I was Surprised many in the UK did not know they helped Develop one of the All-time best Corvette engines

[teamzr1]

I did not know until recently that most people in the UK did not know at a time GM owned Lotus in the UK
I worked for GM at the time, and it was well understood the Lotus team could design from the ground up a new design of engine
and all must do is fit between the frame rails of the C4 and the cylinder bore spacing
I became friends with Tim Holland in the UK who was the project manager of LT-5 engine for Lotus, and he used to sneak me special tunes to test
in my ZR-1 in race trim
You all should be proud of your part in Corvette history, as the C4 ZR-1 was a bastard in racing that other namplates feared on the tracks

For my part, via my Team ZR-1 Corvette Racers I put together a race series called the "Team ZR-1 ZR-1 / Viper Topgun shootout" that was different types of
racing in the western side of the USA.
Here is what I wrote in 1995 for the Corvette magazine

ZR1 / Viper Topgun Drags Shoot-out LACR, Palmdale Ca (C) 4/20/95 By: JR, Team ZR1

Team ZR1 consists of owners of the Corvette ZR1, whose fundamental charter is to endorse the Corvette platform and Corvette related events in view of the general public to show the true capabilities of this one special model.
Team ZR1 operates on a no-dues, no elected official's mindset. They want to be distinctive and not into making profits from this car that already is in the automotive history books. There is a round table where the 6 cofounders review new charters, when other ZR1 owners want to start a local chapter. They also assure the ZR1 maintains a visible view to the public, and helps plan out Corvette events to allow owners to enjoy the car as it was designed.

This ZR1 / Viper Topgun shoot-out, was what Team ZR1 felt was needed to finally show the ZR-1 to the public, " live in action ", and what better way to allow other members of the Corvette family to see the ZR1 is finally out of the garage and firmly on the roads and on the tracks in force. Within the last two months, " Team ZR1 " has been to a car show, autocrosses, and drag strips. Slated for this year includes a high speed autocross on the one mile road course at the Buttonwillow track, Rodger Wards " Pony Express ", car shows, drag racing via National Auto Sports Association ( NASA ) and several autocrosses via American Autocross Series ( AAS ), which includes a dual with a Porsche club.

First Ever ZR1 / Viper Topgun Shootout

What better way to show that American made cars ARE as good or better then all others, then by getting the ZR1 and Viper together for a little friendly dual ( that's until the helmets are on our heads ).

People who understand Corvettes and the lack of correct performance results of the ZR1, enjoy helping grassroots groups such as " Team ZR1 " and are eager to step in and help " Team ZR-1 " put together top notch events.
Those stepping in for this event are FastLane Goldstien, a local Palmdale ZR1 owner, who enjoys running his with ETs in low 10s, Bernie Longjohn, owner of LACR track, all of his team to help report this event, Mike Brudenell of GMs Corvette Quarterly, Jim Resnick of Chevy High Performance, Greg Pernula of Corvette Fever and Rich Lentinello of Vette magazine.
Rich goes one step farther, by convincing me to be their on site reporter and wanting a " Team ZR-1'er ", who does not write for a living, to give insight from the driver's seat, and view of how this great event progressed.
Preparing for Battle

To clean the winter rains out of our ZR1s, " Team ZR1 " heads up to Sears Point to do a little drag racing.
My '94 turns a 12.82 ET at 117.5 MPH, not bad since I had the car turn only 2.2 seconds for the 0 to 60 foot time. It's clear the LT5 has the horsepower, by the MPH it clocked at the quarter mile mark, it's preventing the massive 315 GSCs from melting the staging lane, that is the real prestidigitation,

With all the work it takes to setup and encourages the public for this event, it is not until two days before leaving for LACR that I spend time checking out my 1994 ZR1. I notice my clutch fluid is low, yep my slave cylinder has the same problem as many ZF transmissions have had. Matt of West Coast Corvettes comes to the rescue and orders the replacement part, and replaces it within 24 hours.

The next morning I leave at 7:15 am, to be the point man, leaving one day earlier then the rest of " Team ZR1 " to check out weather, smokies, average trip speed, gas stations, places to wash our cars, and to meet Bernie the owner of LACR to check out his track.
Of course leaving at rush hour was not the best way of starting this special event and to add to it, the sky was dumping tons of rain on the freeways, but with the ZR1 and the Goodyear GSCs, the ABS never even kicked in and the ZR1 kept saying " go faster ".

