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
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
William Walker: Photographer Manufacturer Photographer Mar 11, 2020
It’s weird to say, but immediately after my first test drive in the new mid-engine, eighth-generation 2020 Chevrolet C8 Corvette, I was angry. Angry not because the car didn’t do what it should, but precisely because it did everything I asked of it, and did it beautifully—and I’d been led to believe it was a hot, understeering mess by the reviews I’d read elsewhere. How could they all have been so wildly off base?
There are many possible explanations, of course—differing driver skill levels, evaluation methods, and conditions. But two variables stand out among the rest: the C8 Corvette’s option for track or street alignments, and the length of exposure to the car. Addressing the latter issue first, we were lucky enough to spend the better part of week with the new C8, a rare chance given the limited availability of test cars so early in the Corvette’s production (All-Stars testing took place in early December 2019). That greater exposure to the car allowed us more time to get a feel for its behavior in a wide array of situations, both on the road and on the Streets of Willow Springs racetrack.
Perhaps even more importantly, however, was the choice of track and street suspension alignments. You see, the 2020 C8 Corvette has two official specifications for its alignment settings; the street alignment sets the camber at 0 degrees, while the track alignment sets the camber to 3 degrees negative. The result is the difference between a (somewhat) understeer-biased street setup and a balanced, ready-to-rotate super sports car. The former is intended to help Corvette owners new to the world of low polar-moment mid-engine cars make the transition without ending up backward in a guardrail their first time out. We spent our week with the Corvette in track-alignment mode, whether hammering out laps or zooming around the mountains near Lake Hughes.
But wait, isn’t that cheating, you ask? It might seem like it at first—track settings are meant for the track, not the street, right?–but Chevrolet itself recommends owners who use the track setting for track go ahead and leave the car setup that way all the time. No, it won’t cause excessive or premature tire wear, at least according to Chevy’s engineers. For the record, we did visually notice more wear to the front tires’ inside shoulders than we’d expect with the more conventional setup, so we’d be curious to see the state of the rubber after 5,000 or so miles with this alignment. It’s certainly something for owners to be aware of and to keep an eye on, at the very least.
Regardless, and not for nothing, the two alignment settings might better be named “beginner” and “advanced”. If you’re a moderately accomplished driver who’s comfortable with a car that’s willing to rotate, don’t leave the lot with your new Corvette until you’ve had the car set to its more aggressive alignment.
With that out of the way, holy cow, is this thing good! The nearly instant-on torque from the 6.2-liter V-8 means you’re never left wanting for thrust, the quick-shifting eight-speed dual-clutch transmission bangs out upshifts with authority, and the steering feel, while not telepathic, is still abundantly communicative. Detroit bureau chief Todd Lassa did note, however, that several of our evaluators found “the steering in its own separate Track mode is too heavy without doing anything for feel,” and resident professional race driver Andy Pilgrim pointed out, “The gearbox is very good on the street, but did not always give me the lower gear I wanted on the track.” If those are the worst things we could think to say after back-to-back runs in hardware as exotic as the $474,000-plus Ferrari F8 Tributo and the nearly as pricey McLaren GT, it’s pretty apparent the mid-engine Corvette is something special.
Braking is remarkably stable for a mid-engine car, as is power application, the latter thanks at least in part to the car’s Performance Traction Management system. Chevy’s PTM is one of the key technology transfers from the factory Corvette Racing program, and it shows its racing roots when put to the test. But of course even the best traction-control programs can’t work when the tires aren’t in contact with the road; that’s where the Corvette’s excellent suspension tune comes in.
“Glides over broken mountain roads like a hovercraft—but still sticks like crazy,” wrote contributor Arthur St. Antoine in his evaluation notes. Pilgrim agreed, noting the C8 Corvette “has more suspension travel than the Porsche 992, and feels more compliant, allowing more roll in transition; none of which is a bad thing for everyday driving comfort.”
