Press Release:

Corvette Racing 2009 Review: Doug Fehan Q&A
The First in a Series of Conversations with Corvette Racing

DETROIT – Corvette Racing program manager Doug Fehan has seen it all in motorsports, and he had to rely on every element of that hard-earned experience to navigate through a tumultuous 2009 season. In the midst of a global economic storm, Fehan steered Corvette Racing to the team’s sixth win in the 24 Hours of Le Mans and the successful mid-year introduction of the GT2 version of the Corvette C6.R in the American Le Mans Series.

Corvette Racing’s 10th anniversary season was a year of transition. The championship-winning GT1 Compuware Corvettes secured a seventh win in the season-opening Mobil 1 Twelve Hours of Sebring on March 21, and made their farewell appearance in the ALMS in Long Beach, Calif., on April 18. The curtain fell on the GT1 era on June 13-14 with a GT1 victory in Le Mans, France, as Johnny O’Connell, Jan Magnussen and Antonio Garcia stood on the top step of the podium. Seven weeks later, two new-generation Corvette C6.Rs made their competition debut in the GT2 class at the Mid-Ohio Sports Car Course.

As the team conducted a five-race test program in preparation for a unified GT class in 2010, Corvette Racing posted five podium finishes and notched its first GT2 win at Mosport International Raceway on August 30. In the series’ final five rounds, Corvette Racing scored more team and manufacturer points than any other GT2 entry, and O’Connell and Magnussen tallied the most points in the GT2 drivers championship. The season ended with fireworks at Laguna Seca as Magnussen walked away from his battered race car after a high-speed crash on the final lap of the season.

Under Fehan’s leadership, Corvette Racing has become one of the world’s premier production sports car teams. An ardent advocate for the Corvette cause and an icon for legions of faithful Corvette fans; Fehan received the ALMS “From the Fans” award in 2004, 2008, and 2009. In the following Q&A, he looks back at the 2009 season and looks ahead to 2010.

Q: Looking in the rearview mirror, what stands out in 2009?

Fehan: “There were really two parts to the season – our final races in GT1 leading up to Le Mans, followed by the debut of the GT2 program. Our focus was and will always be the 24 Hours of Le Mans. When GM was going through its restructuring, our greatest concern was that some might not understand the importance and significance of that event. It was a heartening moment when we were able to get past that point.

“In spite of many uncertainties, the team focused its energy on running the first round at Sebring, which we knew would be a great test of the engineering improvements we’d made in the race cars. And then going to Long Beach, we fulfilled the second half of our mission, which is marketing the Corvette and Chevrolet brands and representing our team sponsors.

“Everyone felt the importance of writing the final chapter of GT1 at Le Mans. They dedicated themselves to succeed, and it was absolutely amazing to see them embrace that idea. It fueled their fire because they knew the team was undergoing its most significant challenge, and concurrently they were designing, planning and building the GT2 cars. The preparation was almost as much fun as the race.”

Q: And the highlight of the GT2 portion?

Fehan: “The win at Mosport. Watching the new cars’ first laps at Mid-Ohio and knowing that we’d be competitive was certainly exciting, but the victory at Mosport was overwhelming. It happened much sooner than we expected, and it showed ALMS fans what they have to look forward to in 2010 with competition between Corvette, Ferrari, Porsche, Jaguar, BMW, and Ford.

“I think by any measure, the GT2 Corvette introduction was successful. Our objective was to focus on Corvette Racing’s core strengths: preparation, durability and reliability. We’ve learned that is what scores points – it’s not always the fastest car that wins races and championships. In five events, we had zero mechanical issues, and the cars were on pace. That was very encouraging.”

Q: Surely one of the highlights of 2009 was your stunning victory over Jan “The Flying Viking” Magnussen in the Tour de Road America Bike Ride to Fight Cancer?