Traveling through the California hilly, windy mountain roads, it becomes clear the ZR-1 fears nothing and seems as the designers of this car know this ZR-1 model would always shine on these types of roads. As the car moves down the freeway at triple digits it feels as if it is on a rail going for a Sunday cruise. As I stop once mid trip for gas ( $1.79 a gallon ) in a little town, people swarm over the car and I am forced to answer many questions before getting back on the road. It always warms me up when I lift the clamshell and watch their eyes!

So down the road I go, a Lexus comes up to me and starts playing games, I speed up, they speed up, they keep getting caught with slower traffic and do foolish lane changes several times. I decide they are unsafe to others and slow down and hit cruise control at 80 MPH. The Lexus just continues to speed faster. Two miles later, a white unmarked smoky passes me on the left lane. As I look over at him, he shoots me a thumbs up and speeds away !
Five miles later, I notice on the shoulder the Lexus and this smoky writing out a ticket. Guess we know if he prefers American made cars over all others.

Twelve p.m. and 382 miles later, the ZR1 pulls into the hotel parking lot acting as if it didn't even have to breath hard the whole trip and saying "better rest up you'll need it tomorrow night at LACR for the tune and test session, but first get me washed up and ready for battle "

Four p.m. LACR opened its gates. This night was used for tuning and dialing in everyone's ET. Two lanes were reserved only for non ZR1 Corvettes and two lanes for ZR1 and Vipers. The temperature was great for making horsepower, about 60 degrees, but when the sun set the temps dropped to under 50 degrees causing real cold tires.
To further make it tough there was a 25 MPH crosswind. We had to remind everyone that the track was sitting about 2,900' above sea level. To compare ETs at sea level, we had to multiply by .9769 and to compare MPH, multiply by 1.0333. About 30 Corvette ZR1s were present.
Only one Viper showed for this tune-up event. The driver claimed his '93 was totally stock, but his ETs of 12.60 say it was not, nor the sound of the exhaust. Present for the Corvette crowd were, a Black Widow, a Callaway, different Rippie versions, and stock ZR1 Corvettes with slight modifications such as cold air boxes, 3 inch exhaust, extruded heads, and re-cal'd EPROM's.
ETs ranged from 10.6 by Lane Goldstien's ( Fastlane ) highly modified Linginfelter 383, to flat 13.0's by Pat Leonard's 1991 ZR1 and my 1994 ZR1. MPH averages were about 110 ( remember to use the sea level index for true times ) An example of that is if we take of my runs with a ET of : ( 13*.9769 ) = a ET at sea level of 12.699 and ( 111.96*1.0333 ) = 115.688 MPH.
With only the one Viper showing, the ZR1s had to run against one another, and the one Viper lost in the first round. Overall the ZR1s were shaking the earth. With the cold temps, most smoked their tires through 2nd gear. I decided to test how the car would perform without the spare tire adding weight and with only about 6 gallons of gas in tank. Wrong !
For this weather, the 315 GSCs would not grab or flex at all and as the ZR1 made more runs and burned off gas traction got even worse. By the end of the night, Jim Van Dorn's drivers took first and 2nd place. Of test session I made it through the fourth round but on my last run, tires had no traction at all, even with only 22 lbs of air pressure and I ended up in fourth place.

 

[teamzr1]

Saturday, Topgun Shoot-out

Gates at LACR opened at nine a.m.with the temperature again cold and windy. Even more ZR1'ers show up, to a count of about 40. Only two more Vipers showed up. One never even got on the track, leaving only the Viper that ran Friday night and the remaining one, which was a Hennissey modified version. This so-called high horsepowered Viper loses on the first run, leaving the Viper that ran 12.60 last evening.

