When Mercedes makes a commitment, it doesn’t take it lightly, as we’ve gotten to see with the flood of all-electric models it’s been launching during the past year.
In a global webinar Sunday, the German automaker pulled the wraps off yet another new, battery-electric option, the 2023 Mercedes-Benz EQE SUV. And for those who want to make the most out of the mind-bending torque electric motors can deliver, it will add its first all-electric AMG model, as well.
At up to 677 horsepower and 740 pound-feet of torque, the 2024 Mercedes-AMG EQE SUV will deliver the sort of performance you might previously have expected out of the Affalterbach unit’s sleek GT model, hitting 0 to 60 in a mere 3.3 seconds.
Since introducing its first long-range battery-electric vehicle, the EQS sedan, a year ago, Mercedes has been wasting no time. It followed up with the EQS SUV, the little EQB crossover and the EQE sedan.
With the exception of the EQB, with its relatively conventional SUV styling, the new line-up has adopted Mercedes’ distinctive “one-bow” design language. Essentially, a single curve flows over the roof, from bumper to bumper. With the two new sedans, that yields industry-low levels of wind drag — which translates into improved range and performance. But the trade-off comes in the form of reduced rear head and legroom.
Like the EQS SUV, the EQE crossover strikes a balance. The nose adopts a one-bow curve rising into a taller roofline that flows into a high-mounted spoiler and steeply raked tailgate. The EQE SUV was meant to have a more sporty look than the electric flagship, Mercedes executive Occas Buchner told TheDetroitBureau.com. And designers came up with an interesting approach.
At first glance, it appears to adopt a coupe-like roofline. But look more closely and you realize there are, if you will, two rooflines. A curvaceous outer, and a more upright inner, the back end done up in glossy black so it’s less obvious. It’s not an entirely unique approach. Ford used this trick-of-the-eye with its Mustang Mach-E to provide it a sporty look while retaining plenty of rear seat headroom.
The overall dimensions of the EQE SUV are roughly in line with the conventionally powered GLE crossover. And it’s about a foot shorter than the EQS SUV, at 191.5 inches — while its wheelbase is about 3 inches shorter, at 119.3 inches. The EV crossover stands 66.4 inches tall, with an 84.3-inch width, excluding the mirrors.
At first glance, you might have trouble distinguishing Mercedes’ two new electric SUVs. The differences are surprisingly modest, beyond the EQE’s more aggressive roofline. One clue: a twin-triangle set of daytime running lights. The EQS SUV gets triple LEDs.
Inside, this is classic E-Class/GLE, with a refined look to its double-stitched leather, ventilated seats and metal and wood trim. One of the more distinctive details sits atop the center console where the veneer is inlaid with dozens of Mercedes tri-stars.
And the EQE SUV offers a choice of either a twin-screen digital gauge cluster and infotainment package, or the striking Mercedes Hyperscreen — which comes standard on the AMG model. It runs pillar to pillar, adding a third display for the front passenger.
As you’d expect, this is one high-tech vehicle, with an expansive list of features, including the now-requisite MBUX voice assistant. Say, “Hey, Mercedes,” and you can issue a command to operate virtually any vehicle function. And, like the benchmark Amazon Alexa voice system, you can also ask it questions, like weather.
There’s also a broad array of intelligent driving assistance technologies, including Active Steering Assist, and Active Lane Change Assist will nudge you back into your lane if its sensors detect a potential collision.
As has become the norm, these days, the EQE SUV rides on a skateboard-like platform shared with the EQE sedan and various EQS models. It mounts much of its electric drivetrain under the load floor.
The layout is flexible and, with the EQE SUV, makes it possible to offer four distinct versions:
But if you’re truly serious about performance, there’s the 2024 Mercedes-AMG EQE SUV. This model gets “the full Affalterbach treatment,” according to senior product developer Michael Brumquell.
It is, in fact, the first true all-electric model from AMG — the EQS AMG being more of an “AMG Light” package.
The AMG EQE SUV gets unique motors, to start with, along with highly desirable performance upgrades including an all-electric version of the AMG Performance 4Matic+ all-wheel-drive system, rear-axle steering, AMG Ride Control+ air suspension with adaptive damping and, on the dynamic+ package, a blended brake system with ceramic high-performance rotors.
There’s also an upgraded cooling system for both the motors and battery pack so you can run at peak performance as long as there’s a charge. A number of other sport-tuned EVs can’t manage extensive runs because of the risk of overheating.
The AMG version will deliver 617 hp and 701 lb-ft of torque — though you can add the Dynamic+ package taking things to 677 hp and 740 lb-ft, enough to launch from 0 to 60 in 3.3 seconds.
This brute also adds a number of interior and exterior updates: body-colored wheel arches and a choice of 21- or 22-inch wheels and tires. It also features a 3D waterfall grille, the requisite AMG badging, inside and out, and some unique paint and interior color options. The Hyperscreen is here standard and feature unique AMG displays, and it gets a track mode, as well.
