Z06 vs. Stingray Torque Numbers
11-09-2021, 02:53 PM
#1
Drifting
Thread Starter
Z06 vs. Stingray Torque Numbers
So I just watched a comparison video between the c8 stingray base and the c8 z06. What really surprised me that the stingray has 470 ft/lbs. of torque and the z06 only has 460? How does the stingray beat the z06 in this category?
11-09-2021, 03:02 PM
#2
Burning Brakes
There's quite a few threads on how this is the case. It has everything to do with engine design and architecture but it will have little to do with overall performance.
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CPhelps (11-10-2021)
11-09-2021, 03:05 PM
#3
Melting Slicks
Some of you guys would be better served reading some of the existing threads rather than just starting a whole new thread. This particular topic has already been covered in numerous threads.
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11-09-2021, 03:05 PM
#4
The Consigliere
Member Since: May 2006
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Displacement and stroke.
Probably a funny but tasteless joke in there somewhere, but didn't want to go there.
Probably a funny but tasteless joke in there somewhere, but didn't want to go there.
11-09-2021, 03:08 PM
#5
It accelerates faster due to wider rear tires plus the higher revving engine and lower gearing makes up for having slightly less torque.
11-09-2021, 03:19 PM
#6
Torque multiplication is significantly higher in Z06 plus the area under the torque curve will be also better
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Zaro Tundov (11-09-2021)
11-09-2021, 04:13 PM
#7
Le Mans Master
Since it's clear people can't understand HP vs Torque, they should just outright ban release of torque numbers. HP is all you need to know. Torque doesn't accelerate you down low and then HP magically takes over at some point. TQ isn't for acceleration and HP for top speed (how do you get to top speed? by accelerating there). If you can't understand it, just accept it. HP is what matters.
11-09-2021, 05:01 PM
#8
Le Mans Master
The bigger the displacement the more the TQ.
6.2L is BIGGER than 5.5L (for the math challenged)::
o one would expect more TQ from 6.2L than from 5.5L.
11-09-2021, 05:01 PM
#9
Drifting
Stingray has a bigger engine, and although it produces less torque per liter, it makes more total at the crank due to its size;
However, the C8Z makes more torque at the rear wheels.
However, the C8Z makes more torque at the rear wheels.
11-09-2021, 05:05 PM
#10
Le Mans Master
TQ is a force (rotational)
Forces cause acceleration f = m × a
Power doe NOT cause acceleration, power causes the kinetic energy of the system to increase.
This power is indirectly related to acceleration, but it is force that cause acceleration f = m × a
and then HP magically takes over at some point. TQ isn't for acceleration and HP for top speed (how do you get to top speed? by accelerating there). If you can't understand it, just accept it. HP is what matters.
Power ultimately tells you where/when the car reaches top speed.
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khartford (11-11-2021)
11-09-2021, 05:20 PM
#11
Le Mans Master
Talk about somebody not understanding TQ and HP.
TQ is a force (rotational)
Forces cause acceleration f = m × a
Power doe NOT cause acceleration, power causes the kinetic energy of the system to increase.
This power is indirectly related to acceleration, but it is force that cause acceleration f = m × a
Power is about all the hings trying to slow the car down, road friction, tire heating, air friction,...
Power ultimately tells you where/when the car reaches top speed.
TQ is a force (rotational)
Forces cause acceleration f = m × a
Power doe NOT cause acceleration, power causes the kinetic energy of the system to increase.
This power is indirectly related to acceleration, but it is force that cause acceleration f = m × a
Power is about all the hings trying to slow the car down, road friction, tire heating, air friction,...
Power ultimately tells you where/when the car reaches top speed.
11-09-2021, 05:21 PM
#12
It's the nature of the beast.
11-09-2021, 05:44 PM
#14
Drifting
To truly compare the acceleration feel of the ZO6 to the Stingray you will need to see a graph of torque vs rpm. But we can guess that the torque curve will be quite flat as a result of VVT and valved intake manifold. Add in the shorter gearing and the ZO6 should accelerate at a significantly higher g force than the Stingray.
Also, with the same gearing and engine architecture nobody can feel the 2% difference between 470 and “only” 460 lb-ft. What you will feel is that the LT6 makes at least 80% of peak torque over a broader rpm range than the LT2.
