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The History of The Chevrolet Corvette (C1-C8)

It all started after World War II. The US soldiers had returned from Europe, where they had seen all these 2-seat roadsters and sleek sports cars, but nothing in America gave them quite the same feeling. Car companies like Jaguar, Triumph, and MG had started to make a name for themselves overseas, Chevrolet was excited for the competition and ready to get an American brand in the mix. Circa 1950, Chevrolet signs the dotted line on a plastic-bodied sports car, which would lead to the 8 generations of Corvette we’ll be going over these next couple weeks.

Here we’ll be going over each generation of the legendary car. From the very first C1 in 1953, to the all new C8 in 2022. Let’s get into it!

Photo by Corv Sport

Corvette C1 (1952 – 1962)

The first Corvette rolled off the assembly line on June 30, 1953 in Flint, Michigan. For the 1953 model year, only 300 vettes were made. They went with a “Polo White” exterior paint and a black canvas soft top. Under the hood was a 3.9L I6 engine pumping 150 horsepower and a 2-speed automatic transmission. The immediately recognizable features of the C1 included white-walled wheels, protruding tail lights, and a chrome grille. GM used a fiberglass body to make one of the most lightweight vehicles of its time.

GM built 3,640 units for the 1954 model year.

1955 was arguably one of the most significant years for the Corvette, as this was the year they put a 4.3L small-block V8 in the sports car. At 195 horsepower and a three-speed manual transmission, it was clear that speed was on GM’s mind when designing this model year. They built 700 of these cars.

New improvements and upgrades arrived in 1956, including a removable hardtop, exposed headlamps, a redesigned exterior, and manual roll-up windows. Like the previous year, horsepower was bumped up a few notches––the small-block V8 now accounted for up to 240 horsepower.

1957 was another big year for the Corvette. Adding more advanced technology an upgrade to the V8 engine, bumping it up to 290 horsepower. Paired with the new 4-speed manual transmission, the car could get up to about 132 MPH. This was the model year that Chevrolet adopted the slogan “One HP per cubic inch” for their marketing. We also said goodbye to the iconic “Polo White” color scheme.

By 1960, the horsepower in the Ramjet fuel-injected 283 V8 engine had risen to 315.

The 1962 model year is considered a transitional period for most Corvette enthusiasts, with the second generation C2 set to come out just a year later.

Photo by Corv Sport

Corvette C2 (1963 – 1967)

In 1963, GM presented the C2 fastback coupe. Designed by Larry Shinoda, the new Sting Ray series came with a split design on the rear window due to technical limitations at the time. The split back design was considered “rear vision blocking” and “unnecessary”, so it was removed in 1964. This, and only 10,594 of them hitting the market, made the 1963 C2 “split-window” one of the rarest corvettes around today.

The most prominent change was the appearance of the front end. The new C2 now featured folding pop-up lights whereas the C1 had four round headlights. The grille and bumper were styled differently as well, and the coupe had a rear split window.

In 1964, the Corvette had a few small changes. Eliminating the faux air intakes on the hood, suspension and sound insulation slightly improved, etc.

In the third model year of the C2, the 1965 Sting Ray added a totally new braking system and larger engine choices. They introduced a 396 big-block V8 pumping 425 HP, which was huge at the time. They added another small-block V8 producing 350 HP with hydraulic lifters. Another big addition was four-wheel disc brakes.

By the 1966 model year, big-block engines were far more in-demand than small blocks, so Chevrolet cut the small block choices down to two. These were the 300 and 350 horsepower versions. They also put a new emblem on the hood corner and the inside.

Even though the changes were a bit modest, the 5th and final year of the C2 model, 1967, was considered the best of the C2. The 3 large fender vents were replaced with 5 smaller ones. The optional hardtop for the convertible was outfitted with a new black vinyl cover. The primary engine change was the newly available 427 with Rochester 3×2-barrel carburetors called the Tri-Force. The engine was rated 430 bhp by the factory, but it was more like 560 bhp, and it certainly felt like it. This new engine also required special racing fuel at 103 octane, which was hard to find back then. This model year wasn’t made to be a grocery getter, this one was for racing.

Photo by Wallpaper Flare

Corvette C3 (1968 – 1982)

The C3 Corvette was built between 1968 and 1982, and was the third generation of the Chevrolet sports car. This model came with a lot of expectations, as Zora Arkus-Duntov and Billy Mitchell (C2 Designers) had built the very highly respected and powerful Sting Ray just years prior. The C3 was put into development during the C2’s refresh in 1965.

The 1968 model year featured a 3-speed Turbo Hydra-Matic automatic transmission, but 3 and 4 speed manuals were offered as well. Instead of a fastback design, they went with what they called a “sugar scoop” design, creating a rear window with buttresses sloping the roof. Notably, the C3s added an elevated hood bulge to accommodate the big block engines.

The 1969 model year didn’t see many changes.

The 1970-72’ C3s saw small developments to improve the quality of the corvette, they changed to an egg-crate style grille, side fender vents, rectangle exhaust cut-outs, side lights, and deeper fenders. A new engine was introduced in 1970, the small-block LT-1 featured a Holley four-barrel carburetor and produced 370 horsepower.

The 20th Anniversary 1973 C3 came with big changes. The egg-crate vents were replaced with a single vent cutout, the windshield wiper panel was removed, the hood was extended to match and the removable rear window was nailed down.

1974 saw a full change to the bumpers on the front and back of the car. Rear bumpers were angled downward instead of the upward-pointing trunk lid which housed the round iconic Corvette taillights. Fender flares extended out to give a more aggressive look. An upgraded radiator, automatic transmission, and power steering pump were all fitted for 1974 models.

1975 marked the beginning of the transitional years for the Corvette C3. It was the first Corvette to have a catalytic converter fitted to the car, a dual exhaust setup was not equipped, and a big-block engine option was not offered. 1975 was also the last year that the convertible models were produced for this generation.

All Corvettes in 1978 featured a new fastback design which replaced the “sugar-scoop” rear window and flying buttress design with wrap-around glass. A new instrument gauge cluster, glass T-top panels, wider tires, and a revised anti-theft system were also equipped.