Both the Mercedes-Benz and Mercedes-AMG models share the same 90.6 kilowatt-hour lithium-ion battery pack — which is about 25% smaller than the pack on the EQS SUV. Mercedes not yet released EPA mileage numbers but said it expects a range of up to 590 kilometers, or 367 miles, using the more lax European WLTP test. That could signal something on the order of 290 miles here.
The EQS SUV isn’t just a soft-roader. While you’re not likely to take it back on the Rubicon Trail, it features an off-road mode which modifies all-wheel-drive and other settings and raises the air suspension to maximum height.
And it features rear-wheel-steering, the back tires able to turn up to 10 degrees. At low speed, they turn opposite the front tires, reducing the turning radius to less than 39 feet. At higher speeds, they sync with the front wheels to make it easier to carve through corners.
The EQS SUV allows a driver to adjust brake regeneration in three stages, including 1-Pedal Mode. That is similar to what happens when a gas engine is downshifted several gears — except here it actually improves energy efficiency. With 1-Pedal, a motorist is far less likely to need to jump from accelerator to brake, instead slowing down or stopping simply by modulating the throttle.
Charging time should run 9.5 hours using a 240-volt home charger, but the EQE SUV can go from a 10% to 80% state of charge in 32 minutes using a public quick charger delivering at least 170 kW.
Mercedes has offered no guidance on pricing yet, though the EQE sedan is expected to start in the low $70,000 range.
We should find out more as we get closer to the official on-sale date of the 2023 Mercedes-Benz EQE SUV next spring. The 2024 Mercedes-AMG EQE SUV will follow in autumn.
Himachal Pradesh Board of School Education (HPBOSE) has declared the HP Board Class 12 Supplementary examination result for August 2022 session today, October 7. Students who took the supplementary examination can check the result on the official website at hpbose.org. Candidates can check their HPBOSE class 12th Supplementary results through their roll number.
HP Board 12th supplementary Result 2022: Know how to check
Visit the official website at hbpbose.org
On the homepage, click on the result tab
Next, click on “12th (Compartment/Improvement/Additional/Diploma Holder(Re-Appear)) Examination Result, August-2022”
Enter your roll number and click on search button
HP Board 12th supplementary result 2022 will appear on the screen
Download it and and take print out for future reference.
Ultra-fast acceleration on four wheels is an expensive pursuit. The fastest EVs can go from 0-60 in less than 2 seconds but they cost a ton of money. That has us wondering; just how fast you can do that deed with a budget of just $20,000.
In our eyes, there are about three main ways to attack this problem and the first of which is to search out the best platform for speed and then to build on it. Of course, that requires extra labor and searching for parts too. For this particular Question of the Day, we specifically want to see cars that are turnkey and ready to go.
For example, take a look around the used-car market and you’ll find a bunch of C5 Chevrolet Corvettes for sale. The last year of that generation came in 2004 when the base Vette developed 350 hp (261 kW) and could rocket from 0-60 in about 4.5 seconds. It’s also notoriously robust and hard to kill.
Read More: 2023 GR Corolla Clocks 0-60 Time Of 5.4 Sec In First Test, Comes Up Short On Toyota’s Claims
At the same time, the best solution might be to find something that’s been modified already. For $20,000 there is no shortage of turbocharged cars out there with more than factory levels of boost or supercharged cars with smaller pulleys than they had when they rolled off of the factory line. Of course, if you’re willing to look for someone else’s project to achieve the best 0-60 possible, it might be worth looking over on RacingJunk.com.
There we’ve found multiple street-legal cars that have been prepared specifically for drag racing. For example, the seller of this 1993 Honda Civic hatchback says that it’s the second-fastest SOHC Honda in the world. After a little searching based on the images in the post, this car did the quarter mile in 9.49 seconds at 154 mph.
There’s no indication of its fastest pass ever in the ad but it does say that it has an 8.50 certified cage so it might have more room to improve. That’s the fastest street-legal car we could find for $20,000 but we’re eager to see what you can find. You know the drill; head down and tell us in the comments below.
It’s been barely a year since Mercedes-Benz charged into the long-range battery-electric vehicle market with the debut of the EQS sedan—the all-electric alternative to the flagship S-Class. The German automaker isn’t wasting time expanding its EV line-up, adding an SUV version of the EQS, the compact EQB crossover and the EQE sedan which, as its name implies, is the battery-powered answer to the familiar Mercedes E-Class.
But with the luxury market steadily steering away from “three-box” designs, what could be the most critical new addition to the Mercedes EV line-up made a virtual global debut on Sunday: the EQE SUV.
Initially, three versions of the EQE SUV will be offered in the U.S. for the 2023 model year: the 350+, the 350 4Matic and the 500 4Matic. But the line will add some real muscle for 2024 when the Mercedes-AMG EQE SUV arrives, its twin motors punching out a combined 677 horsepower.
At a limited media background briefing late last month, Mercedes rolled out what effectively mirrored the design of the bigger EQS SUV model, while channeling the aero-sleek “one-bow” design language first introduced on the EQS sedan.
