We’ve been expecting to hear this news and finally today it has been confirmed by Chevrolet that the new 2020 Corvette Stingray will be the official Pace Car of the 104th Indianapolis 500. This marks the 17th race that Corvette has served as the official Pace Car, and the 31st Chevrolet to lead the field.
This year’s running of the Indy 500 will take place on Sunday, August 23 with the race being shown live on NBC.
With no fans allowed in attendance this year due to the COVID-19 pandemic, the official pace car driver will be GM President Mark Reuss.
“It’s truly an honor to have the opportunity to be behind the wheel of the mid-engine Corvette Pace Car at such a historic race as the Indy 500,” said GM President Mark Reuss. “The 2020 Corvette Stingray is the result of a close collaboration between the Corvette Racing and production engineering teams, setting a new benchmark for supercars around the world.”
The 2020 Corvette Stingray Pace Car is Torch Red and features the high Wing Spoiler and ground effects package. The Z51 Coupe will also wear the 104th Indy 500 livery on the doors. The new 2020 Stingray is capable of accelerating from 0-60 in 2.9 seconds and has a top speed of 194 mph, so it should have no trouble in setting the pace for the IndyCar racers.
“This is a continuation of our outstanding partnership with Chevrolet,” Indianapolis Motor Speedway President J. Douglas Boles said. “We’re so grateful for all that Chevrolet has contributed to the success of our events. The Torch Red 2020 Corvette Stingray is a world-class machine rich with speed, performance and excitement, perfectly suited to pace the ‘500′ field.”
Chevrolet has been linked to the Indianapolis Motor Speedway with both entities founded in 1911. Company founder and namesake Louis Chevrolet and his brothers Arthur and Gaston raced in the early 500-mile races with Gaston winning the race in 1920. Today, Louis Chevrolet rests in peace in a local Indianapolis cemetery just 15 minutes away from the track.
This afternoon we came across this Facebook post from Corvette Exterior Design Manager Kirk Bennion sharing these words from fellow GM designer Adam Barry who led the project. The 2020 Corvette Pace Car features a number of items from Genuine Corvette Accessories as discussed:
Indianapolis Motor Speedway
Many gearheads have a strange affinity to Hot Wheels. Here is everything you’ve ever wanted to know about the company, but never asked.
Toy cars can be divided into two categories: Hot Wheels and everybody else. For over 50 years, Mattel has dominated with what is now recognized as the best-selling toy in the world. It’s impossible to count how many car buffs, from mechanics to real race stars to TV personalities, grew up playing with these cars. Whether it was just a few models or massive collections, Hot Wheels has been part of car culture for decades and is never going to stop. Whether it’s a simple model or some fancy licensed vehicle, Hot Wheels simply enthralls.
Yet it’s incredible how some people are unaware of the facts of the company and its history. From its unique origins to how these cars are put together, the story behind Hot Wheels is fascinating. There are also touches from how some of these cars are more expensive than real ones to some unique touches on the culture. Here are 20 amazing facts about Hot Wheels to prove they’re more than just “kids toys.”‘
20/20 Real-Life Hot Wheels Jump Was A World Record
Growing up a massive Hot Wheels fan, racer Tanner Foust decided to honor them in a fun way. At the 2011 Indy 500, Foust talked the management into seeing up a massive orange ramp and raced down it in a rally car.
After 90 feet of track, Foust sailed 332 feet, the longest record for such a move. He topped it by driving through a 66-foot loop in 2012 to live out the dreams of every kid.
19 Technology In Car Building Is Amazing…
Making toys has become a very high-tech business today. Just like real car companies, Hot Wheels has adapted to the 21st century nicely. Computers and 3-D technology are utilized to make sure the designs are perfected before the building begins.
It also helps them keep on top of the latest car trends to ensure that today’s Hot Wheels are sleeker and more natural than the ones of the past.
18 But They’re Still Diecast
There are many toy car lines out there, but Hot Wheels is still the king of the bunch. The key reason is that, for all the advances in technology, every car is still diecast and built mostly by hand.
Even when cheaper materials are available, Mattel knows the diecast is what the fans want. It’s also helped in making customized cars at home for popular models. After 50 years, Mattel doesn’t want to mess with success and do away with diecast.
17 They’ve Worked With NASA
Hot Wheels have done a few astronaut-themed toys over the years. But that’s not the only connection they have with NASA. In 1998, they were able to work with the agency to create an exact replica of the Mars Rover, which landed on the Red Planet that very year.
They also worked with them in 2012 for scale models of the Curiosity rover. It’s amazing how the company got access to top-secret plans to make these toys.
16 Collectors Take It Seriously
Some may dismiss Hot Wheels as “just for kids.” But collectors take it more seriously than real automobiles. The 1969 Volkswagen Beach Bomb (only 16 prototypes were made) is known to go for at least $15,000.
Some rare models can go for a hundred grand, and collectors are always on the lookout for unique mint models. Entire museums are devoted to various cars as some Hot Wheels collections put legit car collectors to shame.
15 Scaling Down The Cars Was Tricky
A key to the company’s success is that they work with scores of real car companies to get looks at plans for their toy models. Yet it’s not so simple as just “make a smaller version.” The biggest challenge is to achieve the proper scale for the toys in a diecast model yet retain the details of the actual car.
That can be complex with some fancy vehicles. That every model has to be sized to fit the same tracks just adds to why it takes as long developing a toy car as a real one.
14 NASCAR Star Has The Record For The Longest Track
Ever since the Hot Wheels tracks were created, fans have been trying to top themselves making the most extended and most complex. A few have achieved great ones, but it’s fitting a NASCAR star holds the record for the longest.
In 2019, Joey Logano unveiled a 1,941-foot long track stretched across his garage. It weaves through his car collection with 1222 boosters before ending in Logano’s own 2018 HW Ford Mustang. Add yet another title to Logano’s list of accolades.
13 They Made A Car Coated In Diamonds
In 2008, Mattel made a big deal of celebrating the 40th anniversary of the Hot Wheels line. As a special reward, Mattel had Jasons of Beverly Hills craft the most expensive Hot Wheels car on the planet.
Cast in 18-karat gold, it’s covered with 2700 diamonds and gems totaling nearly $150,000 today. It’s become a rotating exhibit at toy museums for the glitziest Hot Wheels you could see.
12 The Darth Car Is A Speed Machine
While they do stick to toys, the company has been busy creating some real-sized cars for collectors. One of the most notable is based on Darth Vader, with the hood looking like his fearsome helmet and in jet black.
This isn’t just for show as it’s based on a C5 Corvette with a GM LS3 V-8 engine capable of 526 hp and 150 mph. The Dark Lord of the Sith would be proud of this powerful craft.
11 Every Car Is Tested To Make Sure It Can Run A Track
Almost from the beginning, Hot Wheels car fans had to have a track with the cars. They’ve gone from straight lines to elaborate roller-coaster-like loop systems to leave kids entertained for hours.
What few realize is that the track determines if a car makes it as Mattel prides itself on “every car can fit every track.” More than once, a prototype has to be altered when it won’t fit as the track decides a car’s final form.
10 There Are More Hot Wheels Cars Than Real Cars
While it’s tricky to figure out for sure, most sources agree there are at least one billion cars on the planet (give or take a few hundred thousand in auto graveyards). In contrast, since 1968, six billion Hot Wheels cars have been created.
True, many have been trashed and/or recycled, and it’s impossible to count how many have been lost in backyards. But given how 16 cars are produced every second, it’s no shock the toys outnumber the real deals.
9 Several Creators Are Legit Car Designers
The one constant of Hot Wheels is that the cars look just as good as the real deal. There’s an excellent reason for that as scores of the manufacturers are legitimate car designers. Larry Wood was a veteran of Ford before becoming one of the first Hot Wheels designers.
He’s not alone as Jack Ryan was a rocket designer who crafted the bearings that made the cars so great. Scores of the car designers were in real automobiles first, so it’s no wonder the vehicles look so good.
8 The Original Camaro Is Worth A Fortune
Mint conditions of the Original 16 Hot Wheels releases are all pretty collectible items. But one dominates from the pack. While versions of a Camaro were produced, a few had white enamel paint.
They had been meant to discover flaws in a prototype but accidentally released. A mint version of one went for a hundred thousand dollars and made this one of the most expensive toys on the planet
7 They Released A Custom Corvette Before GM Did
An early standout for the company at a custom Corvette in 1968. What made it notable was that the toy was released before GM had their actual Corvette in car dealerships.
The fact designer Harry Bradley had worked at GM indicates he may have “borrowed” the designs before he left to allow Mattel to beat GM to releasing a Corvette to the masses.
6 The Red Stripes Are Expensive
If you find what looks like an old Hot Wheels car, take a good look at the wheels. If they have red stripes, then you’ve just found a fantastic collector’s item. From 1968 to 1977, designers hand-painted red lines onto the wheels to make the cars look distinctive.
As a cost-cutting measure, they switched to all-black wheels in 1978. Some mint condition red-striped vehicles have been known to go for thousands online.
5 One Of The Original Cars Was Based On A Car With No Doors
The first wave of Hot Wheels was just 16 cars, and any of them can be valuable today. One is notable, the 1965 Dodge Deora. This car boasted no doors but rather a hatch for folks to crawl into.
