Auto Racing

[Cadillac Tech]

Corvette Racing to Return to Le Mans in 2010

Corvette Racing Confirms Full-Season ALMS Schedule, Revises Endurance Racing Driver Lineup

DETROIT, Feb. 9, 2010 – Corvette Racing will take on its most formidable challenge to date when it competes in the GT2 class at the 24 Hours of Le Mans in Le Mans, France, on June 12-13. The twin Compuware Corvette C6.R race cars are among the 17 entries in the GT2 class invited by the Automobile Club de l'Ouest (ACO), organizers of the classic endurance race.

Corvette Racing has scored six wins in the GTS/GT1 class at Le Mans since 2001, including a victory in last year's race. The GT2 version of the Corvette C6.R, which is based on the production Corvette ZR1, made its competition debut in August 2009, competing in five American Le Mans Series events and scoring the team's first GT2 win at Mosport International Raceway. The list of invitees in the GT2 class for Le Mans includes two Corvettes C6.Rs, five Porsche 911 GT3 RSRs, two BMW M3s, a Jaguar XKRS, five Ferrari 430 GTs, an Aston Martin Vantage, and a Spyker C8.

"We are pleased and honored that the new GT2 Corvette C6.R has been invited by the Automobile Club de l'Ouest to compete in the world's most prestigious sports car race," said GM Racing manager Mark Kent. "Our objective is to carry forward Corvette's legacy of success as we celebrate the 50th anniversary of Corvette's first participation at Le Mans. This year's race will certainly be a challenge because of the depth and quality of the competition in the GT2 division. The entries represent the world's most storied sports car brands and underscore the relevance and value of racing production-based cars."

Corvette Racing will also compete with two cars in the full nine-race ALMS schedule in 2010, starting with the 58th Mobil 1 Twelve Hours of Sebring on March 20.

"While Corvette is truly a global brand, our most important market is North America," said Corvette Racing program manager Doug Fehan. "Our participation in the American Le Mans Series is both a proving ground for our technology and a showcase to demonstrate Corvette's capabilities for our customers and fans."

Corvette Racing's driver lineup has been revised with the addition of Emmanuel Collard alongside Oliver Gavin and Olivier Beretta for three long-distance races (Sebring, Le Mans, and Petit Le Mans). Antonio Garcia will return as the third driver with Johnny O'Connell and Jan Magnussen in endurance events. Canadian Ron Fellows, a charter member of Corvette Racing, will continue with the team in an ambassadorial role.

Collard, 38, of Champs sur Marne, France, has scored multiple victories in the Sebring 12-hour, Daytona 24-hour, Le Mans 24-hour, and Spa 24-hour races. He is a two-time Le Mans Series champion, and drove for the Cadillac LMP team in 2000-02.

"We are pleased to welcome Emmanuel back to the GM Racing family," said Fehan. "He has proven his ability at all levels of racing, and he understands the demands and discipline of endurance racing. He will be a valuable addition to our international lineup of championship-winning drivers."

"I'm very happy to join Corvette Racing for the 2010 endurance classics," said Collard. "Corvette has been the most successful car make and team in GT racing for over ten years now, so I'm obviously thrilled to be a part of this team. The Corvette C5-R and C6.R have been the absolute benchmarks in GT1 racing, and the new GT2 Corvette C6.R is already heading in that same successful direction. I hope my experience with GT2s from the past seasons can help Corvette secure class wins in the three endurance races."

Corvette Racing also is continuing its longstanding relationships with its sponsors and technical partners in the new season. Compuware is the team's primary sponsor for the eighth consecutive season, and Michelin, Mobil 1, XM Satellite Radio, UAW-GM, Genuine Corvette Accessories, Bose, Motorola, PRS Guitars, and BBS are continuing their support for America's premier production sports car team.

