SOURCE: Aaron Young for HotCars.com
Ranging from pure performance monsters to cool and unique designs, here are some of the coolest forms the Corvette has taken over the years.
Long live America’s sports car – first shown to the world at GM’s Motorama in 1953, the Corvette is nearing its 70th anniversary as the premier American sports car, and one that has come to represent the American performance game. With its signature V8 power, and price that makes it a great value for the performance, the Corvette has stuck around in the hearts and minds of enthusiasts, even through its darkest years during the Oil Crisis.
Along the way through, the Corvette has also been defined by a multitude of special editions. Ranging from pure performance monsters to awesome looking aesthetic changes, the special edition Corvettes have been some of the coolest forms the car has taken over its long life. These 10 though, are among the sickest special edition Corvettes to ever hit the street.
The greatest of all classic Corvettes, the L88 is an absolutely wicked, special, and rare ‘Vette that now commands millions of dollars at auction.
Unleashed onto the world in 1967, the L88’s development was carried out under command of Zora Arkus-Duntov himself. Packing plenty of racing-oriented modifications, the L88 was intended to help further the Corvette’s status as a motorsports icon. But, what was truly special about the L88, was its engine. Thoroughly modified, the legendary 427 V8 inside the ‘Vette was brought up to a truly wild number of around 580 hp.
Stripped of most comfort based options and features, GM tried to scare people away from buying the monstrous car. Down-rating it, and claiming the engine had 435 hp, intentions were for people to be scared off by the lack of “civilized” features, and opt for another performance package that included them while having similar power. Mostly ending up used as race cars (to GM’s relief), only 20 L88 Corvettes were made in 1967, making them one of the most powerful, and rare special editions in the Corvette’s history.
A familiar name in the modern Corvette’s legacy, the ZR1 began life as a successor to the earth-shattering L88, and still stands for the ultimate performance edition a Corvette can have.
Sold under a Regular Production Order (RPO) from 1970 until 1972, the ZR1 was similar to the L88 in that ordering it meant you had to sacrifice many comfort-based options such as air conditioning, the radio, and power steering. What you got in return though, were specialized performance parts like beefy suspension, a performance transmission, and big brakes. More importantly, though, the ZR1 gave you the special LT1 small-block V8 laying down 370 hp, turning the C3 Corvette into a monster. Yet, only 25 ZR1s were sold in 1970, making it among the rarest special edition Corvettes.
With the Corvette losing most of its performance and overall greatness during the tail end of the C3 generation, and the first years of the C4, the 1990 ZR1 came about to reclaim the nameplate’s glory as a performance monster.
Named “King of the Hill” during its development, this revival of the ZR1 would live up to that name in spades. Forgoing the standard V8 that had been powering the C4, a special 5.7 L LT5 V8 making 380 hp was mounted inside – developing over 400 hp by the end of its run. Not just powerful though, at the time GM owned Lotus and brought them on to make the ZR1 handle as well as it accelerated. An instant success, the 1990 ZR1 was one of the fastest cars of the early ’90s, helping rekindle the Corvette’s flame, and remaining on sale until 1995.
1966 Grand Sport
While somewhat overshadowed by the 1990-95 ZR1, the 1996 Grand Sport was an awesome way to send off the C4 generation Corvette.
Built as an homage to the ’60s Grand Sport Corvette racecars, the 1996 Grand Sport was situated in a tough position. With the C4 ZR1 ending in 1995, and the all-new C5 ready for release in 1997, Chevy needed to make a splash with a special edition for the C4’s retirement.
While not the performance beast that the ZR1 was, the Grand Sport was one of the coolest C4 Corvettes to be released. Tuning the LT1 V8 to 330 hp, and renaming it the LT4, the Grand Sport was genuinely quick for the late ’90s. Sporting the iconic blue and white paint with red fender marks, the 1996 Grand Sport did its job of sending off the C4 with great style and set the tone for later Grand Sport editions of the Corvette.
2004 Z06 Commemorative Edition
Similar to the 1996 Grand Sport, the 2004 Commemorative Edition was a send-off for the C5 generation of Corvette, and focused on a flashy red, white, and blue paint job.
With the C6 on the horizon for 2005, and the C5-R Corvette racecar scoring consecutive class wins at the 24 Hours of Le Mans, the Commemorative Edition sent off the C5 generation by celebrating those Le Mans victories.
Available on either the coupe, convertible, or Z06 flavors of Corvette, the Commemorative Edition was mostly just aesthetic changes. Painted in the same base scheme as the Le Mans C5-R, the Commemorative Edition came with plenty of cool touches like badges and seat embroidery. One performance touch present though, order the Commemorative Edition Z06, and you had the option to add a carbon fiber hood.
Bringing the special edition ZR1 nameplate back for its third shot at crushing the performance game, 2009 saw it return with the greatest power of any road-going Corvette before it.
Gone from the market since the previous one’s end in 1995, the ZR1 returned with ferocity after 14 years. Like the previous ZR1s it followed in the footsteps of, a monstrous and unique engine was placed inside – the supercharged LS9 V8 spitting out a whopping 638 hp. With features like a window in the hood that displays the supercharger, the most power a stock Corvette had up until it, and a 200 MPH+ top speed, the 2009 ZR1 helped prove that the Corvette was a competitive force in the modern car industry.
2011 Z06 Carbon Limited Edition
Another special edition that celebrates the Corvette’s long-lived presence at Le Mans, the Z06 Carbon Limited Edition does more than just add a special paint job though.
Limited to just 500, the Z06 Carbon Limited Edition takes the already performance-oriented Z06 and imbues it with performance parts from the monstrous ZR1. Included in the Carbon Limited Edition are the big carbon-ceramic brakes, adjustable shocks, wheels, and tires from the ZR1. But that’s not all, as the “Carbon” in its name also refers to the carbon fiber front splitter, hood, and roof panel it comes with. Only available in a special shade of blue or orange, the Carbon Limited Edition is one of the coolest modern Corvette special editions.
2013 427 Convertible
A number that will be instantly recognizable to Chevy fans, the 427 Convertible pays tribute to the legendary 427 big-block V8 of Chevy’s muscle car past.
While the Z06 is a favorite amongst Corvette fans for its balance of performance, affordability, and ease of street use, one of its best features on the C6 generation was the 505 hp LS7 V8. Although the Z06 and its LS7 didn’t come in convertible form – the 427 Convertible changed that.
While missing Z06 exclusive features like its aluminum frame, the 427 Convertible drops the LS7 into a convertible Corvette and adds touches like a special paint scheme, and the rear axle and shock absorbers from the Z06. Back to the name though, the LS7 is technically a 427.7 cu-in engine, but Chevy rounded down to pay tribute to their classic big block, it’s a technicality that’s easy to forgive though, especially when the car is this cool.
The 4th, and most powerful iteration of the legendary ZR1, the C7 based edition is also the last time ZR1 will be used on the Corvette’s traditional front-engine layout.
Even better, or worse – depending on your perspective, the C8 ZR1 is confirmed to be a hybrid. But back to the C7 ZR1 – serving as the 4th time the special edition ZR1 has graced Chevy showrooms, the 2019 ZR1 evolved from the 2009 version with even more ridiculous amounts of power. Capable of a 0-60 MPH time of 3.0 seconds thanks to the 755 hp its supercharged LT5 V8 produces, the 2019 ZR1 is the most powerful and most insane stock Corvette so far – though, the C8 ZR1 is said to be shooting for 900 hp.