1979 was the 25th anniversary of the Corvette, so they offered a Silver Anniversary Edition which featured a silver paint job, special badging, sporty mirrors, and pinstripes (enthusiasts say the pinstripes added 10 horsepower)

The late ‘70s Corvettes were a huge success for GM, but in 1982 the C3 was now 12 years old without any major refreshments to the style. The 80s Corvettes maintained the same aggressive look with a more rounded grille. The 1982 C3 was the last year and it bridged the gap to the future by adding the C4’s 350 cubic inch L83 V8, producing 200 horsepower and 285lbs of torque.

Photo by Wallpaper Flare

Corvette C4 (1984 – 1996)

The Corvette C4 was released in 1984 due to quality issues in 1983. Despite the delay, the C4 doubled the sales numbers for the Corvette line, selling a total of 51,547 units in 1984. The 84’ Vette featured the same small-block L83 V8 engine from the 1982 C3, which rolled 205 horsepower and 290 lbs of torque.

The 1985 and 1986 C4s came with a lot of engine and handling upgrades, such as the L83 V8 being replaced by a more powerful L98 (230 HP), and the 1986 featuring anti lock braking and a 25% softer suspension system. A total of 35,109 1986 C4s were sold.

In 1987, they added roller hydraulic lifters to boost the HP to 240. Selling 30,632 of this model.

The 1988 model year was the 35th Anniversary Edition, known as the Triple White. All white car, including wheels and interior, removable black top, and an engine made for the 35th. They produced 2,050 of these, only 180 with manual transmissions.

In 1990, Chevrolet was on a mission to make the fastest production car in the world. This brought us the ZR1, which achieved speeds of 175mph. The C4 ZR1 cost $58,995, making it the most expensive Corvette by far at that time. Over 3,000 people bought the ZR1 the first year.

The 1992 model saw a lot of engine changes, such as the L98 being replaced by the LT1 V8 with 300 horsepower and 330lbs of torque.

In 1993, Chevrolet had help from Lotus in modifying the C4 valve train, exhaust system, and aluminum cylinder heads to improve power and torque. This model was also the 40th anniversary, with a ruby paint job and leather seats to match.

1996 was an important year for the C4, the last year of production. It saw the release of a Collectors Edition with silver wheels and a silver paint job; they made 5,412 of these.

Photo by Wallpaper Access

Corvette C5 (1997 – 2004)

The release of the C5 in 1997 came with some big changes in every area, from GM marketing to tech in the car. GM sent surveys to previous Corvette owners and other sports cars, asking what they wanted out of the new C5. Quality construction, performance, and safety were the top three desires among those who took the surveys.

The C5 was a brand new design, with 1500 less parts than the C4. Hydro-formed steel tubes were packed in insulation to quiet road noise. The wheelbase was 8 inches longer and track width increased 4 inches on the front and 2 on the rear. The pushed corner wheels, laid-over windshield, and the diving nose. The C5 looked fast. And it was.

The C5 came with the legendary LS1 V8 5.1L engine, pulling 345 horsepower.

Same as the C4, there were a few special editions of the C5 like the L Mans Commemorative Edition and the Indy 500 Pace Car. The Z06 was also considered a special edition. The badge made its return after 40 years in 2001, replacing the ZR1. The LS1 engine was nicknamed the LS6 when put in the Z06, which was around 385 horsepower in that car. A 6 speed manual was the only transmission option available for the Z06 at this time. In 2002 the engine got bumped up to 405 horsepower.

The C5 was produced in relatively high numbers throughout its lifespan at 250,000, with few changes to the car. Which means that there aren’t many versions of the car that are considered rare. They only used one engine, the LS1, for the standard C5 and one (LS6) for the Z06.

Photo by Wallpaper Flare

Corvette C6 (2005 – 2013)

The C6 Corvette debuted in 2005 and ran until the 2013 model year. Several new features were added such as navigation system, push button ignition, and power closed rear hatch. They introduced the LS2 engine, which made 400 horsepower, as well as the Z51 Performance Package to replace the Z06.

In 2006, they brought back the Z06 engine as well as the option for a 6-speed auto transmission with paddle shifters. The 7.0L LS7 V8 engine pushed 505 horsepower and 470lbs of torque, making it the most powerful production Vette available.

2007 marked the release of the Indy Pace Car Replica and the Ron Fellows American Le Mans Series GT1 Z06

In 2008, they came out with the LS3 engine which came with a 6.2L V8 @ 430HP and 424lbs of torque. 500 of these C6 went specifically to the Hertz rental fleet.

In 2009, we saw the introduction of the new ZR1 engine, this submodel featured a supercharged LS9 engine with 638HP. This engine became the most powerful production engine that GM had ever built. The 2009 ZR1 was also the first Corvette to be sold over $100,000

In 2011 the Z06’s Carbon Limited Edition was available in either Inferno Orange or Supersonic Blue, and included the Z07 performance package

The final year of the C6 also marked the 60th anniversary of the Corvette in 2013. Another special edition was introduced as the 427 Convertible Collector Edition. This edition was known as the fastest and most performance-oriented Corvette to date. They also came with special 60 year badging on the front and rear.

Photo by Wallpaper Access

Corvette C7 (2014 – 2019)

The Chevrolet Corvette C7 was introduced for the 2014 model year, and it was the seventh generation of the Corvette. The C7 was available as a coupe or convertible, offered in several different trim levels.

One of the main changes between different model years of the C7 is the addition or removal of various features and options. For example, in 2016 a new color called Twilight Blue was added to the lineup, while in 2017 the Watkins Glen Gray Metallic color was added to the Collector’s Edition Grand Sport model. In 2018, all models of the Stingray came standard with 19-inch front wheels and 20-inch rear wheels.

Another notable difference in the model years of the Corvette C7 is the increase in power for some models. For instance, the 2019 ZR1 has a new LT5 supercharged engine with 755 horsepower. This made it the most powerful Chevrolet production vehicle to date, before the C8 came around.

Overall, there have been many changes between different model years of the C7. These changes include everything from exterior colors and wheel sizes to engine power and features. Consequently, there is something for everyone when it comes to choosing a specific model year of this iconic sports car.

Photo by Wallpaper Abyss

Corvette C8 (2019 – Current)

The Corvette C8 is the latest iteration of Chevrolet’s iconic sports car. It was first unveiled in 2019 and has since become one of the most popular vehicles in its class.

The C8 features a number of improvements over its predecessors, including a more powerful engine, better handling, and updated styling. It is available in both coupe and convertible body styles, and comes in a variety of different colors.

