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Corvette controlling arch architect Tadge Juechter is aboveboard about the absolute acumen why America’s sports car got a mid-engine layout: “When we went mid-engine, the absolution for it wasn’t the accepted car.” While the mid-engine architectonics works abundant for the 10Best-winning Stingray, the bigger action for a new belvedere with the agent in the average has aggregate to do with the 2025 Corvette Z06—a alive wide-body supercar aimed absolutely at the enthusiast’s heart.

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“The higher-horsepower cars account the best from accepting all of that absorption in the back,” Juechter continues. And with 670 horsepower, the all-new double-overhead-cam (DOHC) 5.5-liter V-8 is the highest-horsepower artlessly aspirated V-8 anytime installed in a accumulation car, assault out the 622-hp 6.2-liter fire-breather that powered the 2014 Mercedes-Benz SLS AMG Black Series.

John RoeCar and Driver

If debuting a artlessly aspirated agent in today’s turbocharged and electrified apple sounds like Recaro aback advancing out with a saddle, it’s acceptable you haven’t heard the Porsche 911 GT3’s 4.0-liter flat-six’s 9000-rpm alarm to prayer. On the aftermost Z06 go-round, supercharging upped power, but Chevy heard a lot of acknowledgment suggesting that the Z06 should acknowledgment to the abstention of the high-revving LS7 from the gen-six Corvette. Going artlessly aspirated is for drivers who apperceive the aberration and crave a assertive complete acquaintance and a absolute affiliation that turbos and hybrids can’t match. There’s no manual; Chevy didn’t go that far and is afraid with the eight-speed dual-clutch automatic. While we haven’t had a adventitious to drive the Z06 yet, we’ve heard the engine. It fabricated the beard on our close angle on end. If it doesn’t do the aforementioned to you, may we advance you ability for Highlights for Children on your abutting appointment to the dentist? —Tony Quiroga

Chevrolet insists that the Z06’s new LT6 agent is a clean-sheet design—and it is, for the best part. But there is one blueprint that carries over: the 4.4-inch bore center. This dimension, which defines the ambit amid the agent centers aural a butt bank, is accepted to all Chevy small-block V-8s. Even the aftermost DOHC agent in a Corvette—the C4 ZR1’s LT5, with its Lotus-designed head—had 4.4-inch bore centers.

Never apperception that LT6 is an agent cipher aggregate with a brief 4.3-liter V-6 Oldsmobile diesel. The new LT6 is destined for greatness. In a General Motors first, every agent will be put on a dyno, run through a 20-minute break-in, again activated to accomplish abiding it’s alive as advertised afore actuality installed in a new Z06.

John RoeCar and Driver

The agent is rated at 670 application and 460 pound-feet of torque, with the application peaking at 8400 rpm, appropriate abreast the 8600-rpm ammunition cut. That Ferrari V-8s additionally accomplish aiguille ability appropriate at redline is no coincidence. In the LT6, added revs beggarly added power, and the engineering aggregation will use every aftermost rpm it can.

In an automotive apple bedeviled with electrification and efficiency, it’s adventurous for GM to advance a new agent with a abbreviate achievement and a fat bore. Butt ambit are 104.25 millimeters by 80.0, applique a displacement of 5.5 liters. The compression arrangement is 12.5:1. And for the agent nerds: The anchor beggarly able burden is in balance of 1400 kilopascals.

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The C8 aggregation could accept calmly installed a pushrod V-8 with a blower on top, but a supercharged agent doesn’t accept the appearance of a flat-plane-crank V-8. During development, GM traded its Ferrari 458 for the turbocharged 488, and the aggregation agreed with our appraisal that some abracadabra was lost. So they bought accession 458.

Flat-plane cranks aren’t a absolute solution, however. (Owners of Ford’s Mustang Shelby GT350, with its high-revving 5.2-liter V-8, will relate.) They shake—a lot. So abundant that during LT6 development, an oil clarify backed itself off on a analysis stand. Engineers doubtable a tech hadn’t anchored it, but video affirmation baldheaded no wrongdoing. The band-aid was to about-face from a screw-on to a armament filter.

To accumulate those armament at bay, titanium abutting rods and assimilation valves authority reciprocating accumulation to a minimum. Bankrupt valves are abounding with sodium. All 32 valves are adapted with two springs anniversary to anticipate valve float at aerial rpm. Direct-acting feel followers accept a diamond-like blanket and are shimmed during assembly. “Lash for life,” says Jordan Lee, GM all-around arch architect for small-block engines.


The CNC-machined DOHC alive accomplish the agent bigger than its pushrod siblings. In the C7 engine, acme and amplitude had tighter limitations because accretion either wasn’t accessible after affecting the awning acme and footwell width. With the agent abaft the cabin, those ambit are beneath of a concern. And because that the C8 was advised about an agent of a specific length, we accept why engineers kept the small-block’s bore spacing.

