I think the C5 was up there. Just because it invigorated the Corvette that was almost dead.
🚘 Automotive The official C8 Corvette thread
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I think the C5 was up there. Just because it invigorated the Corvette that was almost dead.
id say up there, but the zr1 probably ahead of it... zr1 dropped in what... 89? when TPI vettes were happening? and the quickest domestically produced vehicle was likely a pickup truck running high 15's?
at least the C5 followed grand sport c4's and zr1 c4's.
https://www.caranddriver.com/news/a28426967/chevy-corvette-c8-lt2-engine/
The newest version of the 6.2-liter small-block V-8 makes up to 495 horsepower and 470 lb-ft of torque and doesn't require routine engine-out service.
Chevy’s small-block V-8 has been a part of the Corvette legacy since 1955. It continues in the C8 as the LT2, making more power and more torque (495 horsepower and 470 pound feet with the performance exhaust) than the LT1 in the outgoing car. The LT2 expands the small-block’s capabilities with more-efficient intake and exhaust manifolds, a more-robust lubrication system, and a new camshaft. It uses the same bore and stroke, as well as the same forged crankshaft, rods, and 11.5:1-compression-ratio pistons, as the LT1 upon which it’s based.
All stingrays will now get a dry-sump system to accommodate the chassis’s increased track capability, which includes sustained lateral acceleration beyond 1.00 g. Previously, dry-sump lubrication was only available as part of the C7 Stingray’s Z51 package. The system goes from one pump to three multistage scavenge pumps—one in the valley of the V and two in the crankcase. The oil reservoir is now mounted to the engine rather than being bolted into the engine bay separately as it was on the C7. A larger liquid-to-liquid oil cooler is capable of 25 percent more thermal rejection.
As small-block chief engineer Jordan Lee explains, a side benefit for having this unconventional engine-mounted sump is an ease of assembly. Oil can now be added during the engine-build process rather than when the car is going down the assembly line. Thanks to the better scavenging, the engine is mounted an inch lower in the Corvette than before, with a much shallower oil pan. Lee says this also accounts for the reduction in total oil volume, which drops from 9.7 quarts in the LT1 in the C7 to 7.5 quarts of 0W40 in the C8's LT2.
The camshaft’s intake lobes remain the same as the LT1’s, but lift on the exhaust lobes is slightly increased. The LT2’s cam phasing, which alters intake and exhaust timing together, is about the same as before. The rest of the valvetrain is carryover from LT1 as is the LT2’s rev limiter, which remains at 6600 rpm.
The additional output, which jumps from 455/460 hp and 460/465 lb-ft in the LT1 to 490/495 hp and 465/470 lb-ft in the LT2 (the higher figures are with the optional performance exhaust, which adds a second set of flapper valves) is due to the better breathing achieved with the engine in its new position behind the passenger cabin along with the other small tweaks mentioned above. Chief-engineer Lee also points out that small reductions in windage were achieved by the more precise oil scavenging. Before, oil up in the head would drip back down into the pan, slightly impeding the spinning crankshaft, but now that passage has been closed, and the oil is scavenged out of the V.
Cliff aftermarket performance parts already exist for the LT1 which will work on the LT2
The newest version of the 6.2-liter small-block V-8 makes up to 495 horsepower and 470 lb-ft of torque and doesn't require routine engine-out service.
Chevy’s small-block V-8 has been a part of the Corvette legacy since 1955. It continues in the C8 as the LT2, making more power and more torque (495 horsepower and 470 pound feet with the performance exhaust) than the LT1 in the outgoing car. The LT2 expands the small-block’s capabilities with more-efficient intake and exhaust manifolds, a more-robust lubrication system, and a new camshaft. It uses the same bore and stroke, as well as the same forged crankshaft, rods, and 11.5:1-compression-ratio pistons, as the LT1 upon which it’s based.
All stingrays will now get a dry-sump system to accommodate the chassis’s increased track capability, which includes sustained lateral acceleration beyond 1.00 g. Previously, dry-sump lubrication was only available as part of the C7 Stingray’s Z51 package. The system goes from one pump to three multistage scavenge pumps—one in the valley of the V and two in the crankcase. The oil reservoir is now mounted to the engine rather than being bolted into the engine bay separately as it was on the C7. A larger liquid-to-liquid oil cooler is capable of 25 percent more thermal rejection.
As small-block chief engineer Jordan Lee explains, a side benefit for having this unconventional engine-mounted sump is an ease of assembly. Oil can now be added during the engine-build process rather than when the car is going down the assembly line. Thanks to the better scavenging, the engine is mounted an inch lower in the Corvette than before, with a much shallower oil pan. Lee says this also accounts for the reduction in total oil volume, which drops from 9.7 quarts in the LT1 in the C7 to 7.5 quarts of 0W40 in the C8's LT2.
The camshaft’s intake lobes remain the same as the LT1’s, but lift on the exhaust lobes is slightly increased. The LT2’s cam phasing, which alters intake and exhaust timing together, is about the same as before. The rest of the valvetrain is carryover from LT1 as is the LT2’s rev limiter, which remains at 6600 rpm.
The additional output, which jumps from 455/460 hp and 460/465 lb-ft in the LT1 to 490/495 hp and 465/470 lb-ft in the LT2 (the higher figures are with the optional performance exhaust, which adds a second set of flapper valves) is due to the better breathing achieved with the engine in its new position behind the passenger cabin along with the other small tweaks mentioned above. Chief-engineer Lee also points out that small reductions in windage were achieved by the more precise oil scavenging. Before, oil up in the head would drip back down into the pan, slightly impeding the spinning crankshaft, but now that passage has been closed, and the oil is scavenged out of the V.
Cliff aftermarket performance parts already exist for the LT1 which will work on the LT2
id say up there, but the zr1 probably ahead of it... zr1 dropped in what... 89? when TPI vettes were happening? and the quickest domestically produced vehicle was likely a pickup truck running high 15's?
at least the C5 followed grand sport c4's and zr1 c4's.
Yes buuuuuuttttt the ZR-1 was expensive and unobtainable by the majority of average Joe's. The C5 was a radical departure with the introduction of the trans axle and was actually a nice car to drive in '97. The C4 was awful with it's 6' tall door sills, almost non existent trunk and road like a 1 ton dually, unloaded. Plus it was affordable.
This thing is a work of art compared to any other LS or LT in the vette.
did you not see how much it shares with the LT........ ALOT!
I bought a brand new 92 Corvette as a young 27 yr old punk for advertised $29, 999. That was considered baller status back then.
Thats 54,768 in today's dollars... Id spend the extra 5 and get this vette over your pile form 92
I agree. You can swap the heads and cam but in the C7 the short block stays in the car. I don't see that being possible. That means H/C jobs are going to cost a lot more money.
Also how does that jive with a DCT? Most of the big HP H/C C7's are roll racing M7's. Stalls for the A8 are super expensive or you need a milder cam and blower to blow through the stock stall.
Give it time grasshoppa...... The aftermarket for anything GM pushrod is giganitc
What day in age do we live in that $60k is a bargain?!
d00d...didn't you have a regular 4wd braaptor that stickered around $60k...in ~2014?
Mid engine...sub 3 second to 60....as everyone else said $60k is a major bargain for this car
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