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Home Corvette ZHZ Specs

For the car enthusiast The Corvette ZHZ Specs are Impressive:
• Special limited edition built by GM
• LS3 6.2L V8 aluminum-block engine with dual-mode performance exhaust and 436 horsepower 
• Magnetic Selective Ride Control - Tour or Sport Mode
• Goodyear Eagle F1 EMT Supercar tires
• Larger brakes with cross-drilled brake rotors 
• EPA estimated 25 MPG highway
• The Coupe models are the most aerodynamic Corvettes ever

Corvette ZHZ Engine Specs

A new, 6.2L LS3 small-block V-8 is the standard engine in Coupe and Convertible models. It is rated with the new, two-mode exhaust system, at 436 horses / 325 kW and 428 lb.-ft. / 592 Nm. As a result, the Corvette ZHZ is true supercar, capable of 190 mph. The LS3 with the six-speed paddle-shift automatic is the fastest automatic-equipped Corvette ever, with 0-60 mph capability of 4.3 seconds.

This new iteration of the storied small-block family features a revised, larger-bore cylinder block – 4.06-inch / 103.25 mm (see ZHZ Engine Specs below) vs. the previous 6.0L's 4.00-inch / 101.62 mm bores – high-flow, LS7/L92-style cylinder heads; larger-diameter pistons; revised camshaft and camshaft timing; revised valvetrain with offset intake rocker arms; high-flow intake manifold; high-flow fuel injectors from the Z06's LS7 engine; and a new engine beauty cover.

The LS3 features an aluminum cylinder block with cast iron cylinder liners. In addition to its larger bores, which help create a 376-cubic-inch displacement, the block casting also features revisions and machining in the bulkheads that enhance its strength and improved bay to bay breathing. But while the bore of the 6.2L engine is increased when compared with the previous 6.0L engine, the engine's stroke remains at 3.62 inches (92 mm). The pistons for the larger 6.2L engine also are new and are designed for its high-rpm performance capability.

Breathing for the new 6.2L engine is accomplished via new, high-flow cylinder heads. They're based on the large port/large valve design found on the LS7 engine and other GM L92 engines, with larger-capacity, straighter intake ports. The design optimizes intake flow to the combustion chamber and the exhaust ports are also designed for better flow.

Complementing the larger-port design of the heads are commensurately sized valves. The intake valve size alone increases from 2.00 inches (50.8 mm) to 2.16 inches (55 mm) – an increase of nearly 9 percent. The intake valves feature lightweight hollow stems, which enable the engine's 6,600-rpm capability. The exhaust valves also are large, measuring 1.60 inches (40.4 mm) in diameter.

To accommodate the engine's large valves and enable more direct intake port flow, the intake-side rocker arms are offset 6 mm between the valve tip and the push rod. Actuating the valves is a new camshaft, with intake-side lobes providing more than a 5-percent percent in increase in lift, from 0.521-inch to 0.551-inch (13.25 mm to 14 mm). Exhaust-valve lift remains unchanged from the LS2. The camshaft timing was revised to optimize performance with the higher-lift intake cam profile.

Ensuring the cylinder heads receive all the air they can handles falls to a new, acoustically tuned intake manifold. The composite design is manufactured with a “lost core” process that improves runner to runner variation and reduces airflow losses. An acoustic foam material is used to reduce radiated engine noise; it is sandwiched between the outer top of the manifold and an additional “skull cap” acoustic shell. Also new beauty covers atop the engine shield the rocker covers and also feature a noise-reducing, acoustically tuned insert to provide a more refined engine sound.

Magnetic Selective Ride Control

F55 Magnetic Selective Ride Control suspension. The system uses a unique damper design to govern wheel and body motion via "Magneto-Rheological" fluid in each shock absorber. Simply put, this is synthetic oil permeated with millions of minute iron balls that float uniformly within the shock fluid. Adjusting the current fed to an electromagnetic coil causes the ball-imbued fluid to change viscosity -- and thus the shock absorber's damping -- with the ability to go from no damping to virtually solid damping.

The F55 suspension was designed to make such adjustments at the blinding rate of about 1,000 times per second, governed by a dual-processor computer chip and based on the car's speed, steering-wheel angle, wheel travel, lateral acceleration, braking, and even the outside temperature. The system was designed to isolate and smooth the action of each tire to help minimize bouncing, vibration, and noise. The result was a quieter, flatter ride with more responsive and precise handling, especially during sudden high-speed maneuvers. The system worked in tandem with both the Corvette's traction-control and antilock braking systems to afford maximum balance and stability over a full range of road conditions. For the heartiest motorists willing to trade some ride comfort for additional road feel, a console-mounted switch afforded a change from "Tour" to "Sport" mode.

