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"Backyard Mechanic" · 03-10-2008, 08:45 AM

Information revealed yesterday in a UAW document outlined GM’s plans to install a dual-clutch gearbox in the C7 Corvette and now we have reports that it might feature an AWD system as well. GM and Sweden’s Haldex have developed a new performance AWD system called XWD that debuted in the facelifted Saab 9-3. The AWD system features an electronic differential and can send up to 85% of torque to an individual wheel to prevent slippage, whether it’s from a fast corner or when trying to put power to the ground.

Engineers at a Haldex plant in Sweden were recently spotted working on a new GM prototype with a rear-track much wider than that of any current Saab and this is thought to be a test-mule for the next-generation Corvette. A new Haldex facility being set-up in Mexico could soon see development of the AWD Corvette prototype head to North America.

GM hasn’t revealed any official details about the next Corvette apart from the fact that it will retain the front-engine layout. According to parts suppliers, a mid-engine layout was ruled out because of the costs involved in developing such a car. Developers are instead looking at AWD traction to improve the Corvette’s track performance. We already know what it’s capable of with just RWD. Now imagine what an AWD Corvette with more than 600hp could do to the competition.

There are all manner of rumors concerning the next-generation Corvette, with stories ranging from the possibility of a mid-engined platform to AWD powertrains and even the arrival of a dual-clutch version. Although there isn’t much substance to any of these rumors, one of them that’s starting to gain credence is the possibility the new car could be delayed due to the upcoming CAFE regulations. The new fuel economy law, which forces carmakers to lift their fleet average mileage figure to 35mpg by 2020, has already put several new cars and engine projects on hold.

We’ve already seen GM cancel its luxury V8 program and then we saw plans for a next-generation Holden Monaro/Pontiac GTO get the axe and now there’s talk even the new Corvette will be delayed. An inside source has confirmed to MotorTrend that the C7 Corvette program and RWD Imapala have been put on hold because of CAFE. The problem is that even though carmakers have until 2020 to meet the new targets, there’s no word on what interim targets they’ll have to meet in the meantime. These transitional fuel-consumption targets are not expected to be finalized until the end of next year at the earliest.

GM has several options it’s considering for the new Corvette. It can go down the regular path of a big RWD V8 sports car, switch to a new an all-new mid-engine design, or downsize to the lighter Kappa and make the Corvette a lithe roadster. There’s a strong faction who want to see the car become mid-engined. The design would allow engineers to give it better handling but primarily it would enable cylinder deactivation without the vibration issues caused by the front-engine car’s long prop-shaft connection to the rear-mounted transaxle transmission.

03-10-2008, 08:45 AM	#1
"Backyard Mechanic" Senior Member Join Date: Mar 2007 Location: here Posts: 1,419 Name :	Corvette with AWD? Information revealed yesterday in a UAW document outlined GM’s plans to install a dual-clutch gearbox in the C7 Corvette and now we have reports that it might feature an AWD system as well. GM and Sweden’s Haldex have developed a new performance AWD system called XWD that debuted in the facelifted Saab 9-3. The AWD system features an electronic differential and can send up to 85% of torque to an individual wheel to prevent slippage, whether it’s from a fast corner or when trying to put power to the ground. Engineers at a Haldex plant in Sweden were recently spotted working on a new GM prototype with a rear-track much wider than that of any current Saab and this is thought to be a test-mule for the next-generation Corvette. A new Haldex facility being set-up in Mexico could soon see development of the AWD Corvette prototype head to North America. GM hasn’t revealed any official details about the next Corvette apart from the fact that it will retain the front-engine layout. According to parts suppliers, a mid-engine layout was ruled out because of the costs involved in developing such a car. Developers are instead looking at AWD traction to improve the Corvette’s track performance. We already know what it’s capable of with just RWD. Now imagine what an AWD Corvette with more than 600hp could do to the competition. There are all manner of rumors concerning the next-generation Corvette, with stories ranging from the possibility of a mid-engined platform to AWD powertrains and even the arrival of a dual-clutch version. Although there isn’t much substance to any of these rumors, one of them that’s starting to gain credence is the possibility the new car could be delayed due to the upcoming CAFE regulations. The new fuel economy law, which forces carmakers to lift their fleet average mileage figure to 35mpg by 2020, has already put several new cars and engine projects on hold. We’ve already seen GM cancel its luxury V8 program and then we saw plans for a next-generation Holden Monaro/Pontiac GTO get the axe and now there’s talk even the new Corvette will be delayed. An inside source has confirmed to MotorTrend that the C7 Corvette program and RWD Imapala have been put on hold because of CAFE. The problem is that even though carmakers have until 2020 to meet the new targets, there’s no word on what interim targets they’ll have to meet in the meantime. These transitional fuel-consumption targets are not expected to be finalized until the end of next year at the earliest. GM has several options it’s considering for the new Corvette. It can go down the regular path of a big RWD V8 sports car, switch to a new an all-new mid-engine design, or downsize to the lighter Kappa and make the Corvette a lithe roadster. There’s a strong faction who want to see the car become mid-engined. The design would allow engineers to give it better handling but primarily it would enable cylinder deactivation without the vibration issues caused by the front-engine car’s long prop-shaft connection to the rear-mounted transaxle transmission.