2008 Chevrolet Corvette

Coupe

6.2L 376Cu. In. V8 GAS OHV Naturally Aspirated

1G1YY26W585134898

Clear

Gasoline

RARE FUTURE COLLECTIBLE 1 - 500 MADE IN 2008 ONLY 8453 MILES MAKES THIS ZHZ EVEN MORE VALUABLE SELLER IS RUNNING THIS AD FOR ONE WEEK ONLY !!DO NOT MISS THIS GREAT OPPORTUNITY. Specially made Hertz sports cars in the past have sold for serious money. 2008 ZHZ WITH 8453 MILES IN MINT CONDITION. NOT ONLY THIS CAR IS RARE BUT TO FIND ONE IN THIS CONDITION IS JUST AS RARE . THIS CAR HAS BEEN GARAGE KEPT AND PAMPERED ALL OF ITS LIFE. THERE IS NO WEAR AND TEAR ON THE CAR. TAKE A CLOSE LOOK AT THE DETAILED PICTURES. I HAVE MORE PHOTOS OF THE CAR IF NEEDED TO BE E MAILED. FEEL FREE TO CALL @ 954 748 0209 IF YOU HAVE ANY QUESTIONS . THIS IS A MUST HAVE TO ANY CORVETTE COLLECTOR. only 2 minutes away from the Auction America coming soon to Ft. Lauderdale will pick up for the Ft. Lauderdale Airport for your private viewing please ask any questions before bidding if you have a feedback below 9 please contact me first 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