The Corvette C8 Stingray is powered by a 6.2-liter LT2 V8 engine, which delivers 495 horsepower and 465 lb ft of torque. The engine features a wide array of advanced technologies that make it one of the most efficient and powerful sports cars on the market. Its variable valve timing system allows for greater fuel efficiency, while its direct injection system helps to reduce emissions.

The engine is paired with either an 8-speed dual clutch transmission or a 7-speed manual transmission, both of which offer smooth shifts and consistent performance. The C8 also comes equipped with Active Rev Match technology, which automatically matches revs on downshifts for smoother transitions.

Additionally, the engine utilizes a dry sump oil system to ensure adequate lubrication even under extreme conditions and has been designed to provide optimal levels of responsiveness when accelerating from low speeds. In terms of high performance capabilities, the C8 offers drivers 0-60 times in as little as 2.5 seconds and a top speed of 194 mph when fitted with Z51 Performance Package.

All in all, the Corvette C8’s 6.2-liter LT2 V8 engine is a powerful and reliable powerhouse that provides drivers exceptional amounts of power and performance regardless of the situation at hand!

2023 Corvette Z06 – The Best American Sports Car Ever Made.

*CLICK HERE TO VIEW THE FULL ARTICLE ON DEBOTECH.COM*

In the past, one of the biggest differences between the Corvette and the 911 was the drivetrain layout. The ‘Vette had its V-8 up front, while the 911’s boxer engine lives in the back. However, the C8 generation Corvette changed all of that, with its engine now just behind the driver. The Porsche is still rear-engine, while the Corvette is now mid-engine, but the C8 brought the two arch-enemies closer together than ever before.

The 2023 Chevrolet Corvette Z06’s new LT6 5.5-liter flat-plane V-8 is derived from the mill used in the C8.R GTLM race car developed by Pratt & Miller Engineering. The race car is limited to 500 horsepower due to regulations. However, the engine in the Z06 breathes freely, making 670 horsepower at a lofty 8,400 rpm and 460 ft-lb of torque at 6,300 rpm. That’s more naturally aspirated horsepower than any production V-8 in history. The components combine like a symphony to create a combustion orchestra that our own Frank Markus described as a “baritone Ferrari. ” Aside from the sound, during our first drive we became quickly addicted to its top end power. There is a reason why we consider the LT6 as an “all-time great” naturally aspirated engine.

The 2022 Porsche 911 GT3 responds with its coveted 4.0-liter H-6 motor. Like the LT6, the 911’s engine lives on the upper floors of the high-rpm skyscraper, making its max 502 hp at 8,400 rpm and 346 ft-lb at 6,100 rpm. The high-revving swarm of angry metal bees propels the GT3 down a quarter-mile strip in under 11 seconds. Only a few naturally aspirated cars—including the 2023 Z06—can achieve that feat, and they’re either electric or have much bigger engines than the Porsche. It’s astonishing to think that Porsche could have pushed this engine even further if it were not for the fact that they had to ensure the mill met emissions regulations.

*CLICK HERE TO VIEW THE FULL ARTICLE ON DEBOTECH.COM*

Cadillac Reveals All-New Celestiq Show Car

An inspired vision of design, technology and bespoke craftsmanship previews flagship sedan
2022-07-22

Click here to view the original post on Cadillac

Official Video Reveal from Cadillac

Today, Cadillac unveiled the CELESTIQ show car, a vision of innovation and purpose that previews the brand’s future handcrafted and all-electric flagship sedan.
Conceived to lead Cadillac’s electric future and inspired by the brand’s 120-year heritage, it serves as a touchstone for the Cadillac design and engineering teams, who continue to develop CELESTIQ as it moves closer to production.


“The CELESTIQ show car is the purest expression of Cadillac,” said Magalie Debellis, manager, Cadillac Advanced Design. “It brings to life the most integrated expressions of design and innovation in the brand’s history, coalescing in a defining statement of a true Cadillac flagship.”


In developing the show car, the design and engineering teams immersed themselves in the artisanship and customization that defined early Cadillac sedans such as the bespoke V-16 powered coaches of the prewar era, and the hand-built 1957 Eldorado Brougham. The CELESTIQ is the culmination of that heritage, brought to life with innovative production methods and new technologies.

Rear 3/4 of the CELESTIQ show car exterior. Show car images displayed throughout (not for sale).
Front 3/4 of the CELESTIQ show car exterior. Show car images displayed throughout (not for sale).


“Those vehicles represented the pinnacle of luxury in their respective eras, and helped make Cadillac the standard of the world,” said Tony Roma, chief engineer. “The CELESTIQ show car — also a sedan, because the configuration offers the very best luxury experience — builds on that pedigree and captures the spirt of arrival they expressed.”


Designers drew further inspiration from classic architecture such as the mid-century masterpieces of architect Eero Saarinen, along with other iconic American designs, which made era-defining statements when introduced and endured with distinctive timelessness.


Realizing and infusing those influences within an Ultium-based EV architecture resulted in a clean-sheet expression for the CELESTIQ show car that considers the entirety of travel as a curated experience — one intended to evoke an emotional response. The result is a vehicle that makes a magnetic first impression and cultivates a permanent personal connection.

Side profile of the CELESTIQ show car exterior shot from above. Show car images displayed throughout (not for sale).


“We’ve combined the beauty of function with the beauty of form,” said Laetitia Lopez, creative designer, Cadillac Color and Trim. “We had to reconsider all aspects to immerse the customer, all of their senses, and create a connection with the vehicle through the finest genuine materials, exceptional detailing and advanced technology.”


The show car previews some of the materials, innovative technologies and hand-crafted attention to detail harnessed to express Cadillac’s vision for the future. Highlights include five high-definition, advanced LED interactive displays, including a 55-inch-diagonal advanced LED display, along with expected industry firsts such as a variable-transmission Smart Glass Roof and Ultra Cruise1, General Motors’ next evolution of available hands-free driver assistance technology which Cadillac plans to offer on CELESTIQ.

Side profile of CELESTIQ show car rear highlighting the taillights and back wheel. Show car images displayed throughout (not for sale).


The Smart Glass Roof features Suspended Particle Device (SPD) technology that allows for four zones of variable lighting, enabling passengers to fine-tune their cabin experience for completely personalized comfort and visibility. Additionally, the 55-inch-diagonal advanced LED display introduces a passenger display with electronic digital blinds, an active privacy technology, which is designed to allow passengers to enjoy video content while blocking it from the view of the driver.