If “only” 460 lb-ft of torque isn’t enough for you then wait for the hybrid E-Ray that combines the LT2 with front electric motors. That’s the one to get if you’re afraid to be clowned at stoplights. Or the ZR1 if you can wait for it.
Also, with the same gearing and engine architecture nobody can feel the 2% difference between 470 and “only” 460 lb-ft. What you will feel is that the LT6 makes at least 80% of peak torque over a broader rpm range than the LT2.
If “only” 460 lb-ft of torque isn’t enough for you then wait for the hybrid E-Ray that combines the LT2 with front electric motors. That’s the one to get if you’re afraid to be clowned at stoplights. Or the ZR1 if you can wait for it.
11-09-2021, 06:36 PM
#15
Le Mans Master
To truly compare the acceleration feel of the ZO6 to the Stingray you will need to see a graph of torque vs rpm. But we can guess that the torque curve will be quite flat as a result of VVT and valved intake manifold. Add in the shorter gearing and the ZO6 should accelerate at a significantly higher g force than the Stingray.
Also, with the same gearing and engine architecture nobody can feel the 2% difference between 470 and “only” 460 lb-ft. What you will feel is that the LT6 makes at least 80% of peak torque over a broader rpm range than the LT2.
If “only” 460 lb-ft of torque isn’t enough for you then wait for the hybrid E-Ray that combines the LT2 with front electric motors. That’s the one to get if you’re afraid to be clowned at stoplights. Or the ZR1 if you can wait for it.
Also, with the same gearing and engine architecture nobody can feel the 2% difference between 470 and “only” 460 lb-ft. What you will feel is that the LT6 makes at least 80% of peak torque over a broader rpm range than the LT2.
If “only” 460 lb-ft of torque isn’t enough for you then wait for the hybrid E-Ray that combines the LT2 with front electric motors. That’s the one to get if you’re afraid to be clowned at stoplights. Or the ZR1 if you can wait for it.
which is HP
What you will "feel" is roughly the same torque multiplied by a lot more gear, because of RPM, which is again, HP.
460ftlbs at 7500 >>>> 460 ftlbs at 2500 rpm. You can run 3x gear.
Last edited by village idiot; 11-09-2021 at 06:37 PM.
11-09-2021, 06:53 PM
#16
Drifting
Thread Starter
My bad....I'm usually pretty good about researching before posting but I was so shocked when I saw the video that I posted right away with how can this be!
11-09-2021, 08:57 PM
#17
Racer
power = torque x RPMs; horsepower = torque x RPM/5252. (torque has units of ft-pounds which is actually units of work, force x distance)
dynos generally measure torque and then use RPMs to convert to horsepower. So it's not like some mystical relationship - several ways to measure torque in a dyno.
For towing or launching, high torque is nice, because it means lots of horsepower at a low RPM. But for a race car we want lots of horsepower, and the broader the horsepower curve the better, but high hp engines are usually peaky which means narrow power band.
So for lap times the key is to keep the engine in the power band, we re-gear a racing transmission at each track in the lower formulae to ensure the engine is in the power band at corner exit and then shift usually at redline and have a drop in RPMs set by your choice of gearing to keep engine in the power band. And remember power = work / time, so we are after lots of horsepower but with the caveats related to RPMs above.
The DCT helps a lot with this because of torque multiplication in low gears and 8 gears means setting gear splits that allow engine to be kept on power band.
dynos generally measure torque and then use RPMs to convert to horsepower. So it's not like some mystical relationship - several ways to measure torque in a dyno.
For towing or launching, high torque is nice, because it means lots of horsepower at a low RPM. But for a race car we want lots of horsepower, and the broader the horsepower curve the better, but high hp engines are usually peaky which means narrow power band.
So for lap times the key is to keep the engine in the power band, we re-gear a racing transmission at each track in the lower formulae to ensure the engine is in the power band at corner exit and then shift usually at redline and have a drop in RPMs set by your choice of gearing to keep engine in the power band. And remember power = work / time, so we are after lots of horsepower but with the caveats related to RPMs above.
The DCT helps a lot with this because of torque multiplication in low gears and 8 gears means setting gear splits that allow engine to be kept on power band.
Last edited by FF2000; 11-09-2021 at 09:04 PM.
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bradsvette57 (11-12-2021)
11-09-2021, 09:31 PM
#18
Le Mans Master
11-10-2021, 09:06 AM
#19
Race Director
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11-10-2021, 03:05 PM
#20
Le Mans Master