“We paid a lot of attention to the aerodynamic design” of the EQE SUV line, said Occa Büchner, the lead designer, stressing its importance to both range and performance.
A closer look did reveal some subtle differences between the two battery-electric utility vehicles. The EQE, for one thing, features two triangular LEDs in each of its daytime running lights, the EQS using three. It also has a bit more of a coupe-like roll to the roofline. The goal, Buechner explained, was to create a more “dynamic and progressive” shape for the mid-range model than with the EQS—which typically appeals to a more staid buyer.
The sportiness is accentuated by a built-in spoiler and what turns out to be a sort of double roof. A chrome accent strip enhances the curvature, but there’s a taller, high-gloss black second roofline that provides more headroom. And that’s something that should play very well with buyers.
The “one-bow” design first introduced on the EQS sedan, then mimicked on the EQE sedan, is clearly controversial. And one reason is the way it impinges on rear-seat space. The novel approach used with the EQE SUV resolves that problem.
The new model has a wheelbase of 119.3 inches, about 3.5 inches shorter than the top-line EQS SUV. At 191.5 inches, it’s nearly a foot shorter. The EQE SUV sits 66.4 inches in height, with a width of 84.3 inches, excluding mirrors. Overall, the interior is roomy, with plenty of space for up to five passengers and a week’s worth of luggage—or a long day of shopping at Costco.
The version Mercedes rolled out during our Denver backgrounder was lavishly equipped, with elegantly double-stitched leather on the doors and upper instrument panel, as well as heated, cooled and massaging seats. (Details will, of course, vary by trim line.) The center console is topped by wood veneer with a myriad of embedded Mercedes tri-stars.
The “base” version features twin screens, a large digital gauge cluster that flows into the massive infotainment display. A version of the Mercedes Hyperscreen, which covers the entire instrument panel, is available.
As with the EQE sedan, this is one high-tech piece of machinery, with all sorts of smarts, including the latest update of the Mercedes voice assistant. It works much like Amazon’s Alexa, allowing you to say, “Hey, Mercedes,” followed by a simple question or command. It will operate virtually all vehicle functions. And, like Alexa, it can answer many questions beyond those car-related, such as what the weather will be later.
There’s also a broad array of intelligent driving assistance technologies, including active steering assist and active lane change assist, which will nudge you back into your lane if its sensors detect a potential collision.
The three powertrains on the Mercedes-Benz EQE SUV include:
All three share the same 90.6 kWh lithium-ion battery pack. That’s about 25% smaller than on the EQS SUV but the downsized electric crossover is expected to come close in terms of range—Mercedes is not yet releasing the U.S. figures. Using the global WLTP standard, look for something up to 500 kilometers, or 310 miles. (For comparison, the EQS SUV gets a maximum of 305 miles per charge, according to the EPA.)
Charging time is rated at 9.5 hours using a 240-volt home charger, but the EQE SUV can go from 10 to 80% in 32 minutes using a public quick charger delivering at least 170 kW.
For those who are looking for the maximum performance, the bad news is that you’ll have to wait until the 2024 Mercedes-AMG EQE SUV arrives. But it should be worth the wait.
This is the first true AMG all-electric model. A version of the EQS sedan that used those three vaunted letters was really an “AMG light.” Here, unique twin electric motors push out a combined total of anywhere from 617 to 677 horsepower—the higher figure coming from the Dynamic+ package. That option also boosts torque to 740 lb-ft, helping launch the crossover to 60 mph in 3.3 seconds. Otherwise, torque is rated at 701 lb-ft.
The SUV gets what Mercedes engineer Michael Brunnquell described as “the full Affalterbach treatment.” That includes an all-electric version of the AMG Performance 4Matic+ all-wheel-drive system, rear-axle steering, AMG Ride Control+ air suspension with adaptive damping and, on the Dynamic+ package, a blended brake system with ceramic high-performance rotors. There’s also an upgraded cooling system for both the motors and battery pack so you can run at peak performance as long as there’s a charge. A number of other sport-tuned EVs can’t manage extensive runs because of the risk of overheating.
There are some notable differences in design, as well. The AMG crossover gets body-colored wheel arches and a choice of 21- or 22-inch wheels and tires. It also features a 3D waterfall grille, the requisite AMG badging (inside and out) and some unique paint and interior color options. The Hyperscreen is standard here and features unique AMG displays.
Mercedes has developed a series of “soundscapes,” audio tracks that are meant to provide you an aural sense of how its EVs are performing since the motors are all but silent. The AMG version has three selectable options.
The U.S. range hasn’t been announced for the AMG package, but charging times will be roughly the same as the more mainstream versions of the EQE SUV.
Pricing for both the EQE SUV and AMG version should be released before year-end. The EQE sedan is expected to start a bit above $70,000 to provide a starting point. The EQS SUV starts at $105,550 as it starts to arrive in dealerships this month.
The EQE SUV is expected to arrive by spring 2023 with the AMG version following later that year in the fall.