While they are previewed on the show car, these technologies and more will make CELESTIQ the most advanced vehicle ever from Cadillac. Availability for the production version of CELESTIQ will be announced at a later date.


GM is investing $81 million to support its assembly at GM’s Global Technical Center, the landmark campus originally designed by Eero Saarinen and the heart of the company’s engineering and design efforts. The CELESTIQ will be the first production vehicle built2 there since the center’s inauguration in May 1956.

View from the driver’s side rear door of the CELESTIQ showcasing the rear seats and displays on the back of the front seats and the middle console display. Show car images displayed throughout (not for sale).
Interior view of the steering wheel, 55-inch pillar-to-pillar advanced LED screen, center console and front seats of the CELESTIQ show car. Show car images displayed throughout (not for sale).
Rear seats and middle console of the Cadillac CELESTIQ show car. Show car images displayed throughout (not for sale).


Additional details on the CELESTIQ production model will be announced later this year. Visit www.cadillac.com for more information.

First Time’s A Charm for Sims, Tandy with Corvette Racing

#4: Corvette Racing Corvette C8.R, GTLM: Tommy Milner, Nick Tandy, Alexander Sims

No. 4 Corvette Team Earns Rolex 24 GTLM Pole with Motul Pole Award 100 Win; Auberlen, Foley Take Top Spot in GT Daytona

By Mark Robinson

DAYTONA BEACH, Fla. – Corvette Racing has shown it can win shorter IMSA WeatherTech SportsCar Championship races at Daytona International Speedway. It remains to be seen if the GT Le Mans (GTLM) stalwart can end a drought in the iconic 24-hour race.

Alexander Sims and Nick Tandy – both new to the team in 2021 – drove to the class victory Sunday in the Motul Pole Award 100, the qualifying race that sets the starting grid for the world-famous Rolex 24 At Daytona that starts Saturday, Jan. 30 on the same DIS road course. Sims and Tandy guided the No. 4 Corvette Racing Chevrolet Corvette C8.R to a 12-second win over their teammates, Jordan Taylor and Nicky Catsburg, in the No. 3 Corvette.

Motul Pole Award 100 Results

It marked the second straight win for Corvette at Daytona, going back to July’s IMSA WeatherTech 240 when Taylor and Antonio Garcia won in the No. 3. However, a Corvette hasn’t won the big race, the Rolex 24, since 2016.

“It was fun, actually,” Tandy said of Sunday’s race that climaxed the Roar Before the Rolex 24 that in the past consisted only of WeatherTech Championship test sessions. “I think it was good for the Roar. It enables you to get some different testing in, but obviously it’s meaningful.”

Starting third on a wet track from a pre-race shower, Sims jumped the two BMW Team RLL M8s in front of him and took the class lead on the opening lap. From there, it was a battle of strategy as the track began to dry. Sims handed over the car to Tandy on the first pit stop under a full-course caution with just more than an hour remaining in the 100-minute race. The No. 4 also took on slick, dry-condition Michelin tires at the time.

“It was an interesting first taste of the conditions for me in the car,” said Sims, who most recently was a BMW GTLM endurance driver. “But very quickly I was given a lot of confidence from the car as to how to push. I was able to get around the BMWs on the first lap and then just sort of find my feet, lap by lap. … It was nice to just get some experience in the wet and get a feeling for how the car was working.”

The main competition from that point was the No. 79 WeatherTech Racing Porsche 911 RSR-19, attempting to stretch its fuel to the finish. But with the race staying green for the final hour, Kevin Estre was forced to stop with 17 minutes remaining and surrendered the lead back to Tandy. Estre and co-driver Cooper MacNeil finished an impressive third in the privateer Porsche.

“I think their plan was to stay out and hope for a lot of yellow and kind of roll the dice that way,” Tandy, the former Porsche GTLM driver, said. “We went with the slick tire in the stop, where a couple of the cars and one of the BMWs stopped and kept the wet (tires). It proved to be a good strategic call from Corvette Racing which got us a 1-2 in the end.”

“Everyone wants to start the Rolex 24 from the pole position. We get to do this (qualifying race) in sort of a pressure situation and run through all the procedures. … It’s obviously a great start for both me and Alexander to kick off our time with Corvette Racing.”

As important as the victory was, it also earned the No. 4 a valuable 35 points toward the GTLM championship under the WeatherTech Championship’s new scoring format.

With the starting grid settled, all cars are idle now until Rolex 24 At Daytona practice begins Thursday. The 59th Rolex 24 takes the green flag at 3:40 p.m. ET Saturday. Live coverage begins at 3:30 p.m. on NBC. Complete IMSA Radio coverage is also available on IMSA.com and SiriusXM Radio.

#96 Turner Motorsport BMW M6 GT3, GTD: Bill Auberlen, Robby Foley, Colton Herta, Aidan Read

Auberlen Earns Another First, Winning an IMSA Qualifying Race

Bill Auberlen has the most race wins in IMSA history, so he’s quite familiar with victories. Taking first place in a qualifying race, however, was something new for the Turner Motorsport driver.

Auberlen and teammate Robby Foley were the GT Daytona (GTD) class winners in Sunday’s Motul Pole Award 100, crossing the finish line in the No. 96 BMW M6 GT3 4.424 seconds ahead of the No. 9 Pfaff Motorsports Porsche 911 GT3R.

The result gives Auberlen and Foley another Motul Pole Award for the ledger, and the 52-year-old will take whatever accolades come with the 35 points he and Foley earned toward the season championship.

“I don’t think I’ve ever had a qualifying race,” Auberlen admitted afterward. “It’s cool to win something new. I like it! To qualify on the pole for the Daytona 24-hour race is amazing. That is really great because that’s just the crown jewel of IMSA, is Daytona.”

The No. 96 BMW followed a similar path to the GTD win as the No. 4 Corvette did in GTLM. Foley started seventh in class and was among a throng of GTD cars to pit at the first opportunity once his 30-mimute minimum drive time was achieved. Auberlen hopped in with fresh slick tires.

