Sneak Peek: GM’s ALMS GT Challenger, The Corvette C6.R

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The homologated splitter is based on the production ZR1 splitter that was CFD optimized for up to 200 mph.  The notch in the center is to reduce pitch sensitivity.  This is a much shorter splitter than the GT1 car’s besoke splitter.

Differences in the LeMans GT1 and the ALMS GT rules account for many of the changes in the Corvette C6.R’s aerodynamic package. The front fender louvers used in GT1 are not allowed in GT. The chord width of the rear wing was reduced 25 percent, from 400mm to 300mm. The diffuser section starts at the back of the rear wheel opening rather than at the centerline of the rear axle; strakes and sidewalls are not permitted, so the GT diffuser is a flat panel while the GT1 diffuser was effectively a tunnel. The production-based ZR1 splitter extends 25mm, in contrast to the 80mm splitter allowed under the GT1 rules.

Look for the union label on the rear wing that augments the stock ZR1 wing.  The GT car has less downforce but the downforce is more linear in build up across the speed range which makes the car easier and more predictable to drive than the GT1 car.

CFD (Computational Fluid Dynamics) was the primary tool used to develop the aero package in the short time that was available. During the validation phase, the team performed high-speed straight-line tests and conducted a full-scale rolling-road wind tunnel test.

Everyone was pretty secretive on how the steel cage was attached to the aluminum perimeter chassis of the Corvette and it was so well integrated and the car so packed with components that it was hard to see and photograph the cage.  You can see how the cage ties the entire chassis together from front to rear.

The homologation rules permitted the race car to take full advantage of the ZR1’s aerodynamic enhancements that were developed in concert with Corvette Racing. The production Corvette ZR1 has wide carbon fiber front fenders with dual vents, a different full-width rear spoiler, and a front fascia splitter – features designed to enhance high-speed stability and driver control in a 200 mph capable street car.

You can see some of the front cage structure integration in this shot.  Also notable is the ITB carbon plenum intake manifold which is probably worth more than my EVO.  One of the plenum tanks was off for servicing allowing you to see the runners.