Mercedes-Benz provided lodging, meals and travel to enable us to bring you this first-person report. Although Forbes Wheels sometimes participates in manufacturer-hosted events, our coverage is independent, unbiased and aimed at offering consumers an objective view of every vehicle we test.
J.D. Power 5 days ago
In part one of this Telecoms.com interview with HPE, we talk to VP and General Manager, Communications Technology Group Tom Craig (pictured) about the current state of 5G, Open RAN, and how operators can evolve and grow into new business frontiers.
You launched the HP 5G labs a couple of years ago now. What is being worked on there and what has already been launched from it?
We’ve got a 5G lab in Fort Worth, one of the things that we’re working on is definitely wifi and 5G interoperability. The customers want a best connected network strategy, wifi and 5G is going to coexist so how do we make sure that we have policy, security, and handover between the technologies in a very graceful way?
It’s also been an ecosystem where we’re very open to inviting industry partners to come in and collaborate and co-innovate with us. Whether its manufacturing, zero defect manufacturing, optical inspection, manufacturing using 5G, healthcare, oil and gas and a number of other areas. We’re working in piloting industry vertical solutions, and fast prototyping them, or proof of concepting them in the lab, and then taking them into production in the field.
We’ve seen a lot of interest from retail, manufacturing, and health care and also defence, which has become increasingly a very interested party looking at 5G deployment services. So in the lab we have partnered with a number of ecosystem partners to prototype industry vertical solutions, and then very often build and take to market.
What sort of applications is the defence industry looking to develop with 5G?
A lot of them require very highly secure, ultra-low latency… very secure network slicing technologies of an automated nature. And very easy to deploy. At the moment we’ve got some ruggedized solutions that defence are interested in, where you can spin up a 5G network in a matter of hours and put it into hostile environments, which is unfortunately the need in the case. So for defence we have seen very strong interest and are actually in trials with a number of military applications today, which obviously for security reasons we can’t go into in great detail – but it’s typically characterised by being ruggedized, easy to deploy, self contained, and spun up very quickly and easily.
You’ve mention a few B2B and industrial examples there, is that where all the innovations and applications are with 5G?
There are other consumer applications that are talked about – gaming in augmented reality applications – but the difficulty is so far none have passed the acid test that I’ve seen in terms of deployment of and ‘will the customer pay more for this?’ In the B2B space though there are very clear areas… in factory optical defect inspection for zero defect manufacturing, the return on the business case can be profound. And so will customers pay incrementally for the solutions? Absolutely.
There are other [5G] consumer applications that are talked about – gaming in augmented reality applications – but the difficulty is so far none have passed the acid test that I’ve seen in terms of deployment of and ‘will the customer pay more for this?’
Likewise, in healthcare, likewise in retail and other areas, there are very clear use cases. They’re never connectivity use cases, which is mindset shift we’re going to have to work with the operators on. In most of the use cases it requires quite a depth of digging into specific industry business processes, to really be clear on the value of the application that you’re going to deliver. And also you’re kind of seeing a whole breed of industry specialist SIs is in each of those niches that are bringing some of the creativity to market also.
I suppose we’re still waiting for the killer app in the consumer space.
I think it’s more difficult, I’m not saying it won’t come, but in the B2B space the business models for how you can incrementally monetise are much clearer, and that’s why a lot of the focus is on those areas. Whether it’s in smart cities manufacturing, defence, healthcare, there are very clear applications. In terms common traits, some of them are in challenging radio frequency environments – oil rigs, manufacturing, seismology, mining – often dispersed environments or factory environments, but particularly where you need predictable, high mobility within that environment. When you see kind of some of the mobile robot technologies that have been used in hyper warehousing estates, then then you need that ability to have very predictable mobility and roaming within the radio coverage. Then we start to see some 5G applications really come into their own.
How big a part do you see HPE taking in the Open RAN space, and how do you see its trajectory changing over the next few years?
There are often academic discussions around ‘will it, won’t it happen?’ – in my mind its unambiguous, its only a matter of timing. The same debates were had over network function virtualization and now it’s just in core networks, and there’s now not a debate. It’s happened. It’s de facto, it’s what you do in terms of building network infrastructure. Our view is it will happen, the question is… it’s a timing and it’s a journey. But step one, you need to make sure your architectures and designs are building a way to get there. Step one – virtualization at the radio access edge – we think is well is well underway, and we’ve got engagements with a number of operators around the world.
Going back to kind of one of our core assets, The biggest vRAN deployment in the world today is with a US tier one operator, the automation and orchestration elements of that deployment were delivered by HPE, which we’re very proud of. I think that’s come with a lot of learnings, which we then look at how we productize. We then look at some of the product announcements we’ve done. We’ve talked about our RAN automation software capabilities, using some of the learnings and knowledge of that journey, and we’re then using that for commercial deployment of cloud native software for the automated deployment of compute infrastructure at the edge.
There are often academic discussions around ‘will it, won’t it happen?’ – in my mind its unambiguous, its only a matter of timing.
