C6 - Could these really be the sketches of C6??
03-27-2002, 09:41 PM
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St. Jude Donor '05
C6 - Could these really be the sketches of C6??
From Motor Trend Magazine.
Way back in our April 1995 issue, we blew the lid off the top-secret Corvette C5 project. Within seconds of that magazine hitting the streets, our editorial offices were deluged with angry phone calls from high-power GM execs, frantic Corvette Team engineers, and tight-jawed corporate marketing people. History repeated itself with an exclusive cover story on the 2004 Corvette C6 kicking off the launch of the all-new Motor Trend (September 2000). We present an exclusive expanded edition here. Read on to learn our findings about the exciting, next-generation Corvette.
After half a century as the definitive all-American sports car, the Chevrolet Corvette prepares to celebrate two monumental milestones: its 50th anniversary in 2003 and the dawn of the sixth-generation model in 2004. Even with the debut of the highest-performance street-legal Corvette in history, the 2001 Z06, Corvette enthusiasts are anxiously awaiting these two future models.
Vague rumors of a sophisticated, high-performance machine that would build upon the Corvette legend fueled our investigation. Unfortunately, the Corvette team has been well-coached in media interrogation tactics, making it difficult to gain much information through official channels. However, our unofficial sources have delivered many intriguing puzzle pieces that reveal significant portions of the current C6 plan.
Motor TrendSeptember 1996
Codenamed the GMX 245, the C6 will be a substantial engineering and styling refinement, but not an all-new platform. This is reminiscent of the transition from the '63-'67 run to the curvaceous '68-'82 series. It will be an evolution of the current-generation car whose development process began in the late '80s. A well-balanced package, the '97 Corvette set a new refinement benchmark for modern sports cars and consequently garnered our Car of the Year award. The C5 Corvette excels in many ways, from its well-mannered ride dynamics, to its ultra-slick powertrain performance and pleasantly livable, well-laid-out interior. And sales have boomed.
As a result, much of the core C5 engineering will live on, providing the foundation for not only the C6 but also its new sister, the 2003 Cadillac Evoq roadster. Initially, the Caddy concept vehicle was built on a hastily modified Corvette chassis. But according to Wayne Cherry, GM's VP of design, the Evoq was considered a concept vehicle in the purest sense, not a production prototype. But an overwhelmingly positive public response has forced production and lead to Cadillac grabbing some of the Bowling Green, Kentucky, factory's build capacity. This complicated move ensured that the C6 would not be ready as a 2003 model, leaving the C5 to lead the anniversary celebration.
As with past Corvette anniversaries and special editions, the existing car will bear that honor, ushering in the C6 powertrain and a few leading-edge technologies. We had expected a tribute color scheme of Polo White with a red interior to adorn a limited run of convertibles honoring the 300 original '53 roadsters. However, several sources have indicated that a single-color gold treatment is likely, reminiscent of the Ruby Red 40th anniversary cars.
Late in the 2003 calendar year, the 2004 C6 launch will reassert Corvette's role as a high-performance, technology leader. The exterior design will be slightly more daring, reflecting GM's current willingness to accept styling risks. Combining both soft curves and machined edges, the Corvette will push the bold design aesthetic exhibited in the Chevrolet Avalanche and Evoq into a provocative, muscular form. Heritage cues will be more subtle than overt, reflecting Detroit's current concern for dipping too deeply into the retro well. Enthusiasts favor futuristic over retro, based on MT Online polls, where harder-edged styling also garnered 2.5 times more support than more rounded at time of writing. From the chiseled nose, muscular fender flares, and trim posterior, the C6 exudes street-dominating attitude. It has been postulated that a rear lip could be added to the rear to increase downforce, which the current car could use (as we learned with the 226-mph twin-turbo Lingenfelter car, March 2000). Such a spoiler, however, has not been observed on coupe clay models, which exhibit a more rounded trailing edge than the current car. The glass greenhouse stretches to the top of the curved tail, making the C6 coupe appear more compact, though it's expected to ride on essentially the same 104.5-inch wheelbase.
The new Chevy and Caddy factory mates benefit greatly from the advanced hydroforming frame-rail process first introduced on the C5. This clever innovation would permit the next platform to be built in two different lengths without introducing a significant number of additional welds or pieces. The cleverly engineered chassis that made the C5 4.5 times stiffer than the C4 will permit engineers to fine-tune the shared platform to deliver the handling characteristics suitable to the crisper Chevrolet and cushier future Cadillac models.