This Topgun Shoot-out event has been in planning for over three months, I personally talked to two Viper clubs who made it clear they were coming and one club said they had been going to a track to practice for this event. Also they told me John Hennissey . was coming with their hottest modified Vipers. We were told at about noon on Saturday, John H. just sold the car, so that's why he did not compete. For a company that builds hot Vipers, this writer would think they had more than one car.
This does not answer why the Viper clubs did not show or even call the track and inform anyone. I can only think then that they knew the ZR1 is a better sports car, and knew they would only fail in the Topgun Shoot-out part of this event.
One Viper club president I talked to on the phone gave the excuse that since the car does not have a roof or windows, none of his members wanted to drive more than 30 miles at a time. I again laid the gauntlet down by inviting them to our next " Team ZR1 " event on the weekend of May 25-26th which is a high speed Autocross event at Button willow road course track near Bakersfield, Ca.
They declined, saying it was too far to drive ( less than 400 miles from their local club ).
I conclude that we Corvette ZR1 owners are the true sports car owners willing to show off the car's design to the public, no matter what type of event it is or where it is located.
Since there was only one Viper in the field, the ZR1'ers were disappointed and really used the rest of the event to race against one another and try different setups with their ZR1s. I used the weekend to test one of LPE's FX3 chips and learned a lot about weight transfer, which I need to understand for the upcoming Pony Express. By eleven a.m. the weather got better and traction increased somewhat, causing ETs to be about two tenths better than last night. There were two other staging lanes for all Corvette models, and they were having quite a nice day.

To make some people happy, we went ahead and did a Viper / ZR1 bracket run with the one Viper and the remaining ZR1 who won his bracket. Both broke out of what they dialed in, but the Viper had 300ths of a second MORE breakout time, so he lost

The following are the Official winners, recorded by LACR.
All Corvette models, EXCEPT ZR1 Class

Model Year Dial-in ET
1. Herb Lumpp, San.Digeo Ca, 1976, 14.79 15.00@86.82, Winner
2. John Coon , Irvine Ca, 1994 14.45 14.44@96.99, Runner-up
3. Mike Magargal 1989 13.40 14.21@97.05, simi-runner-up

ZR-1 / Viper BRACKET Winners

1. Fred Custello, Navato, Ca, 1993 Viper 12.47 12.44@111.67, Winner
2. Dave Peters, Palm Desert, Ca, 1991 ZR-1 13.50 13.41@108.52, runner-up
3. FastLane, Palmdale, Ca, 1990 ZR-1 10.27 10.61@129.71, simi-runner-up

Topgun Winner, was ................................. Corvette ZR-1
Fastlane, 1990 ZR-1 Corvette 10.28@132.99

Note:
Lane broke his left ankle in four places three weeks ago. He has pins holding it together and a non-walking cast. He still was able to be the " Team ZR-1 " fastest ZR-1 around, and it's clear the Vipers knew they could not beat him even with a non-functional clutch foot

ZR-1 Modifications versus ET / MPH
The following are just some examples of how the ZR-1 performs, depending on model year and types of modifications used. As can be seen, it does not take too much effort to get these true sports cars to perform well under the numbers some members of the press are quoting to the general public.

Dennis Duchmann, San Jose, Ca,
'90, ECM special EPROM, 4.09 final gear ratio, 13.56@106.4

Pat ( PJ ) Leonard, Pleasanton, Ca,
'91, ECM special EPROM, extruded heads, watson headers, race tires, 13.02@109
Hal Dixon,
'92, Special exhaust, EPROM, and 4.09 final gear, ratio 12.96@112.6
Jim Van Dorn, Palm Desert, Ca,
'91, Doug Rippie, race prepared LeMans LT5, 11.90@120
Gary Leonhardt, Ca,
'92, Hoosier cheater slicks 13.21@107.7
Paul ( Buzz ) Marston, San Jose Ca,
'94, totally stock 14.1@102
Ron Ashcraft, Hercules, Ca,
'94, DRM EPROM, Autocross prepared, race tires, and Flowmaster mufflers, 13.6@107
John Rovner, San Jose Ca,
'94, EPROM, 3" exhaust after stock cats with a crossover, no resonator, 3" mufflers 13.00@111.9

Note : this is just one of their recorded times, and they may have done better later in the day. The above cars were used to compare 375 and 405 HP based LT5s
Special Thank You, to the people who helped take the photos, so that I could fill the needs with the drivers, do the reporting and drive this great event.

Here is my Snakeskinner ZR-1 designed to do Open Road Racing at speeds over 200 MPH

 

[teamzr1]

Whoever coined the phrase “records were meant to be broken” obviously owned a Corvette. The iconic American sports car’s history is filled with record-setting feats, newly reached milestones, and unmatched performance. At 9:56 a.m. on March 2nd, 1990, Tommy Morrison and his team wrote yet another chapter in the Corvette’s already lengthy history of winning tradition.

