For the C6 Corvette GM wanted to focus more upon refining the C5 than trying to redesign it. However, this did not prevent GM from trying to sell the C6 as being ‘all new’ even though it was not. The press immediately saw through the marketing ploy and GM’s use of ‘simply changing the part numbers’ to further the claim even though a large number of the parts were actually interchangeable between the C5 & C6. Car & Driver, along with Motor Trend quickly noticed the inaccuracy, noting that the C6 was more an ‘evolution of the C5, instead of a complete redo’. This even lead C&D to term the C6 as the ‘C5 and 11/16ths’. GM did give the C6 a nice face lift; reducing the exterior body overhangs for a noticeably overall reduction in outward dimension. The front headlights were also redone, deleting the traditional ‘pop-up’ headlights, and thereby shedding a few more parts off of the list that could cause quality problems. Beyond that, the majority of the C6 difference focused upon a concerted effort to upgrade the interior quality. Some are quick to point to a change in wheelbase between the C5 and C6, but here again it was smoke and mirrors. The change was necessitated by the use of a different automatic transmission which resulted in the rear linkage points being relocated; thus presenting a ‘longer’ wheelbase. However, many people have studied the change and determined that it actually did nothing to alter the suspension geometry from the C5 and thus the ‘smoke & mirrors’ idea that it was an ‘all new’ geometry Interestingly, the C7 has returned to a ‘shorter’ wheelbase more akin to the C5. If one were to Photoshop the C5, C6, and C7’s basic chassis’ frame to all be one colour, they would look the same. So there was far more than just the front engine and rear transmission design of the C5 that was still very much present underneath the C6’s skin.
This fantastic race prepared example on offer has been built to specification by Riggins Engineering with no expense spared. The Corvette has campaigned in many international championships. Notably the Pironi championship and the V de V Championship where it had many competitive seasons as well as a podium finishes. Now looked after by motor racing specialist in the UK and Fitted with a 7 litre injected Chevrolet V-8 engine by the renown racing engineer Ted Wenz at Savannah race engineering. A Ford 9′ quick change rear end and 5 speed gearbox are also fitted making this example one of the most competitive available, not a surprise then it set the GT lap record at Paul Ricard with Nigel Greensall at the wheel. A fantastic opportunity ready for a new custodian.