Fear... 2009 Corvette LS9
12-03-2007, 08:36 AM
#154
0.5 BAR
Join Date: Jun 2003
Posts: 91
Re: Fear... 2009 Corvette LS9
Yeah great the c6 is fast as hell in a straight line. Its just a shame they took the suspension off of a horse cart for it! Independant suspension anyone? What use is all that power when the **** end just bounces and wallows arond every bend? As for the fit and finish of it! ----. Ive seen scale model cars put together better. 
12-03-2007, 02:11 PM
#155
0.0 BAR
Join Date: Dec 2002
Posts: 0
Re: Fear... 2009 Corvette LS9
Originally Posted by MarkG
Yeah great the c6 is fast as hell in a straight line. Its just a shame they took the suspension off of a horse cart for it! Independant suspension anyone? What use is all that power when the **** end just bounces and wallows arond every bend? As for the fit and finish of it! ----. Ive seen scale model cars put together better.
handles better than any car from europe under 400k
the vette has had independent rear suspension since 1963
stop getting your automotive "knowledge" from your queer buddy clarkson
12-03-2007, 02:15 PM
#156
0.0 BAR
Join Date: Dec 2002
Posts: 0
Re: Fear... 2009 Corvette LS9
Awards
The Corvette was Motor Trend magazine's Car of the Year for 1984 and 1998. It has also been on Car and Driver magazine's annual Ten Best list eleven times: the C4 from 1985 through 1989 and the C5 in 1998, 1999, and 2002 through 2005. The new C6 was also named to that list and was nominated for the North American Car of the Year award for 2005. The C6 Z06 was named "Most Coveted Vehicle" in the 2006 Canadian Car of the Year contest.
Automobile Magazine called the Sting Ray the "coolest car in history", and Sports Car International placed it at number 5 on their list of the Top Sports Cars of the 1960s.
The 1999 Corvette Convertible, along with the Mercedes-Benz S500, were named Best Engineered Car of the 20th century by the Society of Automotive Engineers publication Automotive Engineering International.[14]
C5-R
The C5-R racer was built by Pratt & Miller for GM Racing. It was based on the C5 road car but had a longer wheelbase, a wider track, an enlarged 7000 cc V8, and different bodywork with exposed headlamps. It took part in the American Le Mans Series in the GTS Class and competed in four 24 Hours of Le Mans races.
2001 The car's debut racing season produced eight victories in ten races, including an overall win in the 24 Hours of Daytona and a 1-2 finish in the GTS class at Le Mans.
2002 In 2002 the C5-R repeated its 1-2 victory in the GTS class at Le Mans and also dominated the GTS class in the American Le Mans Series. A new transaxle unit replaced the previous year's separate transmission and differential. Corvette faced stiff competition from the new Prodrive-built Ferrari 550, which led many laps at Le Mans, but the Ferraris suffered problems late in the race, resulting in another Corvette GTS class victory.
2003 In 2003, the Automobile Club de l'Ouest placed additional restrictions on all 24 Hours of Le Mans competitors, reducing power by 10% in an attempt to slow the cars. At the 2003 season-opening 12 Hours of Sebring, the C5-Rs remained in winning form, with one of them finishing first in class and eighth overall. Also in 2003 a special red, white, and blue color scheme was introduced to celebrate the Corvette's 50th anniversary. At Le Mans the Prodrive Ferraris spoiled the anniversary and GM's effort for a three-peat in the GTS class.
2004 The C5-R was again victorious in the GTS class at the 24 Hours of Le Mans. One of the Prodrive Ferraris led most of the race. About halfway into the event, both Prodrive cars suffered mechanical problems, causing them to pit and lose laps. The Corvettes went on to finish 1-2 in their class.
2005 In the FIA GT Championship, the GLPK-Carsport team won races at Imola, Italy and Zhuhai, China, and finished on the podium on several occasions. In the ALMS, Pacific Coast Motorsports scored several podium finishes behind the new factory C6-R cars. SRT fielded a C5-R in the Belcar series in Belgium, and PSI Experience did the same in the FFSA GT Championship in France.
2006 The C5-R returned to Le Mans for the first time as a non-factory entry, run by Le Mans regular Luc Alphand. It finished 3rd in the GT1 class behind the C6.R and Prodrive Aston Martin. C5-Rs were run in Belcar and FFSA GT once more.
2007 GLPK-Carsport and SRT run C5-Rs in FIA GT, while Luc Alphand runs a Corvette for the Le Mans Series and 24 Hours of Le Mans.