2016 Z06 C7/R Edition
A team with many decades of racing legacy, Corvette Racing’s C7.R is the focus of this special edition, using a Z06 to pay tribute to the full-on racecar and its iconic yellow paint.
Limited to only 500 units, the C7.R edition was available on Z06 Corvettes and offered the Z07 Performance Package with its carbon-ceramic Brembo brakes. Otherwise, the C7.R Edition is mostly an aesthetic one, packing Corvette Racing Yellow paint, special graphics, wheels, yellow brake calipers, as well as a black interior with yellow contrast stitching. Equipped with the C7 Z06’s supercharged LT4 V8 with 650 hp, the C7.R Edition is one of the coolest for fans of the Corvette Racing team.
SOURCE: Aaron Young for HotCars.com
General Motors today is celebrating two separate reports that show more GM vehicles have the most “Made in the USA” content than any other automaker. We’ve featured both reports already as the new C8 Corvette ranks high on both lists. As a bonus to Corvette enthusiasts, GM is sharing a new video showing the C8 Corvette under construction at the Bowling Green Assembly Plant.
First up comes the Cars.com American-Made Index for 2020 which had the 2020 Corvette Stingray in 8th place on its vehicles with the most domestic-sourced content. In addition to the Corvette, the Chevrolet Colorado was 10th and GM placed another seven vehicles in the Top 25.
As for the American University Kogod School of Business and its Made in America Auto Index, the 2020 Corvette tied for 3rd place alongside the Chevy Colorado and GMC Canyon mid-size pickups and behind the automatic Chevrolet Camaro. GM had 10 models in the Top 25, the most of any manufacturer. GM also received credit as ranking the highest among manufacturers for total domestic content across all 2020 models.
“We’re proud of GM’s massive American manufacturing footprint, consisting of 11 vehicle assembly plants, 26 stamping, propulsion, component and battery plants, and 19 parts distribution centers,” said Phil Kienle, GM vice president of North America Manufacturing and Labor Relations. “Our manufacturing strength in the U.S. is a team effort starting with our employees and extending to our supplier partners and local communities across the country.”
The Making of the C8 Corvette
In this video from General Motors, go inside the Bowling Green Assembly Plant for a look at how the mid-engine C8 Corvette is manufactured. We also get a great look at the construction of certain parts from vendors like the Bedford aluminum castings and the carbon-fiber rear bumper beam.
When Corvettes are shipped to a Chevrolet dealership, they have to go through a pre-delivery inspection known as PDI. Service technicians take the cars fresh off the truck into the service bays where they run through a checklist of things to do that include installing any parts and accessories as well as checking and topping off the fluids.
We’ve talked about the PDI process previously, and have even shared some of the processes like the installation of a High Wing. Now here’s a chance to watch a 2020 Corvette going through PDI with a time-lapse video that condenses the hour-and-a-half process into just under 5 minutes. While we don’t really learn anything new from the video, we are treated to a scene that most of us will never see.
The video was posted to YouTube by a user named “I Sell Corvettes“:
The long version time-lapse of the C8 pre-delivery inspection. This C8 is a fairly basic, non-Z51 so the PDI is pretty quick and easy, less than an hour and a half.
And there’s still more in the tank.
The Chevrolet Corvette Stingray C8 has been hailed as a performance bargain since it first arrived on the scene, but if you’re saving money on the cost of a car, that just means you have more money left over to make it even faster and better. For some, that can even include altering its appearance for a more exotic look. But while some prefer technical circuit racing, where the C8 excels too, the most popular form of motorsport in America is arguably drag racing. We know that a standard C8 with 495 horsepower and 470 lb-ft of torque can clock a 10-second quarter-mile, but now someone has made it into the nines.
Extreme Turbo Systems, a company famous for mind-blowingly powerful Nissan GTRs, has just set a new record for the C8, achieving a time of 9.95 seconds at 144 mph. Naturally, this required some extensive modifications, with the ETS C8 receiving new Mahle pistons Ferrea and valves, Mickey Thompson drag radial tires, a bespoke intercooler with an ice box, and direct port methanol injection. As imperative as these mods are, it’s the addition of Precision turbochargers with 46 millimeter wastegates that truly elevates the ETS C8 to a new level.
With 13 psi of boost, this Stingray produces 872 hp. 18 psi generates 980 horses, and then 20 psi gets the team into quadruple digits with an astonishing 1,021 hp. That’s more than double what the car comes with in stock form.
But as any racing enthusiast will tell you, a dyno run does not prove that your car is fast. Thus, ETS headed to Woodburn Dragstrip to lay down some rubber, and despite battling some launch control and transmission issues, achieved some incredible figures. At 11 psi, a time of 10.49 seconds was achieved at 141 mph. Turned up to 13.5 psi, the C8 managed 10.05 at 145 mph. Being that close to the single digits with no breakages, it only makes sense to turn it up again. Interestingly, although the team achieved 9.95 at 144 mph, this was done with just 15 psi, meaning less than 980 hp. Assuming that transmission and launch issues can be resolved and more power put down, this car may achieve mid-nine-second passes very soon.
Photo Credit: Chevrolet
A good balance.
Those are a few of the ways Popular Mechanics describes the 2020 Corvette Stingray, the new mid-engine monster from Chevrolet so good it’s just become that magazine’s Car of the Year.
“So much of what makes Ferraris, McLarens, and Lamborghinis the stuff of phone wallpaper fantasy is present” in the new Corvette, Popular Mechanics writes.
Things like a 0 to 60 time of 2.8 seconds “with a pleasantly terrifying exhaust sound.”
With the seats so far forward, the Corvette gives you “that tip-of-the-cruise-missile feeling.”
Even after a week-long test drive, Popular Mechanics says the car never lost its novelty, noting that “it is thrilling to hold the keys to this thing.”
Unlike so many other supercars, the new Corvette is still a practical vehicle, with PM calling it “livable. Actually comfortable.”
With two trunks that hold 13 cubic feet of stuff, the Stingray can fit two week’s worth of groceries for three people.
Even a four-hour trip in heavy traffic and rain was “mostly pleasant,” the magazine reports, with sound dampening materials that “kept the cockpit quiet at highway speeds.”
Even the “strange center bar with the air conditioning controls made sense within just a few miles of our first drive,” PM admitted.
It wasn’t all butterflies and rainbows, though, as the magazine did point out a few minor nitpicks with the car.
The overall comfort means that the Corvette “loses some of the vibration that helps you feel feedback from the road, even in its most aggressive drive setting. And as our colleagues at Car and Driver have pointed out, the steering feel doesn’t quite have the precision you get from six figures.”
But with a base price under $60,000, the Corvette more than delivers its money’s worth to owners.
PM says the $100,000 718 Cayman and Spider are “slightly more engaging (though slower) driving experiences” thanks to their six-speed manual transmission over the Corvette’s new dual-clutch automatic.
“But for those of us who like a little utility in a two-seater,” PM says, “the Corvette is a good balance.”
Ironically, the gasoline-powered Corvette breaks a three-year-long streak of electric vehicles earning the Car of the Year award. We wouldn’t be surprised, though, when the rumored E-Ray electric hybrid version of the Corvette debuts in a couple of years or so, if that car doesn’t restore order to the PM universe and win this award again.
The Corvette runs blistering laps on track and ruins back roads for the price of a Porsche’s option list.