The wily veteran stopped again with 50 minutes remaining and stalked the leaders from there, waiting until the No. 111 GRT Grasser Racing Team Lamborghini Huracán GT3 and No. 14 Vasser Sullivan Racing Lexus RC F GT3 needed to make late pit stops. Rolf Ineichen and Mirko Bortolotti finished third in the No. 111 Lamborghini.

“The race today, we just tried to execute,” Foley said. “We ran through the driver change, a couple pit stops, so the guys did a nice job in the pits. It was just nice to get back in the swing of things.”

“For sure, it’s the best place to start,” he added of the pole-clinching effort. “I think you can control your own destiny a bit better.”

2021 Corvettes Now Shipping to Dealers

2021 Corvettes Now Shipping to Dealers

Photo Credits: Jeremy Welborn


We got some more good news regarding Corvette production over the weekend as we’ve learned that the 2021 Corvettes are now shipping. Not only have they started shipping but some dealers have already announced their arrivals!

Why this is great news is that these first 2021 orders are supposed to go to those who had an order for a 2020 Corvette but unfortunately didn’t make the cut due to the COVID-19 shutdown. We were hearing that the cars were subject to a quality control hold so it’s great news that some of these “bumped” customers will actually get to enjoy their 2021s this year.

Yesterday we read on the Corvette Action Center that MacMulkin has five 2021 Corvette picked up by Jack Cooper Transport and are currently inbound. Earlier today, Mike Furman confirmed on his facebook page that his first 2021s are on a truck as well.

Our friend Rick ‘Corvette’ Conti announced today that he had two 2021 Corvettes dropped off first thing this morning. His two cars are both Torch Red Convertibles and their VIN sequence numbers are #85 and #437.

2021 Corvettes Now Shipping to Dealers


The Corvette Assembly Plant is normally scheduled to be off this week but instead, they are running both shifts through Wednesday before breaking for the holidays. Those three days should add close to an additional 500-600 Corvettes to the 2021 total. Again, great news!

Following the holiday break, the Corvette Plant will pick up where they left off on January 4th.

Thanks again to all those involved from the Corvette Team to the assembly plant employees, as well as those at Jack Cooper Transportation for all the great work you do in making Corvette Dreams come true!

Corvette Blogger Keith Cornett

GM Design Team Reveals C8 Corvette Sketch

The new C8 Corvette is a major break from tradition, transforming the Chevrolet Corvette nameplate with a brand-new mid-engine layout and even higher performance potential. With so much good stuff on offer, the C8 needed a modern exterior restyle to go with it, something that would accommodate the new powertrain placement. Now, we’re getting a look at a stylized C8 Corvette sketch, courtesy of GM Design.

Recently posted to the official GM Design Instagram feed (@generalmotorsdesign), this C8 Corvette design sketch is highly stylized, showing off the overall shape of the new mid-engine Chevrolet Corvette, but without too many details. In fact, the sketch looks as though it shows a single hunk of aluminum that was whittled down to look like the new C8.

The proportions are pure mid-engine goodness, with the cabin moved forward on the body, pushing the eye towards a cone-shaped nose that slants down towards the pavement at an aggressive angle. The front end is flanked by two hugely flared front fenders, which wrap around a concave shape for the wheels. Inside the wheels, we find a V-shaped design that looks a bit like the crossed flag Corvette logo.

Moving along the profile of the sketch, we see a clear C8 Corvette design element in the prominent wide side intakes. The intakes flair out ahead of the rear wheels in a “boomerang” shape that adds tons of visual punch, while also teeing up the ultra-wide rear fender flairs.

The open space created by the side intake is shared by the top of the cabin, which falls away into a relatively flat rear deck lid. Finishing it all off is a blade-like rear spoiler section, which is complemented by thin tail lights and another V-shaped badge. Under the spoiler is the suggestion of a diffuser.

All told, the look is aggressive, sleek, and attractive – just like the C8 Corvette.

Johnathan Lopez- GM Authority

USA BOBSLED/SKELETON 2020 HALL OF FAME INDUCTEES ANNOUNCED

USA Bobsled/Skeleton 2020 Hall of Fame inductees announced

Lake Placid, N.Y.(December 9, 2020) – USA Bobsled/Skeleton (USABS) proudly announced today the six individuals that will be inducted into its Hall of Fame. Steve Mesler, Tristan Gale Geisler, Randy Jones, Vonetta Flowers, James “Nitro” Morgan, and Geoff Bodine will be inducted as the eighth class. A celebration will be held at a future date when inductees can safely gather for a ceremony.

The USABS Hall of Fame recognizes individuals who have made a significant contribution to the sports of bobsled and skeleton. Their dedication and commitment as athletes and supporters of USABS will be forever honored through their induction into the Hall of Fame. 

“These six people are titans of our sports, and we are honored to recognize their achievements as the newest members of our Hall of Fame,” said USABS CEO Aron McGuire. “Our current success is thanks to the hard work, dedication, and success of the people that have come before us and who’ve paved the way for the future. We are grateful for their contributions, and we’re excited to celebrate their accomplishments.”

Mesler’s accomplishments in the sport of bobsled as a push athlete include world champion, Olympic champion, three-time Olympian, and winner of 39 world cup medals – the most of any American bobsled push athlete in history. Mesler won the 2010 Winter Olympic four-man bobsled gold medal as a pusher for the late Steven Holcomb, who was inducted into the 2017 USABS Hall of Fame posthumously. It was the first gold medal for the United States in 62 years. Mesler also earned two world championship medals in four-man bobsled, winning the gold medal in 2009, which was the first in 50 years for the United States, and a bronze in 2004. Mesler attended the University of Florida in Gainesville, Florida, where he competed as a decathlete for the Florida Gators track and field team from 1997 to 2000. He graduated from the University of Florida with a bachelor’s degree, with honors, in exercise and sports science in 2000. In 2009, Mesler and his sister, Dr. Leigh Mesler Parise, founded Classroom Champions, which has grown into an international organization that connects Olympians, Paralympians, student-athletes and pro athletes to millions of students in classrooms across the U.S., Canada, St. Lucia, Grenada, Dominica, Costa Rica, and military installations in Germany. Mesler lives in Calgary, Canada with his wife, Rhiannon MacDonnell Mesler, and their daughter, Brett.