In fact, far from a rabid, on-the-edge supercar, it’s clear the Chevy engineers behind the new C8 Corvette put a great deal of time and effort into the car’s daily driving demeanor, or, as features editor Rory Jurnecka noted, “It should make a nice road car with good interior space. Feels pretty easy to live with.” Not only is there a rear trunk that’ll fit two golf bags (or several carry-on bags or backpacks), there’s a front trunk (or frunk) that’ll hold some more. But the new C8 Corvette’s interior is what truly stands out in terms of daily comfort, especially in comparison to previous Corvettes.
“When I took the C8 on the road trip between the hotel and the winners’ shoot location, I was blown away at how good of a GT car it is,” social media editor Billy Rehbock said. “I put on the cooled seats, played music over the crystal-clear sound system, and rolled in complete comfort. My only complaint was that it was actually a bit quiet, even when being driven hard, but subsequent performance versions will fix that, no doubt.”
Beyond even the excellent interior feature set (though the verdict is still out on the extra-long button strip in the center console), the most notable and immediately noticeable upgrade to the C8 Corvette’s interior is the massive improvement of materials and build quality over previous generations. Our test car’s 3LT interior trim specification included Chevy’s upgraded infotainment system, a 14-speaker Bose audio system, and a head-up display. And in addition to the upgraded materials, it featured extended leather surface treatments, and GT2 bucket seats—though ours swapped the GT2 seats for “competition sport bucket” seats for an extra $500); the 3LT spec added $11,950 to the car’s $59,995 base price. Tack that cash onto the additional list of optional extras like the Z51 performance package ($5,000), magnetic ride control suspension system ($1,895), front lift system ($1,495), upgraded 19-inch front/20-inch rear wheels and tires ($1,495), and engine appearance package ($995), among others. Total price, as configured: a surprisingly reasonable $83,825.
Admittedly, this was a pre-production car, but it was also one of just a handful of streetable C8 Corvettes available at the time, meaning it had already lived a rather hard life before our testing even began. Sitting in the C8 back-to-back with the Ferrari F8, the Italian doesn’t come off as insanely luxurious or refined—and the F8’s interior is already perfectly lovely.
It’s no revelation that the 2020 Chevrolet C8 Corvette is a great performance value; the Corvette has been that way for decades. But for Chevy to have done such an impressive job on its first go with the engine behind the driver, and to have included so many improvements to the luxury and quality of the C8, all for a price that’s a fraction of the cars with which it competes, it’s easy to see why I was so angry after experiencing the car for myself—and it’s hard not to agree with Jurnecka when he says, “So glad this car is what I’d hoped for. Worth the wait.”
Nelson Ireson for Automobile
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
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:
[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?
Corvette “had reason” to take its No. 4 car back out on track after lengthy repair…
The “tough lessons” of the No. 4 Chevrolet Corvette C8.R’s tumultuous Rolex 24 at Daytona debut gave Corvette Racing confidence going forward with its new car, according to team manager Ben Johnson.
The silver No. 4 Corvette spent eight hours in its garage during the IMSA WeatherTech SportsCar Championship season-opener after a cracked bell housing resulted in an oil leak.
Having pitted at around 11 p.m. the car eventually returned to the track close to 8 a.m. but it still managed to be classified as a finisher, albeit 327 laps behind the GTLM class winner.
While not divulging the extent of the oil leak and associated damage, Johnson explained why the team kept its car in the garage for so long.
“To fix the problem we had to move the engine back,” he told Sportscar365.
“We tried to do it with the engine installed to expedite it but then we realized that if we wanted to get it back on track, we had to take time to take the engine out and put it back in.
“We just took our time to make sure that there was nothing else. At that point, we were no longer in contention, but we had reason to go out and just understand where else the car may have issues.
“It was just kind of a test session after that.
“I think we will go back and disassemble the whole car. We have some issues to address with the oil leak.”
Oliver Gavin, who shared driving duties in the No. 4 with Tommy Milner and Marcel Fassler, said the Corvette crew “wanted to be methodical” about its repairs which added to the length of time it spent in the garage.
The Englishman suggested that the car was starting to show signs of promising pace that it could have taken through the night had the leak not occurred.
“It was really tough on the guys, eight hours of working from midnight until eight in the morning, it was crazy,” Gavin told Sportscar365.
“As soon as that happened, we knew that our day was done and that we wouldn’t be challenging. It was a shame because up to that point, our car had just started to come along.