The spiritual home of the sports car in North America isn’t Detroit. It’s not Southern California. It’s not even Bowling Green. It’s upstate New York, specifically Watkins Glen. A tiny American town with an outsize reputation.
From the November/December 2020 issue of Road & Track.
After World War II, sports cars followed returning service members to America. Lithe, light, and low-powered, they were the antithesis of the American way of travel. Cameron Argetsinger, a Watkins Glen local, saw an opportunity. In 1948, he staged the first Watkins
Glen road race, an event that became an annual showcase of the country’s bravest drivers on challenging country roads. In 1951, legendary General Motors designer Harley Earl attended the race to show off a concept LeSabre and was inspired to build a purely American sports car. In 1953 he came back to the race with his creation: the Corvette.
The first generation wasn’t quite up to its world-beating task. But through seven generations and more than 65 years, the Corvette evolved into a car that did everything a Porsche or a Ferrari could for less than half the price. It’s one of few cars at home in every possible environment. It’s underrated to the point of disdain by those who simply don’t want to believe that an American sports car can beat the hell out of models from Europe.
Part of that may be the working-class price. Another may be the lackluster interiors. The biggest knock may have been the perception that the engine was in the wrong place. And for decades, rumors insisted that the Corvette’s V-8 would move behind the driver. It was always just about to happen, with a string of mid-engine concept cars giving credence to the rumors. But a series of false starts, including one C7-generation plan scuttled by bankruptcy, saw hopes continually fall. Until now.
The C8-generation Corvette is easily the most anticipated American car of the last 20 years, one with impossibly high expectations from customers, journalists, and GM itself. It must be a grand tourer, sports car, track car, drag racer, and golf-club hauler, displaying versatility not expected of any other model. That’s the Corvette’s dilemma: Because it has doubters, it must to do everything flawlessly.
Our first drive of the C8 for Performance Car of the Year saw us get behind the wheel of a preproduction model, one not 100-percent finalized. At the time, it seemed the Stingray was very good but best considered as a building block for higher-powered versions of the car to come, variants that would truly take advantage of the mid-engine architecture.
But the completed car stands on its own. This is the performance bargain of the century.
Like the Corvette, Watkins Glen has evolved. Racing moved from public roads to a purpose-built facility decades ago, but the track is no less daunting. This circuit hosted the Formula 1 United States Grand Prix for two decades and still sees professional sports-car racing each year. It’s one of the old-school tracks, iconic blue barriers lining a course carved out of the land by men on tractors, not mere algorithms. What you get is a gorgeous, flowing track, a fast 3.4-mile goliath as intimidating as it is iconic. This is where we reacquaint ourselves with the C8.
It gets you the first time you push the start button, the familiar small-block bark smacking your brain from behind, the unrefined lope a brief reminder that you’re not in something from Europe. The new engine, dubbed LT2, is an evolution of the V-8 we saw in the C7, now producing 495 hp and 470 lb-ft of torque with the Z51 package. That gets it to 60 in 2.8 seconds, better than the last-generation Z06 and ZR1, cars with at least 150 more horsepower.
The C8 gives the illusion of ever-present grip. It’s a rear-wheel-drive car with an almost all-wheel-drive character, able to fire in any direction at any time. That acceleration from a dig is thanks to the mid-engine layout and aggressively short gearing from the eight-speed, dual-clutch gearbox. Corvette chief engineer Tadge Juechter said shifting weight toward the rear axle would allow the C8 to put more power down, hence the move to a mid-engine layout. Perhaps the C7 Stingray and Grand Sport had no traction issues; the C8 has less than none.
You do lose the dance of clutch, accelerator, and steering, of making sure you have the right mix to stay straight. On the track, going for lap times, that’s undeniably a good thing. But losing that theater is noticeable on the road, where instead of worrying about controlling the rear end, you need to worry about hitting imprisonable speeds within seconds of touching the throttle.
Unlike Corvettes past, the controls are delicate, with light steering and paddle shifters. A sign of modern trends. While it was a sad day when the Corvette lost its third pedal, the gearbox has vastly improved since we first drove the car months ago.
Shifts from the Tremec-designed transmission are crisp and rapid in manual mode, thanks to paddles wired directly to the box. Downshifts are quick and perfectly rev-matched, when you get them. That’s one annoyance. In a heavy braking zone, like into Turn 1 at The Glen, you’re snagging gears quickly. Occasionally the gearbox takes more than one pull to react, likely because a paddle was pulled before the engine was ready to allow a shift. Instead of delaying that shift slightly, the gearbox denies it, then forgets you ever asked. Exercising more patience with the paddle results in delay-free downshifts. Driven in automatic, it’s telepathic, keeping the engine in the powerband at all times and banging off shifts without issue.
Chevrolet has recently compared Corvette automatics to Porsche’s PDK gearbox, and every single time Chevy’s automatic has been a letdown. The PDK is still the best you can buy, but this Tremec is leagues better than any automatic ever fit to a Corvette, a half-step at most behind the best.
Tucked in the hills just outside the hamlet that bears the same name, Watkins Glen International is one of America’s greatest and most challenging tracks.
1. TURN ONE
A fast right. Get your braking done beforehand, hit an early apex, and use all the track for the fast run up the esses.
2. THE BUS STOP
The place to be brave. Brake late and clobber the curbs. The Vette was touching 150 before the braking zone.
3. THE BOOT
Quicker than it looks. Use the track’s compression to get back to power early, maximizing that short straight.
4. THE TABLETOP
Secretly the most challenging turn on track. An off-camber left, get this one wrong and you’ll end up in the wall.
Like the gearbox, the brakes have gone digital, a brake-by-wire setup bypassing the physical connection between pedal and braking system (though there is a mechanical backup if the by-wire system fails). This means the computer can change the pedal feel depending on the driving situation, which is gimmicky—and disconcerting, since brakes should be a constant—but also a likely sign of an upcoming hybrid system. But left in Sport mode the pedal is linear and accurate, the brakes showing no fade after repeated use at more than 150 mph through The Glen’s bus-stop chicane.
The delicate controls, light steering, and paddle-shift gearbox may lead you to believe that the Vette needs a light touch. Not the case. In fact, it’s the opposite; in corners like The Glen’s Turn 5, a long, downhill right-hand sweeper, you need patience with the throttle lest you make the front push. A big swing at the wheel or an aggressive move on the pedals is needed to make the Corvette come around. Steering, while accurate, is numb, meaning your inputs must be informed by something other than your hands.
Vague steering is always a letdown. But as the pace gets higher, the chassis comes alive. It may not be as adjustable as the last car, likely a design choice made to save drivers from the 6.2-liter pendulum behind their backs. Still, speeds become very serious very fast, although the car remains stable and predictable, two confidence builders. The last thing you want in a car this accessible to so many people is a tricky experience. Otherwise we’d likely be hearing about a lot of owners who aren’t thrilled with GM after wrapping their C8s tail-first around a tree.
But get on the power at the right time, and from apex to corner exit there isn’t much that drives like this. A big part is the fantastic Performance Traction Management (PTM) system, hyper-advanced traction control that actually cuts spark instead of using the brakes to bring the car back in line. This is racing-level stuff, and it works excellently, though we’re not sure it’s being fully exploited. The sheer rear-end grip is so massive that traction control is more safety net than necessity.