It was based on a fun design used by Mike and Larry Alexander but in an irony, no real Dodge Deoras were built, to make this a truly unique model
4 A Tie-In Cartoon Got Pulled By The FCC
Today, cartoons based on toy lines are commonplace. But in 1969, Hot Wheels got in trouble when they put out a cartoon series about some teenage car drivers. Despite good messages, the show was hit by complaints about being a “half-hour commercial.”
The FCC agreed, and it was yanked off the air. The company was just ahead of their time with a cartoon tie-in for a hit toy line.
3 There’s A Fight On Where The Name Came From
Much of Hot Wheels is shrouded in myth, and that includes just where the name comes from. The familiar story is that when Eliot Handler saw the first models from designer Fred Adickes, he remarked: “those are some hot wheels you’ve got there.”
Another version is that Handler just blurted the name out in a meeting with a designer. Regardless, it just stuck to become one of the most popular toys on the planet.
2 They’re Number One…Because They Remain So Cheap
In the ranks of the most popular toys on the planet, Hot Wheels dominates. They’re not just the biggest toy vehicle sellers but also the number one selling toy in the entire world. The reason is that in many markets, the cars can still go for only a dollar each.
True, they can be put out in packs, and some nations charging a few bucks more. But many stores do sell the cars for less than a bottle of water, which is the reason they are so dominant.
1 Its Creator Was Married To Barbie’s Creator
Elliott and Ruth Handler were the First Couple of the toy world. The two had founded Mattel as a picture frame company in 1945. While making a dollhouse, Ruth decided to craft a series of dolls she named Barbie.
It was an instant hit to make Mattel a success. Elliott then realized how a toy car line could be great for boys to craft what would become Hot Wheels. The two remained together until Ruth’s death in 2002 (Elliott passed on nine years later) to be icons of their industry.
Sources: Mentalfloss.com, hotwheels.com, hotwheelsmedia.com, thrillist.com
Both cars retail for about $81,000, but one is a lot more accessible.
SPEED PHENOM ON YOUTUBE
If you’ve got $80,000 to spend and want an American high-performance car, now’s a pretty good time to be in the market. In addition to tire-shredding stalwarts like the Camaro ZL1 and Challenger Hellcat, Ford and Chevy have recently launched high-profile, track-ready sports cars. And thanks to a new video by Speed Phenom, we now know how they directly compare on track.
Naturally, we wanted to do this comparison ourselves. But the GT500 wasn’t ready during our Performance Car of the Year competition when we had an early C8 to test. And now that both cars are on sale, stay-at-home orders and track closures mean we’ll have to wait for an opportunity to do a full R&T comparison.
In the meantime, Speed Phenom does a good job of breaking down how they perform. With the caveat that he’s got a base model GT500 without the optional Pilot Sport Cup 2 tires, he notes that the car struggles for grip more often than the similarly-tired Corvette. It’s also less composed through mid-corner bumps, with slower cornering all around. Thanks to its massive horsepower advantage, though, it jets through straightaways.
The C8, meanwhile, benefits from serious mechanical grip. The better-balanced midship car fires through corners and has no problem putting its power down. That makes it more approachable, not surprising given that it’s the tamest version of the C8 while the GT500 is stretching the limits of the S550 platform. We’re sure to see more track-ready Corvettes soon, but for now the Stingray is a surprisingly capable start.
Mack Hogan- Road&Track
Even off the pavement, the new ‘Vette is a rocket ship.
The 2020 C8 Chevy Corvette is a fast car. In base form, it can hit a staggering 194 mph flat-out. Even with the drag-inducing Z51 performance package, the car can still do 184. Hennessey Performance took theirs to 182 mph with ease before they turbocharged it to oblivion. Now, there’s another C8 top-speed run on the internet, and this time, it takes place on a dry lake bed.
Popular YouTube TheStradman took his new Z51-equipped Corvette to a dry lake bed in Utah to test out the top speed of the car. He managed to hit an impressive 173 mph before slowing down—not bad considering the uneven and bumpy surface. It helps that there’s absolutely nothing for miles in either direction. In fact, from inside the cabin, it looks a bit uneventful. Here’s a perspective from outside the car to give you a sense of how fast 173 mph is:
If the base Corvette is this quick right out of the box, we’re curious to see how the upcoming Z06 stacks up. Considering the last-gen car could hit 200 mph, we’re expecting big things.
Source: Brian Silvestro; for RoadandTrack
The Goldilocks zone of Corvette C8 interiors?
By now, you should know that Chevrolet has started deliveries of the mid-engine 2020 Corvette. Lucky owners of the ‘Vette C8 are starting to receive their newest toy and most likely you’ve already seen one on the streets – that’s if the state you’re in is not affected by the coronavirus lockdown.
If you’re among those who are planning to purchase the new Corvette but are undecided with the trim level to choose, this video might be able to help you – especially if you’re particular with a car’s interior.
The Corvette C8 comes with three trim levels: 1LT, 2LT, and 3LT. The differences lie mainly in the features offered on each trim level, which defines that the cabin will look and feel like. That’s pretty important, considering that we spend so much time inside the car rather than staring at our investment from a distance. So, here’s a little guide.
The base 1LT trim isn’t really basic. With the entry-level trim, you already get the GT1 seats wrapped in mulan leather, a customizable 12-inch gauge cluster, push-button ignition and keyless entry, and an 8-inch Chevy MyLink infotainment system with Apple CarPlay and Android Auto, 4G LTE Wi-Fi, and 10-speaker Bose sound system. The Corvette 1LT trim is available in three color options: black, gray, or red.
Going up the 2LT trim gives you more interior color options plus features like a rearview camera mirror, a colored head-up display, heated/cooled seats, heated steering wheel, advanced blind-spot monitor, and rear cross-traffic warning. The infotainment gets upgraded as well with a wireless charger and a 14-speaker Boss audio system.
Finally, the 3LT trim dials up the ante by adding a premium Nappa leather with suede microfiber accents – all in combination with the GT2 seats that have more bolsters. These seem not a lot but the range-topping trim adds luxury to the sports coupe.
If you’re still undecided, watch the 2LT interior review on top of this page to check whether you need to take it down a notch to 1LT or go all out on the top-level 3LT.
Source: HorsePower Obsessed
The etiquette of doing something you do regularly while staying safe and clean.
- We might need new gas-pumping etiquette rules for the 21st century, both for selfish and altruistic reasons.
- We’ve known since 2011 that gas pump handles can be filthy—they’re worse than ATMs or escalators, even—but there’s no reason to worry if you take the right precautions.
- You can lower your risk by using gloves or paper towels to gas up, using touch-free pay options, and staying as physically separate from others as possible as you refuel.
You may have heard this one before: the best way to avoid catching some sort of communicable disease is to wash your hands well, and often. This advice isn’t exactly new, which hints at how reasonable and responsible it is.
Washing your hands to stay clean was the takeaway lesson from a 2011 study conducted by Kimberly-Clark Professional, which found gas pump handles were “the filthiest surface that Americans encounter on the way to work,” according to Reuters. The Los Angeles Times reported back then that the study found 71 percent of gas pump handles the Kimberly-Clark researched tested were considered “‘highly contaminated’ with the kinds of germs most associated with a high risk of illness.” Compare that to only 41 percent of ATM buttons and 43 percent of escalator rails.
The Kimberly-Clark Professional tests were done in big cities (Atlanta, Chicago, Dallas, Los Angeles, Miami, and Philadelphia) almost a decade ago, but when something like the coronavirus impacts pretty much every corner of the world, it’s a good reminder to take care when gassing up. When it comes to the COVID-19 coronavirus specifically, the National Institutes of Health has issued information that explains that coronavirus can be stable for 24 hours on some surfaces like cardboard and “up to two to three days on plastic and stainless steel.”
If you’re not already carrying disinfecting wipes in the car with you, this is a good time to start, assuming you have some available, and wipe off the pump handle and touchscreen, or any other surfaces you plan to touch, before your hands make contact. Even better, it might be a good idea to search out a station that accepts contactless payment at the pump, so you won’t need to come into physical contact with the touchscreen or anything else other than the pump handle. Two easy solutions to this issue are to either wear gloves or to use the paper towels commonly provided for window cleaning as a guard between your hands and the screen, buttons, and pump handle. Keeping gloves in the car is a good idea, but they shouldn’t be the disposable sterile gloves that hospitals can use when there’s a need for them there. If you don’t have gloves, keep some hand sanitizer in the car to use on your hands after filling up.
As for social distancing, it’s convenient that gas pumps are relatively far apart from one another, contagion-wise, but even so, choosing to fill up your tank at an off-peak time can be safer. If there are other people getting gas at the same time, keeping at least six feet between you and them is a good idea for everyone involved. And it should go without saying that you shouldn’t go into the store unless there’s a reasonable need to do so if there’s still a rapidly spreading disease going around.
The actual chance that you will catch a transmittable viruses at the gas station is low. As the Illinois TV station ABC-20 reported based on answers from a medical expert, the sequence of events that have to happen to get the virus from someone who has it (someone coughing onto the pump handle or touching the touchscreen with virus on their hands, and then you touching it and then your face) can be interrupted in any number of ways. Even so, there’s no harm in being extra careful in these potentially dangerous times.
Sebastian Blanco- Car and Driver
It took 30 hours for Hennessey Performance Engineering to tear apart a new 2020 Chevrolet Corvette, install twin-turbo setup, and put it back together.