"Compuware software and experts ensure that our customers' most demanding business applications perform at their best," said Compuware Chairman and CEO Peter Karmanos, Jr. "Partnering with General Motors, Chevy and the Corvette Racing team gives Compuware another dynamic opportunity to deliver peak performance and winning results. Like the Corvette Racing team, Compuware stands for uninterrupted, optimal performance – whatever the environment – and we look forward to producing another great year on the track."

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 12-hour endurance race will be televised live on SPEED.

[Cadillac Tech]

Who are you picking to win the 500 today? I would like to see Mark Martin, Tony Stewart, Max Papis or Boris Said get the win.

[Cadillac Tech]

From Corvettemotorsport.com:

Manu Collard returns to GM Racing in 2010

"Hello everyone. In my last column, I told you before that I worked on various projects for the coming season. I can now tell you a little more, as you found out last week, I will be driving for the factory Corvette Racing team in 2010!… Needless to say I am delighted and highly motivated ...

"I am returning to General Motors: After several years ago with Cadillac. At the time, it was with a prototype and the relationship with the team was very good. I was pleased to receive the call from Doug Fehan a few weeks ago. I think they know me well, they know what my mindset and approach is to the race. Its obviously a pleasure and an honor, but it is also relatively rare. Admittedly, this is "only" three races..but what races they are indeed! Sebring, Le Mans and Petit Le Mans. A wild threesome, which I am involved with a car capable of winning. It was more an important factor in my decision. It's GT2, but it is one of the most competative, if not more challengins. I believe it was well in this class there will be more manufacturers represented. My aim is for victory in a competition of this level is a great challenge. I prefer to fight and to impose myself in GT2 with Corvette, compared to playing tenth place in an LMP1 of a private team.

"Furthermore, I must confess that I am anxious for Sebring and Petit Le Mans. More importantly Sebring especially since I won the last time I went! The fight promises to be harsh with opponents with Ferrari, Porsche or BMW. The Corvette GT2 has already shown its qualities and I am sure it will be competitive. I wait to discover and it will be soon. As for my teammates, I think you already know their qualities. I know a little about Oliver (Gavin), but more about Olivier (Beretta). With Olivier, we know eachother from the the time of the F3, the F3000, which then Endurance has often crossed. He is someone I like. I got the phone recently and he told me that the atmosphere is excellent within the (factory) Corvette Racing team. I think those three races promise much. I am eager to discover all this, to see within this team that has won all these years!

"A word about Corvettes in general, this will not be my first time. In fact, I already drove a Chevy, it was in 2003 during a test aboard the C5-R. So I will soon take the wheel of his "little sister". But before that, I have some interesting things in preparation."

Emmanuel Collard will make his Le Mans debut for Corvette this June.


http://www.corvette-motorsport.com/news/manu-collard-returns-to-gm-racing-in-2010-198

[Cadillac Tech]

[boilermaker]

It was a cold weekend down there at the Daytona 500.
rained all day friday ..truck race posponed til saturday at 6:00

Sunday was a joke...you own a racetrack with asphalt surface...the track gets a small pothole and you don't know how to fix it !!!!

first it takes 2 hours to try a cold patch that doesnt work then you start experimenting on what to do next.

Froze our butts off..woke up to 35 degrees and at the end of the race was around 45 degrees

anyway I picked Clint Boyer

[mtrocket]

Originally Posted by boilermaker

It was a cold weekend down there at the Daytona 500.
rained all day friday ..truck race posponed til saturday at 6:00

Sunday was a joke...you own a racetrack with asphalt surface...the track gets a small pothole and you don't know how to fix it !!!!

first it takes 2 hours to try a cold patch that doesnt work then you start experimenting on what to do next.

Froze our butts off..woke up to 35 degrees and at the end of the race was around 45 degrees

anyway I picked Clint Boyer

But... you still had fun, right???