Stopwatch estimates from pit lane put the Corvette at a sub-2:10 lap at The Glen, positively blistering when you consider that this is a lightly optioned base Corvette putting up numbers that are tough for any car to match.
On the road, heads snap when it drives by, some innocent bystanders wondering what the hell it is, some refusing to believe it exists at all. The front three-quarter view is the winner, a mixture of angles and shapes invoking stealth fighters. The rear view is inelegant at best, the need for golf-bag storage creating squarish hips, denying the Corvette the lithe, tapered beauty of other mid-engine cars. No matter what you think of its looks, it has serious presence.
The ride quality is simply outstanding. Magnetic Ride Control shocks make this the most comfortable sports car you can drive that doesn’t cost more than $300,000. It’s truly a feat, keeping the Corvette comfortable for hours. And this iteration has an excellent interior.
The seats are normally a Vette low point. The GT2 buckets in our car were supportive and on the verge of being too tight, though that’s honestly a sign that I need to spend more time on the bike than I do eating cookies. It’s a great place to be, especially if you’re behind the wheel.
Everything is angled towards the driver, including a raised panel housing the ancillary controls, which creates a border wall the passenger must summit in order to change the radio station. On the track or a solo drive, it’s wonderful, a cocoon that lets you focus without distraction. But trips with a friend or significant other feel like you’re in two different cars, particularly if your passenger is short. There is one blessing of the control wall: Passengers with music ADD won’t change the radio as often.
While companions struggle to find some way to turn off the Gin Blossoms, you can focus on driving. The gearbox’s on-track blindspots are eradicated on the road. The dual-clutch system begs you to put it in manual mode, as if it knows it can do everything itself but would really rather have you as part of the fun. There may not be a clutch pedal, but the transmission feels visceral enough that you can forget it’s not there.
The C8 Corvette is years of anticipation made real. On first impression, it does all the right things. It tucks crisply into corners, the engine has that perfect lope, it attracts the eye, and it feels like you’re driving a car worth three times the price. It’s a wonderful road car you could use daily, in any location, without worry. Unlike any other mid-engine car, it’s relaxed around town, a gentle cruiser, perfectly at home. On a good road it comes alive, quick and agile, the small-block V-8 once again proving it will never be outdated. It’s an outstanding combination.
Yet something undefinable is missing. The C7-generation Corvette had layers, getting better the more time you spent behind the wheel. The C8 seems to throw everything at you from the first drive, shouting its inherent specialness from minute one, relentlessly showing you every trick it has. It’s the same with its appearance. The C7 flew under the radar, eliciting knowing nods and glances and occasional waves, but nothing that’d attract a civilian crowd. The new car may as well come with a disco ball and DJ air horns. A drawback? Perhaps not. But if you’re running an errand, expect it to take twice as long as planned. Grocery run? Everybody on the dance floor! WAH-WAH-WAHHHHH!
Put it all in perspective. The Corvette’s base price is $59,995, with our tester coming in at $86,710. Either price is a bargain for a car with Ferrari/McLaren levels of performance. It’s impressive on every level, and the mid-engine platform will pay bigger dividends as engineers add power, hybrid systems, and handling packages that truly exploit the layout, if you actually need more performance. It’s hard to imagine that anyone does; more speed usually leads to sacrifices in comfort, usability, and—most importantly—price.
After every run at The Glen I had the same thought: This is the first car from Chevrolet with the engine behind the driver since the Corvair. Their corporate history is not mid-engine unobtanium but budget performance. And now they have a mid-engine Corvette that runs blistering laps on track and ruins backroads for the price of an option package on a high-end supercar.
If this is the future of performance, we’re going to be all right.
TRAVIS OKULSKI for Road and Track
Corvette Racing is loving the new Corvette C8.R. The team had already taken four wins in its new-for-2020 mid-engine race cars heading into this weekend’s Acura Sports Car Challenge at Mid-Ohio and managed to make it five after the No. 3 car of Jordan Taylor and Antonio Garcia dominated the race from flag to flag.
Taylor put the No. 3 Corvette C8.R on pole position for Sunday’s race, but lost the lead to the No. 4 C8.R sister car of Oliver Gavin shortly after the green flag came out. The American eventually worked his way past his British teammate, however, with the No. 3 Corvette C8.R then remaining in the top position in GTLM for the rest of the two hour and 40-minute race.
“The 3 car has been particularly strong all weekend,” Taylor said post-race. “We led all four sessions. I think we just had a little bit of speed on them all weekend. The balance of the car was just really strong from the get-go. It says a lot for the team, coming here for the first time with the Corvette C8.R, with no testing, just simulator time and rolling off the truck so strong. I think it’s hard to complain about anything at this point.”
“Jordan did a fantastic job all day long, getting on pole and then getting a solid lead even if there were a ton of yellows,” added Garcia. “When you are in that position, you are in control of the race. The C8.R worked perfectly again today. Not only on a quick lap but the consistency through the stint was the main thing. The C7 was good as we proved over the years, but this is definitely a step forward.”
While the 1-2 result for Corvette Racing was a welcome result for the American team, it was somewhat diminished by the fact that the GTLM field only had four cars in it Sunday. Porsche pulled its factory drivers from all events this past weekend after four members of its 24 Hours of Le Mans program tested positive for COVID-19, leaving only the two Corvette Racing entries and a pair of BMW M8s in the GTLM field.
Click here to view complete results from the 2020 Acura Sports Car Challenge from Mid-Ohio.
From its exterior design to its driving experience, there are so many remarkable new qualities of the 2020 Chevrolet Corvette compared to its predecessor. We’ve already given GM’s iconic sports car the full review treatment and have covered what it’s like in everyday driving, but a new steering-wheel button in the 2020 Vette caught my eye during a recent test drive.
Positioned to the left of the horn pad is a silver-colored button with a lone letter Z on it. At first glance, it looks like the Z logo from Nissan’s famed sports car, but it actually pays homage to the Corvette’s long history with the letter Z; the letter has appeared over the years in the form of high-powered versions (ZR1 and Z06) and performance option packages (Z51).
Pressing the button activates Z-Mode, one of two new driver-configurable modes on the 2020 Corvette (the other new mode is dubbed MyMode). Like the M buttons on some BMW models, the Corvette’s Z button lets drivers instantly select their preferred performance settings.
While the MyMode, Weather, Tour, Sport and Track modes are selected using a knob on the center console, Z-Mode is only accessible from the steering wheel. In addition to the exhaust sound, steering, suspension (when equipped with Magnetic Ride Control) and braking settings that are configurable within MyMode, Z-Mode also includes a powertrain setting that controls gas pedal, transmission and engine response.
The inclusion of new customizable drive modes are welcome additions for a car like the Corvette, but how the driver controls these modes is just as important. Combining the Corvette’s configurable features into one button with Z-Mode is smart, and putting it on the steering wheel where it’s easy to activate is doubly so.
Mike Hanley for Cars.com
From design to specs and pricing, here’s what you should know about the iconic American sports car as it enters its second year as a mid-engine speedster.
Is there a more American car than the Chevrolet Corvette? The Ford Mustang fan base may quibble with the thought, but there’s no denying that countless enthusiasts believe it to be true. And because of that, each new iteration of the sports car stokes excitement among Chevy loyalists. But it had been decades since the announcement of a new ‘Vette garnered as much anticipation as the unveiling of the eighth-generation model last year.