Fehan: “That certainly ranks right at the top, but in a different category (laughs). We had some fun, and the race benefited a good cause, the Lance Armstrong Foundation. I challenge the pit crews to improve continuously, and the bike race demonstrated to our drivers that there is going to be continuous improvement in their level of physical preparation as well. I mean, they ought to be able to keep up with the program manager!”

Q: On a serious note, what were the lessons learned in Jan’s last-lap crash at Laguna Seca?

Fehan: “Unfortunately the hardest lessons you learn in this sport are always safety related. You never want to put your safety systems to the test, but when that moment arrives, it’s very reassuring to know that they are validated. That’s what we learned at Laguna Seca.

“Initially we had concerns about running an aluminum chassis, and we had concerns about how the roll cage was integrated into the chassis. The force of the impact exceeded 50 g’s, and yet Jan walked away. When we analyzed the chassis after the crash, the safety systems worked just as they were designed, and the aluminum chassis did a marvelous job of absorbing the energy and protecting Jan from serious injury.

“The extent of Jan’s injuries was a broken tailbone, which we attribute to the seat design. We have redesigned that part to prevent a reoccurrence in the future, so that is the upside of the incident. Despite the severity of the crash, the crew had the No. 3 Corvette repaired and fully operational within a couple of weeks.”

Q: What is the status of the GT-spec Corvette customer car program for 2010?

Fehan: “We currently have two customer cars under construction, but we don’t yet have confirmed buyers for them. There has been tremendous interest in the GT-spec Corvette C6.Rs, and we think with continued improvement in the global economy, the interested parties will be able to make a commitment. We’d be delighted to see more Corvettes racing in the ALMS or overseas.”

Q: While there will be a single GT class in the ALMS in 2010, GT1 will continue in the FIA series and at Le Mans. What’s your perspective on the two classes?

Fehan: “A year ago, there was general agreement regarding a unified GT class, which we will see in the ALMS in 2010. The intention at that time was to base the FIA GT1 class on GT cars, with limited modifications to the engine and aerodynamics. Since then, however, Europe has encountered the same economic issues that we have faced in the U.S., and many members of the racing community understandably wish to retain their current cars for financial reasons. Consequently some of the older GT1 cars will now be converted to the new regulations, including several privately owned Corvette C6.Rs, and the ACO has invited these cars to participate at the 24 Hours of Le Mans. As the economic climate improves, I hope that the decision makers will recognize the benefits of running one GT class at Le Mans and other venues.”

Q: Corvette Racing will introduce a production-based 5.5-liter small-block V-8 engine in 2010 in place of the 7.0-liter and 6.0-liter engines used previously. What’s the outlook for the engine program?

Fehan: “GM Powertrain has completed the initial dynamometer tests of the 5.5-liter small-block V8, and the race team has conducted the first track test with the new engine. We are quite satisfied with its performance level at this point. We plan to continue development and introduce the 5.5-liter engine package in competition at Sebring.”

Q: What are Corvette Racing’s goals for 2010?

Fehan: “The ALMS GT championship and victory at Le Mans.”

Corvette Racing’s next event is the season-opening Mobil 1 Twelve Hours of Sebring at Sebring International Raceway in Sebring, Fla., on March 20, 2010. The classic 12-hour endurance race will be televised live on SPEED starting at 10 a.m. ET.

[Source: General Motors]

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2010 CORVETTE ZR1: PERFORMANCE TRACTION MANAGEMENT ENHANCES AN ALREADY WORLD-BEATING DRIVING EXPERIENCE

After taking on the world’s best supercars and proving a better value and performer by the global automotive press, the Corvette ZR1 returns for 2010 with new Performance Traction Management (PTM) technology. It is an advanced system that is part of a new Launch Control feature, which optimizes traction for greater and more consistent on-track performance.

The PTM system holds a predetermined engine speed while the driver pushes the throttle to the floor. That allows the driver to quickly release the clutch and the system modulates engine torque 100 times per second to maximize the available traction. The system is capable of approaching a skilled driver’s best effort and repeats it consistently.