[Cadillac Tech]

Corvette Racing Sebring Test Photos Now Available

Photographs of Corvette Racing's preseason test at Sebring International Raceway are now available:

http://gm.wieck.com/forms/gm/*query?...ing&source=all

Corvette Racing is preparing for the season-opening round of the 2010 American Le Mans Series, the Mobil 1 Twelve Hours of Sebring, to be held in Sebring, Fla., on March 20. Corvette Racing will compete in the GT (formerly GT2) class against entries representing Porsche, Ferrari, BMW, Jaguar, and Ford. Corvette Racing drivers Johnny O'Connell, Jan Magnussen, and Antonio Garcia are testing the No. 3 Compuware Corvette C6.R. Oliver Gavin, Olivier Beretta, and Emmanuel Collard are testing the No. 4 Compuware Corvette C6.R.

[Cadillac Tech]

Oliver makes at an outlap at Sebring in the GT2 Corvette C6.R during testing - February 2010.

http://www.youtube.com/watch?v=Sfkl0v-vIGw&feature=player_embedded

[Cadillac Tech]

From Corvettemotorsport.com:

Today (2nd of March) Corvette Motorsport debuted their 2nd of 3 review films from last years 2009 European racing season. The film takes you behind the scenes at Le Mans from the perspectives of the factory Corvette Racing and Corvette Motorsport Luc Alphand Aventures teams. Apart from Le Mans, the film covers the 24 Hours of Spa, where Corvette gets its second win at the legendary Francorchamps track in Belgium.

The film can be seen at the following link:

http://www.corvettemotorsport.com/news/2009-review-film-part-2-204

[Cadillac Tech]

Members of Corvette Racing share their passion for racing and what it means to represent Corvette in the American Le Mans Series (ALMS). Featured in the video are Mark Kent, manager, GM Racing, Gary Pratt, chief engineer and co-founder of Pratt & Miller engineering, and Doug Fehan, program manager, Corvette Racing. This is a preview of what to expect from the Corvette Racing Team as they document the ALMS season in their upcoming video series.


http://www.youtube.com/watch?v=YiR06...ure=youtu.be&a

[Cadillac Tech]

From GM Media:

New Corvette Racing C6.R and Production Corvette ZR1 Represent the Culmination of More Than 10 Years of Technology Transfer

Updated C6.R to Race in 2010 Le Mans, 50 Years After Corvette’s First Appearance in Legendary Endurance Race

2010-03-03

DETROIT - Corvette Racing’s second-generation C6.R will be powered by a new 5.5L production-based V-8, to compete in the new unified GT class in the 2010 American Le Mans Series as well as the GT2 class at the 24 Hours of Le Mans. The updated C6.R and the Corvette ZR1 on which it’s based represent the strongest link yet between a production Corvette and the modern Corvette Racing team. Both cars are well-equipped to compete on and off the track with showroom competitors including Aston Martins, BMWs, Porsches and Ferraris.