It’s no surprise, then, that the twin-turbo C8 Corvette isn’t ready to be sold to customers. The engine lacks intercoolers and Hennessey hasn’t cracked the code of GM’s new electrical architecture to reprogram the ECU.
“This is just the beginning, our own car, doing R&D,” company founder and CEO John Hennessey told Motor Authority.
On Monday, the engine made 643 horsepower and 570 pound-feet of torque at the wheels on a Dynojet dyno while running just 5 psi of boost. That compares to baseline testing HPE performed on the stock car which revealed 466 hp and 451 lb-ft of torque. HPE plans to offer a 1,200-hp version of the C8, which Hennessey said could make 18-20 psi of boost.
Hennessey took delivery of an orange C8 Corvette in Detroit on March 13. He and his daughter, Emma, drove back to the performance outfitter’s Texas headquarters and performed baseline testing before the Hennessey team tore apart the car.
The orange C8 fired back to life on Friday with twin 62-mm Precision Turbos and twin blow-off valves connected to the throttle body mounted behind the catalytic converters. Both turbos are oil-cooled with twin scavenge pumps that feed back into the motor.
The system is not intercooled. Instead, there’s a methanol injection setup to keep things from getting too hot. HPE is considering where to put intercoolers. The current packaging has limited space for intercoolers without cutting into trunk space, which Hennessey does not want to do. 2020 Chevrolet Corvette Stingray undergoes twin-turbo conversion at Hennessey
Hennessey told Motor Authority his team currently can’t tune the factory ECU, but it is looking at aftermarket solutions for the engine management system. He noted it took a year for solutions to come to market for the C7 and added, “hopefully, it won’t take a year.”
Hennessey said when the turbocharged C8 was first started it didn’t throw any codes, errors, or a check engine light. “The computer seems happy with the turbos,” Hennessey noted. A check engine light did appear when the front wheel speed sensors were disconnected to put the car on the dyno, Hennessey said.
The orange C8 will used for R&D of upcoming modifications. Hennessey said he doesn’t expect to deliver modified customer C8s for at least six months, and all will have intercoolers and full plumbing.
Joel Feder for Motor Authority
Did you see the two race on YouTube? We’ve tested them, too; here’s why the results were no surprise.
- We have tested both the 2020 Chevrolet Corvette (11.2 seconds at 122 mph) and the 2020 Ford Mustang Shelby GT500 (11.4 seconds at 132 mph) in the quarter-mile.
- A video on YouTube, however, shows flipped results: 11.5 seconds at 120 mph for the Corvette and 10.8 seconds at 132 mph for the GT500.
- As always, the driver and track conditions are critical, and our two-run average is far more repeatable than any one-off run at a drag strip.
When we tested Ford’s new 2020 Mustang Shelby GT500 against the top-dog 2020 Chevrolet Camaro ZL1 1LE, the Mustang came out on top on the drag strip. But how does the front-engine Shelby stack up against the other, now mid-engine, threat from Chevy?
Greg PajoCar and Driver
During our testing, the GT500 hurtled through the quarter-mile in 11.4 seconds at 132 mph. But that was on a regular street-like surface, not a sticky, prepped drag strip. We struggled mightily with traction at launch, and our best run was with the launch control set to the lowest rpm allowed (1200 rpm) to prevent igniting a rear-tire fire. However, no surprise: with more traction far, better numbers are possible, and we’ve seen numbers below 11 seconds at drag strips, including this kid, who ran a 10.665 shortly after he acquired the car.’Murica Which Ultimate Pony Car Is the 1/4-Mile King?This Kid Ran a 10.66 Quarter Mile In His GT500
On the other hand, the 2020 Corvette has far fewer launch struggles, as it benefits from its newly acquired mid-engine layout and rear weight bias. Moving the weight distribution rearward improves launch traction, helping it jump off the line much quicker. During our testing, and despite far less horsepower, the mid-engine Vette outaccelerated the GT500 through the quarter-mile by two tenths of a second, reaching it in 11.2 seconds at 122 mph.Advertisement – Continue Reading Below
We’re starting to see other people’s numbers from both of these cars, though, as customers are starting to take deliveries of their C8 Corvettes and GT500s. Contrary to our test results, there’s a video circulating on YouTube that shows the new GT500 beating the C8 Corvette through the quarter-mile by seven-tenths of a second. It raced to the quarter-mile in 10.8 seconds while the Corvette reached it in 11.5 seconds.
Keep in mind that the driver and conditions are huge factors in quarter-mile and acceleration results. We suspect that here, the Corvette likely got bogged down on the high-grip surface, as the launch control isn’t optimized for those conditions, and the 760-hp Mustang benefited from the extra traction on the track.
Connor Hoffman for CarandDriver
All-new 2020 Chevrolet Corvette is now on sale, and buyers are lining up
With deliveries of the all-new 2020 Chevrolet Corvette beginning this month we know there are a lot of very excited Corvette buyers out there who are just now getting familiar with Chevrolet’s newest sports car. What drove those shoppers to the new eighth generation Corvette C8, and what are they likely discovering as their ownership experience begins?
We’ve been fortunate to drive the new Corvette on multiple occasions, on both public roads and at a closed course race facility. This has given us sufficient seat time to understand the 2020 Chevrolet Corvette’s upgraded design cues and capabilities. We could make a nearly endless list of why people want the new Corvette, but here are the top 10 reasons we think new, and prospective, Corvette buyers are lining up to sample Chevrolet’s latest supercar.
- Zero-to-60 Performance: The 2020 Chevrolet Corvette’s “base” 6.2-liter V8 engine makes 490 horsepower and 465 pound-feet of torque. That’s enough power and twisting force to catapult the Corvette to 60 mph in 3 second flat. Spring for the $5,000 Z51 performance package, with 495 hp and 470 lb-ft, plus more effective engine cooling, more advanced brake and suspension components, stickier Michelin Pilot Sport 4S tires, along with aerodynamic enhancements, and the Corvette can hit 60 mph in 2.8 seconds.
- Exceptional Value: The 2020 Corvette starts at a meager $59,995, including delivery charges. Once again, that price includes a zero-to-60 time of 3 seconds flat, making the new Corvette not only one of the quickest street-legal cars you can buy, but one of only a very few cars capable of hitting those numbers for less than $100,000. The Corvette has always offered exceptional “bang-for-the-buck” performance specs. The C8 takes this longstanding Corvette tradition to new dimension.
- Top Speed=194 MPH: Not that we endorse going almost 200 mph in any vehicle, and certainly never on a public road. But – IF you have a safe, closed course facility to do it – the Corvette can indeed hit 194 mph. That’s in base form, at the $59,995 starting price. Pro tip: ordering the Z51 performance package actually reduces the car’s top speed even at it improves the Corvette’s zero-to-60 time. The Z51’s aggressive aerodynamics increase downforce, but the added drag reduces top speed to “just” 184 mph.
- 8-Speed Dual Clutch Transmission: Unlike a traditional manual transmission (which is not offered on the new Chevrolet Corvette), a dual-clutch transmission (DCT) has the benefit of keeping the rear wheels connected to the engine, even while shifting The “dual” in dual clutch means the incoming gear is engaged even before the outgoing gear is disengaged. This makes for shifts in under 100 milliseconds, far quicker than a human. The transmission’s design and placement also lowers the Corvette’s center of gravity.
- Magnetic Selective Ride Control: General Motors perfected this advanced active suspension technology years ago. How perfect? Ferrari licenses the use of this tech from GM for its own cars. When buyers equip the new Corvette with the FE4 $1,895 option they’ll have multiple driving modes, including Tour, Sport and Track. This enables a smooth, comfortable ride during relaxed driving conditions or track-ready stiffness when driving a 2020 Corvette on a closed course. It’s the definition of the “best of both worlds”.
- Cargo Capacity: A sports car with functional cargo capacity is relatively rare, and a 3-second sports car with 13 cubic feet of cargo capacity is unheard of…until now. The new Corvette has adequate space behind the engine to fit two full sets of golf clubs, while a front trunk, under the hood, can swallow a large carry-on bag with room leftover. We’re not sure how often Corvette owners actually pick up a buddy to hit the links, but for those that do, the 2020 Corvette is ready and willing, with cargo space to spare.
- Fuel Efficiency: Yet another longstanding Corvette character trait that continues in the new Corvette. Between the car’s slippery shape, torque-laden engine and 8-speed transmission there’s the potential for very little energy expenditure while cruising at a steady highway speed…assuming the driver’s goes light on the throttle. If he does, the new Corvette can deliver between 25 and 30 mpg.
- Driver-Focused Cabin: Everything from the squared-off steering wheel to the 12-inch, reconfigurable gauge cluster to the driver-angled 8-inch touchscreen confirms the Corvette’s performance-oriented purpose. The smaller front-end provides excellent forward visibility, which adds to driver confidence when navigating corners, and all three seats options provide excellent lateral support while remaining comfortable for long drives. The days of disappointing Corvette cabins are finally in the rearview mirror.
- Open Air Cruising: The new Corvette comes as a coupe or convertible, but even in coupe form the Corvette’s roof panel is easily removed and securely stored in the rear cargo area. The convertible uses a retractable hardtop design, the first in Corvette history, that folds away in 16 seconds at speeds up to 30 mph. Powered by electric motors, the Corvette convertible offers the same coefficient of drag as the coupe, with two cool nacelles behind each seat to smooth airflow at higher speeds.