That will automate all the tasks of firmware, BIOS security, configuration, staging, all of that stuff will be done from the cloud automated by HP software capability. Right up to the software management orchestration at the RAN edge, that will also be automated by software capability by HP. And not just for 5G, but also retrospectively for 3G, 4G and 5G networks, which not much of industry talks about. If you only solve the problem for virtualization at the edge and you only talk about 5G, then what about the other 90% plus that keeps the lights on? We think in the next 12 months we’ll start to see a growth on the virtualization phase all over the world, through Europe, India, all the way all the way through the world and that’s the big focus we’re on now.
There’s a trend where telcos are increasingly moving over parts of their business to the public cloud through hyperscalers, whether its AWS, Microsoft Azure or Google Cloud. Do you think there are any downsides to doing that?
What we’ve seen so far is that for the operators, the adoption has been to address and service their needs for their internal core IT. If you think of three kinds of different envelopes, there’s the core IT element, there’s the technology for core network, and then there’s edge network. The adoption that’s been seen – and it’s driven agility and some good economics for some of the operators – is in the IT space.
But when it comes to core network build, particularly on edge network build, then I think public cloud has a number of limitations. If you look at some of the operators are looking at the future of the world, they say actually this is the foundations of the house, and it will also be the foundations for new service creation. And new services, whether it’s mobile edge compute solutions or others, the vision that they have is how do we open up this infrastructure as a service creation and innovation platform? And as such, we need to own build, deliver and operate.
70% of data is not in the public cloud, it’s at the edge. And actually, it’s growing and growing rapidly. And innovation is growing rapidly the edge. From my 31 years in the industry, I think that service creation and innovation at the carrier edge is the lifeblood future of new service creation and growth opportunities for operators. So to defy the forecasts of 1% service revenue growth that some of the analysts are coming out with for the next five years, one of the opportunities is definitely to take the core asset the operators have, which is – if you look at their local exchanges central offices – they have a data centre estate that has the highest capillarity and potential lowest latency of anyone on the planet.
Go back to the macro economics of the industry – anaemic growth, huge investment hurdles to build the 5G infrastructures – then what’s left for genuinely new service creation and innovation?
So in many cases, they can be the physical manifestation of the edge – but only if it’s theirs. If you surrender that edge… you get operators who’ve made solutions and just resold some public cloud offers, they get into these philosophical debates about whose customer is it? Where’s the value creation? Who’s the contracting party? My view and HPE’s view is that unambiguously it is the carrier’s customer, it’s their edge, and we can help them build and innovate on it for future service creation. Without question public cloud has played a strong role in some of the economics of delivering internal IT for the carriers. But when you come into core network and particularly edge, then I think that’s an area of service creation that’s needed by the operators.
Then the question is what role can HPE play. And one of the reasons I joined the company was fundamentally the positioning of Greenlake. When I think on it from my operator perspective, the idea of having cloud experience, cloud economics – matching cost to revenue and income, or pay as you scale, which is the business model of the public cloud – having that but having the agility and ownership of the edge so I can match income and new service creation with cost, I think is a very attractive proposition for the sector.
Even in my time here, there’s a number of cases where operators have been able to take new services to market, such as KDDI in Japan. We launched an MVNO with them entirely on Greenlake. But the key difference being we’re not going to sell you a tonne of things, we’re going to build together the MVNO platform, so you get the agility and the controllability of the cloud experience but critically, they can match cost and income, which is a big, big, big issue for the sector.
When I talk to people at MWC and on one to one customer visits, one of the biggest challenges is Capex for investment and service creation, no question. Go back to the macro economics of the industry – anaemic growth, huge investment hurdles to build the 5G infrastructures – then what’s left for genuinely new service creation and innovation?
Being able to say to industry with Greenlake you can take the new offer to market, whether it’s to consumers or to the b2b segment, but we will jointly match cost and income to grow together, I think is very powerful. Oh, and by the way, it’s unambiguously your customers. I think that’s something which resonates very well with the sector, and I think its going to be an increasing trend.
From your perspective do telcos have the right business model for growth in in the medium to long term? Are some of them confused about what that business model is, and what should they be doing that they aren’t?
I’m very optimistic about the opportunities in the telco sector for growth. I think consumer can remain strong, but I think that the B2B sector in particular has got very strong opportunities for growth for the sector. in one of my previous roles when I looked at the strategy for growth, you could see that if you’re only addressing the kind of the core B2B mobile market, you can legitimately describe very quickly an addressable market 3, 4, 5 times the addressable market value by just addressing clear adjacencies. And by clear adjacencies let’s just take a mobile only operator, there’s a diversification play into fixed communications, whether that’s software defined networks or others.
Then you’ve got technologies go mobile, fixed and cloud based telephony – which is a pivot a lot of them did some time ago. So you start potentially cannibalising the old customer premises equipment market that was doing telephone switches or call centres. You can then legitimately move into the office automation software suite, because if you’re doing subscription basis mobile communications, fixed communications, cloud based telephony, you can then move into real time and non-real time communications.
Fixed, mobile, cloud telephony, cloud contact centres, office automation, payroll, finance – there’s a whole branch of the world where you can easily be seen as a legitimate broker.