Corvette has a long history of production-based endurance racing, making its first appearance at the 12 Hours of Sebring in 1956, and its first appearance at Le Mans in 1960. Then Corvette chief engineer Zora Arkus-Duntov leveraged the racing program to improve the production Corvette, as evidenced by the development of heavy-duty and high-performance components and the introduction of the race-bred Z06 option on the 1963 Corvette Sting Ray.
The transfer of technology between racing and production cars resumed with the start of the modern Corvette Racing program in 1999. More than a decade later, it’s impossible to imagine one team without the other, according to Tadge Juechter, Corvette chief engineer:
“Simply put, without Corvette Racing, there would not be a Corvette Z06, much less the ZR1. And, without the foundation of the Corvette C6, Z06 and ZR1, the Corvette Racing team would not be the dominant presence in production-based racing.”
1999 – 2004: The C5-R acts as a catalyst for Corvette performance
Corvette Racing campaigned the C5-R from 1999 through the end of the 2004 season. The first-generation car scored 35 victories in 55 races, won its class at the 12 Hours of Sebring three consecutive years, posted three 1-2 finishes in the GTS class at the 24 Hours of Le Mans, and earned four consecutive ALMS manufacturers championships for Chevrolet.
It also served as a catalyst for Corvette performance.
In 1999, the fifth-generation Corvette C5 produced 345 horsepower from its 5.7L V-8. Leveraging the powertrain technologies developed for the C5R, Corvette brought back the hallowed Z06 moniker in 2001, packing a 385 horsepower 5.7L V-8.
In addition, the C5-R helped shape the sixth-generation Corvette, introduced for the 2005 model year. Corvette Racing’s influence could be seen in the C6 Corvette design, which featured flush headlights for better aerodynamics; a single, large grille opening for the engine air intake, radiator, and brake cooling; a lower coefficient of drag; and low 3,179 pound curb weight. Lessons from racing were also integrated in the 6.0L LS2 V-8, the most powerful standard Corvette engine to date, with 400 horsepower and 400 lb-ft of torque. As a result, the C6 Corvette delivered unprecedented performance, including a 186-mph top speed, acceleration from 0-60 mph in 4.1 seconds, and quarter-mile runs in 12.6 seconds at 114 mph.
2005 – 2009: The co-development of the C6.R and Z06
The C6 Corvette served as a foundation for the joint development of two new, high-performance Corvettes: the 2006 Corvette Z06 and the Corvette Racing C6.R, introduced in 2005.
Both cars were powered by 7.0L small-block V-8 engines, with dry-sump lubrication systems, CNC-ported aluminum cylinder heads, titanium valves, forged steel crankshafts, and plate-honed cylinder bores.
For the Z06, the collaboration translated into 505hp, 470 lb.-ft. of torque, and searing performance: 198-mph top speed, acceleration from 0 – 60 mph in 3.7 seconds, and quarter-mile runs in 11.7 seconds at 125 mph. Racing’s influence was also evident in the Corvette Z06 use of lightweight carbon fiber front fenders and wheelhouses, and aerodynamics package – including a front splitter, air extractors behind the front wheels, radiused trailing edges on the wheel openings, brake cooling scoops, widened rear fenders, rear diffuser, and spoiler.
For the C6.R, homologation on the Z06 translated into 42 wins, four consecutive ALMS drivers and manufacturers championships, and three victories at the 24 Hours of Le Mans.
2010: Introducing the second-generation C6.R, based on the ZR1
In the 2010 American Le Mans Series, Corvette Racing will compete in the series' production-based GT category (formerly GT2) and in the GT2 class at the 24 Hours of Le Mans with a second-generation C6.R that is homologated on the Corvette ZR1.
The GT rules require the use of many production-based components, making the ZR1 and C6.R the closest street and racing Corvettes since the 1960s.
Introduced for the 2009 model year, the ZR1 is the fastest, most powerful car ever produced by Chevrolet. To deliver 638 hp, the LS9 V-8 engines are hand-built using many of the processes developed by the race team. To deliver a 205-mph top speed, the ZR1 aerodynamics package also utilizes race technology – including wide carbon fiber front fenders with dual vents, a full-width rear spoiler, and a front splitter.
The updated C6.R utilizes the ZR1 body design, aerodynamic package, aluminum frame and chassis structure, steering system, windshield, and other components.
Aluminum frame: The new Corvette C6.R is built on the same aluminum frame rails that underpin production Corvette Z06 and ZR1 models. Other production chassis structures in the race car include the windshield frame, the hoop around the rear of the passenger compartment, the door hinge pillars, the drivetrain tunnel, the firewall, and the floor pan.
Steering system: The new Corvette C6.R utilizes the production steering column out of the ZR1, with a fully adjustable steering wheel, and production rack-and-pinion steering rack.
Body profile: The Corvette C6.R race car is now virtually identical to the Corvette ZR1 street car in appearance, as GT rules require production-type fenders with simple flares to accommodate wider tires.
Aerodynamics: The new C6.R utilizes the full-width, production rear spoiler from the ZR1, and a production-based ZR1 front splitter that extends 25mm, in contrast to the 80mm splitter allowed under the GT1 rules. Although the aerodynamics package does not produce the same levels of downforce as the GT1 car, the C6.R is more predictable over a wide range of speeds.
Where the C6.R and ZR1 differ significantly are in situations where GT rules actually prohibited the use of the more sophisticated ZR1 components. For example, the ZR1 is equipped with carbon-composite brake rotors, while GT regulations require ferrous (steel) brake discs. And, where the ZR1 utilizes a 6.2L, supercharged V-8, the C6.R will use a naturally aspirated small-block, production-based 5.5L V-8.
The Corvette C6.R race cars' 5.5-liter Chevrolet small-block V8s are developed, built and maintained by GM. The Corvette C6.Rs' LS5.5R is a naturally aspirated race engine, based on the Corvette Z06's 7.0-liter LS7 engine (which in turn was developed with the 7.0L race engine used in the C6.R GT1 cars), built on production cast-aluminum cylinder blocks.
Pending GT2 class regulations specify a maximum displacement of 5.5 liters, the reduction in displacement to meet this requirement was achieved by shortening the crankshaft stroke and reducing the cylinder bore diameter. In accordance with the regulations, the race engines have two 28.8mm diameter intake air restrictors. The LS5.5R engines are equipped with dry-sump oiling systems, CNC-ported aluminum cylinder heads with titanium intake and exhaust valves, and sequential electronic port fuel injection. The race engines use E85R ethanol racing fuel in the ALMS and E10 fuel in Le Mans.
Race on Sunday, Sell on Monday
Clearly, Corvette Racing’s success in production-based endurance racing has played a significant role in improving the performance of the production Corvette. In addition, as the racing and production cars have become more closely linked, Corvette Racing has also shown a positive impact in Corvette sales.
“Corvette sales tracked directly to customer leads at ALMS races have doubled from 2005 to 2009,” says John Fitzpatrick, Chevrolet Performance Cars marketing manager. “This proves what we have heard anecdotally from other Corvette owners: Watching production-based Corvettes win against legendary marques like BMW, Porsche and Ferrari, on legendary tracks like Sebring and Le Mans, makes Corvette all the more desirable.”

