center tunnel,
rear-mounted transmission and aluminum cockpit structure. Suspension
cradles, control arms, knuckles, springs, dampers, bushings,
stabilizer bars and steering gear have all been redesigned. New
Goodyear Extended Mobility Tires (EMT) take advantage of the latest
sidewall design and compound technology for run-flat capabilities.
Three suspension choices allow drivers to choose the setup that best
suits their driving style. The standard suspension is tuned for a
balance of ride comfort and precise handling. Corvette is now more
poised at even higher handling levels, yet easier to drive.
The optional Magnetic Selective Ride Control suspension features
magneto-rheological dampers able to detect road surfaces and adjust
the damping rates to those surfaces almost instantly for optimal
ride control. Cross-dilled brake rotors are included when this
feature is selected, allowing customers to combine the larger brakes
from the Z51 performance package with the comfort of Magnetic
Selective Ride Control.
The Z51 Performance Package brings Coupe and Convertible performance
very close to the widely admired previous generation Z06. The Z51
offers more aggressive dampers and springs, larger stabilizer bars,
Goodyear Eagle F1 Supercar EMT tires, enhanced cooling and larger
cross-drilled brake rotors (13.4 inches / 340 mm in front and 13
inches / 330 mm in rear) for optimum track performance while still
providing a comfortable ride.
With each suspension, three standard dynamic chassis control systems
– anti-lock braking, traction control and Active Handling – operate
in concert. In all, the dynamic chassis control systems are smarter,
less intrusive and more adept at making the total driving experience
precisely what drivers have come to expect from their Corvette.
Corvette Z06 details
As the fastest, most
powerful and most technologically advanced production model in
Corvette’s history, the Corvette Z06 offers an unprecedented level
of capability and technology, making it one of the best performance
values on the market.
Design – The Z06 has an unmistakable and aggressive
appearance, with design cues that include:
A wide front fascia
with a large, forward-facing grille opening, a splitter along
the bottom and wheel opening extensions along the sides to
provide aerodynamic downforce
A cold air scoop in
front of the hood that integrates an air inlet system for the
The trailing edge of
the front wheel opening is radiused to achieve improved drag,
but protects the body finish with a tough molding, and a large
air extractor is located behind the wheel
A fixed-roof body
style optimizes body rigidity and mass
Wider rear fenders
with flares cover the massive rear tires and a brake cooling
scoop in front of the wheels visually balances the fender
A tall rear spoiler
houses the CHMSL on the top of the rear fascia
(18-inch, front; 19-inch, rear)
Four large stainless
steel exhaust outlets
Z06 badging on the
carbon fiber front fenders
The aerodynamics of
the Z06’s exterior were shaped by the experiences of the
Corvette racing program, where high-speed stability and
cornering capability are paramount. And while the race cars use
large rear wings, the Z06’s elevated spoiler provides sufficient
downforce to balance the road-worthy front splitter without
adversely affecting aerodynamic drag. The Z06’s Cd is 0.34.
For all its
race-inspired functionality, the Z06 is designed to be a daily-driveable
high-performance vehicle. To that end, comfort and convenience are
held to a very high standard. High-Intensity Discharge lighting, fog
lamps, leather seating, dual-zone air conditioning, cabin air
filtration and head-up display (HUD) with track mode and g-meter are
The Z06 gauge cluster displays the Z06 logo on the 7000-redline
tachometer and has a readout on the oil pressure gauge to reflect
the higher standard pressure of the dry-sump oiling system. The
seats feature two-tone leather surfaces, with Z06-logo embroidery
and contrasting stitching.
Z06 options include a Bose audio system with an in-dash six-CD
changer, polished, Competition Gray or chrome wheels, a telescoping
steering wheel, heated seats, side-impact air bags, a navigation
system with GPS and universal home remote.
LS7 engine – The Z06’s LS7 7.0L engine delivers 505
horsepower (377 kW) in a 3,132-pound (1,421 kg) package – a
combination that delivers 0-60 performance of 3.7 seconds in first
gear, quarter-mile times of 11.7 seconds at 125 mph and a top speed
of 198 mph (as recorded on Germany’s Autobahn). It also provides
maximum lateral acceleration of 1.04 g and 60-0 braking in 111.3
feet; it also circuited Germany ’s famed N ü rburgring in a time of
The LS7 reintroduced the 427-cubic-inch engine to the Corvette
lineup. It is easily identified under the hood by red engine covers
with black lettering. The LS7 shares the same basic Gen IV V-8
architecture as the Corvette’s 6.0-liter LS2, but it uses a
different cylinder block casting with pressed-in steel cylinder
liners to accommodate the engine’s larger diameter, 4.125-inch
(104.8 mm) cylinder bores.
Internally, the LS7’s reciprocating components make use of
racing-derived lightweight technology, including titanium connecting
rods and intake valves, to help boost horsepower and rpm capability.
The rpm fuel shut-off limit is 7,100 rpm. The LS7’s details include:
block casting with large, 104.8-mm bores and pressed-in cylinder
Forged steel main
rods with 101.6-mm stroke
aluminum cylinder heads with titanium intake valves and
sodium-filled exhaust valves
headers with unique “quad flow” collector flanges.