“It wasn’t super strong right at the start, but we were gaining on it as we went through the race. Could we have been in the mix at the end? Who knows. But there was a lot that we’ve learned from this.
“As a team, we figured a lot of stuff out today. Testing is great but you really see exactly where you are when you come to a race and see where your competition is.
“We’ll take that away and process the data to see how we can make ourselves and the car better for Sebring.”
The No. 3 Corvette fared better than its sister car with Antonio Garcia, Jordan Taylor and Nicky Catsburg bringing home a fourth-place class finish on the lead lap.
Johnson said that this car’s run wasn’t entirely straightforward, but it held up well enough to remain in contention for a podium heading into the final two hours.
“We had a slight clutch issue at one point, but we had fixed it after the first stop that we witnessed it, so it wasn’t a time loss,” he explained.
“But nothing held up that car specifically again. We were really happy that all the execution, pit stops, driver changes… all things that you don’t get to test in anger until you reach the race, all went super well.”
Johnson added that the Rolex 24 has given the Corvette team confidence ahead of its next race outing at the ‘Super Sebring’ endurance racing double-header weekend in March.
“Coming away from our first race with one car on the lead lap… the issue with the oil leak is obviously very apparent, but when we looked at it we realized it’s a pretty simple fix,” he said.
“I think it raises everyone’s confidence that we can get through some of these early tough lessons and move on to Sebring in a much better spot.”
Source: Daniel Llyod for Sportscar365
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
Corvette Racing drivers on anticipation of Roar Before Rolex 24 with new mid-engined C8.R…
Antonio Garcia believes there will be “big steps” to come in the Chevrolet Corvette C8.R’s development as the new-for-2020 mid-engined GT Le Mans class contender makes its public debut in this weekend’s Roar Before the Rolex 24.
The Pratt & Miller-built Corvette, along with Porsche’s 2019-spec 911 RSR, are the two all-new GTE-spec cars set for their first official competitive outings in IMSA WeatherTech SportsCar Championship competition during the three-day mandatory test.
While having already completed private testing at the 3.56-mile oval/road course, Garcia believe every lap will matter in their plan for the weekend.
“There is a lot to discover and develop,” Garcia said. “Usually your starting point is better than what you previously had.
“But this is completely different. We are still in the early stages with this new Corvette.
“There will be big steps for sure.
“I don’t know when we will get to the point where we will start making little steps. We need to run this car and we need to race it to find out where we are against our competition.
“We are concentrating on our own work. Whenever it becomes race time, we will know where we actually are.”
Garcia’s new full-season co-driver Jordan Taylor said they won’t necessarily be concerned about pace at the Roar, which will also set the pit lane and garage allocations through a qualifying session on Sunday morning.
The 28-year-old, who makes the switch from his family’s Wayne Taylor Racing operation, said little things, such as driver changes, will be a focal point as well once they achieve the targeted baseline.
“As many laps as we can get at the Roar and going through the program, getting all the drivers on the same page from a setup point of view and then the little things like pit stops and driver changes will be different than what we’ve had in the past,” he said.
“The car is a little more tricky to get in and out.
“Understanding that muscle memory of the process of getting in and out, where the seatbelts go, where the drinks bottle is, where the air hose goes… those little details that we haven’t refined that were refined with the C7.R are things that will show up in a 24-hour event, so those are things we will need to check off the list at the Roar.”
Gavin: “Very Structured” Plan for Weekend
Team veteran Oliver Gavin, who returns to the No. 4 entry alongside Tommy Milner, said that coming away with achieving 60 or 70 percent of their list will be considered a “big win” over the weekend.
“The team is going to have a very structured plan,” Gavin said. “And that’s one of the things that’s so good about Corvette Racing. We plan our time and fundamentally understand what all we have to work through and the list of things we need to achieve.
“The third drivers will need time in the car. We’ll all have to work through that program and procedure as best we can.
“Certainly we’ll learn a huge amount every time we go on track just with how certain tires work, how the braking package works, the aero setup, weight placement… all kinds of different thoughts that the team will look to work through.