###

2010 Corvette ZR-1 and Corvette Racing C6.R Specifications
2010 Corvette ZR1 2010 GT2 Corvette C6.R Displacement (L / ci): 6.2 / 376 5.5 / 336 Horsepower: 638 @ 6500 rpm 485 @5800 Torque (lb-ft): 604 @ 3800 rpm na Bore diameter (mm / in): 103.25 / 4.06 103.89 / 4.090 Crankshaft stroke (mm / in): 92 / 3.62 80.90 / 3.185 "V" angle (deg): 90 90 Cylinder bore spacing
(mm / ci): 111.7 / 4.40 111.7 / 4.40 Valvetrain: pushrod with overhead valves, titanium inlet pushrod with overhead valves, titanium inlet and exhaust Valves per cylinder: 2 2 Camshaft drive: chain chain Cylinder case material: aluminum aluminum Cylinder liners: dry iron aluminum Cylinder head material: aluminum aluminum, CNC ported Lubrication system: dry sump dry sump Fuel system: sequential EFI sequential EFI Throttle system: supercharged w/intercooler, throttle body individual runner Fuel: premium unleaded gasoline required E85R ethanol (ALMS)
E10 (Le Mans) Body style: two-door hatchback coupe two-door hatchback coupe Drivetrain: longitudinal front engine, rear-wheel drive longitudinal front engine, rear-wheel drive Chassis: hydroformed aluminum chassis, composite body hydroformed aluminum chassis, composite body Wheelbase (in): 105.7 105.7 Length (in): 176.2 176.2 Width (in): 75.9 78.6 Height (in): 49 45.9 Weight (lb): 3324 2745 Front suspension: independent, short/long arm double wishbone, cast aluminum controls, transverse-mounted composite leaf spring, monotube shock absorbers, anti-roll bar independent, short/long double wishbone, fabricated steel upper & lower, machined aluminum knuckle, coil-over multi-adjustable shock absorbers, anti-roll bar Rear suspension: independent, short/long arm double wishbone, cast aluminum control arms, transverse-mounted composite leaf spring, monotube shock absorbers; anti-roll bar independent, short/long arm double wishbone, steel fabricated upper & lower control arms, machined aluminum knuckle, coil-over multi-adjustable shock absorbers, anti-roll bar Brakes: front and rear power-assisted carbon-ceramic disc with 6-piston front and 4-piston rear calipers, cross-drilled rotors, ABS 4-wheel disc with monoblock calipers, steel rotors and ceramic composite pads Wheels (in): 19 x 10 (front); 20 x 12 (rear) 18 x 12.5 (front); 18 x 13 (rear) Tires: Michelin Pilot Sport 2
P285/30ZR19 (front),
P335/25ZR20 (rear) Michelin racing tires,
300/32-18 (front),
310/41-18 (rear) Fuel capacity (gal): 18 26.4
(29 @ ALMS E85R spec)