- So Many Options: Almost as exciting as the new Corvette’s performance and value is the car’s range of personalization. The option list long, and can’t be remotely covered in this top 10 list. So head over to the Corvette Configurator and play with exterior colors, interior colors, stripe designs, seat designs, wheel designs, performance upgrades and exterior accents to your heart’s desire. But be prepared to spend quite a long time there. And don’t say we didn’t warn you.
Karl Brauer for Forbes
Oh ZR1, how quickly we have forgotten you and moved on to the C8. But then comes along a video like this that reminds us that even with an engine upfront, you are still one of our favorites!
All kidding aside, the 2019 Corvette ZR1 is one of our favorite Corvettes of all time particularly because of the things it could do, like shooting down a former Space Shuttle runway at Cape Canaveral at nearly 200 MPH!
Typically we see these high speed runs with a ZR1 that has the ZTK’s High Wing. This Long Beach Red Corvette ZR1 has the low wing for less drag and it seems to definitely show off its speed in this standing mile run in which the Corvette reached a top speed of 191.16 MPH.
Two views are shown including the in-car with telemetry overlay on the screen. We see the car was still accelerating past the mile and we’re excited as they tell us that two more videos coming that show the ZR1 also running 2.3 miles and 2.7 miles down the runway.
The video comes the Johnny Bohmer Proving Grounds on Merritt Island Florida. Previously we have seen the Genovation GXE Electric Corvette run on the same track and in fact, it might be interesting to compare the two cars after the ZR1 shares the two final runs
From Johnny Bohmer Proving Grounds via YouTube:
As we continue to digest all the new information that came out of last week’s First Drive Event with the 2020 Corvette Stingrays in Las Vegas, there is a new “Mode” to discuss that most Corvette enthusiasts have never heard of.
The 2020 Corvette Stingray has several “modes” that help drivers get the most out of their cars. We are already familiar with the regular driving modes that feature settings for Weather, Touring, Sport and Track, as well as the two customizable modes called MyMode and Z-Mode. But what you may not be aware of is that the 2020 Corvette Stingray’s equipped with Magnetic Ride Control also features a “Flying Car” mode.
Well, it is the 21st century after all!
Corvette’s Vehicle Performance Manager Alex MacDonald is responsible for the chassis tuning of the new Corvette and he was tasked with explaining much of the on-track performance capabilities of the new Corvette to those at Spring Mountain last week.
For the C8 Corvette, engineers have rolled out version 4.0 of Magnetic Ride Control with the biggest change to the system is the use of accelerometers rather than position sensors that measured wheel height. Here is the slide that was offered on the new Mag Ride for the C8 Corvette:
The Magnetic Ride Control is tied into the Corvette’s Performance Traction Management system and that’s where the Flying Car Mode comes into play.
When your crest an incline and the Corvette’s wheels are off the ground, they will spin faster like they are on ice or another slippery surface because there is no resistance. The performance traction control senses that and sends commands to slow the wheels. But that’s not the best reaction when on the track. The system now senses when the car’s front wheels leave the ground (and assumes that the rears will be leaving as well), and the system tells the performance traction control to ignore it because it knows that it’s temporary and that all four wheels will be back on the ground momentarily.
Here is Alex talking about the Flying Car Mode:
“The other interesting note about MR is that it communicates with the performance traction system and it tells that performance traction system that if the front wheels have just gone over a big crest that we know that one wheel-base later the rear is about to go over that same crest, we can adapt the traction control to work in that situation and we call that Flying Car Mode, which is a cool name for it, because it does detect when the car is airborne and we can alter the chassis controls to deal what happens when the car lands.”
Video by Keith Cornett
With the highest performance versions of the seventh generation Corvette, customers were forced to make a choice. Did they want their car to have the highest possible top speed, or did they want to sacrifice some of that by bolting a slew of aerodynamic aids to their car for maximum cornering ability?
We would love for Chevrolet to take that decision out of the ordering equation for buyers of the upcoming Z models and the Grand Sport. They could give buyers the best of both worlds with the incorporation of Active Aerodynamics.
Active Aerodynamics can take many forms, from grille vents that close at high speeds to streamline a car, to suspension that lowers at speed to reduce lift. We know that the Corvette team would build a fully functional system that integrates several of these technologies into a cohesive package, just like they did on the C7 ZR1’s chassis-mounted wing and innovative balancing front underwing, but what we mostly want to focus on here is the most visible piece of such a system, the rear wing.
This unit would elevate both the performance and even the prestige of GM’s looming halo car. There are several benefits of an active rear wing that accompany their off-the-charts cool factor.
1. An active rear wing can be lowered, causing it, for all intents and purposes, to disappear, along with any drag that it was creating. Top-end General Motors Products have become so fast that the most track-worthy editions have suffered at the dragstrip because of massive fixed wings. The effects of the C7 Z06/Z07’s wickerbill spoiler have been well documented. Chevrolet officially listed the top speed of ZR1’s with the “big-wing” ZTK package as 10 MPH lower than their stock counterparts, and the Camaro ZL1 with the 1LE package has proven slower than the car it is based on, even in distances as short as a quarter-mile. Allowing these serious track performers to retract their wing, and the ZTK/Z07/1LE models become the best version of their respective model-line with no excuses or asterisks, which is what buyers that dole out more funds expect.
Photo Credit: https://www.sciencelearn.org.nz
2. Just as these wings can retract to reduce drag and improve top speed, they can be “actively” placed in full “attack mode” for maximum downforce in the corners. This increases cornering speed, stability, and driver confidence which can lead to drastically lower lap times.
3. Upon hard braking, an active wing can also go vertical, transforming into an air brake. This assists the actual brakes, resulting in shorter stopping distances. It also keeps more weight in the rear of the car, again helping with stability and, especially in a rear-wheel drive car, improved corner exit speeds.
Photo Credit: Car Magazine (UK)
All three of these traits brought to the table by an active wing radically assist the driver and make the car faster in all aspects. The coolest thing is that, with the right programming, the wing does all three automatically with seamless transitions, and, did we mention how awesome they also look?
There has been speculation about Active Aero coming to the Corvette for several years now. These rumors were fueled by GM’s own patent filings which showed a sketch of a C7 fitted with advanced aerodynamic trickery. We think the top dog mid-engine offerings are the perfect place for the General to finally deploy this technology that can already be found on the majority of the world’s supercars.
For the last two days we’ve been in Corvette Heaven as we were invited by Chevrolet to come out to Las Vegas and test drive the 2020 Corvette Stingray. The test consisted of two parts that included a route through the Valley of Fire state park and then today we drove the new mid-engine sports cars at Spring Mountain Motor Resort & Country Club.
Today’s driving session culminated with the very talented instructors from the Ron Fellows Performance Driving School offering hot laps around the track. Each driver gave their passenger a demonstration of the capabilities of the new Corvette and those two fast laps started with engaging launch control as each car took to the track.
With 60% of the weight of the 2020 Corvette residing over the back wheels, the Launch Control demonstration shows just how quick these cars are able to put power to the pavement as those Michelin Pilot Sport 4S summer tires quickly hook up to send the car on the track.
We will be traveling from Las Vegas to home in Tampa on Wednesday, but keep checking back as we got a lot of great photos and videos from our 2020 Corvette drive on deck!
Video by Keith Cornett
If you’re going to tick option boxes, then these are the ones to concentrate on.
The C8 Corvette is finally in production, which means people can start getting excited about their orders. The new Chevrolet Corvette comes well-stocked from the factory before you hit the options list, and the mid-mounted 6.2-liter V8 engine with a dry-sump oil system making 490 hp and 465 lb-ft of torque is just the beginning. It also comes with an 8-speed dual-clutch transmission, a limited-slip rear differential, Brembo brakes, a 10-speaker Bose sound system, 8-way power seats, keyless entry, and remote start, and a starting price of $59,995.
That’s one hell of a lot of car for five bucks shy of $60,000, and we would not turn our nose up at a base model. A lot of people are going to tick options though, so for those that are going to go beyond the base model goodness, these are the must-haves, and how we would go about speccing out a C8 Corvette.
1. 2LT Package
If you want more creature comforts for daily driving duties, the 2LT Package adds heated and ventilated seats, a head-up display, wireless phone charging, memory seats, upgraded digital rear-view mirror, forward-facing camera, power-folding mirrors, blind-spot monitoring, and rear-cross-traffic alert. For track days, it also includes a performance data recorder. It adds $7,300 to the price, but if it’s not going to be stored in the garage for weekends, this is the way to go.
The 3LT trim adds even more luxury to the Corvette but also pushes it over the $70,000 price point before anything else is added.
2. Z51 Performance Package
Whether you want the added convenience of the 2LT Package or not, any enthusiast will want the performance package for $5,000. It adds a performance exhaust, electronic limited-slip differential, a different rear axle ratio, upgraded Brembo brakes, improved engine cooling, front brake cooling inlets, Z51-specific front splitter and rear spoiler, and Michelin Pilot Sport 4S tires.
It also adds an extra spoonful of power, taking the 490 hp and 465 lb-ft of torque up to 495 hp and 470 lb-ft of torque. However, that’s purely from the performance exhaust which can be added without the Z51 package for $1,195.