The C6 will incorporate the very latest version of "Active Handling" stability control providing sharper throttle response and fewer sags when the system is activated. The previous version discouraged advanced enthusiasts from activating the system during competitive driving because even small amounts of wheel spin damped throttle response and seriously chopped acceleration.
Active Handling will be tied in to an innovative ride system incorporating MagneRide shock absorbers. (Similar dampers are scheduled to be fitted to select upcoming Cadillac performance models.) The new Delphi "valveless" shocks will have superior damping and response rates of up to 150 times per second. The quick-acting shocks use a magneto-rheological fluid and computer-controlled coils to provide continuously variable real-time damping. The benefits are a far better ride on the roughest surfaces, less body roll, and faster body and wheel control for optimum handling on the street or track. The C6 is likely to move off the heavier, less-grippy run-flat tires, adopting more aggressive rubber like the Z06 (Goodyear Eagle F1 SC 265/40ZR17 front, 295/35ZR18 rear).
Reflecting the car's overall more dynamic styling, the wheels will go beyond today's chunky five-spokers. Seen through the sleeker spokes will be massive new brakes. Owners, particularly hard-driving ones, are currently complaining about short service intervals. So GM is likely to respond with an upgrade that includes slotted discs, a different pad material, and a more visually appealing caliper.
Rumors have been leaking out of GM Powertrain about an innovative OHV V-8 with two camshafts in the block. One operates the intake valves, the other activates the exhaust valves. GM Powertrain engineers we spoke with described this engine as purely "experimental" to MT editors. But it offers the type of combustion control and higher performance that could greatly extend the operating envelope for a Corvette-style OHV V-8.
Still, there is a strong commitment to the traditional overhead valve designs that have served Corvette well since 1955. The most likely base engine is the Gen IV small-block pushrod V-8 evolved from the current Gen III LS1/LS6 V-8s. Although the LS6-motivated Z06 is reported to produce 400 horsepower for the 2002 model year, the C6 is expected to generate in the range of 370 horsepower and 390 pound-feet of torque. Engineers are working on a variable-displacement, power-on-demand management system that could effectively shut down two or even four cylinders when not needed, like the shunned Cadillac 8-6-4 years ago. Word is that the modern system could significantly reduce fuel consumption on the highway, yet remain invisible to the driver. This electronic wizardry will likely be applied to numerous GM V-8 applications, including trucks.
A second, high-end C6 powerplant has also been whispered about. To move beyond the 400-horse mark, an increase in displacement is required. Our insiders say the Vette group is looking over the 6.0-liter version of the Vortec V-8 engine used in the full-size trucks as a large-caliber answer to that pesky V-10 across town. Rumors are that the V-10 in the 2003 Viper redesign pushes beyond 500 horses.
Chief Engineer Dave Hill told us that he wasn't interested in a horsepower race with Viper. He said that the Vette team is more interested in "balanced performance" for its customers.
Power will be routed through a central tunnel via an aluminum driveshaft to the rear-axle-mounted transmission. Manual shifting will continue to be through a six-speed. But the automatic will pickup an extra ratio, to provide five-forward gears. Likely named 5L60-E for its gears and torque capacity, the transmission will offer the latest version of Performance Algorithm Shifting (PAS). By monitoring throttle-pedal input, lateral accleration sensors, and vehicle dynamics, the PAS-fitted transmission can perform like a manual gearbox during hard cornering where it holds lower gears, yet providing smooth shift quality during light-throttle cruising.
2003 Cadillac Evoq
Inside, the technology envelope will also be pushed. With GM's e-car initiative well under way by 2004, expect the Corvette to have a sophisticated, voice-controlled infotainment system featuring the OnStar Virtual Advisor. Beyond basic emergency assistance services, OnStar subscribers will have access to myriad information from the Internet pulled from a custom-configured home page, set up to gather e-mail, news, stock prices, weather, sports scores, race results, and even music in MP3 format. The C6 will download the data to be read back when commanded or to play songs from the virtual jukebox. While the Evoq will feature an LCD screen, these 21st-century C6 features will be concealed within the dash. Through Delphi, GM is also pursuing docks to permit hands-free operation with your portable cell phone and infrared ports for synching handheld devices, such as PocketPC and Palm units. A high-powered audio system may feature a CD drive equipped to play back MP3 discs packed with up to 200 songs burned at home.