[Cadillac Tech]

How a Corvette C6.R comes to life: Autoblog tours Pratt & Miller shop

http://www.autoblog.com/2010/03/05/how-a-corvette-c6-r-comes-to-life-autoblog-tours-pratt-and-miller/#continued

[Cadillac Tech]

In the first of twelve episodes, Corvette Racing shares a behind-the-scenes look at the team's preparations for the 12 Hours of Sebring, the start of the 2010 ALMS season. The team is clear about one thing: amid tough competition, they remain focused on winning.


http://www.youtube.com/watch?v=bzpS9sZQnpY&feature=youtu.be&a

[Cadillac Tech]

Corvette Racing - and the Corvette - continue on, but where to next?
March 10, 2010
Editor in Corvette, Peter M. De Lorenzo
© Richard Prince

I spent an enjoyable session out at Pratt&Miller Engineering last week listening to a Corvette Racing presentation about the transfer of technology between the Corvette Racing program and the production Corvette, and vice versa. As most of you are well aware, Pratt&Miller is the engineering firm that designs, builds, prepares and races the Corvette for GM Racing, and they not only have an incredible winning record - six victories at the 24 Hours of Le Mans, just to name one highlight - they are considered to be one of the premier companies involved in the racing business in the world today. So anytime I’m able to get a tour and get an up close look at the Corvette C6.Rs being prepared for the upcoming racing season, it’s a treat.


you’ve heard me rail about “relevance” in racing for years now. I believe that racing should be involved in advancing the development of technologies that eventually end up in the cars and trucks we use and enjoy every day. Which is why I abhor “spec” racing. We don’t learn anything by racing in a vacuum or by “detuning” racing cars every year in order to keep speeds down. We need to push the envelope, investigate new frontiers and keep moving the ball forward so that the cars and trucks of the future benefit from the new technological discoveries that racing can provide.

Which is exactly why the Corvette Racing program is so admirable. Chevrolet actually began listening to racers when the first Corvettes were prepared for competition in the late 50s. Zora Arkus-Duntov understood racing and racers, and he knew that by having driver/owners competing in Corvettes that ultimately Chevrolet would benefit, and the production Corvette would only get better. Corvette made its first appearance at the 12 Hours of Sebring in 1956 and its first appearance at Le Mans in 1960. Arkus-Duntov leveraged the racing program to improve the production Corvette, as evidenced by the development of heavy-duty and high-performance components and the introduction of the race-bred Z06 option on the 1963 Corvette Sting Ray. This continued throughout the 60s and 70s as Corvettes were raced in SCCA and endurance events like Sebring, Daytona and Le Mans. And that philosophy has continued on - for the most part - ever since. Oh, there have been “dark” periods when no Corvettes of substance competed on the world’s race tracks, but since 1999 - when the idea of a factory-supported Corvette racing program came to fruition - the production Corvette has been improved year-in and year-out by its ultra-successful racing program.