C6.R
The C6.R was unveiled for its first race at the 2005 12 Hours of Sebring endurance race of the American Le Mans Series. Later, in the 2005 24 Hours of Le Mans, it made up for Sebring by placing first and second in the GT1 car class after a lengthy duel with the Aston Martin team's DBR9 racers by finishing 5th and 6th overall. Corvette C6.R went on to win its class at every race it entered in the 2005 ALMS season. In 2006 Corvette C6.R won both American Le Mans GT1 Championships: Teams and Manufacturers. On March 17, 2007 it won the GT1 class in the 12 Hours of Sebring.
For Le Mans 2007, there were four C6.R's on the entry list, as the two Corvette Racing entries will be joined by single entries from the Luc Alphand Aventures and PSI-Motorsport teams. However, the Corvettes could not equate their increased numbers into a GT1 class win, as Corvette Racing finished second in class, one lap behind the class-winning DBR9 entered by Aston Martin Racing.
The Corvette was Motor Trend magazine's Car of the Year for 1984 and 1998. It has also been on Car and Driver magazine's annual Ten Best list eleven times: the C4 from 1985 through 1989 and the C5 in 1998, 1999, and 2002 through 2005. The new C6 was also named to that list and was nominated for the North American Car of the Year award for 2005. The C6 Z06 was named "Most Coveted Vehicle" in the 2006 Canadian Car of the Year contest.
Automobile Magazine called the Sting Ray the "coolest car in history", and Sports Car International placed it at number 5 on their list of the Top Sports Cars of the 1960s.
The 1999 Corvette Convertible, along with the Mercedes-Benz S500, were named Best Engineered Car of the 20th century by the Society of Automotive Engineers publication Automotive Engineering International.[14]
C5-R
The C5-R racer was built by Pratt & Miller for GM Racing. It was based on the C5 road car but had a longer wheelbase, a wider track, an enlarged 7000 cc V8, and different bodywork with exposed headlamps. It took part in the American Le Mans Series in the GTS Class and competed in four 24 Hours of Le Mans races.
2001 The car's debut racing season produced eight victories in ten races, including an overall win in the 24 Hours of Daytona and a 1-2 finish in the GTS class at Le Mans.
2002 In 2002 the C5-R repeated its 1-2 victory in the GTS class at Le Mans and also dominated the GTS class in the American Le Mans Series. A new transaxle unit replaced the previous year's separate transmission and differential. Corvette faced stiff competition from the new Prodrive-built Ferrari 550, which led many laps at Le Mans, but the Ferraris suffered problems late in the race, resulting in another Corvette GTS class victory.
2003 In 2003, the Automobile Club de l'Ouest placed additional restrictions on all 24 Hours of Le Mans competitors, reducing power by 10% in an attempt to slow the cars. At the 2003 season-opening 12 Hours of Sebring, the C5-Rs remained in winning form, with one of them finishing first in class and eighth overall. Also in 2003 a special red, white, and blue color scheme was introduced to celebrate the Corvette's 50th anniversary. At Le Mans the Prodrive Ferraris spoiled the anniversary and GM's effort for a three-peat in the GTS class.
2004 The C5-R was again victorious in the GTS class at the 24 Hours of Le Mans. One of the Prodrive Ferraris led most of the race. About halfway into the event, both Prodrive cars suffered mechanical problems, causing them to pit and lose laps. The Corvettes went on to finish 1-2 in their class.
2005 In the FIA GT Championship, the GLPK-Carsport team won races at Imola, Italy and Zhuhai, China, and finished on the podium on several occasions. In the ALMS, Pacific Coast Motorsports scored several podium finishes behind the new factory C6-R cars. SRT fielded a C5-R in the Belcar series in Belgium, and PSI Experience did the same in the FFSA GT Championship in France.
2006 The C5-R returned to Le Mans for the first time as a non-factory entry, run by Le Mans regular Luc Alphand. It finished 3rd in the GT1 class behind the C6.R and Prodrive Aston Martin. C5-Rs were run in Belcar and FFSA GT once more.
2007 GLPK-Carsport and SRT run C5-Rs in FIA GT, while Luc Alphand runs a Corvette for the Le Mans Series and 24 Hours of Le Mans.