PTM also integrates the ZR1’s traction control, active handling and selective ride control systems to enhance race track driving consistency and overall performance. When full throttle is applied upon exiting a corner, it automatically manages acceleration dynamics.

The new PTM technology is the newest element that affirms the Corvette ZR1 is an American supercar with the technology and engineering refinement to take on the world’s best – but at a much lower price.

The ZR1’s highlights include:

* LS9 supercharged 6.2L V-8 rated at 638 horsepower (476 kW), and 604 lb.-ft. of torque (819 Nm)
* Six-speed, close-ratio, race-proven manual transmission
* High-capacity dual-disc clutch
* Higher-capacity and specific-diameter axle half-shafts; enhanced torque tube
* Specific suspension tuning provides more than 1g cornering grip
* Twenty-spoke 19-inch front and 20-inch rear wheels
* Michelin Pilot Sport 2 tires – P285/30ZR19 in front and P335/25ZR20 in the rear – developed specifically for the ZR1
* Standard Brembo carbon-ceramic, drilled disc brake rotors – 15.5-inch-diameter (394-mm) in the front and 15-inch-diameter (380-mm) in the rear
* Blue-painted brake calipers
* Standard Magnetic Selective Ride Control with track-level suspension
* Wider, carbon-fiber front fenders with ZR1-specific dual ports
* Carbon-fiber hood with a raised, polycarbonate window – offering a view of the intercooler below it
* Carbon-fiber roof panel, roof bow, front fascia splitter and rocker moldings with clear-coated, visible carbon-fiber weave
* ZR1-specific full-width rear spoiler with raised outboard sections
* Specific gauge cluster with boost gauge (also displayed on the head-up display) and 220-mph (370 km/h) speedometer readout
* Curb weight of 3,333 pounds (1,512 kg).

The specialized components of the new ZR1 work harmoniously to deliver the most powerful and fastest automobile ever produced by General Motors. It has a top speed of 205 mph (330 km/h).

In addition to PTM, the following features are also new for 2010:

* Standard launch control
* Available Torch Red exterior color
* Available Cashmere interior color
* Available Competition Gray wheels.

Supercharged LS9 engine

The supercharged LS9 6.2L small-block engine is the power behind the ZR1’s performance. A sixth-generation Eaton supercharger helps the LS9 make big power and torque at lower rpm and carries it in a wide arc to 6,600 rpm, as it pushes enough air to help the engine maintain power through the upper levels of the rpm band – the area where supercharged performance tends to diminish. Heavy-duty and lightweight reciprocating components enable the engine’s confident high-rpm performance.

The Roots-type supercharger uses a unique, four-lobe rotor design. It is augmented with an integrated charge cooling system that reduces inlet air temperature for maximum performance.

The LS9 is hand-assembled at GM’s Performance Build Center in Wixom, Mich., and incorporates special processes typically seen in racing engines to produce a highly refined and precise product. For example, cast iron cylinder liners are inserted in the aluminum block and are finish-bored and honed with a deck plate installed. The deck plate simulates the pressure and minute dimensional variances applied to the block when the cylinder heads are installed. This ensures a higher degree of accuracy that promotes maximum cylinder head sealing, piston ring fit and overall engine performance.

Transmission and axle

The LS9 engine is backed by an upgraded, stronger six-speed manual transmission and a twin-disc clutch that provide exceptional clamping power, while maintaining an easy clutch pedal effort. ZR1-specific gearing in the transmission provides a steep first-gear ratio that helps launch the car, and top speed is achieved in sixth gear.

As the term implies, the twin-disc clutch system employs a pair of discs, which spreads out the engine’s torque load over a wider area. This enables tremendous clamping power when the clutch is engaged, while also helping to dissipate heat better and extend the life of the clutch.

The twin-disc clutch system also contributes to the ZR1’s exceptional driving quality, with smooth and easy shifting. The twin-disc system’s design allows higher torque capacity with inertia and pedal effort similar to the Corvette Z06. It enables a 25-percent reduction in inertia, thanks to smaller, 260-mm plates; the Corvette Z06’s uses a 290-mm single-disc system.