The block has what GM calls a committed lower crankcase. It’s agnate to how Ferrari does dry sumps, with anniversary crank account residing in a closed bay. There are six oil cruise pumps: one in anniversary bay and one in anniversary head.

The assimilation appearance two plenums, two 87-mm burke bodies, three valves that affix the plenums, and eight admirable trumpets. Those crossover valves tune the assimilation to optimize both high- and low-rpm operation.


Direct ammunition bang is the accessible choice. But instead of injectors squirting ammunition on the assimilation ancillary of the alive abreast the basin of the vee, the injectors are amid amid the bankrupt valves, a architecture cribbed from Chevy’s Indy V-6. Squirting ammunition against the admission assimilation air promotes tumble (the motion and mix of air and fuel). Added tumble improves burn.

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Flat-plane-crank V-8s are a belly thing. The assimilation complete reminds us of the sounds of our adolescence and draws in our developed selves like a siren song. The aboriginal time you apprehend a C8 Z06 start, your arch will breeze about like a kid accepting alleged in to banquet on a balmy summer night. —K.C. Colwell

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John RoeCar and Driver

No one could possibly allege the accepted C8 of actuality dull. But the way the engineering aggregation talks about cutting and “scalpelizing” the Z06 to actualize the purest-driving Corvette anytime makes it complete as if the Stingray were a ’70s beef car.

Their goal: action a alive acquaintance as burning as the high-revving engine, which should be attainable but with an absurd abyss of adequacy that a disciplinarian can abide to alleviate with adherence and skill. Stiffer powertrain mounts address added of the engine’s accordance and appearance to the driver’s behind and additionally accredit quicker and crisper accouterment from the Tremec eight-speed dual-clutch automatic. For the aboriginal time, the Corvette has such annealed bounce ante that abettor springs are bare to advance able analysis amount aback the car is at abounding jounce. Control-arm bushings are additionally far stiffer, with high units that are “nearly a all-around bearing,” according to vehicle-performance administrator Alex MacDonald.

John RoeCar and Driver

Interestingly, MacDonald says that the Z06 break from the contempo barometer of accepting clue tires that are at their best in the aboriginal brace of laps. For the Z06, the Corvette aggregation formed with Michelin to actualize a new adaptation of its Pilot Sport Cup 2 Rs. MacDonald letters that development drivers are seeing their quickest times 10 laps in.

The 20-inch advanced and 21-inch rear Z06 auto are artificial aluminum. Carbon-fiber auto fabricated by Carbon Revolution are an option. In accession to abbreviation unsprung weight, they are far stiffer, acceptance engineers to change the affability of the council and magnetorheological dampers for them. That’s right—the calibrations are caster specific, and according to MacDonald, there’s a lap-time advance with the carbon wheels. The Z06 additionally gets different advanced and rear fascias in accession to the archetypal fender flares that abode the 275/30ZR-20 advanced and 345/25ZR-21 rear tires.

The primary acumen for the taller auto is to fit the Z06’s far beyond brakes. Accepted are adamant rotors that are 14.6 inches in advanced and 15.0 out back, 2.0 and 1.2 inches beyond than the Z51 Stingray’s, respectively. A Z07 amalgamation brings 15.7- and 15.4-inch carbon-ceramic rotors.

Since the C8’s mid-engine anatomy works bigger from an aero perspective, the Z07 package’s almost low accession has both appreciably added downforce and lower annoyance than the behemothic accession on the aftermost ZR1. It works with a advanced splitter and canards to aid accelerated adherence and cornering, but none of the aerodynamic elements are active.

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The abounding changes to the Z06 accept us athirst to absolutely rip about in it. That opportunity, however, won’t appear until aboriginal abutting year. —Dave VanderWerp


2025 Chevrolet Corvette Z06Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door targa or convertible

PRICE (C/D EST) Base: $90,000–$97,500

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ENGINE DOHC 32-valve V-8, aluminum block and heads, absolute ammunition injectionDisplacement: 333 in3, 5463 cm3Power: 670 hp @ 8400 rpmTorque: 460 lb-ft @ 6300 rpm

TRANSMISSION 8-speed dual-clutch automatic

DIMENSIONS Wheelbase: 107.2 inLength: 184.6–185.9 inWidth: 79.7 inHeight: 48.6 inCurb Weight: 3700–3850 lb

PERFORMANCE (C/D EST) 60 mph: 2.4–2.5 sec100 mph: 6.5–6.6 sec1/4-Mile: 10.4–10.5 secTop Speed: 190–200 mph

EPA FUEL ECONOMY (C/D EST)Combined/City/Highway: 16/13/24 mpg

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2025 Chrysler 200 Convertible Exterior And Interior – 2025 Chrysler 200 Convertible
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