That’s because, after years of rumors and speculation, the 2020 C8 Corvette Stingray was the first iteration of the model to feature a mid-engine layout. For Corvette diehards, that news was momentous. After all, moving the engine back would almost certainly allow the car to compete more directly with its high-performance European peers. Yet, it would also likely alter its signature look—a mid-engine placement would mean a new frame. Indeed, Chevy took the opportunity to completely reimagine the Corvette’s design, discarding more than a few signature features for the new C8, including the elongated nose of its predecessors. The result is a sports car that looks primed to compete for attention, not only with American devotees, but with collectors of European supercars as well.
The 2020 C8 Corvette Stingray Chevrolet
Engine, Specs and Performance
Any discussion about the C8 Corvette can only begin in one place: the engine. After 67 years of commitment to a front-engine configuration for the Corvette, Chevrolet decided to kick off the new decade by repositioning the car’s powerhouse behind the driver and passenger seats. And this isn’t just any old engine—it’s a brand-new, naturally aspirated 6.2-liter LT2 V-8.
While that base motor, which is mated to an 8-speed dual-clutch automatic transmission, isn’t all that different from the one featured in the C7, it is more powerful, bringing a solid 490 hp of grunt and 465 ft lbs of torque. The new power train enables the car to rocket from zero to 60 mph in less than three seconds. The C8 can also complete the quarter-mile in just over 11 seconds and reach a top speed of 184 mph. And if that’s not enough for you, a Z51 performance package will boost the horsepower and torque figures to 495 hp and 470 ft lbs, respectively, giving all other performance numbers a lift as well. One thing to note: There is only one transmission option, something that has caused consternation among the faithful.
To help manage all that power, the C8 Corvette has a Driver Mode Selector that allows you to pick from six driving modes, including Tour, Sport, Track, Weather, MyMode and Z Mode (the latter two of which are customizable). It’s also equipped with a four-wheel anti-lock brake system, with disc brakes and four-piston calipers on each wheel. The Z51 package also includes an electronic limited-slip differential, new final drive ratio, improved cooling system for the brakes, an enhanced suspension and a performance exhaust.
A New Exterior
Like any other vehicle, the iconic sports car has seen its shape and design shift since it was introduced in 1953. But from generation to generation, no design overhaul has been as jarring as the C8’s. For that last 25 years or so—about the time the C5 debuted in the mid ’90s—we’ve been able to see the previous generation of ‘Vettes within the new iteration’s design. That stops with the C8.
Chevrolet used the change in layout as a chance to alter the ‘Vette’s profile, discarding some of its trademark features. Gone is the long, signature nose and slightly squared-off back. The front still comes to a peak, but the rest of the lines and angles are sharper and the cockpit has been moved forward. That shift rids the car of the slinky elegance that’s been a part of its shape since the ’60s but gives its a new boldness. This is a vehicle designed for speed, and it looks like it. The new design, which is available as both a coupe and convertible, gives the American vehicle a decidedly more European aesthetic.
Inside the C8 Corvette Chevrolet
Interior, Infotainment and Cargo
But it’s not just the car’s exterior that’s been given a makeover. Open up the C8’s doors and you’ll find a cabin that actually looks like the cockpit of a futuristic fighter jet. Sit down in the low-slung driver seat and you’re met with a rectangular steering wheel, which includes two large paddle shifters. Behind that is a 12-inch digital instrument cluster, which includes a new tachometer, to help keep track of your vehicle and its performance as you drive.
Embedded into the center console is an 8-inch infotainment screen that’s angled toward the driver. It’s equipped with Chevy’s Infotainment 3 Plus system, which features Bluetooth connectivity, a 4G mobile hotspot and both Apple CarPlay and Android Auto compatibility. The vehicle is also equipped with a high-performance, 14-speaker Bose audio system that is sure to be music to any audiophile’s ears. You’ll also have three different styles of bucket seats to choose from, as well as a variety of color and material options, including Napa leather and suede microfiber. And for those worried about cargo space due to the design changes, the C8 offers a front compartment and rear trunk that still has room for two sets of golf clubs.
The C8 Corvette’s Infotainment 3 Plus system Chevrolet
Like anyone else interested in high-performance vehicles, we were excited to get behind the wheel of the 2020 Corvette. But that test-drive through Nevada made one thing abundantly clear: While definitely a step in the right direction—and an incredible vehicle for its price—the new C8 wasn’t fully ready to shine. This is a car, after all, that wants to be mentioned in the same breath as Lamborghinis and McLarens, but it simply didn’t feel fully refined yet. From our “First Drive” write-up earlier this year:
“The new ‘Vette is a remarkable achievement for something starting under $60,000, but it’ll be a while before the C8 matures into the outstanding machine I’m confident it can be. Maybe that machine is the forthcoming Stingray convertible. Maybe it’s an eventual higher-powered Corvette variant. Either way, I feel the magic looming.”
Of course, it’s important to remember that the 2020 model is the very first installment of the C8. On average, different ‘Vette generations have managed to stick around for more than eight years. That gives the brand some time to improve the car—and find that magic.
Pricing: Is the Corvette C8 Worth It?
When Chevrolet first announced the mid-engine C8 Corvette, they promised it would start at less than $60,000. As far-fetched as that sounded at the time, the automaker delivered on that promise. Just like last year, the ‘Vette starts at $59,995 for the coupe and $67,495 for the convertible. Of course, with a near-endless list of options and trim levels, its price can quickly climb skywards, with a fully loaded convertible available for north of $100,000. Still, when you consider the kind of vehicles that the C8 is competing with, even the most expensive version seems like a bargain in comparison.
What’s Next: More Ways to Customize
As promising as the C8 Corvette may be, its first year has gone anything but smoothly. First, the United Auto Workers strikes delayed production of the eagerly anticipated vehicle, then the coronavirus pandemic brought the entire world to a standstill Chevy has responded by offering more standard features and a raft of exciting new options for the car’s second go-around.
Apple CarPlay and Android Auto now come standard with the C8, as does a redesigned digital cluster and GM’s Buckle to Drive safety tech. As for the new options, there are two exterior finishes to choose from (Red Mist Tintcoat and Silver Flare Metallic), two new interior color schemes (Sky Cool Grey and Yellow Strike) and you can add racing or stinger stripes. Most exciting of all, though, is that the Magnetic Ride Control from the Z51 performance package is now available as a stand-alone option.
If none of that sounds sexy enough for you, don’t worry. Rumors are swirling that a high-performance Z06 variant packing a 600 hp, DOHC 32-valve 5.5-liter V-8 could arrive as soon as next year.
Get to know the 2021 Corvette before you order one.
The Corvette C8 is among the hottest commodities of 2020. Despite the on-going pandemic, fans and enthusiasts were crazy for the mid-engine sports car, which keeps Chevrolet so busy producing and fulfilling the orders for the rest of the year. So much so, in fact, that the 2021 model year is already underway.
If you’re unaware of the new things to see on the 2021 Corvette, Chevy puts its visualizer out there so you can, ugh, visualize what to expect for the next model year for both the coupe and convertible versions. We’ve configured our own coupe with these updates, which you can see below.
Notice what’s new? If not, here’s a rundown. For the 2021 model year, Chevy adds two new exterior body colors – the Silver Flare Metallic (seen above) and Red Mist Metallic Tintcoat. Both colors will replace similar hues from the outgoing model year. The Stinger Stripe gets three new colors as well, which will be Carbon Flash/Edge Red, Carbon Flash/Edge Yellow, and Carbon Flash/Midnight Silver. For those who like a set of full-length stripes, Blue, Orange, Red, and Yellow will be available as options.