C6.R
The C6.R was unveiled for its first race at the 2005 12 Hours of Sebring endurance race of the American Le Mans Series. Later, in the 2005 24 Hours of Le Mans, it made up for Sebring by placing first and second in the GT1 car class after a lengthy duel with the Aston Martin team's DBR9 racers by finishing 5th and 6th overall. Corvette C6.R went on to win its class at every race it entered in the 2005 ALMS season. In 2006 Corvette C6.R won both American Le Mans GT1 Championships: Teams and Manufacturers. On March 17, 2007 it won the GT1 class in the 12 Hours of Sebring.
For Le Mans 2007, there were four C6.R's on the entry list, as the two Corvette Racing entries will be joined by single entries from the Luc Alphand Aventures and PSI-Motorsport teams. However, the Corvettes could not equate their increased numbers into a GT1 class win, as Corvette Racing finished second in class, one lap behind the class-winning DBR9 entered by Aston Martin Racing.
12-03-2007, 02:28 PM
#157
0.0 BAR
Join Date: Dec 2002
Posts: 0
Re: Fear... 2009 Corvette LS9
Leaf springs on the Corvette
The C6 Corvette's rear suspension.
The Corvette suspension has unequal length double wishbones, or A-arms, for all four wheels, and half-shafts in place of a solid rear axle. This allows independent articulation of each wheel on an axis dictated by the geometry of the suspension arms. The springs, whether leaves or coils, only provide resistance; they do not affect the direction of suspension motion.
Traditionally, a coil spring is mounted between the chassis and each lower A-arm. The coil compresses in proportion to the spring rate when the A-arm rises, and it is this resistance against compression that suspends the car.
GM has equipped the Corvette with two one-piece fiberglass composite leaf springs in place of coils. They run transversely across the width of the car, mounted in two places equidistant from the centerline. Each end is bolted to the bottom of an A-arm such that when the A-arm rises, the leaf pulls it down, again in proportion to a known spring rate. In this way, four coils are replaced with two leaf springs.
Because both coils and leafs in these configurations act only as simple springs and are not required to stabilize the wheels, their function is almost identical.
Advantages of transverse leaf springs
* Less unsprung weight. Coil springs contribute to unsprung weight; the less there is, the more quickly the wheel can respond at a given spring rate.
* Less weight. The C4 Corvette's composite front leaf weighed 1/3 as much as the pair of conventional coil springs it would replace.
* Weight is positioned lower. Coil springs and the associated chassis hard mounts raise the center of gravity of the car.
* Superior wear characteristics. The Corvette's composite leaf springs last longer than coils, though in a car as light as the Corvette, the difference is not especially significant. No composite Corvette leaf has ever been replaced due to fatigue failure, though steel leafs from 1963 to 1980 have been.
* As used on the Corvette, ride height can be adjusted by changing the length of the end links connecting the leaf to the suspension arms. This allows small changes in ride height with minimal effects on the spring rate.
* Also as used on the Corvette, the leaf spring acts as an anti-roll bar, allowing for smaller and lighter bars than if the car were equipped with coil springs.
Disadvantages of transverse leaf springs
* Packaging can be problematic; the leaf must span from one side of the car to the other. This can limit applications where the drivetrain, or another part, is in the way.
* Materials expense. Steel coils are commodity items; a single composite leaf spring costs more than two of them.
* Design complexity. Composite monoleafs allow for considerable variety in shape, thickness, and materials. They are inherently more expensive to design, particularly in performance applications.
* Cost of modification. Due to the specialized design and packaging, changing spring rates would require a custom unit. Coil springs in various sizes and rates are available very inexpensively.
* Susceptibility to damage. Engine fluids and exhaust modifications like cat-back removal might weaken or destroy composite springs over time. The spring is more susceptible to heat related damage than conventional steel springs.
* Perception. Like pushrod engines, the leaf spring has a stigma that overshadows its advantages.
The C6 Corvette's rear suspension.
The Corvette suspension has unequal length double wishbones, or A-arms, for all four wheels, and half-shafts in place of a solid rear axle. This allows independent articulation of each wheel on an axis dictated by the geometry of the suspension arms. The springs, whether leaves or coils, only provide resistance; they do not affect the direction of suspension motion.
Traditionally, a coil spring is mounted between the chassis and each lower A-arm. The coil compresses in proportion to the spring rate when the A-arm rises, and it is this resistance against compression that suspends the car.
GM has equipped the Corvette with two one-piece fiberglass composite leaf springs in place of coils. They run transversely across the width of the car, mounted in two places equidistant from the centerline. Each end is bolted to the bottom of an A-arm such that when the A-arm rises, the leaf pulls it down, again in proportion to a known spring rate. In this way, four coils are replaced with two leaf springs.