Let’s face it, everyone and their neighbors will be ordering their C8 Corvette with red, white, yellow, or black paint. Which is a shame as there are some seriously cool colors available. We are partial to the Zeus Bronze Metallic, but we know that’s not going to be bold enough for many. Thankfully, the Elkhart Lake Blue Metallic is available and looks stunning. Rapid Blue is the lighter shade, but the darker hue of the Elkhart Lake Blue is sophisticated, accentuates the lines of the Corvette’s bodywork, and with the black accents, gives it a little extra menace without being too dark.
4. Visible Carbon Fiber
This is an easy way to ramp up the price of the C8 Corvette, so the key is to be judicious here. The $2,095 Visible Carbon Fiber grille insert is a bit much, as is the $1,145 carbon-fiber door mirror option. However, we would go for the visible carbon-fiber roof panel with a body-color surround that is not just lightweight, but can also be stored away in the rear trunk. For $3,495, you could go with the Carbon-Fiber Dual Roof Package that includes a transparent roof panel. That’s what we would opt for if the climate where you live doesn’t provide for long warm summers.
5. High Wing Spoiler
You don’t have to spec the High Wing Spoiler in Carbon Flash Metallic, but it’s the only way to get it with some paint schemes and will replace the Z51 spoiler if the package is added already. How much difference to the aerodynamics the higher spoiler makes isn’t clear, but it gives the C8 Corvette a different look. If you don’t want the optional spoiler in Carbon Flash metallic, then your paint is limited to Arctic White, Black, Shadow Gray Metallic, and Torch Red.
6. Engine Appearance Package
It’s frivolous and costs $995, but the carbon-fiber closeout panels on each side of the engine and LED lighting illuminating the engine compartment is a nice touch for the mid-engined sports car. You can get engine covers with different color accents, but in plain black with the bare carbon-fiber being lit up keeps things tasteful when looking through the rear window.C
7. Upgraded Seats
If you’re reading this and want a C8 Corvette, you’re probably planning on driving hard. They’re expensive at $1,995, but the Competition Sport Bucket Seats increase lateral support when cornering at speed on the track, and the high-wear areas are bolstered with harder wearing textiles.
The less hardcore option is the GT2 bucket seats, which look cool, but are more about comfort than holding you in place. For around the same price as the Competition Sport Bucket Seats, you can also get the GT2 seats in two-tone with Sky Cool Gray, Adrenaline Red, and Natural seat colors.
8. Carbon-Fiber Interior Trim
Carbon-fiber trim is played out on cars that don’t deserve it, but we think the C8 Corvette is worthy. The carbon-fiber material replaces the plastic black that holds the instrument cluster with a carbon-fiber frame. It also adds carbon-fiber to the center console below the infotainment screen and to the door switch plates. It’s costly at $1,500, but we think its a must-have if you’re splashing out on the new Corvette.
The $1,495 Trident Spoke wheels with their Y-shaped elements are going to be a popular box to tick in one of the two finishes available, but we also like the more low-key but stylish 5-open-spoke Carbon Flash-painted aluminum wheels. The Carbon Flash takes the shine off the wheels and helps keep the Corvette looking sleek. A lot of people will be going after-market, but this is a great option for staying stock. There’s no option for size, though, and all styles and colors are for the staggered setup featuring 19-inch wheels on the front and 20-inch discs on the back.
10. Corvette Museum Delivery
Buying a new car, let alone a new Corvette, is not something people often do. That’s why we like the idea of the National Corvette Museum delivery program. You can take a few days and go to Bowling Green, Kentucky, where your car is built and take a tour of the museum where your Corvette will be displayed. Then you’ll have a delivery presentation, followed by a drive-off ceremony. As you road trip home, you’ll be able to admire the personalized interior plaque on the dashboard with your name, VIN, and the NCM logo engraved upon it.
We knew by the time we loaded one up it would get much more expensive than the $59,995 entry level, and optioned out with everything we talk about here, you’re looking at $83,610 before delivery.
Ian Wright CarBuzz
From an acclaimed concept car John DeLorean reportedly dismissed because he wanted something “smaller and more European,” to the design that ended a feud between a pair of GM giants — but may have set the Corvette back decades — a trove of unique documents, sketches and models tells a secret history of the 60-year quest to build a mid engine Chevrolet Corvette.
The story begins in the late 1950s with legendary Corvette chief engineer Zora Arkus-Duntov and came to fruition when the first mid engine 2020 Corvette Stingray sold for $3 million at auction in January.
Titled “The Vision Realized: 60 Years of Mid engine Corvette Design” and created by GM Design Archive & Collections, the exhibit included 19 original sketches by designers including Larry Shinoda and Tom Peters, the massive 4-Rotor rotary engine from the 1973 Aerovette engineering, a wood wind-tunnel model, even letters from Arkus-Duntov’s personal files.
“The story of the mid engine Corvette is incredibly complicated, full of fits and starts,” said Christo Datini, manager of the GM Design Archive & Collections.
Cristo Datini at the General Motors Warren Technical Center in Warren, Michigan on Friday, January, 31, 2020 (Photo: Eric Seals, Detroit Free Press)
A mid engine Corvette was a dream shared by GM designers and engineers. The layout, in which the engine is behind the passenger compartment and immediately over the rear wheels, improves acceleration and handling. It’s been a mainstay at Ferrari for decades, and inspired repeated design and engineering projects at GM. None of them made it to production till now, largely because the Corvette’s original front-engine layout was so successful.
“Why would we change the Corvette?” GM chairman and CEO Richard Gerstenberg said to Arkus-Duntov before both men retired in the mid-1970s. “We sell every one we can make.”
‘Design without limit’
A generation of GM designers and engineers had already fought that attitude toward the sports car that debuted in 1953 model, and a couple more would before the midengine eighth-generation C8 Corvette Stingray debuted last year.
The exhibition included dozens of sketches, models, photos and documents.
“Our mission is to preserve the heritage of GM Design and educate our designers on GM’s prominence in the world of design,” Datini said. The archive also is working with the Detroit Institute of Arts on a massive exhibition dedicated to automotive design that opens this summer.
The Corvette exhibition closed at the end of January, but elements of it are likely to be displayed at other events and locations, possibly including the National Corvette Museum in Bowling Green, Kentucky, which provided materials for the collection.
Original magazines with drawings of what Corvettes could have looked like on display at the General Motors Warren Technical Center in Warren, Michigan on Friday, January, 31, 2020 (Photo: Eric Seals, Detroit Free Press)
Chevrolet Engineering Research Vehicle I, Also called SERV I and XP-708, was the beginning. A running model that debuted in 1960, the car had the looks of an Indy car and a chassis that tested what a midengine layout could do. It was “a design without limit” and an “admirable tool” to help Chevy figure out “what to put in Corvette,” said Duntov, himself a former driver in the 24 Hours of Le Mans sports car race.
CERV I was used as a test vehicle for years. Larry Shinoda, who would go on to be known as the father of the ’63 Corvette Stingray and the Mako Shark concept car, tweaked its design repeatedly as engineers tested it with seven different power trains.
GM eventually retired CERV I, selling it to the Briggs Cunningham Automotive Museum for $1. When the museum failed in the 1980s, GM bought it back for “somewhat more,” Datini said.
A model of the 1968 Chevrolet mid-engine Corvette Roadster that is one of many items for General Motors workers to see at the Corvette design display at the General Motors Warren Technical Center in Warren, Michigan on Friday, January, 31, 2020 (Photo: Eric Seals, Detroit Free Press)
Corvettes the world never saw
Shortly thereafter, Duntov heard rumors Ford was developing a Le Mans racer to challenge Ferrari and launched work on CERV II. GM decided not to race, Ford and Carroll Shelby built the GT40 that inspired “Ford vs. Ferrari,” and the CERV II was used as an engineering test bed at secret proving grounds and never seen by the public during its active lifetime. Built in 1964, CERV II had a 500-horsepower V8, 210-mph top speed and 2.8-second 0-60 mph time.
A picture of the CERV II Corvette. The sports car never went into production but it was influential in the design of the C5 production Corvette. (Photo: Eric Seals, Detroit Free Press)
“By that time, engineers and designers knew a midengine chassis was necessary” to get maximum performance from the ‘Vette, Datini said. Putting the engine behind the passenger compartment puts the car’s weight over the rear wheels to put down more power without spinning. Shifting balance from the production ‘Vette’s nose-heavy weight distribution would also improve handling.
Also in 1964, the XP-819 experimental car was being tested. Designed by Shinoda, it bore a strong resemblance to 1970 Corvettes, but Duntov hated it, calling it an “ugly duckling” at least in part because he wished his engineering team got some of the budget allotted to designing the car. It had a 327 cubic-inch V8 and pop-up headlights.
Like many concept and engineering vehicles, XP-819 was destroyed, chopped up. Years later, the pieces were found in NASCAR designer and mechanic Smokey Yunick’s garage.
Half Corvette, half Porsche
With a name GM would later recycle on a minivan, the Astro II XP-880 was never publicly identified as a Corvette, but it was one, intended for production in 1970, but never got there. It debuted at the New York auto show, featuring a nose, front fenders and Firefrost Blue paint that that foreshadowed 1970s production cars.
DeLorean, then Chevrolet general manager, asked for a rush program to create a different midengine design to match the midengine Pantera Ford was developing with Italian sports car maker De Tomaso to debut at the 1970 New York auto show. The XP-882 had a tapering body with dramatic fender flares and a louvered rear window like the Mako Shark II concept car. Like so many midengine ‘Vettes before and after, GM brass decided to stick with the tried and true front-engine layout.