Another technology under review is Night Vision, which uses thermal imaging to help the driver see potential road hazards beyond the range of the headlamps. Although the C6 is expected to use high-intensity discharge (HID) or even Xenon lamps, it would make economic sense to offer Night Vision as an option on the Corvette. The increased volume may reduce the cost of building across the board, and the system will already be delivered to the Bowling Green plant for the Evoq. The instrument cluster will remain analog, featuring a large 200-mph speedometer and tachometer. Below these will be a small digital display reporting the status of various systems and possibly delivering basic information from the Virtual Advisor. Interior safety technology will triple the number of airbags, protecting from front, side, and head trauma. On the low-tech side, expect current owners' desires for more and better cupholders, and increased storage to be addressed.
We have heard that Corvette recently missed an important styling sign-off date due to concern that its shape may be too retro. However, as the final styling takes shape, it's certain that, with its envelope-pushing performance and suite of leading-edge electronics technology, the C6 promises to elevate the Corvette legend even beyond the well-loved current model. As the production date draws nearer and more information becomes available, Motor Trend will report on the latest developments on the American sports car icon
Way back in our April 1995 issue, we blew the lid off the top-secret Corvette C5 project. Within seconds of that magazine hitting the streets, our editorial offices were deluged with angry phone calls from high-power GM execs, frantic Corvette Team engineers, and tight-jawed corporate marketing people. History repeated itself with an exclusive cover story on the 2004 Corvette C6 kicking off the launch of the all-new Motor Trend (September 2000). We present an exclusive expanded edition here. Read on to learn our findings about the exciting, next-generation Corvette.
After half a century as the definitive all-American sports car, the Chevrolet Corvette prepares to celebrate two monumental milestones: its 50th anniversary in 2003 and the dawn of the sixth-generation model in 2004. Even with the debut of the highest-performance street-legal Corvette in history, the 2001 Z06, Corvette enthusiasts are anxiously awaiting these two future models.
Vague rumors of a sophisticated, high-performance machine that would build upon the Corvette legend fueled our investigation. Unfortunately, the Corvette team has been well-coached in media interrogation tactics, making it difficult to gain much information through official channels. However, our unofficial sources have delivered many intriguing puzzle pieces that reveal significant portions of the current C6 plan.
Motor TrendSeptember 1996
Codenamed the GMX 245, the C6 will be a substantial engineering and styling refinement, but not an all-new platform. This is reminiscent of the transition from the '63-'67 run to the curvaceous '68-'82 series. It will be an evolution of the current-generation car whose development process began in the late '80s. A well-balanced package, the '97 Corvette set a new refinement benchmark for modern sports cars and consequently garnered our Car of the Year award. The C5 Corvette excels in many ways, from its well-mannered ride dynamics, to its ultra-slick powertrain performance and pleasantly livable, well-laid-out interior. And sales have boomed.
As a result, much of the core C5 engineering will live on, providing the foundation for not only the C6 but also its new sister, the 2003 Cadillac Evoq roadster. Initially, the Caddy concept vehicle was built on a hastily modified Corvette chassis. But according to Wayne Cherry, GM's VP of design, the Evoq was considered a concept vehicle in the purest sense, not a production prototype. But an overwhelmingly positive public response has forced production and lead to Cadillac grabbing some of the Bowling Green, Kentucky, factory's build capacity. This complicated move ensured that the C6 would not be ready as a 2003 model, leaving the C5 to lead the anniversary celebration.
As with past Corvette anniversaries and special editions, the existing car will bear that honor, ushering in the C6 powertrain and a few leading-edge technologies. We had expected a tribute color scheme of Polo White with a red interior to adorn a limited run of convertibles honoring the 300 original '53 roadsters. However, several sources have indicated that a single-color gold treatment is likely, reminiscent of the Ruby Red 40th anniversary cars.