One of the clearest
examples of the LS7’s race-bred technology is its use of
titanium connecting rods. They weigh just 464 grams apiece and
besides being lightweight, which enhances high-rpm performance
and rpm range, titanium makes the rods extremely durable.
The LS7’s CNC-ported
aluminum cylinder heads are designed to meet the high airflow
demands of the engine’s 7.0-liter displacement. A hydraulic roller
camshaft with 0.588/0.593-inch valve lift is used to allow plenty of
air to circulate in and out of the engine. To ensure optimal,
uninterrupted airflow, the LS7’s heads have straight, tunnel-like
intake runners. Very large by production-vehicle standards – even
racing standards – they are designed to maintain fast airflow
velocity, providing excellent torque at low rpm and exhilarating
horsepower at high rpm. The heads feature 70-cc combustion chambers
that are fed by huge, 56-mm-diameter titanium intake valves. They
are complemented by 41-mm sodium-filled exhaust valves.
To accommodate the large valve face diameters, the heads’ valve
seats are siamesed; and, taken from experience with the engines of
C6.R racecars, the LS7’s valve angles are held at 12 degrees – vs.
15 degrees for the LS2 – to enhance airflow through the ports.
The LS7 has a dry-sump oiling system designed to keep the engine
fully lubricated during the high cornering loads the Corvette Z06 is
capable of producing. An engine compartment-mounted 8-quart
reservoir delivers oil at a constant pressure to a
conventional-style oil pump pick-up at the bottom of the engine. The
pressurized oil feed keeps the oil pick-up continually immersed in
oil at cornering loads exceeding 1 g.
Oil circulates through the engine and down to the oil pan, where it
is sent back to the reservoir via a scavenge pump. The
large-capacity reservoir, combined with a high efficiency air-to-oil
cooler, provides necessary engine oil cooling under the demands of
the engine’s power output. With the dry-sump system, oil is added to
the engine via the reservoir tank – which includes the oil level
Drivetrain – The Corvette Z06’s powertrain and drivetrain
systems are matched to the LS7’s performance capability. The light,
four-into-one headers discharge into close-coupled catalytic
converters and through two-mode mufflers. The mufflers each feature
a vacuum-actuated outlet valve, which controls exhaust noise during
low-load operation but opens for maximum power.
At the rear of the LS7 engine, a single-mass flywheel and
lightweight, high-capacity clutch channel torque to the rear
transaxle. The six-speed manual transmission has been strengthened
to handle the LS7’s increased torque load. The transmission includes
a pump that sends transmission fluid to the front radiator for
cooling. Upon its return, the fluid removes additional heat from the
differential lube before returning to the transmission. The
six-speed transmission connects to a limited-slip differential, with
enlarged ring and pinion gears. Stronger axle half-shafts with
tougher universal joints transmit power to the rear wheels.
Structure – The Z06 has a unique aluminum body structure for
optimum stiffness and light weight for the fixed-roof bodystyle.
Perimeter rails are one-piece hydroformed aluminum members featuring
cast suspension nodes, which replace many welded steel components on
other Corvette models. Other castings, stampings and extrusions are
combined into the innovative structure with state-of-the-art
Advanced structural composites featuring carbon fiber are bonded to
the aluminum structure. The wider front wheelhouses, for example,
are carbon composites and the passenger compartment floors combine
carbon-fiber skins with an ultra-lightweight balsa wood core.
The Z06 has a new magnesium cradle that serves as the attachment
point for the engine and some front suspension components. Magnesium
is lighter than aluminum yet incredibly strong. The magnesium cradle
helps improve the front-to-rear weight distribution, as do
carbon-fiber front fenders and wheelhouses. Engineers also moved the
battery from underhood to a position in the rear cargo area, behind
one of the rear wheels.
The mass reductions are offset by some added performance enablers,
including dry-sump lubrication, exhaust system with outlet valves,
larger wheels and tires, larger brakes and larger roll stabilizers.
Suspension and brakes – The Z06 retains the 105.7-inch
(2686-mm) wheelbase of other Corvette models, as well as the
short-long arm suspension and transverse leaf spring design, but it
rides on all-new wheels, tires, brakes, as well as its own rear
spring and roll stabilizer.
The firmer suspension works harmoniously with large 18 x 9.5-inch
cast-spun aluminum wheels and 275/35ZR18 tires in the front, and 19
x 12-inch cast-spun aluminum wheels with 325/30ZR19 tires in the
rear – the largest wheel-and-tire combination ever offered on a
Corvette. The tires use the latest extended-mobility technology from
Goodyear to provide a satisfactory ride, but still allow the vehicle
to achieve lateral acceleration of more than 1 g. The
extended-mobility tires eliminate the need – and weight – for a
spare tire and jack or inflator kit, while also reducing the chance
of a sudden loss of handling capability.
Complementing the suspension system and large rolling stock is an
equally capable four-wheel disc brake system, consisting of 14-inch
(355 mm) vented and cross-drilled front rotors and 13.4-inch (340
mm) vented and cross-drilled rear rotors.
The front rotors are acted upon by large, red-painted six-piston
calipers that use six individual brake pads. Individual brake pads
are used because they deliver more equalized wear compared to what
would otherwise be a pair of very long single-piece pads. For the
rear brakes, four-piston calipers with four individual brake pads
are used. A Delphi four-channel ABS system is standard, as is a very
competent active handling system – complete with a Competitive