“We know that of that list of 50 things we want to try and achieve, the chances are that if we can come away with 60 or 70 percent of that done, it’s a pretty big win.”
Original Source; John Dagys. Sportscar365
Photo Credit: Kevlar Bike- Corvette Forum
Inside General Motors’ headquarters known as the Renaissance Center in downtown Detroit is a large turntable that is currently featuring all eight generations of the Chevrolet Corvette. The new eighth-generation iteration of America’s Favorite Sports Car is a 2020 Corvette Stingray Convertible painted in Shadow Gray Metallic.
A Youtuber named portcarlingboats captured a minute of video as the new C8 Convertible spins by him on the turntable.
The visible cues on this Corvette show that it’s a non-Z51 model but it’s loaded with some great looking options that include the two-tone Natural and Black seats, Spectra Gray Trident Wheels and red brake calipers. We also prefer the bright Corvette emblems to the the darker versions on this exterior.
From portcarlingboats via YouTube:
Corvette C8 convertible on display at the GM Headquarters in Detroit Michigan on Sat Nov 23 2019; part of 8 generations of corvette convertibles on a rotating display from 1953 to today; C8 supercar, exotic car, european sports car; this is the car that will change the automotive for years to come; can’t wait for the all electric version to come- No sound
On his original post on the Corvette Forum, Kevlar Bike tells us he is Canadian and that the C8 Corvette on display inside the GM’s HQ is the closest C8 Corvette on display so he made the trip to check it out.
Shadow Gray is one of those colors that change drasticly when viewed in the direct sunlight and the lightings inside the RenCen does nothing to show-off the varying hues within. As a comparision, here is a quick walkaround of a Shadow Gray Metallic C8 at the NCM earlier this year from CorvetteBlogger contributor Jeremy Welborn:
Configurator with pricing info is up, so we’ve decided to max it out.
We’ve been periodically checking Chevy’s website for the Corvette C8 Convertible configurator ever since it went up at the beginning of October to see if there’s pricing available. You can finally know how much the desired spec is going to set you back as the configurator now has all the pricing details included. Much like we did with the coupe a few weeks ago, we’ve decided to max out the online builder in an attempt to find out how much a fully loaded Stingray Convertible costs.
We’re not going to go through each and every option as we did in the previous post because most of them are identical. It’s worth pointing out the convertible commands a $7,500 premium over the coupe and it starts at $67,495 for the entry-level 1LT. Go for the better-equipped 3LT and the price jumps to $78,945, and then you can add this $995 Long Beach Red Metallic Tintcoat paint and a dual racing stripe also priced at $995.
The most expensive options available for the C8 Convertible are the $5,000 Z51 Performance Package and the $4,850 Grounds Effect Kit, but on top of these, you can also add the $2,095 grille insert and $1,145 side mirror caps both finished in visible carbon fiber. Another pricey option is the $2,695 wheel set measuring 19 inches up front and 20 inches at the rear, with a five-spoke design and a Performance Pewter-painted finish.
If you truly want to go all out with the configurator, Chevy will be more than happy to provide you with a two-piece leather travel bag set for $1,450 as well as indoor and outdoor car covers each priced at $460. Inside, a carbon fiber trim adds $1,500 to the final bill, while the Competition Sport bucket seats are an additional $500.
With all the boxes ticked, you’re going to end up with a 2020 Corvette Stingray Convertible that costs $113,955, plus an additional $110 worth of dealer-installed
As you’re probably aware by now, production of the C8 has been delayed until February 2020, so it’s going to be a long wait to park the new Corvette in your garage.
Hit the source link below to play with the configurator and see if you can beat our price.
Hit the source link below to play with the configurator and see if you can beat our price.
Original source: Adrian Padeanu; Motor1
Halo model will also be the first-ever AWD Corvette
Back in August, we exclusively reported the upcoming mid-engine Chevrolet Corvette Z06 would feature a twin-turbo flat-plane-crank dual-overhead-cam V-8 based on the C8.R race car’s engine. Now, we can report from an even higher-placed source that the range-topping C8 Corvette ZR1 will add a performance hybrid system to boost it to 900 hp.