Late in the 2003 calendar year, the 2004 C6 launch will reassert Corvette's role as a high-performance, technology leader. The exterior design will be slightly more daring, reflecting GM's current willingness to accept styling risks. Combining both soft curves and machined edges, the Corvette will push the bold design aesthetic exhibited in the Chevrolet Avalanche and Evoq into a provocative, muscular form. Heritage cues will be more subtle than overt, reflecting Detroit's current concern for dipping too deeply into the retro well. Enthusiasts favor futuristic over retro, based on MT Online polls, where harder-edged styling also garnered 2.5 times more support than more rounded at time of writing. From the chiseled nose, muscular fender flares, and trim posterior, the C6 exudes street-dominating attitude. It has been postulated that a rear lip could be added to the rear to increase downforce, which the current car could use (as we learned with the 226-mph twin-turbo Lingenfelter car, March 2000). Such a spoiler, however, has not been observed on coupe clay models, which exhibit a more rounded trailing edge than the current car. The glass greenhouse stretches to the top of the curved tail, making the C6 coupe appear more compact, though it's expected to ride on essentially the same 104.5-inch wheelbase.
The new Chevy and Caddy factory mates benefit greatly from the advanced hydroforming frame-rail process first introduced on the C5. This clever innovation would permit the next platform to be built in two different lengths without introducing a significant number of additional welds or pieces. The cleverly engineered chassis that made the C5 4.5 times stiffer than the C4 will permit engineers to fine-tune the shared platform to deliver the handling characteristics suitable to the crisper Chevrolet and cushier future Cadillac models.
The C6 will incorporate the very latest version of "Active Handling" stability control providing sharper throttle response and fewer sags when the system is activated. The previous version discouraged advanced enthusiasts from activating the system during competitive driving because even small amounts of wheel spin damped throttle response and seriously chopped acceleration.
Active Handling will be tied in to an innovative ride system incorporating MagneRide shock absorbers. (Similar dampers are scheduled to be fitted to select upcoming Cadillac performance models.) The new Delphi "valveless" shocks will have superior damping and response rates of up to 150 times per second. The quick-acting shocks use a magneto-rheological fluid and computer-controlled coils to provide continuously variable real-time damping. The benefits are a far better ride on the roughest surfaces, less body roll, and faster body and wheel control for optimum handling on the street or track. The C6 is likely to move off the heavier, less-grippy run-flat tires, adopting more aggressive rubber like the Z06 (Goodyear Eagle F1 SC 265/40ZR17 front, 295/35ZR18 rear).
Reflecting the car's overall more dynamic styling, the wheels will go beyond today's chunky five-spokers. Seen through the sleeker spokes will be massive new brakes. Owners, particularly hard-driving ones, are currently complaining about short service intervals. So GM is likely to respond with an upgrade that includes slotted discs, a different pad material, and a more visually appealing caliper.
Rumors have been leaking out of GM Powertrain about an innovative OHV V-8 with two camshafts in the block. One operates the intake valves, the other activates the exhaust valves. GM Powertrain engineers we spoke with described this engine as purely "experimental" to MT editors. But it offers the type of combustion control and higher performance that could greatly extend the operating envelope for a Corvette-style OHV V-8.
Still, there is a strong commitment to the traditional overhead valve designs that have served Corvette well since 1955. The most likely base engine is the Gen IV small-block pushrod V-8 evolved from the current Gen III LS1/LS6 V-8s. Although the LS6-motivated Z06 is reported to produce 400 horsepower for the 2002 model year, the C6 is expected to generate in the range of 370 horsepower and 390 pound-feet of torque. Engineers are working on a variable-displacement, power-on-demand management system that could effectively shut down two or even four cylinders when not needed, like the shunned Cadillac 8-6-4 years ago. Word is that the modern system could significantly reduce fuel consumption on the highway, yet remain invisible to the driver. This electronic wizardry will likely be applied to numerous GM V-8 applications, including trucks.
A second, high-end C6 powerplant has also been whispered about. To move beyond the 400-horse mark, an increase in displacement is required. Our insiders say the Vette group is looking over the 6.0-liter version of the Vortec V-8 engine used in the full-size trucks as a large-caliber answer to that pesky V-10 across town. Rumors are that the V-10 in the 2003 Viper redesign pushes beyond 500 horses.
Chief Engineer Dave Hill told us that he wasn't interested in a horsepower race with Viper. He said that the Vette team is more interested in "balanced performance" for its customers.
Power will be routed through a central tunnel via an aluminum driveshaft to the rear-axle-mounted transmission. Manual shifting will continue to be through a six-speed. But the automatic will pickup an extra ratio, to provide five-forward gears. Likely named 5L60-E for its gears and torque capacity, the transmission will offer the latest version of Performance Algorithm Shifting (PAS). By monitoring throttle-pedal input, lateral accleration sensors, and vehicle dynamics, the PAS-fitted transmission can perform like a manual gearbox during hard cornering where it holds lower gears, yet providing smooth shift quality during light-throttle cruising.