Enthusiast-magazine testers came away duly impressed by the F55 system's ability to maintain control and reduce ride harshness when traversing large bumps or dips at speed, and its ability to absorb pavement imperfections and eschew superfluous suspension travel without sacrificing road feel. The alternate "Sport" mode was appreciated, but its greater degree of control and subsequently harsher ride was noted to be more appropriate for running hot laps on a race track than it was in daily driving. The Magnetic Selective Ride Control's added heft, just over 13 pounds, precluded the new system from being offered on the high-performance Z06, however, where every ounce of added weight was looked upon with disdain.

Exhaust system

The new, two-mode performance exhaust system. Similar in design and function to the system used on the Z06, the dual-mode exhaust uses vacuum-actuated outlet valves, which control engine noise during low-load operation, but open for maximum performance during high-load operation. It is not identical to the Z06 system; the Coupe/Convertible uses a 2.5-inch-diameter exhaust, while the Z06 uses a three-inch system.

With the new, dual-mode performance exhaust, power output for Coupe/Convertible rises to 436 horses (325 kW) and 428 lb.-ft. (580 Nm). This system gives the Corvette ZHZ a more aggressive exhaust sound character that will appeal to performance enthusiasts.  The Exhaust Flow Control (EFC) System enhances engine performance. The system has 2 modes of operation:

Normal Mode

When the vehicle is stationary with the engine running the exhaust flow control module (EFCM) commands the vacuum solenoid On, which supplies engine vacuum to both exhaust flow control valves. This causes the valves to close, diverting exhaust flow through a baffled path inside the mufflers. As vehicle speed increases, throttle position reaches 25 percent or greater and engine speed reaches 3500 RPM, the EFCM commands the vacuum solenoid off. This causes the valves to open, diverting exhaust flow through an un-baffled path inside the mufflers, thus enhancing engine performance.

Competition Mode

When traction control is driver disabled, vehicle speed increases, throttle position reaches 25 percent or greater and engine speed reaches 3000 RPM, the EFCM commands the vacuum solenoid off. This causes the valves to open; diverting exhaust flow through an un-baffled path inside the mufflers more frequently and at lower engine speeds.

The system also delays exhaust valve activity during wide-open throttle acceleration to inhibit exhaust valve actuation when the accelerator pedal is released and reapplied while shifting gears.

The EFCM has the ability to detect electrical malfunctions within the system. Any electrical malfunction detected will cause the system to be disabled and increased exhaust audibility.

The system uses the engine control module (ECM), body control module (BCM), electronic brake control module (EBCM), EFCM, exhaust flow control valve vacuum solenoid, vacuum reservoir, vacuum lines, 2 exhaust flow control valves and the serial data circuit to perform the system functions.

Corvette ZHZ Engine Mechanical Specifications (6.2L)

Application

Specification

Metric

English

General

  • Engine Type

V8

  • Displacement

6.2L

376 CID

  • RPO

LS3

  • Bore

103.241-103.259 mm

4.0065-4.0065 in

  • Stroke

92.0 mm

3.622 in

  • Compression Ratio

10.7:1

  • Firing Order

1-8-7-2-6-5-4-3

  • Spark Plug Gap

1.02 mm

0.04 in

Block

  • Camshaft Bearing Bore 1 and 5 Diameter

59.58-59.63 mm

2.345-2.347 in

  • Camshaft Bearing Bore 2 and 4 Diameter

59.08-59.13 mm

2.325-2.327 in

  • Camshaft Bearing Bore 3 Diameter

58.58-58.63 mm

2.306-2.308 in

  • Crankshaft Main Bearing Bore Diameter

69.871-69.889 mm

2.75-2.751 in

  • Crankshaft Main Bearing Bore Out-of-Round

0.006 mm

0.0002 in

  • Cylinder Bore Diameter

103.241-103.259 mm

4.0065-4.0065 in

  • Cylinder Head Deck Height - Measuring from the Centerline of Crankshaft to the Deck Face

234.57-234.82 mm

9.235-9.245 in

  • Cylinder Head Deck Surface Flatness - Measured within a 152.4 mm (6.0 in) Area

0.11 mm

0.004 in

  • Cylinder Head Deck Surface Flatness - Measuring the Overall Length of the Block Deck