Inside, there are only a few things added, led by the new Sky Cool Gray/Yellow Strike interior color. The infotainment system also gets wireless Apple CarPlay/Android Auto capabilities, which will be standard across the range.
The updates aren’t all aesthetics for the 2021 model year. The Magnetic Selective Ride Control suspension can now be ordered even outside the Z51 package. A Buckle To Drive safety feature will also be standard. This feature won’t allow you to shift from Park if you haven’t buckled up for more than 20 seconds.
There won’t be any price change for the 2021 Chevy Corvette, at least for the base model, but there are reports that options and higher trims will cost higher. More importantly, it seems like it will be a long wait even if you order for one today. Source: Chevrolet
Jacob Olivia for Motor 1
The first mid-engine production Corvette was six decades in the making
The 2020 Chevrolet Corvette Stingray is a rock star car. I don’t mean that figuratively. An actual rock star owns one.
Kiss frontman Paul Stanley picked up a white Stingray with a red interior and tweeted his love for it, saying he bought American because it’s beyond “world class.”
OK, perhaps the fact that he’s buds with General Motors President Mark Reuss influenced his purchase, but he’s driving it, so the endorsement is legit.
Of course, the 68-year-old singer does fit the classic stereotype of a Corvette buyer: mature with money to burn. Just the type of customer many expected to be alienated by the Corvette’s switch from a front- to mid-engine design. So much for that.
The eighth-generation Corvette is the realization of a dream that dates back six decades, when legendary GM engineer Zora Arkus-Duntov started building mid-engine prototypes because the layout offered potentially better performance than a front-engine design. It’s an idea that race and exotic car builders took and ran with while Chevy stuck to tradition.
Arkus-Duntov’s team and its predecessors developed over the years, but the executives at HQ just couldn’t be convinced. Current Corvette Executive Chief Engineer Tadge Juechter told Fox News Autos that a mid-engine Corvette was rejected as recently as 2006 simply because of inertia.
“There were people when we first started talking about this that were almost entirely naysayers. Virtually nobody in leadership thought it was a good idea because we were building and selling Corvettes to an enthusiastic fan base, or selling them in volumes to make a profit,” he said.
Cooler heads prevailed as the seventh-generation Corvette was completed for 2014, and Juchter and his team were off to the races, even though none of them had ever worked on a mid-engine car before. You’d never know it.
The new Stingray is a radical departure from previous editions, but it keeps many classic Corvette traits intact, including a relatively low starting price of $59,995. Some of the bodywork is technically fiberglass, but in various modern composite forms. Jucther calls it a “mosaic” of materials, which also applies to a chassis made from aluminum, steel, magnesium and a touch of carbon fiber.
Then there’s the rear trunk, which you don’t often find in a mid-engine car. It’s big enough to fit the lightweight, removable roof panel or two golf bags, because the latter capability may be even more entwined with the Corvette’s image than the location of its motor. Since that’s in the middle of the car, there’s also room for a sizeable front “frunk.”
The Stingray’s interior is equally practical, as far as low-slung sports cars are concerned, with enough legroom for the 6-foot-tall Stanley to fit comfortably, perhaps even while he’s wearing his sky-high stage boots. It’s well-trimmed and designed with a lot of interesting details, like panels hovering over the top of the dash, and is more appealing than the cabins in some far more expensive cars, including the $450,000 Ford GT’s stark accommodations.
Its one controversial element is a long row of climate control buttons on a buttress separating driver and passenger that can be awkward to use. However, the tablet-style infotainment screen, which is a close reach, has redundant on-screen controls that you can operate with your thumb while you steady your hand on the bezel.
A second display serves as the instrument cluster, which is configurable and framed by a squared-off steering wheel that stays below your line of sight as you look over the low dashboard and through the absolutely panoramic windshield. The over-the-shoulder views aren’t anywhere near as good, but the rearview mirror is equipped with a video feed, and if you turn your head all the way around you can see the engine behind the window. It’s a glorious sight.
The Stingray is powered by GM’s latest 6.2-liter pushrod V8. Yes, pushrods. Just like the Chevy Silverado. Except this one is presented in all of its mechanical glory with parts designed to be displayed under the humongous hood’s glass panel.
The V8 gains 35 horsepower over the outgoing version for 490 hp and has 465 lb-ft of torque to go with it. A toggle and pushbutton-controlled 8-speed dual-clutch automatic transmission is standard and the only type available, but it does come with paddles behind the wheel that let you shift gears manually. If you pull them both at the same time it instantly switches to neutral so you can rev the engine for your audience. There will always be one, because the Stingray’s chiseled body has all the presence and drawing power of a million-dollar exotic.
The $5,000 Z51 performance package on my test car tweaks the engine to 495 hp and 470 lb-ft and adds extra cooling for the engine and transmission, a track-oriented suspension tune, downforce-producing rear wing and body extensions, larger Brembo brakes, a limited-slip rear differential and a set of sticky summer tires.
The car was also equipped with GM’s Magnetic Ride Control adjustable shocks, which are worth it on any model they are available on, from trucks to sedans, even for the $1,895 they cost here. Just as valuable, but for a very different reason, is the optional $1,495 hydraulic system that raises the Stingray’s pointy nose 2 inches to avoid scrapes and can be programmed to do that automatically as you approach up to 1,000 marked locations where you often drive.
Although billiard table-smooth roads are preferred, a Stingray configured like this and set to Tour mode can be used as a daily driver on the most wretched pavement, even with its ridiculously low-profile tires and staggered 19- and 20-inch wheels. The car just glides over them with no shakes, rattles, rolls or flexes. But the Stingray can flex when you want it to.
Drop the hammer and 60 mph arrives in about 2.9 seconds without any wheel spin, according to Chevrolet. That’s thanks in part to the 40/60 weight distribution provided by the mid-engine design and the Stingray’s excellent traction management system. It’s nearly as quick as the old front-engine 755 hp Corvette ZR1, which was a big part of the reason Chevy made the switch.
The other becomes apparent when the road gets curvy. Moving the weight between the wheels improves steering response and helps neutralize the handling, which is like a slot car’s up to the limit. I didn’t get the opportunity to find out what happens when you go past it, but I can tell you that there is a long way to go to get there.
The Stingray plays good music while you do all this. Jucther said refining the engine sound with it located right behind your ear was one of the tougher challenges posed by the layout.
“The nice thing about a front-engine car is that you’ve got induction noise in the front and the exhaust pipe in the back, so you’ve got a kind of stereo,” he said. All I can say is: expert-level challenge complete.
The transmission can be a little lazy to shift in Tour but rips through the gears and always picks the right one in the Sport and Track modes, which also adjust the throttle response and firm up the suspension and steering feel. You can customize everything to your liking and engage your settings with a Z-mode button on the steering wheel if you prefer.
The reimagined Stingray now nearly exists in a class by itself. The cars closest to it on price and execution are the mid-engine Porsche 718 and the rear-engine Porsche 911, but neither are quite the same thing. As far as six-figure, mid-engine cars like the Audi R8, Acura NSX and Lamborghini Huracan are concerned, despite their power advantage and all-wheel-drive, I’d be hard-pressed to give you a truly good reason to spend triple your money on one.