So a lot of them then said, we can also legitimately subscribe to office automation like Office 365 or SAP… you can describe a journey where you can easily become the vision of the cloud IT manager for business. And lower latency, high availability networks can be a massive legitimising factor on that journey. Fixed, mobile, cloud telephony, cloud contact centres, office automation, payroll, finance – there’s a whole branch of the world where you can easily be seen as a legitimate broker.
But then you have to make sure that you’re able to look and act like a digital native to the customers on that journey so that each step is super low friction, that it becomes a very continuous journey. And you get to this world of subscription based communication and IT services for business, and some operators are already marching down that journey and showing good growth. There is a very, very clear path you can drive for growth and there are industry case studies that have done it very successfully.
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The Corvette has always been a vehicle whose character is defined by the exact specifications of the particular car in question. It has a long history of employing fire-breathing big block V8s or supercharged V8s with track-ready suspension—but some cars have relied on sluggish base engines and slushy automatic transmissions.
The Z06 performance version of the Corvette is the track-ready iteration of the car, but even within “Z06” there is that same spectrum of potential, a microcosm of the Corvette line itself.
So, even discussing the Z06 requires specificity: We track-tested the top-of-the-line 2023 Z06 that was equipped with all the additional optional go-fast (and stop-fast) equipment because it represents the pinnacle of Chevy’s know-how and the most technically advanced Corvette customers can buy.
Here’s what makes it go, and what it’s like to drive.
The main ingredient that distinguishes a Z06 from the Stingray that came out in 2020 is the engine. For the uninitiated, Stingray is Chevy’s new name for the base Corvette. The term goes back to the company’s 1960s concept versions of the Corvettes then in development and some of the subsequent “C2” second-generation cars.
More recently, Chevrolet has formalized a hierarchy of other nomenclature dredged from Corvette’s illustrious history, starting with Z06, which was a high-performance option package in 1963, and topped by ZR1, which was a high-performance model that used an advanced Lotus-designed double-overhead cam V8 engine for the C4 fourth-generation model in the 1990s.
In accurate years, Chevrolet has followed a cadence of introducing first the base car—in this case the Stingray—followed at some interval by the Z06 and then ZR1 to maintain interest in the vehicle over the model generation’s lifespan. The company is mum about the ZR1, but the rumor mill says it will use a turbocharged version of the Z06’s engine and an electric motor to drive the front axle. Time will tell.
The Stingray employs the latest 6.2-liter iteration of the famous small block Chevy V8 that debuted in the Corvette in 1955. That means that it has two pushrod-actuated valves per cylinder. This engine has been developed to an astonishing degree to produce 490 horsepower (495 hp with the optional high-performance exhaust).
Small block V8s are compact, efficient, have a low center of gravity, and are inexpensive to build compared to other comparably powerful engines. With this engine, the Stingray is thrilling to drive and is accompanied by the familiar American V8 rumble many drivers want from their Corvette.
Forget all of that for the Z06. It uses an advanced 5.5-liter double-overhead cam design (code named LT6) and employs a flat-plane crankshaft like a race car or a Ferrari. This is because the team wanted to top the previous-generation Corvette Z06’s 650-hp supercharged engine with a naturally aspirated powerplant, because of the more engaging driving experience delivered by engines without forced induction.
Speaking of forced induction, supercharged engines use a belt-driven turbine to pack air into the engine’s intake tract to make more power. They produce a characteristic whine that builds with rpm as the turbines spin correspondingly faster. Meanwhile, turbocharged engines use compressors for the intake charge that are driven by turbines in the exhaust stream, which makes the boost they provide sensitive to engine speed. When there is a delay in delivering boost, this is known as “turbo lag,” making the power delivery potentially challenging for drivers to manage, as it is not linear. Those exhaust impellers impede the flow of sound from the engine, lending turbocharged engines a slightly muted exhaust note.
In either case, supercharged or turbocharged, the often-overlook intake sound of a naturally aspirated engine is muffled by the forced induction system, which also dilutes some of the experience of operating a car with an exciting engine.
Internal combustion engines are an endangered species, and naturally aspirated internal combustion engines like this one in the Z06 are on the leading edge of that expected extinction, but Corvette executive chief engineer Tadge Juechter says he wanted America’s Sports Car to provide combustion power a glorious send-off.
This engine uses a flat-plane crankshaft, which attaches the connecting rods 180 degrees apart in the engine’s rotation. This creates favorable sequencing of intake and exhaust pressure waves for high-rpm breathing, but it also creates significantly more vibration and a higher-pitched shriek than the familiar 90-degree crankshafts that produce the familiar mellow V8 rumble.
“With natural aspiration, if you want to make power, you’ve got to spin it!” declares chief engineer Josh Holder. And the Z06 sure does spin, with an 8,600-rpm redline. Peak power of 670 hp occurs at 8,400 rpm.
The flat plane crank, which is 33 percent lighter than the small block’s cross-plane crankshaft, unlocks the ability for the engine to spin that fast, but doing some comes at the cost of vibration. “They’re paint shakers,” Holder says. “Anything that couldn’t withstand that vibration was isolated from the engine.”