Because both coils and leafs in these configurations act only as simple springs and are not required to stabilize the wheels, their function is almost identical.
Advantages of transverse leaf springs
* Less unsprung weight. Coil springs contribute to unsprung weight; the less there is, the more quickly the wheel can respond at a given spring rate.
* Less weight. The C4 Corvette's composite front leaf weighed 1/3 as much as the pair of conventional coil springs it would replace.
* Weight is positioned lower. Coil springs and the associated chassis hard mounts raise the center of gravity of the car.
* Superior wear characteristics. The Corvette's composite leaf springs last longer than coils, though in a car as light as the Corvette, the difference is not especially significant. No composite Corvette leaf has ever been replaced due to fatigue failure, though steel leafs from 1963 to 1980 have been.
* As used on the Corvette, ride height can be adjusted by changing the length of the end links connecting the leaf to the suspension arms. This allows small changes in ride height with minimal effects on the spring rate.
* Also as used on the Corvette, the leaf spring acts as an anti-roll bar, allowing for smaller and lighter bars than if the car were equipped with coil springs.
Disadvantages of transverse leaf springs
* Packaging can be problematic; the leaf must span from one side of the car to the other. This can limit applications where the drivetrain, or another part, is in the way.
* Materials expense. Steel coils are commodity items; a single composite leaf spring costs more than two of them.
* Design complexity. Composite monoleafs allow for considerable variety in shape, thickness, and materials. They are inherently more expensive to design, particularly in performance applications.
* Cost of modification. Due to the specialized design and packaging, changing spring rates would require a custom unit. Coil springs in various sizes and rates are available very inexpensively.
* Susceptibility to damage. Engine fluids and exhaust modifications like cat-back removal might weaken or destroy composite springs over time. The spring is more susceptible to heat related damage than conventional steel springs.
* Perception. Like pushrod engines, the leaf spring has a stigma that overshadows its advantages.
12-03-2007, 03:49 PM
#158
0.0 BAR
Join Date: Dec 2002
Posts: 0
Re: Fear... 2009 Corvette LS9
http://www.corvetteracing.com/histor.../racing5.shtml
Pratt & Miller Engineering Introduces Corvette C6RS Supercar for the Street
Championship-Winning Race Team Develops the Ultimate Performance Corvette for the Highway
Championship-Winning Race Team Develops the Ultimate Performance Corvette for the Highway
Powered by a Katech Performance 8.2-liter (500ci) all-aluminum small-block V-8 engine that produces 600 horsepower and 600 lb.-ft. torque, the Pratt & Miller Corvette C6RS employs a purpose-built carbon fiber body to reduce weight and improve aerodynamic efficiency. A computer-controlled adjustable suspension system, center-nut forged aluminum BBS wheels with Michelin tires, and massive Brembo monoblock disc brakes enhance vehicle dynamics. A two-tone leather interior and a comprehensive sound control system produce a quiet, comfortable environment for driver and passenger.
12-03-2007, 03:53 PM
#159
0.0 BAR
Join Date: Dec 2002
Posts: 0
Re: Fear... 2009 Corvette LS9
Gavin and Beretta Cap Season with Ninth GT1 Victory at Laguna Seca
Monterey 2007 Corvette Racing's twin Compuware Corvette C6.Rs waged a fierce battle in the season finale of the American Le Mans Series at Mazda Raceway Laguna Seca. When the four-hour race was finished, Oliver Gavin and Olivier Beretta stood on the top step of the victory podium in the GT1 class for a record-tying ninth time in 2007. The "two Ollies" drove their No. 4 Compuware Corvette C6.R to a 30-second victory over the No. 3 Compuware Corvette C6.R of Johnny O'Connell and Jan Magnussen.
more »
Monterey Sports Car Championships GT1 Results
Pos./Drivers/Car/Laps
1. Gavin/Beretta, Chevrolet Corvette C6.R, 150
2. O'Connell/Magnussen, Chevrolet Corvette C6.R, 150
GT1 Championship Standings (unofficial after 12 of 12 events)
Manufacturer/Points
1. Chevrolet 258
2. Maserati 38
3. Aston Martin 19
Monterey 2007 Corvette Racing's twin Compuware Corvette C6.Rs waged a fierce battle in the season finale of the American Le Mans Series at Mazda Raceway Laguna Seca. When the four-hour race was finished, Oliver Gavin and Olivier Beretta stood on the top step of the victory podium in the GT1 class for a record-tying ninth time in 2007. The "two Ollies" drove their No. 4 Compuware Corvette C6.R to a 30-second victory over the No. 3 Compuware Corvette C6.R of Johnny O'Connell and Jan Magnussen.