Those arguments won’t even hold much longer against the Corvette, because you know there are much more powerful models on the way. Juechter won’t even hint at how much, but word on the street is that 800-1,000 hp isn’t out of the question, possibly with an electric boost. Based on the Stingray’s performance, the platform has plenty of room to grow.
But regardless of what’s to come, the car on sale today makes one thing perfectly clear:
This Detroit city automaker still knows how to rock.
2020 Chevrolet Corvette Stingray
Type: 2-passenger, 2-door, rear-wheel-drive coupe
Base price: $59,995
As tested: $80,315
Engine: 6.2-liter V8
Power: 495 hp, 465 lb-ft
Transmission: 8-speed dual-clutch automatic
MPG: 15 city/27 hwy
Gary Gastelu for Fox News
As close to perfection as it gets for the price
The $59,995 2020 Chevrolet Corvette exists. Chevy sent Zac Palmer from AutoBlog the Accelerate Yellow 3LT model which came to $86,860. Yet, after a week in the tight bucket seat, he’s still convinced it’s a bargain.
Raw performance, sophistication, luxury, price. Pick three, because combining all four of these elements in a sports car or supercar is like trying to find Waldo when he’s been torn out of the page. Chevy is turning this conundrum upside down with the new Corvette. Equipped properly, the C8 checks all four of the boxes emphatically.
Performance is a no-doubter. The 6.2-liter V8 makes 495 horsepower and 470 pound-feet of torque in this Z51 pack car, rocketing it to 60 mph in just 2.9 seconds via an excellent launch control system. The magnetic dampers make for a sophisticated ride and handling balance. It can go from forgiving and plush to racetrack stiff at the twist of a dial. The interior is more luxurious and tech heavy than anything else GM makes, save for a loaded-up Cadillac. And then there’s the price. How Chevy priced this car below $100,000 still baffles me. Almost nothing is missing, but let’s dive in a bit deeper, starting from the best place to be: the driver’s seat.
Reaching beyond the highly-bolstered suede, leather and mesh Competition GT3 seats in this C8, everything I touch feels of quality. Yellow accents are splashed about the interior in thoughtful locations. Even the removable roof has yellow stitching woven in. Before I even get on the road, this attention to detail and level of customization reminds me of Porsche — the Chevy options are just cheaper. The spectacular view forward over a low nose keeps the Porsche theme on track, but it trails off when I begin to take in the interior design language around me.
No car takes the jet fighter cockpit theme as seriously as the Corvette does. I’m cocooned in my own bubble, completely walled-off from the passenger, and the passenger from me. Wide, swooping armrests are swathed in suede and placed at perfect elbow-resting height. The square-shaped suede-covered ($595) steering wheel isn’t weird to use, but spokes at 9 and 3 would be preferable over their current 8:30 and 3:30 positions. My passengers kept accidentally adjusting my seat and temperature controls on the vertical climate control stack (driver on top, passenger on bottom), but I became accustomed to the design quickly. It beats putting the climate controls in a touchscreen.
The push-to-start button presses in with a satisfying click, but even more satisfying than that is tapping the remote start on the keyfob when standing near the loud pipes. Since the Corvette saves its drive mode from the last engine cycle, you can remote start your engine with the exhaust in Track mode (thank you to the engineers who did this). It is thunderous and guttural and all the things you want the startup to be.
The push-to-start button presses in with a satisfying click, but even more satisfying than that is tapping the remote start on the keyfob when standing near the loud pipes. Since the Corvette saves its drive mode from the last engine cycle, you can remote start your engine with the exhaust in Track mode (thank you to the engineers who did this). It is thunderous and guttural and all the things you want the startup to be.
The drive mode dial has proper heft, and the digital instrument cluster quickly animates through layouts with each new mode. Ergonomically, the interior is brilliant. My seating position is spot on with the seat set to its lowest point. Being able to see out the back with a standard mirror would be nice, but the digital rearview camera mirror on this car is a revelation for a mid-engine layout. You can see everything, and glare from taller cars’ headlights in the dark is a non-issue — even the driver-side mirror is auto-dimming. All this, and my butt and back are cool via the ventilated seats.
Setting out in Tour (comfort) mode, GM’s Small Block LT2 clacks away quietly behind my ear, sounding every bit like a Camaro or the previous Corvette. A thick piece of glass separates the cabin from the engine bay, allowing driver and passenger to look back at the pretty V8. It’s far more sedate and normal to cruise around in than you might imagine. The steering wheel flies left or right with ease at low speeds, the brakes are comfortable but not touchy, and those magnetic dampers are damping out the bumps. The big engine and eight-speed dual-clutch gearbox never fully fade into the background when casually driving around, but there’s no drama at low speeds. Ferraris or Lamborghinis never stop telling you what they are when cruising through town. If it weren’t for the incessant staring and pointing, I could’ve forgotten I was driving the hottest, most-anticipated car of the last several years. Credit to Chevy for making this beast so livable on a day-to-day basis.
Not to say the Corvette is quiet inside (it’s not), but that level of refinement in the cabin in casual driving isn’t always conducive to noise and personality when the right pedal is flat. Even with the supplemental exhaust noise being pumped into the cabin via the speakers, the Corvette isn’t as loud inside as I imagined it would’ve been with the performance exhaust. It’s opposite what’s going on out back, too. This Corvette sounds like NASCAR thunder from the roadside as it pounds through the forest, barking and snapping at each quick gear change. Problem is, the driver is only getting a fraction of this in their eardrums. I have a certain expectation for theater and aural wonder from a mid-engine car. The Corvette could use a tinge more of both.
Now, enough with the nit-picking. Power (so much of it) is simply here. It’s like a light switch. The speed at which this updated V8 revs — get the full download in our First Drive — is one pivotal aspect that stands out. Whether you’re banging through first and second or free revving for a demanding onlooker, it goes from idle to 6,500 rpm (redline) in a flash. The steady increase in shove keeps coming all the way to the top despite peak torque hitting at 5,150 rpm.
There isn’t much fuss in the power band. Everything is business as usual if you’re accustomed to GM’s Small Block V8. It’s glorious in its simplicity, and brings a sense of normalcy to the gob smacking acceleration. I’m not wanting for any more forward thrust — there is zero letup at legal speeds — but I’m already looking forward to the shriek of the flat-plane crank Corvette headed our way soon. This engine is an ode to the traditionalists, but the flat-plane crank ‘Vette will be an ode to people like me who love high-revving, exotic engines.
Once I make it out to some proper driving roads, the brilliance of this chassis comes into plain view. It doesn’t feel like a company’s first go at a mid-engine supercar. No, it’s well-tuned and strikes a wonderful ride and handling balance the likes of which Porsche has been perfecting for years with the 911. The magnetic dampers on this car deserve many thank you notes. Turn-in is crisp and quick. The nose is happy to be pointed in a different direction at a moment’s notice, and there’s zero uneasiness coming from the rear end. As the Gs build, the Corvette remains a wonderfully balanced rock. I’m waiting for the rear end to step out on me as I apply more and more throttle coming out of turns, but it wriggles, then sticks with the weight of the engine keeping it planted. This car will happily go sideways if you intentionally goose it, but it’s incredibly well-behaved when speed is the priority.
The steering weight is just about perfect in Sport mode, but turns a smidge too heavy in Track mode. Bumps and bigger undulations in corners are shrugged off. I can feel what’s going on at the wheels through the seat and steering wheel, but the Corvette reassuringly trucks on without skipping a beat. Lesser chassis will bound around and send the car skipping on my testing roads, but the Corvette handles them like a champ. The $1,895 you spend on these dampers will be the best $1,895 you ever spend.