The rear axle also is stronger in the ZR1 and features asymmetrical axle-shaft diameters – 33 mm on the right side and 40 mm on the left – that were developed after careful testing to provide optimal torque management. The axles are mounted on a more horizontal plane that correlates with the wider width of the rear wheels and tires.

Ride and handling

The ZR1 is built on the same aluminum-intensive chassis as the Corvette Z06 and features similar independent SLA front and rear suspensions, with aluminum upper and lower control arms. Where the ZR1 differs is the suspension tuning, which was optimized for the car’s steamroller-wide front and rear tires.

Magnetic Selective Ride Control is standard and tuned specifically for the ZR1. The system’s ability to deliver a compliant ride with nearly instantaneous damping adjustments enabled engineers to develop a surprisingly supple ride quality in a supercar that still delivers cornering grip of more than 1g.

From a high-performance perspective, Magnetic Selective Ride Control helps the rear axle remain planted during launch for smooth, hop-free acceleration. It also helps suppress axle movement when cornering on broken or uneven pavement.

Brakes, wheels and tires

Commensurate with the ZR1’s engine output is the braking system, which is headlined by Brembo carbon-ceramic brake rotors. Found on only a few exotics and more expensive supercars, carbon-ceramic brake rotors are made of a carbon-fiber-reinforced ceramic silicon carbide material . The advantages of these rotors are low mass and resistance to wear and heat. In fact, the rotors should never show corrosion or require replacement for the life of the vehicle, when used in normal driving.

The vented and cross-drilled rotors on the ZR1 measure 15.5 inches (394 mm) in diameter in the front and 15 inches (380 mm) in diameter in the rear – making them among the largest carbon-ceramic rotors available on any production vehicle.

Clamping down on the high-tech rotors are six-piston front calipers and four-piston rear calipers, each painted a ZR1-exclusive blue. The brakes are visible through the ZR1’s exclusive wheels: 20-spoke alloy rims that measure 19 x 10 inches in diameter in the front and 20 x 12 inches in the rear. A Sterling Silver paint finish is standard; chrome and Competition Gray versions are optional. The wheels are wrapped in Michelin Pilot Sport 2 tires developed specifically for the ZR1, measuring P285/30ZR19 in front and P335/25ZR20 in the rear.

Exclusive exterior

The ZR1 is instantly recognizable, with perhaps the most identifiable feature a raised, all-carbon-fiber hood that incorporates a clear, polycarbonate window. The window provides a view of the top of the engine’s intercooler, with the legend “LS9 SUPERCHARGED” embossed on the left and right sides, and an engine cover with the Corvette crossed flags logo debossed at the front.

The underside of the hood has a visible carbon-fiber-weave. Visible carbon-fiber is used on the roof, roof bow, rocker molding and front splitter. These exterior components are protected by a specially developed glossy, UV-resistant clear coat that resists yellowing and wear.

Widened, carbon-fiber front fenders with specific, dual lower ports; and a full-width, body-color rear spoiler incorporating the center high-mounted stop lamp are also unique to the ZR1. All of the exterior features were developed to enhance high-speed stability and driver control.

Interior details
The ZR1 interior builds on the brand’s dual-cockpit heritage, with high-quality materials, craftsmanship and functionality that support the premium-quality performance. The ZR1 cabin differs from the Corvette and Corvette Z06 with the following:

* ZR1-logo sill plates
* ZR1-logo headrest embroidery
* Specific gauge cluster with “ZR1″ logo on the tachometer and a 220-mph (370 km/h) readout on the speedometer
* Boost gauge added to the instrument cluster and head-up display.

The standard ZR1 (RPO 1ZR) comes with accoutrements based on the Z06, including lightweight seats and lightweight content. The uplevel interior package (RPO 3ZR) includes power-adjustable, heated and leather-trimmed sport seats (embroidered with the ZR1 logo); Bose premium audio system; navigation system; Bluetooth connectivity; power telescoping steering column; custom leather-wrapped interior available in four colors; and more.