Also in the 1970s GM president Ed Cole — another legendary engineer who led the development of the small block V8 and catalytic converter, among other achievements — became enamored with the Wankel rotary engine. Duntov built two midengine experimental ‘Vettes with rotary engines, glad for Cole’s support despite not sharing his enthusiasm for the engine.
Sketching and notes about the Corvette, one of the many originals on display for workers to see at the General Motors Warren Technical Center in Warren, Michigan on Friday, January, 31, 2020 (Photo: Eric Seals, Detroit Free Press)
The 1973 Corvette 2-Rotor XP-987GT was a smaller, European-scale sports car with a rotary engine. The body was all Corvette, but its chassis came from a Porsche 914. Italian design house Pininfarina built its body. GM displayed the 2-Rotor at auto shows in Frankfurt and Paris before the car disappeared, probably sold to a collector.
Bill Mitchell’s most beautiful car
At the same time, Duntov wanted to develop a bigger midengine Corvette. He and Cole hadn’t been on speaking terms since Duntov refused an annual bonus he thought was insultingly small. They made up, at least in part because Duntov wanted a budget to develop what would become the Corvette 4-Rotor Aerovette, an iconic, gull wing design. Duntov believed it was the most beautiful vehicle GM design chief Bill Mitchell oversaw in a career that included the ’57 Chevy Bel Air and ’66 Buick Riviera.
Duntov recycled the XP-882’s chassis for the Aerovette, which featured silver leather interior trim.
A picture of the Aerovette featuring bi-fold gulping doors in the sports car that was never made. It is one of many photographs, drawings and sketches on display on all things Corvette design inside the General Motors Warren Technical Center in Warren, Michigan on Friday, January, 31, 2020 (Photo: Eric Seals, Detroit Free Press)
Despite the car’s striking appearance, Duntov would come to believe his agreement to use a rotary engine was a nail in the midengine ‘Vette’s coffin.
Despite that, another midengine engineering car arrived in 1974. The XP-895 began its life with a steel body. Intrigued by the idea of lightweight materials, DeLorean asked Reynolds Aluminum to create an aluminum body. That cut the car’s weight by nearly 40%, but DeLorean pulled the plug on the project because he wanted a smaller, more European design.
That never happened, and design work on midengine ‘Vettes came to a halt for more than a decade, as GM struggled meeting the challenge of higher fuel prices.
Closing the deal
By 1986, the quest for a midengine Corvette was ready to create another giant figure, and it got one when a young designer named Tom Peters began work on the Corvette Indy concept car. Peters went on to become the chief designer of the sixth- and seventh-generation C6 and C7 Corvettes and play a key role in starting work on the 2020 C8.
With a radically short hood compared to production ‘Vettes and cutting-edge technologies including four-wheel steering, traction control and active suspension, the Indy — so named because it used a 2.65L V8 Chevy developed for Indy Car racing — kept dreams of the midengine ‘Vette alive
The 1990 CERV III — this time the C stood for “Corporate,” not Chevrolet Engineering Research Vehicle — was the next step. Datini’s research convinced him it was an attempt at a production version of the Indy.
CERV III had scissors doors and was built of Kevlar, carbon fiber and aluminum. With a 650-hp twin-turbo 5.7L V8, GM predicted a top speed of 225 mph. It debuted at the 1990 North American International Auto Show in Detroit.
After that, work on the midengine Corvette went undercover for two decades. Photos of disguised prototypes at test tracks surfaced from time to time, but the car seemed to be as much myth as metal. There are whispers the Great Recession halted work on one, setting development back years.
A display of Zora Arkus-Duntov known as “The Godfather of the Corvette” at the General Motors Warren Technical Center in Warren, Michigan on Friday, January, 31, 2020. (Photo: Eric Seals, Detroit Free Press)
Development of the 2020 Corvette Stingray began around eight years ago, a long time for most projects, but the blink of an eye when it’s the last chapter of a 60-year story.
Mark Phelan for Detroit Free Press
Zora’s dream of bringing a mid-engine Corvette to market has finally been fulfilled!
Chevrolet is celebrating the Start of Regular Production (SORP) of the 2020 Corvette Stingray today and they shared this photo of a Black mid-engine Coupe on the Corvette assembly line in Bowling Green, KY.
The car is the VIN 001 Corvette that was purchased by Rick Hendrick for $3 million last month at Barrett-Jackson. Chevrolet told us previously that the first mid-engine Corvette produced for customers would be a Black Coupe with the Z51 package.
Here is Chevrolet’s tweet celebrating the start of C8 production from this afternoon:
Chevrolet is saying that initial vehicle shipments to dealers are expected to begin in late February or early March.
Congratulations to all those who worked on the new Corvette to get it to this point and we are excited for all of our friends that have a new C8 Corvette on order. The new Corvette Stingray is a grand slam home run for Chevy and from it, we will see a paradigm shift in how people will view mid-engine sports cars in the future.
And with VIN 001 coming of the Corvette assembly line today, that future is now!
Chevrolet also offered up this trailer for a documentary of the C8 Corvette’s development called Revolution:
Following Jeremy Welborn’s insightful post last week on Customer Ordered 2020 Corvette Production Starting, a reader left a comment about stopping by the Corvette Assembly Plant and seeing twenty-five C8 Corvettes in the parking lot. Thanks to Jeremy’s follow-up, Jay sent us some of his favorites that he took and gave us permission to share.
We’re calling this Corvette Heaven Part II as it seems to dovetail perfectly with yesterday’s blog post with an instagram video showing fifteen 2020 Corvettes lined up in a row.
From Jay Shellabarger:
I was at the Bowling Green Assembly Plant and Museum to see Shane for my Museum Delivery on Thursday, January 30th from 2:30pm to 4:30pm. I went directly to the Assembly Plant and looked at twenty-five C8 Corvettes in the parking lot and I took a hundred photos. I had been told all the pre-production cars would be smashed. I read where you state the VIN numbers are 5100001. Starting with 51 and all the cars I saw started with 50. I took photos of the VIN numbers too. I saw cars 5000028 (#28), 30, 56, 62, 124, 137, 138. 139 many up to number 5000375 (#375). I had a fun afternoon driving into the different parking lots (including employee parking lots) and looking at the C8’s produced. They are simply BADASS looking and I can’t wait to obtain my white C8.
Jay managed to capture nine of the twelve colors and several cars have full-length body stripes. We noticed that Jay also captured a Sebring Orange 2020 Corvette Stingray Coupe wearing thr 5VM Visible Carbon Fiber Aero Kit:1
Jay tells us he has an Arctic White C8 Coupe on order and he is customizing it with the High Wing and he also tells us he’ll be adding his own stripes to the car as well as chrome wheels! Sounds like a stunner, Jay!
Here’s the photos of the C8 Corvettes from the Bowling Green Assembly Plant last week:
Photos by Jay Shellabarger
Imagine yourself in the driver’s seat of one of these 36 beautifully restored ‘Vettes.
Way back in 1989, when VH1 was still airing music videos, the cable network held a promotional sweepstakes in which one contestant could win a collection of 36 Chevrolet Corvettes, one from each the storied American sports car’s first 36 model years.
Long Island, N.Y. carpenter Dennis Amodeo won the sweepstakes, but then sold his coveted prize to famed German pop artist Peter Max, who intended to use each car as a canvas, but never followed through, as USA Today notes.
The vintage ‘Vettes ended up deteriorating in New York City garages for nearly a quarter century, out of the public’s eye. Fortunately, the restoration specialists at Corvette Heroes bought the entire collection from Max and are bringing the so-called “Lost Corvettes” back to life for a new sweepstakes, proceeds from which will go to the National Guard Educational Foundation.
Additionally, six of the rarest and most iconic Lost Corvettes are being shown at the Chicago Auto Show from February 8-17:
- ’55, one of 700 built and the first year a V8 engine appeared in a Corvette
- ’56, one of 290 in the rare color of Cascade Green; this car was driven by Jerry Seinfeld in an episode of “Comedians in Cars Getting Coffee” with Jimmy Fallon
- ’57, featuring its original 283/245 horsepower engine with dual-quads
- ’66 coupe featuring its original colors of Nassau Blue with a stunning White interior
- ’67 convertible, a replica of the world-famous Ko-Motion Corvette
- ’69 coupe, a replica of the rarest production Corvette ever built: the 1969 ZL1
Source: Maxim Staff
[UPDATE] Contacted by Motor1.com, GM spokesperson Chris Bonelli says production of the new Corvette will begin in February.
It’s a great day for those who have signed their names on the dotted line to buy a C8 as it appears production of the mid-engined Corvette has finally started. The eighth generation of Chevrolet’s popular sports car was originally scheduled to hit the assembly line towards the end of 2019, but the UAW strike took its toll and forced General Motors to push back production until February.
It looks like they’ve managed to get everything ready a few days sooner, with production at the Bowling Green, Kentucky factory now underway. The reveal comes to us from Chevy salesperson Mike Davenport through his YouTube channel called “Chevy Dude” where he regularly posts videos about everything interesting that’s going on related to the C8 and other models that have the bowtie emblem. He was the first to break the news about Chevy cutting back on dealer allocations for the Corvette’s 2020 model year, which was shortly confirmed to Motor1.com by a spokesperson.