0.22 mm

0.008 in

  • Valve Lifter Bore Diameter

21.417-21.443 mm

0.843-0.844 in

Camshaft

  • Camshaft End Play

0.025-0.305 mm

0.001-0.012 in

  • Camshaft Journal Diameter

54.99-55.04 mm

2.164-2.166 in

  • Camshaft Journal Out-of-Round

0.025 mm

0.001 in

  • Camshaft Lobe Lift - Intake

8.24 mm

0.324 in

  • Camshaft Lobe Lift - Exhaust

7.77 mm

0.306 in

  • Camshaft Runout - Measured at the Intermediate Journals

0.05 mm

0.002 in

Connecting Rod

  • Connecting Rod Bearing Clearance - Production

0.023-0.065 mm

0.0009-0.0025 in

  • Connecting Rod Bearing Clearance - Service

0.023-0.076 mm

0.0009-0.003 in

  • Connecting Rod Bore Diameter - Bearing End

56.505-56.525 mm

2.224-2.225 in

  • Connecting Rod Bore Out-of-Round - Bearing End - Production

0.004-0.008 mm

0.00015-0.0003 in

  • Connecting Rod Bore Out-of-Round - Bearing End - Service

0.004-0.008 mm

0.00015-0.0003 in

  • Connecting Rod Side Clearance

0.11-0.51 mm

0.00433-0.02 in

Crankshaft

  • Connecting Rod Journal Diameter - Production

53.318-53.338 mm

2.0991-2.0999 in

  • Connecting Rod Journal Diameter - Service

53.308 mm

2.0987 in

  • Connecting Rod Journal Out-of-Round - Production

0.005 mm

0.0002 in

  • Connecting Rod Journal Out-of-Round - Service

0.01 mm

0.0004 in

  • Connecting Rod Journal Taper - Maximum for 1/2 of Journal Length - Production

0.005 mm

0.0002 in

  • Connecting Rod Journal Taper - Maximum for 1/2 of Journal Length - Service

0.02 mm

0.00078 in

  • Crankshaft End Play

0.04-0.2 mm

0.0015-0.0078 in

  • Crankshaft Main Bearing Clearance - Production

0.02-0.052 mm

0.0008-0.0021 in

  • Crankshaft Main Bearing Clearance - Service

0.02-0.065 mm

0.0008-0.0025 in

  • Crankshaft Main Journal Diameter - Production

64.992-65.008 mm

2.558-2.559 in

  • Crankshaft Main Journal Diameter - Service

64.992 mm

2.558 in

  • Crankshaft Main Journal Out-of-Round - Production

0.003 mm

0.000118 in

  • Crankshaft Main Journal Out-of-Round - Service

0.008 mm

0.0003 in

  • Crankshaft Main Journal Taper - Production

0.01 mm

0.0004 in

  • Crankshaft Main Journal Taper - Service

0.02 mm

0.00078 in

  • Crankshaft Rear Flange Runout

0.05 mm

0.002 in

  • Crankshaft Reluctor Ring Runout - Measured 1.0 mm (0.04 in) Below Tooth Diameter

0.7 mm

0.028 in

  • Crankshaft Thrust Surface - Production

26.14-26.22 mm

1.029-1.0315 in

  • Crankshaft Thrust Surface - Service

26.22 mm

1.0315 in

  • Crankshaft Thrust Surface Runout

0.025 mm

0.001 in

Cylinder Head

  • Cylinder Head Height/Thickness - Measured from the Cylinder Head Deck to the Valve Rocker Arm Cover Seal Surface

120.2 mm

4.732 in

  • Surface Flatness - Block Deck - Measured within a 152.4 mm (6.0 in) Area

0.08 mm

0.003 in

  • Surface Flatness - Block Deck - Measuring the Overall Length of the Cylinder Head

0.1 mm

0.004 in

  • Surface Flatness - Exhaust Manifold Deck

0.13 mm

0.005 in

  • Surface Flatness - Intake Manifold Deck

0.08 mm

0.0031 in

  • Valve Guide Installed Height - Measured from the Spring Seat Surface to the Top of the Guide

17.32 mm

0.682 in

Intake Manifold

  • Surface Flatness - Measured at Gasket Sealing Surfaces and Measured Within a 200 mm (7.87 in) Area that Includes 2 Runner Port Openings

0.3 mm

0.118 in

Lubrication System

  • Oil Capacity - with Filter

5.2 liters

5.5 quarts

  • Oil Capacity - without Filter

4.7 liters

5.0 quarts

  • Oil Capacity - with Filter - RPO KPS

5.7 liters

6.0 quarts

  • Oil Pressure - Minimum - Hot

41 kPa at 1,000 engine RPM

124 kPa at 2,000 engine RPM

165 kPa at 4,000 engine RPM

6 psig at 1,000 engine RPM

18 psig at 2,000 engine RPM

24 psig at 4,000 engine RPM

Oil Pan

  • Front Cover Alignment - at Oil Pan Surface

0.0-0.5 mm

0.0-0.02 in

  • Crankshaft Rear Oil Seal Housing Alignment - at Oil Pan Surface

0.0-0.5 mm

0.0-0.02 in

  • Oil Pan Alignment - to Rear of Engine Block at Transmission Bell Housing Mounting Surface