By the numbers

In addition to the exterior cues and powertrain, ZR1 models are distinguished from other Corvette models by their vehicle identification number, or VIN. Each carries a unique, identifying VIN digit, as well as a sequential build number. This makes it easy to determine the build number of a specific car – information treasured by enthusiasts and collectors. For example, a ZR1 with a VIN ending in “0150″ would indicate it is the 150th ZR1 built for the model year.

[Source: CorvetteBlogger via autoblog]

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Die 2009 Chevrolet Corvette ZR-1 ist zusammen mit dem Cadillac CTS-V, einer der stärksten Serienfahrzeuge, welche GM je produziert hat! Kurz danach steht GM fast vor dem Ende, was bleibt ist ein Testbericht des Autoblog’s. Wie die ZR-1 die Redakteure des autoblogs zum schwitzen bringt, dass könnt ihr hier nachlesen.

[autoblog]

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GM PERFORMANCE PARTS SET TO UNLEASH THE SUPERCHARGED LS9 CRATE ENGINE

LAS VEGAS – The LS9 6.2L supercharged V-8 is the power behind the most powerful and fastest production car in GM’s history – the 2009 Corvette ZR1. In the third quarter of 2009, it will be available as a complete crate engine package from GM Performance Parts. It delivers a stunning 638 horsepower (476 kW) and 604 lb.-ft. of torque (819 Nm).

The LS9 crate engine will be the ideal all-in package for enthusiasts and racers who want the ultimate LS power plant for their project cars, from resto-modified vintage Corvettes, muscle cars and street rods to late model F-bodies and “shoebox” Chevys. The supercharger and charge cooler are integrated in the engine’s valley for a lower profile, allowing creative builders to fit the engine in a variety of applications with plenty of hood clearance.

The engine’s 6.2L displacement is shared with the LS3, but the LS9 is built for high-revving power with a supercharger. It uses stronger cylinder head castings and steel cylinder liners that are honed with a deck plate installed to maximize performance and cylinder sealing.

High-rpm-validated lightweight reciprocating parts, including titanium intake valves, are used, along with high-flow cylinder heads that draw the charge forced on them by a sixth-generation supercharger. A new, four-lobe rotor design delivers greater power at the low end and sustains it longer through the rpm band for broad, on-demand power, whether off-idle or at speed. A dual-brick charge cooler is integrated on a unique manifold system that mounts the “blower” in the engine’s valley, with charge cooler on top.

GMPP’s LS9 crate engine assembly comes fully dressed, including the ignition system, supercharger assembly, exhaust manifolds and more. It also includes the production dry-sump oil pan and provisions for the charge cooler’s liquid cooling system. Builders will need an external oil tank, external coolant tank (for the charge cooler) and an ECU/wire harness.

[Source: GM/MotiveMag]

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CHEVROLET ANNOUCES CERTIFIED POWER RATINGS FOR THE NEW CHEVROLET CORVETTE ZR1: 638 HP FROM THE SUPERCHARGED LS9 V-8

PONTIAC, Mich. – When it was introduced at the North American International Auto Show in Detroit earlier this year, the 2009 Chevrolet Corvette ZR1’s power was estimated at 100 horsepower for each of its 6.2 liters of displacement. GM Powertrain has completed SAE certification of the ZR1’s supercharged LS9 V-8 and the results exceed the estimate: 638 horsepower (476 kW) and 604 lb.-ft. of torque (819 Nm).

The LS9’s output is nearly 103 horses per liter, or just about 1.7 horses for each of the engine’s 376 cubic inches. It is unquestionably the most powerful automotive production engine ever manufactured by General Motors and enables the Corvette ZR1 to achieve a top speed of more than 200 mph (322 km/h).

“One of the most amazing things about the Corvette ZR1 is the level of refinement that our designers and engineers have attained. Even with all that power, this car has road manners that will allow our customers to enjoy it on the streets as a daily driver, and on the track,” said Chevrolet General Manager Ed Peper.