The engineering team also minimized the vibration at its source, giving the engine a short-stroke design and short, lightweight titanium Pankl connecting rods to minimize the reciprocation.
The cylinder heads get special treatment so they can whisk the air into the combustion chambers quickly and then expel it efficiently following combustion. Their combustion chambers are machined and then laser-scanned to confirm accuracy. The eight individual intake trumpets are uniquely designed for the specific cylinder they serve and are polished so their downdraft whooshes past the intake valves, directly into the combustion chamber.
That’s great for redline racetrack running, but some turbulence in the incoming air/fuel mixture encourages mixing to create a homogeneous charge in the combustion chamber. Rather than impeding the flow to induce swirl as the air comes in, Chevy engineers borrowed a trick from the company’s IndyCar program and relocated the direct fuel injectors to the edge of the combustion chamber beyond the exhaust valves so that they spray into the chamber from an angle to help stir things up.
Because the pressure waves in the intake and exhaust systems determine the effectiveness of the design, the Z06’s engine has three large butterfly valves in the bulkhead that divides the intake plenum chamber into left and right halves for each bank of the V8. Two of the butterflies are linked and move together, while the third one opens independently. These valves change positions five times during the engine’s pull to redline, ensuring that the torque curve stays steady, with none of the dips that would otherwise occur.
The exhaust system also contains valves that open to let the departing gasses bypass the mufflers for more power. Unlike the previous system, these are not digital, with just open and closed positions. Instead, they can move progressively, letting more or less air flow through as determined by the car’s drive mode and the throttle position.
Having all of this technology to provide Z06 drivers the naturally aspirated driving expense serves little purpose if they can’t hear the difference between this engine and one of its turbocharged competitors, so the team designed the fit of the exhaust pipe tips in the bezels passing through the rear bumper fascia to maximum sound reflected back into the cabin in the frequencies that are pleasing to hear.
Despite the heap of new tech on the Z06’s all-new engine, this powerplant weighs only 2 pounds more than the engine in the Stingray (code-named LT2), while producing an additional 175 hp. Compared to the supercharged LT4 engine in the previous-generation Z06, the new engine weighs more than 30 pounds less and it produces 20 more horsepower.
The engine sends power through the same basic paddle-shifted dual-clutch transaxle as the Stingray, but the Z06’s enjoys a stronger 6-plate clutch, enlarged output shafts, reinforced case and bellhousing, and an additional 2 liters of gear oil inside.
This, however, is just the beginning, as now the Z06 buyer is faced with a menu of options that can unleash the full potential of the drivetrain. The confusingly named “Z07” option package brings larger Brembo carbon ceramic brake rotors and six-piston front/four-piston rear calipers for the ability to run through an entire tank of fuel on the race track without complaint from the brakes.
The Z07 suspension includes springs that are 10 percent stiffer than those on the base car and magnetorheological dampers that are tuned accordingly. This latest generation of those shocks features a greater range of adjustment authority and faster reaction times to make changes, Holder reports.
The base car rolls on Michelin Pilot Sport 4S tires similar to those used on the Stingray. As on that version of the Corvette, these tires are excellent street sports car tires with admirable durability and the ability to adapt to a wide range of driving conditions. They are, however, not track tires. So the Z07 package comes instead with Michelin Pilot Sport Cup 2R tires like the ones that have impressed previously on the Porsche 911 GT3 RS and the Ferrari Pista.
The optional upgrade with the most shocking contribution to the Z06’s track potential is the selection of the Carbon Revolution carbon fiber wheels. They cost either $10,000 for a black paint finish or $12,000 for a clear finish that highlights the wheels’ carbon weave. In either case, these wheels slash 41 pounds of weight compared to the standard aluminum wheels.
This mass comes out of the Z06’s unsprung weight, which means that there is less mass in the suspension for the springs and shocks to control as the car tracks over surface changes. And it comes from the rotational inertia of the driveline, helping the car accelerate more responsively because there’s less mass to spin.
The result is that these wheels alone, with all other factors remaining the same, contribute to 1.5-second faster lap times around a track that takes two minutes to lap. That 1.25 percent improvement probably sounds small to the lay person, but racers and track rats would probably trade nearly anything for that advantage in a race.
The Z07 package also brings aerodynamic upgrades. The base car is designed to produce 362 pounds of downforce at 300 kilometers per hour (186 mph) and the Z07 add-ons double that to 734 pounds. Downforce is critical to traction in high-speed turns and it is also important for stability on straights. So the 2023 C8 Z06’s massive downforce is a comforting feature.
Blasting out the pit lane onto the track at Pittsburgh International Raceway, the Z06 surges forward on a wave of glorious sound from the unmuffled exhaust. No worries, the bad-weather driving mode gives you the ability to hush the LT6’s voice for those early-morning departures.