In 1940, Ab Jenkins set the 24-Hour Endurance Run World Record, posting an average speed of 160.18 MPH. By 1989, this same record had stood for almost a half-century, proving to be a seemingly impossible goal for all who sought to conquer it. Ford had attempted to topple the record with a Mustang in 1969, Mercedes made their attempt in 1977 with a C111, and Audi threw their hat into the ring in 1988. Still,none of these runs were successful..

Peter Mills, an automotive public relations specialist, had become utterly intrigued by the longevity of Ab Jenkins’ long-standing record, and grew increasingly consumed by the thought of locating a car that could beat it. In 1989, Jenkins had a chance conversation with Stuart Hayner, renowned endurance racer and winner of the 1988 Driver’s Championship in the Corvette Challenge. As they spoke, Mills shared a Porsche GTP team member’s comments that their 962’s did not possess the durability to defeat the 1940 record, insisting that it was insurmountable.

These sentiments drove Hayner to pose the idea that a ZR-1 Corvette might have the power needed to topple the 50-year-old milestone. This prompted a phone call to John Heinricy, who was the Manager of Corvette Development at that time. He was also an experienced endurance racer. Both Hayner and Heinricy had raced Corvettes under the toolage of legendary Corvette racer Tom Morrison. Ironically, Morrison had been considering the same idea and had even discussed the idea of a record-breaking run in a ZR-1 with GM engineer and racer Jim Minneker.

As the talk of undertaking a feat of this magnitude began to gain momentum, members of the GM design team delved into the ZR-1’s ability to withstand the rigors of this 24-hour torture test. Jim Minneker was confident the ZR-1 could handle the challenge, having mandated 24-hour stress testing as part of the ZR-1’s development.

After extensive testing which included putting hte ZR-1 thru 24 hours of continual operation to verify its sustainable durability, a plan for taking down Ab Jenkins’ long-standing record commenced.

From the offset, Morrison began to gather sponsors for the record-breaking attempt, knowing that accomplishing such a feat would come at a tremendous financial cost. Meanwhile, Minneker provided the ZR-1 that had been used in development for further on-track testing.

As more rigorous testing took place, a couple of mechanical issues quickly became evident. First, a need for specialty tires that were capable of withstanding prolonged speeds over 180 MPH was identified. This led to a conference between John Heinricy and the Goodyear Racing Tire development team. At the time, no 17-inch production Goodyear tire could fit within the fenders of the ZR-1. This led Goodyear to develop and produce a specialty 17-inch racing tire to meet the specifications of the upcoming event.

It was also noted that wheel bearing temperatures ran well outside of specification. It was theorized that the heat generated from 180-0 MPH stops made when entering the pits was radiating inward to the car’s hubs and bearings, causing overheating and displacing extensive amounts of grease in the process. In response, Delco Moraine, the bearing manufacturer at the time, began packing all bearings with Mobil 1 synthetic grease for improved heat dissipation and better lubricant retention.

While the mechanical issues proved to be a relatively minor problem, locating the extensive sponsorship required to continue forward with the endeavor was not. Morrison worked tireless to seek out the necessary financial contributions to sponsor the cause. In the end, Goodyear, Mobile 1, and Electronic Data Systems all offered financial support, product donations and provisions of manpower.

The team also located a suitable destination at which to attempt their record-breaking run. Racing driver Bobby Unser, who had also attempted to break this same record in 1988, suggested the use of the Firestone Tire Company test facility in Fort Stockton, Texas. After a quick assessment of this site, it was agreed that the track would be used.

Morrison began assembling his team of drivers. In short order, Morrison had put together a worthy team that included John Heinricy, Stu Hayner, Kim Baker, Jim Minnerker, Scott Allman, Klaus Niedzwiedz, and Scott Lagasse.

 

[teamzr1]

Heading To Fort Stockton​

With their mechanical issues remedied, the funding secured, and a dream team of drivers assembled, it was time for the teams to travel to Fort Stockton. As every member of the team and support staff began to arrive on location, a frantic effort to prepare the track and accompanying facilities commenced. Lights were positioned, communications equipment was staged, and the cars were inspected one, final time.

With preparations complete and the initial prospect of decent weather, Morrison knew that the time was right. March 1st would be the day of reckoning.