Don’t forget, too, that the Corvette Racing program that operates today represents basically the first time that GM has openly supported a racing program in its history. Yes, there has been factory involvement before, but even during the heyday of the fabulous Grand Sport Corvettes you have to understand that they were never officially entered by the factory in those years. The cars were always entered by people like John Mecum, Jim Hall and Roger Penske, so that there was no direct connection to the factory. Which is why the current Corvette Racing program is so significant.

Today, there is direct - and constant - communication on both sides of the ball between the Corvette Racing program and Corvette engineering.

This year Corvette Racing’s second-generation C6.R will be powered by a new 5.5L production-based V-8 to compete in the new unified GT class in the 2010 American Le Mans Series as well as the GT2 class at the 24 Hours of Le Mans. The updated C6.R - and the Corvette ZR1 on which it’s based - represent the strongest link yet between a production Corvette and the latest Corvette Racing team cars. More than a decade later, the racing team and production Corvette engineers work hand-in-hand to ensure that the production Corvette directly benefits from the racing program. “Simply put, without Corvette Racing, there would not be a Corvette Z06, much less the ZR1. And, without the foundation of the Corvette C6, Z06 and ZR1, the Corvette Racing team would not be the dominant presence in production-based racing,” said Corvette chief engineer Tadge Juechter.

Interesting little tidbit on how the production Corvette engineering team helps the racing team? The ACO (the organizers of the 24 Hours of Le Mans) requires air conditioning to be installed in all the cars because of the intense heat that can sometimes be a factor during the classic endurance race. Corvette Racing went to the production guys for help and they came up with an elegant solution in a system that worked perfectly. This year, they’ve delivered a smaller and lighter package that’s 40 percent more efficient. And lessons learned through that exercise are certainly going to be employed in the next Corvette to save weight.

So, what’s next for Corvette?

All of this technological transfer discussion is well and good, but with GM design chief Ed Welburn in the midst of sorting through design concepts from GM design centers all over the world for the next-generation C7, there is much conjecture and hand-wringing going on right now as to what configuration that car should take. I can safely say that the next-gen car will be at least 300-400 pounds lighter and be slightly more compact in exterior dimensions. The front engine rear-wheel-drive configuration will be retained for the mainstream Corvette, although the idea of a extremely limited production mid-engine supercar successor to the ZR1 to go up against the Ferrari 458 Italia, Porsche 918, etc., is still being considered. I have faith in Ed Welburn and his talented group of designers and I am certain we will be gifted with a jaw-droppingly stunning Corvette when it appears three years from now.

I also have faith in the engineers involved with the program and I’m certain we’ll have a new Corvette that bristles with advanced technology, while delivering high performance and high efficiency to boot.

But what about the Corvette Racing program?

It’s clear to me that the production-based category of international racing is only going to grow in importance. With cars like the aforementioned Ferrari gaining even more performance, it’s not hard to imagine that the prototype classes and production-based GT classes may in fact meet in the middle at some point, and we’ll see production-based, or at least production influenced cars from major manufacturers going for the overall win at the 24 Hours of Le Mans.

It’s also clear to me that Corvette Racing has to be taken to the next level. The Corvette Racing program should function as the technological tip of the spear for the corporation (it already it is, but too many at the RenCen are incapable of seeing it or are utterly clueless as to how to use it), and that means that its global reach has to be enhanced and magnified.

And to me, that means that the Corvette has to go for the overall win at Le Mans.

That would be a fitting next chapter after a glorious decade of success.

[Cadillac Tech]

http://www.fordracing.com/news/detail/?article=37605