The Corvette ZR1 goes on sale this summer. Its 638-hp supercharged engine is complemented in the chassis by heavy-duty components not offered in any other model, including a six-speed manual transmission with race-hardened gears and dual-disc clutch technology that delivers exceptional clamping power and lower inertia, as well as strengthened axle components.

Fuel economy testing has not been completed, but engineers are confident the ZR1 will be the most fuel-efficient 600-plus-horsepower car on the market.

The LS9 engine is hand-built by specially trained technicians at GM’s Performance Build Center in Wixom, Mich. It is a unique, small-volume engine production facility that also builds the Chevrolet Corvette Z06’s LS7 engine and other high-performance GM production engines.

“Developing the LS9 involved more than simply striving for a great horsepower number. Endurance and reliability testing have shown the engine to be robust and low-maintenance, just like other engines in the small-block family,” said Sam Winegarden, executive director, engine engineering for GM Powertrain. “That it is distinguished as the most powerful engine ever from General Motors is a source of immense pride among everyone involved with the LS9.”

Supercharged aspiration
The key enabler of the LS9’s performance is the industry’s first production application of a new, positive-displacement Roots-type supercharger that has a unique four-lobe rotor design. Its design promotes quieter and more efficient performance, while the large, 2.3-liter displacement ensures adequate air volume at high rpm. Maximum boost pressure is 10.5 psi (0.72 bar). It is teamed with an integrated charge cooling system that reduces inlet air temperature for maximum performance.

“The combination of large displacement and the new, four-rotor design broadens the effective range of the supercharger, allowing the engine to make more power at lower rpm and sustain it throughout the power band,” said Winegarden. “The low-end torque is tremendous and the high-rpm charge from the supercharger is simply amazing.”

A raised hood provides adequate clearance for the LS9, while a polycarbonate window in the hood provides a view of the engine beneath it.

LS9 details
The LS9 features many unique design and manufacturing details that support its high-performance nature. They include:
Aluminum cylinder block with iron cylinder liners that are finish-bored and honed with a deck plate installed
Forged steel crankshaft with a nine-bolt flange
Titanium connecting rods and forged aluminum pistons
Stronger, rotocast cylinder heads with 2.16-inch (55 mm) titanium intake valves and 1.59-inch (40.4 mm) hollow-stem, sodium-filled exhaust valves
Camshaft with 0.555-inch (14.1 mm) lift for excellent idle and low-speed driving qualities
A dry-sump oiling system with 10.5-quart (9.9 liters) capacity
Integrated oil cooler and piston-cooling oil squirters
Intercooler cover visible through the hood window that features ZR1-unique blue accents and “LS9 SUPERCHARGED” embossed on the left and right sides

Specifications

LS9 6.2L SUPERCHARGED V-8
Displacement (cu in / cc): 376 / 6162
Bore & stroke (in / mm): 4.06 x 3.62 / 103.25 x 92
Block material: cast aluminum
Cylinder head material: A356-T6 rotocast aluminum
Valvetrain: overhead valve, 2 valves per cylinder
Fuel delivery: SFI (sequential fuel injection)
Compression ratio: 9.1:1
Horsepower / kW: 638 / 476 @ 6500 rpm
Torque (lb-ft / Nm): 604 / 819 @ 3800 rpm
Fuel shut-off (rpm): 6600
Recommended fuel: premium required
Exhaust manifolds: stainless steel
Main bearing caps: forged steel
Crankshaft: forged steel
Camshaft: hollow steel; 0.555-in (14.1 mm) lift
Connecting rods: forged titanium
Valves:
intake: titanium
exhaust: hollow steel
Valve lifters: hydraulic roller
Supercharger: R2300, four-lobe “Roots” type (2.3L)
Additional features: piston oil-spray cooling; direct-mount ignition coils; 11-rib accessory drive

[Source: General Motors]

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