As the morning of March 1st arrived, the team was met with less than ideal weather conditions. Crew members ate breakfast and began to prepare for the trials ahead despite 35-degree temperatures and light snow showers. Morrison believed that as afternoon temperatures climbed, the teams concerns would be alleviated.

In addition to putting a ZR-1 on the track, it was also decided that a 1989 L98 coupe would take the track as well in search of its own place in history. Both the ZR-1 and L98 were given final inspections and fuel in anticipation of the moments ahead. SImilarly, the track was given a last-minute inspection and a warm-up lap commenced.

Both the ZR-1 and the L98 C4 Corvettes remained stock in most facets of design. Any modifications were minimal and intended to bolster the vehicle’s safety and durability. The most notable of the changes made to the cars was the installation of a 48-gallon fuel cell that necessitated the removal of the rear anti-sway bar, the replacement of 3.54 gears with 3.07s, and the slight lowering of the front end.

The cars were also fitted with Samsonite suitcases filled with spare parts and tools. Under FIA sanction, all repairs would have to be conducted by the vehicle’s driver, and everything needed to complete such a repair must come from the contents of this suitcase. Though several non-consumable parts were present, the teams were confident that they would not be needed.

A Record Run Begins​

At 9:56 am, both cars left the starting line of the Fort Stockton, Firestone test track. As the run continued through its first several hours, feelings of anxiety toward the attainability of completing a task of this magnitude began to lift. Both cars were running flawlessly, and pit stops that occurred at intervals of approximately every 80 minutes revealed no issues.

However, this did little to alleviate the teams’ concerns over the weather. Afternoon wind gusts frequently reached 25 MPH, and a mixture of drizzling rain, sleet, and light snow continued to fall. This only added to the already lengthy list of safety concerns that sat front and center within the minds of everyone involved.

The weather was not the only factor that remained a threat to the cars and crew. There was also concern that one (or both) of the cars might hit an animal crossing the track. The Fort Stockton test facility was located in a rural area of the state and was home to many animals including deer, coyotes, and javelinas. Although efforts to prevent such an animal strike had been put into action (as the crew drove around the outer bounds of the facility’s perimeter firing shotguns into the air), the fear of a collision at 190mph was still on everyone’s mind.

At the six-hour mark, five individual FIA records had been conquered. The 100, 500, and 1000 kilometer records were now credited to the L98 Corvette as were the 1- and 6-hour records. With these milestones achieved, the L98 returned to the pits, where it was loaded for immediate transport to the Geneva Auto Show. Meanwhile, the ZR-1 soldiered on toward the as-yet-to-be-broken 24-hour speed endurance record.

As night fell, the track conditions became treacherous. Patchy fog and limited visibility had everyone on edge. In the absence of the moon, there was little lighting to aid the drivers as only the track’s turns had been lit. As speeds approached 200 MPH in the straightaways, the ZR-1’s headlights offered little help, as any obstacle that could have been encountered would have been overtaken before the car’s driver could recognize the impending threat.

Despite the treacherous conditions, the ZR-1 carried on in near flawless fashion for the remainder of the night. The only notable difficulty that was experienced came in the form of an imbalanced tire during Jim Minneker’s time at the wheel. Though this irregularity caused violent shaking, it was quickly remedied by a momentary pit stop.

As night gave way to daybreak, the ZR-1 was running as everyone had hoped and emotions were riding high. Finally, at 9:55:12 AM the nearly 50-year-old 24-Hour World Land Speed Record was finally conquered as team lead Jim Morrison sat behind the wheel.

However, one record remained for the taking.

As the ZR-1 reached the long-awaited 24-hour mark, the car had run 4200 miles around the track thus far. This left the crew 800 miles shy of the 5,000-mile record set by a Mercedes C111.

The decision was made to push on, and the run continued in flawless fashion for the bulk of the remaining miles. Then, with only eight miles remaining, the ZR-1’s coolant temperature began to spike, and a quick under hood assessment revealed that a radiator hose had been rubbed through by constant contact with the car’s fan shroud. Within minutes, repairs were made and the run continued.

At 28 hours, 46 minutes, and 12.426 seconds after the historic run had begun, it came to a momentous and victorious conclusion. All three world records were broken and multiple FIA International records had succumbed to the ZR-1 and the storied crew who dared to dream big enough to break records and become legends.