Rumors of a hybridized C8 have been flowing for quite some time, but now we have exclusive confirmation from a senior official at GM. The ZR1 will build on the Z06’s all-new engine with a performance- (not fuel economy-) oriented hybrid system to fill in torque gaps and increase total output to an even 900 hp.
Our source wouldn’t elaborate on the engineering details, so we’re still unclear whether street cars will share the C8.R’s 5.5-liter displacement, which is unusually large for a flat-plane engine and would likely vibrate too much for customers’ liking. Past rumors have suggested displacement ranging from 4.2 liters to 5.5 liters.
At a minimum, a hybrid system would sandwich an electric motor between the engine and transmission to bolster output. We’ve heard previously, though, the somewhat small frunk in the base C8 Stingray is protecting space for a pair of front-mounted electric motors which can both increase performance and, more critically, perform active torque vectoring to complement the rear axle’s electronically controlled limited-slip differential. This first-of-a-kind all-wheel-drive ZR1 could see major benefits in handling and the ability to put down power while exiting corners. This is a strategy that’s been employed to great effect on other hybrid supercars like the Porsche 918 Spyder.
Naturally, electric motors, a battery pack, inverters, and wiring will add substantial weight to the car, which is why it all needs to add enough power to balance things out. The big question is where Chevrolet will place the battery, which it will want to mount as low as possible to keep a low center of gravity. Other mid-engine hybrids mount it in the firewall between the engine and the seats. It’s also possible it could be mounted in the bottom of the frunk or trunk, depending on how large it is. We expect it will be fairly small as it just needs to hold enough juice to boost the engine under hard acceleration. While some mid-engine hybrids have the ability to drive under pure electric power for short distances to meet emissions regulations in some countries and cities, we doubt this was a major concern for the Corvette team. Like the Ferrari LaFerrari, we think the ZR1 will be entirely concerned with performance, not efficiency.
Separately, our source corrected our previous speculation that the Z06, C8.R, and ZR1’s DOHC engine would share design and engineering with the Cadillac 4.2-liter Blackwing V-8. Despite declarations from top GM and Cadillac brass the Blackwing is exclusive to Cadillac, we figured there would be some shared engineering resources to save money. That’s not the case, our source says. Years ago, under a previous product plan that’s since been whittled down, Cadillac was promised an exclusive engine and got it, so GM gave Cadillac and Chevrolet separate pots of money to design two different DOHC V-8s simultaneously.
Original Source: Scott Evans for MotorTrend
The new Corvette has an eight-speed Tremec DCT. We weren’t crazy about it in the pre-production C8 we drove, but engineers tell us the final version will be better.
For the C8 Corvette, Chevrolet abandoned the traditional manual and torque-converter automatic for a new, eight-speed Tremec dual-clutch. And in our Performance Car of the Year testing, the gearbox was the weakest component in the pre-production C8 Stingray we had on hand. It’s part of why the Corvette didn’t win.
In automatic mode, the DCT dolled out nice, snappy shifts, but when using the paddles, it could be clumsy. Too often we found ourselves running into the rev limiter, or having downshifts denied after a paddle pull. But, the C8 we drove wasn’t a finished product. There’s been development work since we drove the car, and that work will continue for the foreseeable future. At a powertrain engineering seminar held by Chevy last week, we asked Glen Hoeflinn, controls program manager for the DCT, what will change from the car we drove.
“Maybe you get some humpy-bumpy shifts here, you get a little bit of that there. That all gets refined out,” Hoeflinn said. “It’s in final refinement, and then it’s in final checks and looking what we’re doing and making sure that it’s behaving exactly [how] we want.”
“That’s what we’ve done since the car that you had. Doing all that refinement and making sure it’s ready to go for everybody across the all the cars.”
A dual-clutch presents unique challenges, no matter what sort of car it’s in. “There’s a lot of pre-selection interaction that goes on in the background,” Hoeflinn said. “It’s the same choreography” between the engine and transmission, he added, but without the “luxury” of a torque converter, there’s a lot more programming work involved.
As you’d expect, the transmission has different automatic shift strategies for the various drive modes, which adapt in real time. The more aggressive, the more spirited you drive, the more aggressive the car’s going to respond,” Hoeflinn said. “As you start to relax, the car’s going to start to relax.”