0.0-0.1 mm

0.0-0.004 in

Piston Rings

  • Piston Ring End Gap - First Compression Ring - Measured in Cylinder Bore - Production

0.23-0.44 mm

0.009-0.017 in

  • Piston Ring End Gap - First Compression Ring - Measured in Cylinder Bore - Service

0.23-0.5 mm

0.009-0.0196 in

  • Piston Ring End Gap - Second Compression Ring - Measured in Cylinder Bore - Production

0.44-0.7 mm

0.017-0.027 in

  • Piston Ring End Gap - Second Compression Ring - Measured in Cylinder Bore - Service

0.44-0.76 mm

0.0173-0.03 in

  • Piston Ring End Gap - Oil Control Ring - Measured in Cylinder Bore - Production

0.18-0.75 mm

0.007-0.029 in

  • Piston Ring End Gap - Oil Control Ring - Measured in Cylinder Bore - Service

0.18-0.81 mm

0.007-0.032 in

  • Piston Ring to Groove Clearance - First Compression Ring - Production

0.04-0.085 mm

0.00157-0.00335 in

  • Piston Ring to Groove Clearance - First Compression Ring - Service

0.04-0.085 mm

0.00157-0.00335 in

  • Piston Ring to Groove Clearance - Second Compression Ring - Production

0.04-0.078 mm

0.00157-0.0031 in

  • Piston Ring to Groove Clearance - Second Compression Ring - Service

0.04-0.078 mm

0.00157-0.0031 in

  • Piston Ring to Groove Clearance - Oil Control Ring - Production

0.012-0.2 mm

0.0005-0.0078 in

  • Piston Ring to Groove Clearance - Oil Control Ring - Service

0.012-0.2 mm

0.0005-0.0078 in

Pistons and Pins

  • Pin - Piston Pin Clearance to Piston Pin Bore - Production

0.002-0.01 mm

0.0008-0.0004 in

  • Pin - Piston Pin Clearance to Piston Pin Bore - Service

0.002-0.015 mm

0.0008-0.0006 in

  • Pin - Piston Pin Diameter

23.952-23.955 mm

0.943-0.943 in

  • Pin - Piston Pin Fit in Connecting Rod Bore - Production

0.007-0.02 mm

0.00027-0.00078 in

  • Pin - Piston Pin Fit in Connecting Rod Bore - Service

0.007-0.0022 mm

0.00027-0.00086 in

  • Piston - Piston Diameter - Measured Over Skirt Coating

103.235-103.258 mm

4.064-4.065 in

  • Piston - Piston to Bore Clearance - Production

-0.036 to +0.016 mm

-0.0014 to +0.0006 in

  • Piston - Piston to Bore Clearance - Service Limit with Skirt Coating Worn Off

0.71 mm

0.0028 in

Valve System

  • Valves - Valve Face Angle

45 degrees

  • Valves - Valve Face Width

1.25 mm

0.05 in

  • Valves - Valve Lash

Net Lash - No Adjustment

  • Valves - Valve Lift - Intake

13.97 mm

0.55 in

  • Valves - Valve Lift - Exhaust

13.22 mm

0.52 in

  • Valves - Valve Seat Angle

46 degrees

  • Valves - Valve Seat Runout

0.05 mm

0.002 in

  • Valves - Valve Seat Width - Exhaust

1.78 mm

0.07 in

  • Valves - Seat Width - Intake

1.02 mm

0.04 in

  • Valves - Valve Stem Diameter - Production

7.955-7.976 mm

0.313-0.314 in

  • Valves - Valve Stem Diameter - Service

7.95 mm

0.313 in

  • Valves - Valve Stem-to-Guide Clearance - Production - Intake

0.025-0.066 mm

0.001-0.0026 in

  • Valves - Valve Stem-to-Guide Clearance - Service - Intake

0.093 mm

0.0037 in

  • Valves - Valve Stem-to-Guide Clearance - Production - Exhaust

0.025-0.066 mm

0.001-0.0026 in

  • Valves - Valve Stem-to-Guide Clearance - Service - Exhaust

0.093 mm

0.0037 in

  • Rocker Arms - Valve Rocker Arm Ratio

1.70:1

  • Valve Springs - Valve Spring Free Length

52.9 mm

2.08 in

  • Valve Springs - Valve Spring Installed Height

45.75 mm

1.8 in

  • Valve Springs - Valve Spring Load - Closed

400 N at 45.75 mm

90 lb at 1.8 in

  • Valve Springs - Valve Spring Load - Open

1175 N at 33.05 mm

264 lb at 1.30 in

Last Updated (Sunday, July 03 2011 12:26)