The Aftermath​

With the ZR-1 and L98 Corvette firmly cemented in the history books, all that was left was to turn the automotive world on its head with news of the pair’s triumphant run. Chevrolet’s Mark Kramer sent out a press release detailing the ZR-1’s record-breaking status, but a bigger marketing plan was already in the works. On June 25th, 1990, Chevrolet ran an ad in Automotive Magazine stating, “In 24 hours, we did what nobody could do for 50 years.”

When asked about the run, team lead Jim Morrison said, “It was very difficult to achieve, but I’ve owned Corvettes since 1962 and there’s nothing I wanted to do more than break this record.” Morrison continued to race ZR-1’s in endurance races nationwide, taking on some of the most challenging and renowned events on the performance car endurance circuit.

Today, the 24 Hour World Land Speed Record setting ZR-1 remains on display at the National Corvette Museum, where it has been since the facility opened in 1994.

 

[Custom exotics]

Course lotus designed it was ment to go in the esprit but a much smaller version gm stole it when they owned lotus up'd displacement stuck a couple of extra cams in it and said look at us go !!!!!!!!! Lol

 

[Oneball]

Most car people here know GM owned Lotus but remember over here GM isn’t GM it’s Vauxhall and in Europe Opel hence Lotus Carlton, a car that had a similar impact on the nation’s psyche as the Cobra Daytonas testing on the M1 in the 1960s

 

[Roscobbc]

Most car people here know GM owned Lotus but remember over here GM isn’t GM it’s Vauxhall and in Europe Opel hence Lotus Carlton, a car that had a similar impact on the nation’s psyche as the Cobra Daytonas testing on the M1 in the 1960s

View attachment 14792

Vauxhalls (GM/Opel/Vauxhall) are now getting French Peugeot engines..........a 'british' GM, Opel, Vauxhall (or Bedford for that matter) is destined to become a French clone......

 

[Roscobbc]

Don't be too surprised that Brit's are seemingly unaware of Lotus's part in the quad cam ZR1 engine........they wouldn't have a clue either that the double overhead cam 2 and 2.2 litre 4 banger engine and its variants (including the Jensen Healey) which was introduced in the 70's and powered some of the fastest Lotus's was in fact supplied by Vauxhall (or rather the short block was) Lotus developed the twin OHC head for the Vauxhall engine. Shame GM didn't use it on some of their vehicles.......

 

[teamzr1]

 

[Stingray]

And the Lotus designed ZR-1 engine wasn't built by GM but by Mercury Marine,

"Designed by Lotus Engineering for General Motors, the LT-5 was an all-aluminum 5.7 liter small-block V8 featuring radical 32-valve dual overhead cam heads; it generated 375hp and was hand-built by Mercury’s MerCruiser division in Stillwater, Oklahoma."

The Mercury Legacy | Mercury Marine

www.mercurymarine.com

There's no way Lotus could use LT-5 in Esprit. Too much torque at 370 lb-ft. Even Lotus' own V8 subsequently installed in Esprit had to be down-tuned to less than 300 lb-ft so the Renault transmission wasn't ripped to pieces. High torque transaxles are hard to find outside of exotics like Ferrari, Lamborghini, McLaren etc. Hence lots of work for GM sorting out a transaxle for the back of C8. If I recall correctly Mr teamZR1 has previously mentioned the relatively limited torque of C8 Z06 at, I think, 460 lb-ft compared with the previous C7 at a thundering 650 lb-ft. Tricky things these mid-engine installations. (I'm still betting on an electric front axle for C8 at some point.)

 

[teamzr1]

Waxers kill torque. True
When the 1990 ZR-1 came out the waxers complained when at idle that there was a rattle that could be heard by the shifter for the
ZF MN6 tranny.

So GM got rid of that sound by making a wider gap between the teeth of the gears which reduced then the maximum torque
With less spacing of teeth the gear engaged tighter and made more torque

Waxers should have turned the radio up and STFU, and let us racers use the torque

1990-92 LT5
Maximum horsepower—achieved at 6200 rpm—is 385. The torque curve shows a maximum of 390 pound-feet at 4200 rpm

1993-95 LT5 - 405 hp @ 5,800 rpm, Torque 375 lb-ft @ 5,200 rpm

Hybrid Corvette coming soon, seen testing around the USA for winter testing
Using base LT2 engine and 2 electric motors for the 4-wheel drive