Gale Geisler was a pioneer in the sport of women’s skeleton, competing in the inaugural women’s skeleton Olympic race in her hometown of Salt Lake City, Utah in 2002. In front of her friends and family, Gale Geisler became the first-ever women’s skeleton Olympic champion. Growing up in Salt Lake City, she was a downhill ski racer before deciding to switch to skeleton. Gale Geisler followed up her Olympic performance in 2003 with a bronze medal at the world championships in Nagano, Japan. She and her husband, Jonathan Geisler, who is a major in the Marines, have two kids; Brynn and Grey.

Jones competed in the 1994, 1998, 2002, and 2006 Olympics as a push athlete, winning the Olympic silver medal in the four-man bobsled event alongside Todd Hays, Bill Schuffenhauer, and Garrett Hines. It was the first time since 1956 that the U.S. won an Olympic medal in men’s bobsled. In addition, he finished the world cup season ranked in the top three three times: third in 1993 and 1997, and second overall in 2003. At one time, Jones held numerous push start records across the world and was considered one of the best push athletes to compete during his world cup seasons. As a team member, Jones represented everything you needed to be a champion in the sport. He had extreme work ethic, tenacious drive, toughness, character, athleticism and exuded great team camaraderie. Jones attended Duke University, where he played football and ran track while earning a Mechanical Engineering degree. He graduated in 1991, and as of 2020, he still holds five team football records for Duke in kick returns. Jones and his wife, Cheri Alou, have twins, Roman and Marissa, and live in Atlanta, Georgia.

Flowers was a pioneer as a female brakeman in the sport of bobsled by competing in the first two women’s bobsled Olympic races in 2002 and 2006. Her early accomplishments proved to be an inspiration to several future American push athletes. Flowers was the first member of her family to attend college when she accepted a track and field scholarship to the University of Alabama at Birmingham, where she claimed 35 conference titles and victories in the Penn Relays and The Olympic Festival, and first seven-time All-American. Flowers’ transition to bobsled paved the way for many female sprinters and track athletes to follow in her footsteps by moving from track to bobsled. Flowers pushed Jill Bakken in the 2002 Olympics in Salt Lake City, winning the inaugural gold medal in the event. As part of the winning team, Flowers became the first African-American Winter Olympic gold medalist in history in any sport. Since her historic accomplishment, other African-American athletes have won medals at the winter Olympics in bobsled as well as other sports, thanks in part to the path paved by Flowers. She and her husband, Johnny, have 3 boys; Jaden, Jordan, and Jaxon and live in Jacksonville, Florida.

Morgan, known as Jimmy, but nicknamed “Nitro” because of his explosive driving style, started driving bobsleds in 1971 and quickly rose up the ranks as one of the top bobsled pilots in the country. He competed at the 1975 World Championships in Cervina, Italy, where he finished seventh in the two-man event. It was the best American finish at the world championships in Europe in the decade of the 70s. Morgan went on to be the top American bobsled pilot at the 1976 Innsbruck Winter Olympic Games in the two-man and four-man competitions, finishing 12th and 13th, respectively. Morgan tragically lost his life during the 1981 world championships in the final curve of the Cortina, Italy track. He is the only U.S. bobsledder ever killed in competition internationally. Morgan’s younger brother, John, was calling the competition with ABC Sports’ Bill Flemming at the 1981 competition that took Morgan’s life. He joins John as the second Morgan sibling to be inducted into the USABS Hall of Fame. Morgan was one of seven brothers and four sisters, and was raised in Saranac Lake, N.Y. He was also a Vietnam veteran.

Bodine, a former NASCAR driver and the 1986 Daytona 500 winner, brought car racing principles, competitive savvy, and 3-D design software to build a gold-worthy bobsled. Bodine noticed that the team had been using hand-me-down sleds from European teams, and he had a desire to see U.S. Olympic athletes compete in American-made bobsleds. Bodine collaborated with race car designer Bob Cuneo of Chassis Dynamics to create the Bo-Dyn Bobsled Project. Cuneo was part of the fourth class of USABS Hall of Fame inductees for his contributions to the sled project. Bo-Dyn bobsleds first appeared in the 1994 Winter Olympic Games. The most famous Bo-Dyn sled was the four-man “Night Train,” which was driven by the late Holcomb to the 2010 Olympic gold medal. The achievement ended a 62-year drought for the United States, which had not won a gold medal since the 1948 Winter Games. 

There are now 28 members of the USABS Hall of Fame with the addition of Mesler, Gale Geisler, Jones, Flowers, Morgan, and Bodine. Learn more about all 28 Hall of Fame inductees here.

For media inquiries, please contact USABS Marketing and Communications Director Amanda Bird at amanda.bird@usabs.com.

About USA Bobsled/Skeleton

USA Bobsled/Skeleton (USABS), based in Lake Placid, N.Y., is the national governing body for the sports of bobsled and skeleton in the United States. For more information, please visit the USABS website at www.usabs.com. Individuals interested in becoming a bobsled or skeleton athlete can visit www.usabobsledskeleton.com

This Is How Romain Grosjean Survived

Romain Grosjean walked away from a horrific, fiery wreck at the Bahrain Grand Prix. Here’s what led to the crash, and what allowed Grosjean to escape it without serious injury.

f1 grand prix of bahrain
Clive Mason Formula 1- GETTY IMAGES

Romain Grosjean started Sunday’s Bahrain Grand Prix from 19th on the grid. A poor start by second-placed Valtteri Bottas slowed the entire rest of the field, creating chaos and an opportunity for Grosjean to make up spots in a car that has struggled for outright pace for the past year. He was already making up positions heading into Turn 1, and light contact between a Ferrari and a McLaren on the exit of Turn 3 created even more opportunity. Grosjean saw the opportunity to take another position, maybe even a few, heading into Turn 4, so he dove to the inside line and prepared to out-brake the cars that had exited Turn 3 with far less momentum. This is when his right-rear corner struck the right-front corner of Daniil Kvyat’s AlphaTauri entry, forcing Grosjean off track at a high speed.

On an ordinary Formula 1 track, Grosjean would have collided with a wall at a forgiving diagonal, spreading the impact out over the nose and sidepod of the car as it slid along the wall or guardrail. Bahrain’s Turn 3 exit, however, is a temporary guardrail, one that juts out into the paved off-track area meant to allow drivers to recover from exactly this sort of collision. Grosjean’s trajectory just so happened to put him nearly perpendicular to the wall. The nose of his car seemed to hit precisely at a seam in the three-layer guardrail, splitting the barrier open. Rather than absorbing the impact, the wall halted Grosjean’s car immediately.