A manual transmission is the only item missing. My tester car may be supercar-quick, but it’s not too much of a handful that a manual would ruin the experience. Take the three-pedal version of the 911 Carrera S as an example. It may be slower to 60 mph than the PDK, but the car is still plenty drivable and doesn’t turn into some hot mess with too much horsepower. I think there’s room for a manual to work the same way in the Corvette. This is no condemnation of the eight-speed dual-clutch transmission in the Vette today, though. It’s as quick to respond as the best of them. If Porsche held any advantage here it would be in smoothness, as the Corvette is less refined in manual mode when you’re not pushing. I’d move the paddles up by about an inch, too, since they’re just out of reach at my preferable 9 and 3 hand position.
It’s staggering what Chevy put together here — nothing less than a generational milestone. The last no compromise supercar that truly shook the segment up was the 1991 Acura NSX, but even the NSX was pricey. Chevy’s new Corvette is just as important, but in a different way. McLaren and Ferrari buyers will keep buying McLarens and Ferraris. Lamborghini isn’t going to make a budget model. This car won’t force the old guard to change what they did the way Honda did in the 1990s. No, what the new Corvette does is bring that exotic level of performance to a price bracket that’s never had this opportunity before. It’s a supercar for the people, assuming the people have over $60,000 for a toy. But don’t worry; in three years depreciation will have them down in the $40,000 range.
Raw performance, sophistication, luxury, price. Somehow, all four deliverables are present and accounted for. At $59,995, nothing can beat it. At $86,860, nothing can beat it. The Small Block isn’t holding this car back from greatness — it’s already great with it. But this chassis, and the car as a whole, begs for more. More character, more revs and an exotic yowl that matches the chassis’ greatness. When Chevy adds such an engine, the Corvette can transcend beyond the performance bargain moniker to being one of the greatest of all time. It’s nearly there already.
Related Source: AutoBlog
Auto experts and journalists spend hours and hours evaluating every aspect of a vehicle so you have a road map to the models that will work best for you. The Chevrolet Corvette repeatedly rises to the top of lists and brings home the awards. According to the editors at Kelley Blue Book, the 2020 Chevrolet Corvette is one of the pub’s 10 most awarded cars of 2020.
Prestigious Win: Corvette Stingray named MotorTrend Car of the Year
The 2020 Chevrolet Corvette earned the seventh spot on the KBB list.
“When it was unveiled, the all-new mid-engine 2020 Chevrolet Corvette nearly broke the internet,” writes KBB writer Allyson Harwood. “Its supercar styling and power numbers were impressive, but its incredible resale value data and bargain starting price make the Corvette far more than just an excellent sports car.”
The 2020 Chevrolet Corvette relishes a top speed of 194 miles per hour and thunders across the pavement with the strength of 495 horsepower and 470 lb-ft of torque. In a blink of an eye, approximately 2.9 seconds, the 2020 Corvette hits 60 mph.
Available Now: 2020 Chevrolet Corvette
In addition to KBB’s honors and praise, the 2020 Chevrolet Corvette earned the 2020 North American Car of the Year title and a Wards Auto 10 Best Award for the interior. The Chevrolet Corvette Stingray took home the 2020 MotorTrend Car of the Year award. The Detroit Free Press gave the Chevrolet Corvette C8 its inaugural title of Car of the Year. It is a 2020 Car and Driver 10Best and a 2020 Edmunds Top Rated Award winner in the sports car category. KBB recognized the Corvette’s value, giving it a 2020 KKB.com Best Resale Value award.
Source: DeAnn Ownes; TheNewsWheel
The Z06 is coming and it’ll be motivated by a powerful, twin-turb o V-8 engine.
If the Chevrolet Corvette Stingray‘s nearly 500-hp V-8 engine fails to entice you, then the forthcoming Corvette Z06‘s 650-hp V-8 ought to do the trick. And it’s not just the horsepower output that’s changed. The Z06’s engine will be an entirely different animal from its lesser sibling, increasing performance and bringing an entirely different character to the car. Read on to find out why.
2022 Chevrolet Corvette Z06: Twin-Cam, Twin-Turbo, Flat-Plane
Unlike the LT2 engine of the Stingray, the Z06’s V-8 will forgo pushrod valves and a cross-plane crank for dual-overhead cams and a flat-plane crank. The resulting engine should possess the rev-happy nature and aural thrills of the Corvette C8.R’s V-8, which also happens to use twin cams and a flat-plane crank.
While Chevy will not drop the C8.R’s 5.5-liter engine into the Z06, the two Corvettes’ V-8s are expected to share a number of common pieces. The Z06’s V-8 should be smaller than its race car kin, reportedly sharing parts (and perhaps its entire block) with Cadillac’s Blackwing V-8 engine. We’d wager it’ll ultimately displace in the neighborhood of 4.2 liters. V-8s using flat-plane crankshafts lack the natural balance of a cross-plane crank, and larger displacements exacerbate the vibration and harshness of this arrangement. By limiting the displacement, employing lightweight pistons, and using a short-stroke crank, we expect the Z06 to be tolerable for owners who regularly drive their cars in traffic.SPONSORED CONTENTValvoline. The Original Motor Oil.By Valvoline
To compensate for its lesser displacement, the Z06’s engine is due to adopt a pair of turbochargers. Unlike Cadillac’s Blackwing engine, which houses two turbos in the valley between its heads, the Z06’s V-8 is expected to rely on outboard-mounted turbos. All in, the high-performance Corvette model purportedly produces 650 hp. Like the Stingray, look for the Z06 to rely on an eight-speed dual-clutch automatic gearbox to send all those horses to its rear wheels. Revisions to the car’s suspension and a set of sticky summer tires—that are properly wide at the rear—are sure to keep the Z06’s power from overwhelming its drive wheels and chassis.
2022 Chevrolet Corvette Z06: Carbon Fiber Fever
In addition to the added power, the 2022 Corvette Z06 will welcome a number of weight-saving measures. Don’t worry, creature comforts will still abound, and there’s no indication the Z06 will ditch the likes of the Stingray’s large digital gauge cluster or touchscreen infotainment system.
Nevertheless, look for the model to feature a number of lightweight materials for items such as the exhaust, rear wing, front splitter, and even its wheels. Specifically, the 2022 Corvette Z06 will offer buyers the option to equip it with a set of carbon-fiber wheels. While such a setup is not new (vehicles from Porsche and Ford offer carbon fiber wheels), it’s still a relatively rare—and surely expensive—way for road-going cars to go about shedding mass.
2022 Chevrolet Corvette Z06: Shut Up And Take Our Money!
Although we hear the current pandemic is forcing Chevy to push back the Corvette Z06’s debut, we’re still hopeful the brand manages to take the wraps off the car in early 2021 and ship it to dealers before the end of the year as a 2022 model. That said, it’s possible the Z06 won’t arrive until sometime in 2022 as a 2023 model.
Regardless, prepare to spend a good chunk more change to get into the car. Frankly, we’ll be surprised if the Z06 stickers for anything south of $80,000. That’s pricey for a Corvette (consider the Stingray starts at $59,995). Still, compared to the 572-hp Porsche 911 Turbo, which starts at more than $170,000, the Z06 is sure to be a relative steal given its performance capabilities.