The standard engine-mounted dry sump oil system boasts three scavenge pumps, which help make this the most track-capable Stingray in history. It provides exceptional engine performance even at lateral acceleration levels exceeding 1g in all directions.
The intake system is a low restriction design and incorporates identical mm length intake runners and an 87mm throttle body. The performance header exhaust manifolds are also low restriction and feature a stylized four-into-one design with twisted runners to allow for thermal expansion. The camshaft now has 14mm gross lift on the intake and exhaust with an increased duration for both profiles, which helps the combustion system take advantage of the extra flow capacity.
The LT2 retains variable valve timing, with 62 crank degrees of cam phasing authority. The LT2 has a very low-profile oil pan. This allows the engine to be mounted low in the vehicle for a low center of gravity and improves handling and track performance. The bespoke, transaxle transmission was developed with Tremec to provide uninterrupted torque delivery whether setting a new lap record or heading out on a roadtrip.
The DCT aids vehicle performance with a very low center of gravity, enables desired weight distribution and offers maximum traction under acceleration. It is a highly integrated system, as it houses the differential, final drive, controls system, sensors, lubrication and cooling hardware. The heart of the DCT uses dual concentric wet clutches that are opened by springs and closed by hydraulic pressure.
The two clutches work in tandem for uninterrupted torque delivery as they toggle between gears. A separate lube circuit is used for on-demand clutch cooling to reduce parasitic losses. Holes in the outer housing allow for the wet clutches to operate moist instead of submerged.
Gear ratios were engineered to be incredibly low-end biased for maximum acceleration. First gear takes advantage of the additional traction to get off the line quickly and reach 60 mph in 2. The gear ratios are:. The final drive and differential are integrated for the first time and make for an incredibly efficient package.
Put both a base and a Z51 C8 on a fast, winding road or high-speed racetrack, and the aerodynamic aids will stick the car more securely to high-speed turns, enabling it to corner both faster and more confidently.
That's exactly what you want for a car fit for track-day flogging and twisty-road explorations. Those extra 10 mph? They'll probably never be missed. New Cars. Buyer's Guide. Type keyword s to search. Today's Top Stories. You may be able to find the same content in another format, or you may be able to find more information, at their web site. This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses.
In other words, the Z51 package prioritizes high-performance circuit driving -- cornering speed -- not necessarily straight-line velocity. The Stingray's promised mph top speed is also realized with the standard, non-Z51 model, as it has fewer pounds of downforce, thanks to its less-aggressive aero package.
With the Z51 package, the top track speed is mph, GM confirmed. The moral of the story? If you want the most effective drag-strip Corvette right out of the box, you'll want to start with the least-expensive version. With or without Z51, the Chevy Corvette Stingray delivers a stupefying amount of performance for the dollar.
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