This is when the car split in two.

The car bisected at the point where the driver’s protective carbon fiber “tub” connects to the powertrain and rear bodywork. The cockpit hit the guardrail with such force, Grosjean and the remainder of the car went clear through to the other side.

This is where the fireball erupted.

Formula 1 cars carry a full fuel load at the start of every race, a safety measure designed to eliminate in-race refueling that can lead to fires in the pit lane. While most of Grosjean’s fuel seemed not to ignite, the immediate and sustained fire implies that at least some fuel seeped out and caught flame. The fireball was enormous and explosive, engulfing only the cockpit area on the infield side of the barrier, the side Grosjean was sitting in.

Seconds later, Grosjean emerged from the flames on his own. A safety team began putting out the fire, and Grosjean leaped over what remained of the barrier and walked to the waiting medical team. He spent an overnight in a hospital in Bahrain, but preliminary scans show no broken bones. Aside from burns on the backs of his hands, Grosjean escaped the horrific crash without major injury.

Grosjean suffered the ultimate nightmare of any racing driver, a perfect storm of cascading catastrophes. Everything that could go wrong did, all at once, and each component of the crash was meant to be controlled by a specific safety measure. Grosjean not only lived, he walked away from one of the most harrowing racing crashes imaginable without a single broken bone.

This is how it happened.

To understand what went right, we also need to understand what went wrong. This starts with the collision itself, a simple result of on-track jockeying for position at the cramped center of a chaotic standing start that left a car careening off the line at a high-speed section of track. All of this is relatively routine, and would traditionally be countered by a flat wall or guardrail positioned to slow an out-of-control car with a glancing blow. Grosjean’s car would hit such a barrier at an angle and slide along its length, dissipating energy and shedding speed. Instead, this particular wall juts outward, covering an access road made from existing runoff area. This positioning created a nearly head-on collision, the first thing to go wrong.

Grosjean struck the wall at a reported 137 mph. A three-piece steel guardrail, colloquially known by the brand-name Armco, is designed to deform on impact, absorbing momentum and keeping the car from piercing through the barrier. The guardrail that Grosjean hit ended up splitting between the first and second bars, the forceful impact of the car’s nose seeming to break the bars in two. This led directly to the worst elements of the incident.

BBC Sport’s Andrew Benson reported that the 137-mph impact had a force of 53 g. That energy had to go somewhere. With the driver’s survival cell suddenly stopped, the impact force pounded through the car, splitting the chassis in half at the point where the cockpit connects to the drivetrain and rear of the car. This splitting off is by design—the car is built to protect the survival cell by dissipating the impact elsewhere, and a violent crash can cause the drivetrain to snap off. But Grosjean’s high-speed separation seems to have released fuel that was then ignited, creating a towering fireball—the third and most dramatic of the catastrophic failures that contributed to this crash.

f1 grand prix of bahrain

DAN ISTITENE – FORMULA 1GETTY IMAGES

After the nose of the car pierced the guardrail, the next thing to hit would have been Grosjean’s helmet. This was the fourth catastrophic failure of the crash, and the point where we get to see up-close the life-saving power of recent safety changes.

On the other side of the guardrail, the force of the impact actually created a new point for the area above the nose to hit at full speed. In the past, this exposed area would be an open cockpit, and the next point of impact would have been the driver’s helmet. This was the fourth catastrophic failure.This content is imported from Twitter. You may be able to find the same content in another format, or you may be able to find more information, at their web site.

It was just three years ago when Formula 1 mandated the introduction of the “halo” safety device that adds a secondary protective structure around the driver’s helmet. Grosjean’s halo made direct contact with the top portion of the barrier, a collision that should theoretically be impossible in the controlled conditions of a live race. It was not impossible, of course, and the halo ended up absorbing some portion of the impact.

Grosjean likely survived the impact thanks to the halo; without it, his helmet would have been directly in the line of the impact. It meant he could escape the fire on his own, in under 30 seconds, avoiding more serious injury—and disproving some early fears that the halo would impede a driver’s ability to get free of a burning wreck. Had he not been able to escape, Formula 1’s professional safety team was able to get to the car almost immediately.

Fire protection gear is only effective for so long, and Grosjean was able to get out of the car before coming close to those limitations. Series doctor Ian Roberts, who spoke with the Sky F1 broadcast team after the race, arrived at the crash so quickly, he was able to help Grosjean over the guardrail as crews were still putting the fire out. Formula 1’s professional rescue team, like the IndyCar team that saved James Hinchcliffe’s life in 2015, is a fully-dedicated group, led by Roberts since 2013, with extensive training in extracting, diagnosing and treating drivers immediately at the scene of a crash. The rescue team’s performance at Bahrain was a shining bright spot in this incident, with the safety car arriving mere seconds after Grosjean’s car came to a halt. Thankfully, their role was minimal, but had things gone differently—had Grosjean been knocked unconscious in the crash, or had his tub been trapped within the mangled guardrail instead of piercing through—the rescue team would have been tasked with a difficult extraction under urgent time pressure.

auto prix f1 bahrain
Tolga Bozoglu- Getty Images

Make no mistake, this was not a proud day for Formula 1. Like so many harrowing wrecks, this incident was the result of a cascade of failures both catastrophic and banal. Racing safety is made up of two components: the car and the track. The Bahrain International Circuit is responsible for the design of the guardrail Grosjean hit as well as its positioning relative to the direction of travel. Formula 1 regulations dictate the height of the car’s nose, which seemed to allow the No. 8 Haas to split through the guardrail, as well as the design and positioning of the fuel system, which was clearly compromised in some way when the car split apart, turning a violent crash into a fiery one. And Formula 1 approved the track, and those walls—along with another, faster track layout for a race next weekend.

All of these individual decisions contributed to the scale of the crash. If the guardrail that angled toward the track had instead been designed as a reinforced barrier running away from the racing line, Grosjean might simply have had an unremarkable crash and retired from the race. If the guardrail was in its current position, but built from a more modern impact-absorbing structure—like the SAFER barriers used in the U.S. or the recently-updated TecPro barriers used in high impact points at multiple Formula 1 tracks—Grosjean might have suffered an unusually painful hit, but the car likely would not have split in two, and there would likely be no impact to the halo. If the car hadn’t broken in half, there likely would have been no fire. Thankfully, other safeguards were in place, and Grosjean was able to survive all four of these catastrophic unexpected problems.