The DCT uses latitudinal and longitudinal accelerometers, and looks at information like throttle position and steering angle to gauge how the car is being driven, and react accordingly. For example, in Track mode with the transmission set to automatic, the car will downshift aggressively when the driver is braking hard into a corner, and hold upshifts until corner exit.
The C8 has two manual modes. If you pull a paddle while in Drive, you get a temporary manual mode, which automatically times out, or can be exited sooner by holding the upshift paddle. In this mode, the car will automatically upshift at redline. If you press the M button in the center console, you get full manual mode. There’s no time out, and the car won’t upshift at redline.
There are two other neat tricks available for drivers to exploit. First, if you hold the downshift paddle, the DCT will serve up the lowest possible gear. Do that while braking, and the transmission will keep downshifting as engine speed allows. And second, pulling both paddles at the same time is equivalent to pushing in the clutch pedal on a manual car, which allows you to rev the C8’s new V-8 as much as you want.
In the C8, the paddles are directly wired to the transmission control module (TCM) for quicker response times. “In other applications, from the paddle, the wire will go to the body control module and then from the body control module back over to the transmission. You have obvious latency there,” Hoeflinn said.
“It could be 25, 30, 40 milliseconds from the time you pull, to the time that transmission actually got the message. When you wire them directly from the paddle straight to the TCM, we’re getting the message instantaneously.” This doesn’t mean the paddles will give you a downshift that over-revs the engine—the TCM prevents that—it just helps reduce delay.
One of the headline figures of the C8 Corvette is its incredible acceleration. We timed a pre-production Z51 Stingray as hitting 60 mph in 2.8 seconds and running the quarter-mile in 11.2 seconds at 122 mph. With the C8’s Performance Launch mode, the car will actually use the inertia of the engine coming down between revs to propel the car forward. Chevy calls these “Boosted Shifts,” and they’re only used with a Performance Launch. In any other mode, they make the car feel unsettled.
From a mechanical standpoint, this new Tremec transaxle isn’t a radical departure from other DCTs. There are concentric clutches and input shafts for the odd and even gears. The even gears and reverse live near the front of the transmission, while the odds are at the back. A limited slip-differential is integrated within the unit. Base Stingrays get a mechanical diff with a 4.89:1 final drive ratio while Z51-pack cars get an electronic LSD with a 5.17:1 ratio. The overall gear ratio spread of 8.8:1 is the same regardless of differential.
The packaging of the transaxle is such that there’s a common oil sump—filled with 11 liters of Pentosin FFL-4 fluid—for all components. A cooler mounted to the top of the transaxle assembly means there’s no need for additional hydraulic lines, while two filters keep things clean. An externally mounted pressure-side filter requires replacement every 20,000 miles, while the internal suction filter mounted to the sump is a lifetime part.
We asked about why the C8 team didn’t try to do a manual. Hoeflinn and the other engineers present gave us a similar answer to Corvette chief engineer Tadge Juechter, when we interviewed him before the car debuted. They’d need to develop a new manual just for the C8, and considering the stick-shift market is shrinking, it would be an expensive endeavor seemingly without much reward. There are packaging constraints with the Corvette’s central backbone tunnel, too, which would require a hole to accommodate the shifter and gear linkage, hurting structural rigidity. Juechter also said the pedalbox would be cramped with a clutch.
Our first experience with this DCT was less than positive, but this is a gearbox that shows a lot of promise. We look forward to driving the finished product.
Originally written by Chris Perkins; Road&Track
SEMA is the United Nations conference of all things aftermarket, and here’s some of the best stuff we spotted there.
1.Quintin Brothers Dodge Challenger
This 1000-hp Dodge Challenger went on a wild adventure after it arrived in Las Vegas. Vermont-based Quintin Brothers Auto & Performance had their truck and trailer stolen days before the show. Their custom Challenger was inside. Video surveillance helped track down the perp, but when Nevada state trooper Adam Whitmarsh tried to block the stolen Challenger into a parking space, the suspect rammed the Trooper’s Ford Explorer and escaped. After exiting the parking structure, the suspect smashed through a fence and drove the stolen Challenger across a nearby karting track—during a karting event. He eventually ditched the car and was later arrested. The Quintin Brothers and their Dodge Challenger arrived at the SEMA show wearing battle wounds from the wild chase.
