2009 Chevrolet Corvette

ZHZ Convertible

V8

Six-speed paddle-shift automatic

1G1YY36W395200243

Clear

A very special automobile ... • Limited edition • Pristine condition • 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 Corvette ZHZ Engine Specs 6.2L LS3 small-block V-8, rated with two-mode exhaust system, at 436 horses / 325 kW and 428 lb.-ft. / 592 Nm. The Corvette ZHZ is a true supercar, capable of 190 mph. With a six-speed paddle-shift automatic, the Corvette can go from 0 to 60 mph in4.3 seconds. Breathing for the 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 is 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 is 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 motorists willing to trade some ride comfort for additional road feel, a console-mounted switch affords 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 in Tour mode, and its ability to absorb pavement imperfections and eschew superfluous suspension travel without sacrificing road feel. Exhaust System The new, two-mode performance exhaust system uses vacuum-actuated outlet valves, which control engine noise during low-load operation but open for maximum performance during high-load operation. With the dual-mode performance exhaust, power output 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 two 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 EFCM has the ability to detect electrical malfunctions within the system, and disable the system if needed.