It goes without saying Chevy Dude is talking about the production of customer cars, including his very own C8. Another tidbit revealed is about the cancellation of the optional exposed carbon fiber ground effects for the 2020MY due to supplier issues. If you have ordered the car already with this option, Chevy will have no other way but to delete it.
For those who haven’t pre-ordered the new Corvette and are interested in getting the 2020MY, it appears April is going to be the last month when dealers will be able to ask Chevy for cars. Interestingly, Chevy Dude also knows the production of the mid-engined sports car will transition to the 2021MY in September.
That effectively means the initial model year of the C8 will only be in production for about seven months. We also get to learn the first cars will hit dealers across the country around mid-February or closer to the end of the month.
As you might have heard already, the 2021MY is rumored to come with a price bump, but nothing is official at this point. All we have for the time being is a rumor originating from a “well-placed source” cited by Motor Trend who is saying the Corvette will lose the sub-$60,000 sticker. Chevy Dude doesn’t expect the price increase to be significant, based on his 20-year experience in selling cars and analyzing Corvette pricing changes from one model year to the next.
Motor1.com has reached out to Chevy for comment and will update the article if we get a response.
Source: Chevy Dude / YouTube
The 58th Rolex 24 at Daytona, the first round of the 2020 IMSA WeatherTech SportsCar Championship season, saw the first race for the new Corvette C8.R, the participation of an all-female driver line-up, 2019 NASCAR champion Kyle Busch’s first start in a 24-hour race and Ben Keating at the wheel of two different cars.
A NOTEWORTHY DEBUT FOR THE NEW CORVETTE C8.R
The #3 Corvette C8.R finished the first 24-hour race of its career in fourth place in GTLM (the equivalent of LMGTE Pro at the 24 Hours of Le Mans). Drivers Antonio García, Jordan Taylor and Nicky Catsburg encountered zero problems with the car and completed 785 laps (nearly 5,000 kilometers). Unfortunately, the same cannot be said of the #4 Corvette C8.R of Gavin-Milner-Fässler. As the car was in the top 5 in its class going into the ninth hour, an oil leak caused the car to return to its garage. The leak was found to be in an area that forced the mechanics to remove the engine for repair and the work took almost nine hours. The #4 was then able to hit the track again and finished the race in 36th place.
Much like the 24 Hours of Le Mans, the 24 Hours of Daytona is an extremely challenging race. To make it to the checkered flag with an all-new car is already a major accomplishment for Corvette Racing. The American team’s next stop is the 6 Hours of the Circuit of The Americas on Sunday 23 February in Austin, the fifth round of the 2019-2020 FIA World Endurance Championship season.
AN ALL-FEMALE DRIVER LINE-UP
All-female driver line-up Christina Nielsen, Katherine Legge, Tati Calderon and Rahel Frey shared GEAR Racing powered by GRT Grasser’s Lamborghini Huracan GT3 in the GTD class, but the car was forced to retire after a fire.
KYLE BUSCH ENJOYS HIS FIRST ENDURANCE RACE
2019 NASCAR champion Kyle Busch took the start in his first Rolex 24 at Daytona at the wheel of the AIM VASSER SULLIVAN team’s Lexus RC-F GT3. Along with teammates Parker Chase, Jack Hawksworth and Michael de Quesada, Busch finished 26th overall and ninth in the GTD class. The American driver pulled off a double and a triple stint without the slightest mistake and said after the race he really enjoyed the experience and hopes to return for the overall win.
BEN KEATING DOUBLES DOWN
Ben Keating participated in his 10th Rolex 24 at Daytona at the wheel of not one but two cars: the #52 ORECA 07 fielded by PR1 Mathiasen Motorsports in the LMP2 class and the #74 Mercedes AMG-GT3 fielded by Riley Motorsports in GTD. Both cars crossed the finish line, the #52 ORECA 07 in 10th place overall and second in its class two laps from the winners, and the #74 Mercedes AMG-GT3 in 29th place overall and 11th in its class. This was the fifth time Keating participated in the race with two different cars.
Source: 24H LE MANS
There’s A New Engine In The C8.R Corvette, And It Sounds Nothing Like Its Predecessor.
They say beauty is in the eye of the beholder, and although that’s true, it can also be in the ear of the listener.
Since the Corvette first hit the streets back in the 1950s, it was imbued with the beautiful and nearly magical sound of V-8 performance. It was a deep, bass-filled rumble that just oozed a feeling of power. Over the years, the sound emanating from Corvettes, both on the street and at the track, had a distinctive note that became synonymous with the car. When the Corvette moved to the LS1 in 1997, the firing order was tweaked a bit, and although the sound did change, it still had that deep rumble that we all love.
But the only thing constant in the world is change. For the C8.R, Chevrolet Racing really changed things up with its new mid-engine marvel, but it wasn’t the engine placement that ended the car’s iconic sound signature. It was the engine itself. Gone is the deep baritone exhaust note, replaced instead with a high-pitched Ferrari-like sound. Think puberty in reverse. And although we love the sound of a wound-out Ferrari or other Italian supercars, having that pitch emanate from the back of a Corvette is something that will be hard to get used to. We’re not saying the sound is bad—it’s actually pretty badass—but it’s not even close to the sound signature we’ve come to associate with Corvettes.
The real culprit here isn’t the new 5.5L DOHC V-8 that Chevrolet moved to. Instead, it was the choice to go with a high-revving flat-plane crank. This drastically changed the firing order of the engine and eliminated the classic American V-8 sound that’s typical with the firing sequence of a traditional cross-plane crank. But we know what you’re thinking: “Well, this is just the race car, so I’m going to be able to get my V-8 rumble fix from the production car!” Well, yeah, for now. You see, for Chevrolet Racing to run this new DOHC flat-plane crank mill in the C8.R, it has to, according to the rules, run a similar engine in at least 300 production cars. So does this mean that an eventual C8 Z06 variant will lose its iconic exhaust note?
The 2020 Corvette Stingray was named as one of the three finalists for the prestigious North American Car of the Year Award and the winner will be named Monday morning (Jan 13th) in Detroit. The all-new mid-engine Corvette does have some stiff competition as it’s facing off against the redesigned Toyota Supra and the Hyundai Sonata midsize sedan.
If you’re looking for a scouting report on the three finalists, you’ve come to the right place!
In this recent episode of Autoline This Week, host John McElroy is joined by panelists Gary Vasilash, Jeff Gilbert and Lindsay Brooke to discuss the contenders up for what is by far the most important vehicle award of the year. All four members of the panel are “NACTOY Jurors” who tested each of the cars and they all weigh in on the strengths and weaknesses of each vehicle.
After watching this episode, I am feeling pretty good about the Corvette Stingray’s chances, but that Sonata does have a ton of style and technology for a $30K vehicle so it won’t be a given. Check out the full conversation below:
From Autoline Network via YouTube:
The North American Car, Truck and Utility of the Year (NACTOY) jury comprises roughly 50 automotive journalists from the U.S. and Canada. Every year they vote on the best new cars, trucks and utility vehicles that came out in North America. Three of the NACTOY jurors join us on Autoline This Week to discuss the three cars that made it to the finalists’ list, as well as some of the cars that did not make the list. They also predict which vehicles will win the awards for best car, truck and utility.
Panel: Garry Vasilash, Automotive Design & Production Jeff Gilbert, WWJ NewsRadio 950 Lindsay Brooke, SAE International John McElroy, Autoline.tv
Detroit Bureau Steve Burns will be live at the NACTOY award ceremony and will bring us any breaking news from the event. The North American Car, Truck, and Utility Vehicle of the Year awards will be announced on January 13, 2020, at 8 a.m. in Detroit.
Keith Cornett; Corvette Blogger
Corvette Racing set for COTA-Sebring double FIA WEC run with C8.R
Corvette Racing looks set to contest the 1000 Miles of Sebring, in what would be the second consecutive FIA World Endurance Championship outing for the new Chevrolet Corvette C8.R.
Sportscar365 has learned that provisional plans are in place to run the Sebring WEC race alongside its two-car factory GT Le Mans class program in the Mobil 1 Twelve Hours of Sebring the following day.
It would come as one of the prerequisites from the ACO, which has stipulated that the Pratt & Miller-run team must run in at least two regular-season WEC races in order to be guaranteed a pair of GTE-Pro entries for the 24 Hours of Le Mans.
The team ran the Shanghai WEC race in 2018 in addition to Sebring last year with its previous-gen Corvette C7.R.
While declining to comment or confirm on any WEC plans beyond its COTA entry, Corvette Racing program manager Doug Fehan said that it’s been their intention to run two regular-season races in the 2019-20 WEC season.
“Right now, that’s the plan but we’re running down a road,” Fehan told Sportscar365.
“We haven’t refined what exactly that plan is going to be. I couldn’t give you every detail and widget.
“We’ve been busy for a couple of years trying to race and design, build and develop the new car. This adds to the challenge of all of that.
“I think most people would understand that we don’t have it completely defined yet.
“It’s a case of dealing it in an orderly fashion.
“We can’t become overwhelmed too much with what’s going on down the road when we have to focus on what we need to accomplish [in Daytona] in a couple of weeks.”
While set to give the new mid-engined GTE contender its competition debut in the Rolex 24 at Daytona later this month, the car’s second race will come just four weeks later at Circuit of The Americas, with a single entry having been submitted for the WEC replacement round.
Fehan said details on that program, including drivers, have yet to be determined.
He explained the reason for doing the additional WEC races is to “try as best we can” to support the globe-trotting championship.