There was also considerable luck involved. Had this crash happened further away from the pit lane, the recovery team would have taken longer to arrive. Had the car gotten tangled in the guardrail rather than piercing all the way through, Grosjean would have struggled to free himself from the wreck. Most importantly, had Grosjean lost consciousness, this could have been a tragedy. A number of things had to go right for everyone involved to get this lucky, but none of that would have mattered without the decades of safety improvements that allowed Grosjean to survive the impact in the first place.

There are failures here that need to be investigated, and changes that will need to be made quickly. The FIA will spend the next few months investigating Grosjean’s crash and will eventually share its findings. Hopefully, what’s learned will make Formula 1 even safer for future generations of drivers and participants. Until then, all we can do is be thankful that auto racing is at a point where so many of these safety features have been implemented already. These findings should lead to real safety improvements, ones that will mean a driver won’t need such improbable luck to survive so many things going wrong. Constant safety improvement has allowed Formula 1, and modern auto racing in general, to reach this point of safety. It can’t stop here simply because Grosjean walked away from what could have easily been a fatal crash. His survival is nothing short of miraculous, and it would have been impossible if Formula 1 ever gave up on getting safer.

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Source: Roadtrack

They’re Back! Chip Ganassi Racing Returning to WeatherTech Championship in 2021 with Cadillac DPi Entry

23-26 January, 2014, Daytona Beach, Florida USAChip Ganassi@2014, Richard DoleLAT PHOTO USA

DAYTONA BEACH, Fla. – Chip Ganassi Racing, which has fielded seven IMSA season champions and eight Rolex 24 At Daytona champions, is returning to IMSA WeatherTech SportsCar Championship competition with a Cadillac entry in the Daytona Prototype international (DPi) class.

Joining its already-successful operations in IndyCar and NASCAR, Chip Ganassi Racing joined IMSA in 2004 and won the first of seven championships that same year. The team competed in the Daytona Prototype category through 2015 before moving to the GT Le Mans (GTLM) class from 2016-2019.

Other sports car achievements by the team include 64 total race wins, including marquee events such as the Rolex 24 At Daytona, the Mobil 1 Twelve Hours of Sebring Presented by Advance Auto Parts and the 24 Hours of Le Mans. Ganassi is the only team owner in history to win three straight Rolex 24s (2006-2008).

“We can’t wait to get back to IMSA and fight for the overall win after several years competing in the GTLM class,” Ganassi said. “Our relationship with General Motors has expanded from the NASCAR Cup Series and we couldn’t be happier. Partnering with Cadillac is a tremendous opportunity for our team and we want to start delivering for them in January at the Rolex 24 At Daytona.”

autosport

CGR will field one car in the 2021 season, with the driver lineup to be named. It joins a Cadillac program that has claimed victory the last four years at the Rolex 24, won last month’s Motul Petit Le Mans and came within a single point of winning the 2020 DPi driver, team and manufacturer championships.

“We are very excited to welcome Chip Ganassi Racing to the Cadillac competition family,” Cadillac Vice President Rory Harvey said. “Their success across many forms of racing, including sports cars, will be a great addition to our IMSA WeatherTech lineup. Chip’s pedigree at winning the Rolex 24 At Daytona eight times, as well as their championships in this form of racing, gives Cadillac another stalwart team to compete for the 2021 IMSA DPi championship.”

The 2021 WeatherTech Championship season kicks off with The Roar Before The Rolex 24 testing Jan. 22-24 at Daytona International Speedway. The Rolex 24 At Daytona begins Saturday, Jan. 30 on the 3.56-mile, 12-turn road course.

Source: Mark Robinson

Twelve Hours of Sebring entry list

Sebring 12 Hours entry listIMSA

The premier division of the IMSA WeatherTech SportsCar Championship is up for grabs this weekend over 12 hours at Sebring International Raceway, and some NTT IndyCar Series stars on the entry list could factor into the outcome.

Reigning six-time IndyCar champion Scott Dixon and 2016 Indianapolis 500 winner Alexander Rossi will be driving for the top two teams in the IMSA DPi points standings entering Saturday’s Mobil 1 Twelve Hours of Sebring, which will close the season after being rescheduled from its traditional mid-March date because of the novel coronavirus (COVID-19) pandemic.

The No. 7 Team Penske Acura of Helio Castroneves and Ricky Taylor leads by two points over the No. 10 Wayne Taylor Racing Cadillac of Renger van der Zande and Ryan Briscoe. For the third time this season, Rossi will join Castroneves and Taylor, who have won four of the past five races.

Dixon will be making his third start with van der Zande and Briscoe, having won in their previous two outings at the Rolex 24 and last month at the Petit Le Mans (where Castoneves, Taylor and Rossi finished second).

Ranked third in the standings is the No. 31 Action Express Whelen Engineering Cadillac of Felipe Nasr and Pipo Derani, who trails by nine points. Nasr and Derani, who will be joined by Gabby Chaves this weekend, won in the series’ July 18 visit to Sebring.

The No. 31 Cadillac of Pipo Derani and Felipe Nasr won July 18 at Sebring (IMSA).

Other IndyCar notables who will be racing in the IMSA season finale on the 17-turn, 3.74-mile course:

–2016 series champion and 2019 Indy 500 winner Simon Pagenaud in the No. 6 Acura Team Penske of Dane Cameron and Juan Pablo Montoya;

–2014 Indy 500 winner and 2012 champion Ryan Hunter-Reay in the No. 55 Mazda with Jonathan Bomarito and Harry Tincknell;

–Sebastien Bourdais, who will drive full time next year for AJ Foyt Racing, will wrap up his IMSA season in the No. 5 Cadillac of Mustang Sampling Racing / JDC-Miller MotorSports;

–In the GTLM category, Andretti Autosport winner Colton Herta will be driving the No. 25 BMW M8 GTE for Rahal Letterman Lanigan Racing.

Saturday’s coverage of the Twelve Hours of Sebring will begin at 10 a.m.-3 p.m. ET on NBCSN, 3-6 p.m. on NBC and 6-10:30 p.m. on NBCSN. Flag-to-flag coverage of the 12-hour race will be available on TrackPass on NBC Sports Gold.

By Nate Ryan for Motorsport NBC