The steering wheel-mounted shift paddles provide the opportunity to select gears manually, but you will not be able to do a better job timing shifts than the car’s computer. It will even provide the Z06’s flat-plane powerplant a stab of throttle on downshifts to let it announce that it is doing important work here, just as you’d do if you had a conventional shifter with a clutch pedal.
The difference is that the computer will grease the dual-clutch transaxle downshifts with smooth perfection every time, so you don’t upset the car’s balance entering a turn with a rough shift, or worse, over-rev the engine by engaging a low gear too soon.
Mid-corner throttle modulation is easily managed, as the Michelins claw for grip to turn the car and begin the acceleration toward corner exit. Previous experience with the Pilot Sport Cup 2Rs has come with ambient temperatures 25 or 30 degrees warmer than the 55 degrees of the Z06 test.
Maybe this provided an even better chance to evaluate the ease with which the driver and/or the stability control and traction control systems (depending on the driving mode) can manage the Z06’s corner exit. The engine revs incredibly quickly and the lightweight carbon fiber wheels provide the least possible intrusion on that as the Z06 squirms toward the approaching straightaway, carving an arc to the track’s edge on the way out of the turn.
Down the straight, the Z06 is in its element because this is where the engine is able to pull to redline with wide-open throttle, providing the aural accompaniment that led Chevy to specify a naturally aspirated engine for the Z06 instead of one with forced induction.
And some very good news is that, upon reaching the end of the straight, with the ‘Vette carrying eye-opening speed, the impressive Brembo carbon ceramic brakes deliver flawless deceleration through the brake zone into the turn and they repeat that performance identically lap after lap, without degradation due to heat build up.
Lamborghinis tend to have spongy, confidence-sapping brake pedals in this situation. Ferrari’s brakes are usually better on the track, but are grabby in casual street driving. The Corvette’s provide massively powerful consistent stops on the track and draw no notice to themselves in everyday street driving.
On the course of street driving, the Z06 is as docile and user-friendly as you could hope despite springs that are 35 percent stiffer than those in the Stingray. The difference is not obvious, probably because the magnetically adjustable shock absorbers can still soften as needed for street driving.
One frequent destination for driving the Z06 will be the gas station. The car carries a $3,000 gas guzzler tax for its thirst, which the EPA rates at 12 mpg in city driving and 19 mpg on the highway, with a predicted daily average of 14 mpg.
That $3,000 in tax is a rounding error for a car in this price range, however. The bottom line on our fully loaded test car is $167,205, which includes all the optional goodies. While this is a gigantic number, it is about half the price tag of various Italian exotics that it can beat on the track and match at the valet line. America’s sports car no longer needs an asterisk or apologies. This is as good as super sports cars get.
Take a look at what it’s like to drive it, below.
Amazon announced Thursday that it plans to hire 150,000 employees throughout the U.S. for full-time, seasonal and part-time jobs starting at $19 an hour for most roles and up to $22 for select shifts.
Here’s how potential employees can put themselves in the running for a position.
First off, people who apply for these jobs at Amazon won’t need to provide a resume. Instead, they will fill out an online job application that asks for some information as well as shift preferences. This process takes about 15 minutes.
Prospective employees can begin by creating an account with their email address and a six-number pin. They’ll be asked to verify their account through email or on their mobile phone.
Next, candidates will click “apply” on the job posting they are interested in. Once they read through the description page, they can click to start the application.
“Jobs in Amazon’s operations network include stowing, picking, packing, shipping, and delivering customer orders, and the jobs are available in hundreds of cities and towns across the U.S.,” said Amazon. “These roles can often lead to a long-term career.”
After memorizing through questions and ensuring they provided all required information, applicants can submit. If they get a job offer, the candidates can then select their shift and preferred location and click “select this job” before proceeding to “accept this offer.”
Applicants have the option to go back and review the previous page of available shifts, but they can't save a job listing. Amazon does not recommend waiting, as positions could fill up.
Candidates will also complete a “Virtual Job Preview” and then move on to an in-person 20-minute “Office Hours” appointment. For this appointment, candidates should bring proof of identity and employment eligibility. They will not be paid to attend the appointment.
“Be sure to bring the proper I-9 identification,” said the company. A background check is also required.
During a pre-hire appointment, candidates will have their photo taken for their badge and complete a drug test, if applicable. They’ll also fill out some final paperwork.
If hired, new employees will receive an email with schedule details.
“When you arrive to your first day at Amazon, you will dive deeper into the details of your work and learn important safety rules,” said the company. Amazon recommends wearing proper attire on the job. This includes close-toed shoes, no jackets or hoodies with drawstrings, no long necklaces, no hoop earrings, and have long hair pinned up or in a ponytail.
“A diverse range of positions are available to applicants from all backgrounds and experience levels,” said Amazon of the 150,000 positions it is looking to fill as we head into the holiday season.
Amazon employees can also get benefits such as healthcare, parental leave, employee discounts, and more.
“Whether someone is looking for some extra money for a few months or a long-term career, the holidays are a great time for people to join Amazon, and many of our seasonal employees return year-after-year or transition into full-time roles,” said John Felton, Amazon’s senior vice president of Worldwide Operations.