“We understand the value that has to the sanctioning body and the value to the global fan base,” he said.
“We know it’s important but they also know the business side of it that prevents us from doing both things. They get that.
“I think they also appreciate how hard we’re trying to make all of the accommodations we can to keep the ball moving down the field.
“It’s not easy for us and they know it’s not easy for us and they appreciate that.”
No Issues in 2019 ‘Super Sebring’ Endeavor
Fehan said the team faced no issues in its double-duty endeavor at Sebring last year, in what was only the second-ever time the team raced three cars between two different series on the same weekend.
In addition to its over-the-wall crew and several other staff, drivers Antonio Garcia, Jan Magnussen and Mike Rockenfeller took part in both Friday’s eight-hour WEC race and the around-the-clock IMSA enduro the day later.
“That worked out great,” Fehan said. “We were lucky because we had enough equipment.
“It’s not like you can piggyback what you have set up. You’ve got to have a completely additional set of stuff.
“Between stuff that we had in stock and stuff that we had for the Cadillac program, we had enough in place.
“That system is getting better and we learned from that on all the things we did right and all the things that we know we could improve upon.”
Source John Dagys; SportsCar365
The $60,000 Stingray pushes its engine to the middle and expectations through the roof.
From its dream-car debut in 1953 at the Motorama show at the Waldorf-Astoria hotel, the Chevrolet Corvette has kept its engine up front, where sports-car tradition says it belongs.
But with sales of many fast, fun cars on the wane — blame the rise of dully practical S.U.V.s, an aging boomer audience or a declining car culture — the Corvette’s creators saw the need for a radical about-face. The 2020 Corvette Stingray has moved its engine behind the driver and passenger, adopting the physics-approved layout that brought Ferdinand Porsche his first racing successes in the 1930s. Today, this approach is associated with money-torching supercars from Ferrari, Lamborghini and McLaren.
The long-awaited “mid-engine” Corvette easily outruns its formidable predecessor, as I learned during a time-warping desert drive near Tortilla Flat, Ariz. The eighth-generation “C8” Corvette is earning rapturous reviews and dominating industry awards, as a car that can take on European exotics that cost $200,000 and more, but at a $59,995 base price that reads like a misprint.
“It’s certainly a great moment in the car business,” said Eddie Alterman, chief brand officer for Hearst Autos and a former editor in chief of Car and Driver. “It’s nothing less than the democratization of the supercar.”
At General Motors, that democratization includes a virtual decree that Chevy’s relatively blue-collar baby generate vastly more sales than, say, its Porsche 911 nemesis, enough to earn its keep in profits. Yet sales of sports cars and muscle cars have plunged by nearly half since 2000, on track for just 230,000 this year, according to analysts at Motor Intelligence. A reborn Toyota Supra, despite huge fanfare, has found a lukewarm 500 buyers a month since its summer debut, fewer than one-quarter of the expected 25,000 to 30,000 first-year sales of the Corvette.
At Porsche, a single sport utility vehicle, the Macan, finds more buyers than all the brand’s sports cars and Panamera sedans combined. Unsurprisingly, the world’s speed merchants, including Lamborghini, Bentley and Jaguar, have developed S.U.V.s into their best-sellers around the world, with entries from Aston Martin and Ferrari on the way. Some of those companies had vowed to never sully their names with a sport utility. Never mind.
Into this minefield steps Tadge Juechter. As just the fourth chief engineer in the Corvette’s fabled 67-year history, Mr. Juechter holds one of the most scrutinized positions in the American industry, his every utterance parsed for clues to the ’Vette’s future.
The previous-generation Corvette, the first to wear the Stingray badge since 1968, also generated robust sales beginning in 2014. Yet Mr. Juechter and his team saw a car nearing its end, both in technical terms and its ability to win new buyers.
“We saw an aging demographic, the same faces at Corvette events year after year,” he said.
That honking, 6.2-liter V8 up front had become an Achilles’ heel. The Corvette’s top-shelf, $121,000 ZR1 edition was already pumping out 755 horsepower, keeping pace in an unprecedented industry horsepower war. Moving the engine aftward — shifting critical weight over driven rear wheels — became the only way to apply such monstrous force to the pavement while improving traction and stability.
The move risked alienating the Corvette’s tradition-loving buyer base. At a design clinic for owners of various sports cars, Mr. Juechter discovered that current customers were split roughly 50-50 on the mid-engine switch. But among supercar owners that Chevy hoped to conquer, 90 percent favored it.
“We had to go for it,” Mr. Juechter said. “We did it purely for physics rules, but the byproduct was that it would also appeal to a new generation. We try to respect the past, but not be stuck in the past.”
G.M. had teased the faithful for decades, experimenting with a midmounted layout in a series of fanciful prototypes, beginning with the CERV 1 (for Chevrolet Engineering Research Vehicle) in 1959. Finally, for the 2020 model year, the near-mythical mid-engine Corvette is here, including the coupe’s Ferrari-esque view of its V8, provocatively exposed below a glass cover.
The public’s first glimpse of the car, in April, supported the Corvette engineering team’s confidence. Mr. Juechter drove a prototype, its body work disguised by a black-and-white pattern, through a bustling Times Square, with Mary Barra, the G.M. chief, riding shotgun. Rolling, windows down, Mr. Juechter heard younger voices yelling, “Mid-engine Corvette!”
“We imprinted on young people a super passion for this car,” he said. “Our job is to push that, that every drive can be a joy, an adventure.”
Dodging Times Square tourists and Ubers in a 495-horsepower, roughly 190-m.p.h. sports car is one form of adventure. But in my Arizona test, including roller-coaster desert curves, this new model combined moonshot acceleration, handling, tech and versatility like no rival remotely near its price. That includes a 2.8-second catapult to 60 miles an hour, on a par with a $250,000 Ferrari 488 GTB; a sharply improved, jet-fighter-inspired cockpit; and a GPS-based video data system that records street or track drives, overlays them with animated telemetry readouts and lets drivers analyze their performance with racing software.
“It doesn’t have the operatic Sturm und Drang of a Ferrari or Lamborghini, but it really is an everyday supercar,” Mr. Alterman said.
Fuel economy is surprisingly decent, roughly 26 to 28 miles per gallon at a steady highway cruise. The Corvette is notably aerodynamic, and can deactivate half its cylinders to save fuel. The latest driver-adjustable magnetic suspension, a G.M.-first technology now adopted by several European exotics, lets the ’Vette drive as smoothly as some luxury cars in its Touring mode, despite the sleeping-bear V8 just over your shoulder.
“It couldn’t be just a weekend toy,” Mr. Juechter said. “A lot of people use this as their only car.”
Perhaps because do-it-all S.U.V.s are strong-arming sales — and definitely because today’s fans won’t put up with punishing rides or dodgy reliability — the worldwide trend is all about more practical sports cars that are safe and approachable for amateurs, yet still rewarding for skilled pilots.
Many mid-engine exotics lack a trunk, because the engine hogs the space. Yet Corvette designers made room for a trunk that can fit two golf bags, in addition to the Porsche-style “frunk” up front where the engine used to go.
Even the carefree convertible model doesn’t neglect its chores, with an ingenious powered soft-top that tucks away without stealing an inch of luggage space. Welcome practicality does bring a visual downside: The wide, chunky rear deck makes the ’Vette a bit back heavy.
Proper fits aside, wishful fans didn’t find a little red-ribboned Corvette under their Christmas tree: A now-settled G.M. strike has delayed production until February. For Chevy’s pampered halo car, only about 12 units each hour will roll off the production line in Bowling Green, Ky., down the road from the National Corvette Museum.
In anticipation of huge demand, more than 400 workers have been hired to fill a second daily shift, including employees laid off from Chevy’s closed plant in Lordstown, Ohio. (G.M. plans to open a new battery plant there, part of a $2.3 billion joint venture with LG Chem of South Korea.)
Mr. Juechter is confident that Chevrolet can sell every Corvette it can build, for now. The real test comes after the initial frenzy subsides. Mr. Alterman points to an increasingly short, roughly 18-month shelf life for such high-profile performers, with fickle buyers and collectors always in pursuit of the hot new thing. He sees the Corvette borrowing from Porsche’s ultra-profitable playbook, keeping the lineup fresh with myriad styles, performance upgrades and personalization options.
Though Mr. Juechter wouldn’t comment on future models, the cottage industry of Corvette rumors cites development of a hybrid ’Vette with up to 900 horsepower.
The dominance of S.U.V.s and the momentous shift to electrics has automakers playing offense.
Aside from an industry explosion of superpowered sport utilities, Ford ignited a controversy when it unveiled a Tesla-baiting electric S.U.V. and called it the Mustang Mach E. The traditional Mustang is enjoying its own golden age of performance, including a bonkers Shelby GT500 with 760 horsepower and an affordable four-cylinder model that gets 32 m.p.g. on the highway. Yet Mustang sales continue to tumble.
And while traditionalists are crying foul over the Mustang Mach E — first S.U.V.s stole customers, now they’re stealing legendary names — Mr. Alterman suggests that this heresy won’t be the last. A five-seat, Corvette-branded S.U.V. could be the most “everyday supercar” of all.
“You’ve got that sub-brand of the Mustang that’s so evocative,” he said, “so why not draw on it? There’s an opportunity for Chevy to do the same thing.”
Original Source Lawrence Ulrich; NY Times