2003 Cadillac Evoq
Inside, the technology envelope will also be pushed. With GM's e-car initiative well under way by 2004, expect the Corvette to have a sophisticated, voice-controlled infotainment system featuring the OnStar Virtual Advisor. Beyond basic emergency assistance services, OnStar subscribers will have access to myriad information from the Internet pulled from a custom-configured home page, set up to gather e-mail, news, stock prices, weather, sports scores, race results, and even music in MP3 format. The C6 will download the data to be read back when commanded or to play songs from the virtual jukebox. While the Evoq will feature an LCD screen, these 21st-century C6 features will be concealed within the dash. Through Delphi, GM is also pursuing docks to permit hands-free operation with your portable cell phone and infrared ports for synching handheld devices, such as PocketPC and Palm units. A high-powered audio system may feature a CD drive equipped to play back MP3 discs packed with up to 200 songs burned at home.
Another technology under review is Night Vision, which uses thermal imaging to help the driver see potential road hazards beyond the range of the headlamps. Although the C6 is expected to use high-intensity discharge (HID) or even Xenon lamps, it would make economic sense to offer Night Vision as an option on the Corvette. The increased volume may reduce the cost of building across the board, and the system will already be delivered to the Bowling Green plant for the Evoq. The instrument cluster will remain analog, featuring a large 200-mph speedometer and tachometer. Below these will be a small digital display reporting the status of various systems and possibly delivering basic information from the Virtual Advisor. Interior safety technology will triple the number of airbags, protecting from front, side, and head trauma. On the low-tech side, expect current owners' desires for more and better cupholders, and increased storage to be addressed.
We have heard that Corvette recently missed an important styling sign-off date due to concern that its shape may be too retro. However, as the final styling takes shape, it's certain that, with its envelope-pushing performance and suite of leading-edge electronics technology, the C6 promises to elevate the Corvette legend even beyond the well-loved current model. As the production date draws nearer and more information becomes available, Motor Trend will report on the latest developments on the American sports car icon
03-27-2002, 09:47 PM
#3
Safety Car
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St. Jude Donor '05
Re: C6 - Could these really be the sketches of C6?? (74CvGray)
I have no idea why the sketches are not working right. I have posted many pics before. I will get this to work shortly. :cheers:
03-28-2002, 12:11 AM
#5
Race Director
Re: C6 - Could these really be the sketches of C6?? (vettemaan)
if they're the yellow ones that are next to the corvette forum logo in the c6 section we seen those already.
04-08-2002, 07:18 PM
#9
Burning Brakes
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Re: C6 - Could these really be the sketches of C6?? (Peach)
The new Corvette logo? I like the C5 logo better than the plain red X, but maybe it'll grow on me...
04-09-2002, 08:22 AM
#10
8th Gear
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Re: C6 - Could these really be the sketches of C6?? (psychokiller)
I think its funny that the pictures don't seem to be working. Makes me think there must be some sort of conspiracy out there. Something to do with how aliens killed Kennedy...
If you disagree then maybe you're in on it.
If you disagree then maybe you're in on it.
04-09-2002, 09:15 PM
#12
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Re: C6 - Could these really be the sketches of C6?? (74CvGray)
Seeing that the images aren't displaying properly, you can go to this link to see the pics directly from the Motor Trend website:
http://www.motortrend.com/sept00/corvetteforum/1.html
Hope this helps.
http://www.motortrend.com/sept00/corvetteforum/1.html
Hope this helps.
04-10-2002, 07:54 AM
#13
Pro
Re: C6 - Could these really be the sketches of C6?? (ap83)
I've got the latest issue of MT. Didn't see anything in it??? Can't seem to find it in the online link you listed either??? What am I missing?
:confused:
:confused:
04-10-2002, 07:35 PM
#15
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Re: (scorp508)
Click on the link and when your browser takes you to the page saying "Cannot be displayed", go up to the address bar and remove everything in the URL after 'sept00' and hit enter. The directory that contains the info should be fairly obvious from there. ;)
04-10-2002, 10:51 PM
#17
Melting Slicks
Re: (Velocitron)
04-10-2002, 10:54 PM
#18
Melting Slicks
Re: (adamsocb)
http://www.testingcensor.com/c-6-v-e-t-t-e
Very Interesting......