more »
Monterey Sports Car Championships GT1 Results
Pos./Drivers/Car/Laps
1. Gavin/Beretta, Chevrolet Corvette C6.R, 150
2. O'Connell/Magnussen, Chevrolet Corvette C6.R, 150
GT1 Championship Standings (unofficial after 12 of 12 events)
Manufacturer/Points
1. Chevrolet 258
2. Maserati 38
3. Aston Martin 19
12-03-2007, 03:55 PM
#160
0.0 BAR
Join Date: Dec 2002
Posts: 0
Re: Fear... 2009 Corvette LS9
C6.R Racing Team 2007 Race Results
Date Venue Duration Series Class Car Start Finish
Mar 17 12 Hours of Sebring 12 hrs ALMS GT1 #3 1 2
ALMS GT1 #4 2 1
March 31 St. Petersburg 2 hr 45 min ALMS GT1 #3 2 2
ALMS GT1 #4 1 1
April 14 Long Beach 100 min ALMS GT1 #3 2 2
ALMS GT1 #4 1 1
April 21 Houston 2 hr 45 min ALMS GT1 #3 2 1
ALMS GT1 #4 1 2
May 19 Utah 2 hr 45 min ALMS GT1 #3 1 2
ALMS GT1 #4 2 1
Jun 16-17 Le Mans 24 hrs ALMS GT1 #63 5 2
ALMS GT1 #64 3 DNF
Jul 7 Lime Rock 2 hr 45 min ALMS GT1 #3 2 2
ALMS GT1 #4 1 1
Jul 21 Mid-Ohio 2 hr 45 min ALMS GT1 #3 2 2
ALMS GT1 #4 1 1
Aug 11 Road America 4 hrs ALMS GT1 #3 1 2
ALMS GT1 #4 2 1
Aug 26 Mosport 2 hr 45 min ALMS GT1 #3 2 1
ALMS GT1 #4 1 2
ALMS GT1 #33 3 3
Sep 1 Detroit 2 hr 45 min ALMS GT1 #3 1 1
ALMS GT1 #4 2 2
Oct 6 Road Atlanta 1000 miles or 10 hrs ALMS GT1 #3 2 3
ALMS GT1 #4 3 1
Oct 20 Laguna Seca 4 hrs ALMS GT1 #3 1 2
4 hrs ALMS GT1 #4 2 1
Date Venue Duration Series Class Car Start Finish
Mar 17 12 Hours of Sebring 12 hrs ALMS GT1 #3 1 2
ALMS GT1 #4 2 1
March 31 St. Petersburg 2 hr 45 min ALMS GT1 #3 2 2
ALMS GT1 #4 1 1
April 14 Long Beach 100 min ALMS GT1 #3 2 2
ALMS GT1 #4 1 1
April 21 Houston 2 hr 45 min ALMS GT1 #3 2 1
ALMS GT1 #4 1 2
May 19 Utah 2 hr 45 min ALMS GT1 #3 1 2
ALMS GT1 #4 2 1
Jun 16-17 Le Mans 24 hrs ALMS GT1 #63 5 2
ALMS GT1 #64 3 DNF
Jul 7 Lime Rock 2 hr 45 min ALMS GT1 #3 2 2
ALMS GT1 #4 1 1
Jul 21 Mid-Ohio 2 hr 45 min ALMS GT1 #3 2 2
ALMS GT1 #4 1 1
Aug 11 Road America 4 hrs ALMS GT1 #3 1 2
ALMS GT1 #4 2 1
Aug 26 Mosport 2 hr 45 min ALMS GT1 #3 2 1
ALMS GT1 #4 1 2
ALMS GT1 #33 3 3
Sep 1 Detroit 2 hr 45 min ALMS GT1 #3 1 1
ALMS GT1 #4 2 2
Oct 6 Road Atlanta 1000 miles or 10 hrs ALMS GT1 #3 2 3
ALMS GT1 #4 3 1
Oct 20 Laguna Seca 4 hrs ALMS GT1 #3 1 2
4 hrs ALMS GT1 #4 2 1