2. Chevrolet E-10 Concept
It’s not an engine, it’s a motor. The Chevrolet E-10 concept is a 450-hp electrified C-10 pickup. Typically the only time a 1970s Chevy pickup is plugged into anything, it’s connected to a trickle charger. The E-10 has its batteries in the bed. The two electric motors seen here are called eCrate motors, a nod to the popular Chevy crate engines that can be found swapped into just about anything. GM claims the E-10 can complete a zero-to-60-mph run in about five seconds with a quarter-mile time in the high 13s. A Tesla P100D might be quicker, but it doesn’t look as cool.
3. Vibrant Performance Titanium Chair
Had Game of Thrones producers used Nissan Skylines or Toyota Supras instead of dragons as source material, this might be the Iron Throne. Vibrant Performance didn’t have to vanquish their enemies to build the thing, but they did use more than 50 pieces from their lineup of titanium exhaust products to construct what’s likely the most uncomfortable Adirondack chair on the porch. But it’s fun. Feeling exhausted? Have a seat.
4. Hyundai Veloster Grappler Concept
You’re unlikely to see a Hyundai Veloster on an off-road trail, let alone a dirt road, but this overland concept is out to change that. The Veloster Grappler concept is equipped with typical in-car camping accessories like a rear-hatch tent, solar panels, LED light bars, big all-terrain tires, and a roof basket to carry a spare. It’s still pretty low to the ground, and the tire clearance isn’t ideal for crawling, but it’s a concept. We’d pitch a tent with this thing.
5. Toyota Supra Wasabi Concept
Toyota’s Genuine Accessory Team cooked up a color for this concept that we hope will soon find its way onto a Camry. This Supra’s paint mimics wasabi paste and features white accents on the brake calipers, mirrors, stripes, and spoiler. The forged-aluminum wheels were designed at Toyota and have center caps with the original Toyota emblem. Ohlins coil-overs drop the Supra concept two inches. This was one of many Toyota Supras at the show.
6. AEV Jeep Gladiator
This Jeep Gladiator is equipped with all the proper get-dirty-quick gear. It has tough Bilstein dampers, a lifted suspension, and 37-inch tires. American Expedition Vehicles (AEV) is known for swapping big engines into off-road vehicles and then adding lift kits and other off-road accessories. They’re also responsible for the coolest parts of the Chevy Colorado ZR2 Bison. This year AEV brought three green machines to show off their latest accessories.
7. 1999 Honda Civic Si Super Street Build
Was this the car that sparked the movie The Fast and the Furious in 2001? It sure looks like it. Honda brought a handful of concepts to the show in celebration of its 60th year in North America, and what better way to do it by showcasing the Civic Si Super Street magazine modified for the Civic Si Challenge in 2000. If you collected buckets of Mattel die-cast cars as a kid (or shamelessly as adults, like us), this car might look familiar.
8. Nissan Frontier Desert Runner
The current-gen Nissan Frontier might be 16 years old, but this concept proves that Nissan knows what people at SEMA want in a truck: tons of suspension, awesome off-road tires, some type of light bar, and a 600-hp 5.8-liter V-8. In the meantime, we can only hope one of these ingredients get put to use on the upcoming Frontier refresh.
9. RTR Rambler Ford Ranger Concept
The RTR Rambler Ford Ranger does everything right without going too far. Ford chose 33-inch Nitto Ridge Grappler tires with custom RTR Tech 6 wheels, because they know anything bigger than that will be unnecessary in most cases. Three LED light bars are tastefully tucked into a custom front grille to complete an almost Ranger Raptor–like appearance. A two-inch suspension lift is installed as well as heavy-duty rock sliders, which act as both a step and as extra protection against rocky terrain. It’s a simple package done well, saving the flashy stuff like wild paint for the Insta-campers.
10. 1972 Honda N600
If it looks like this 1972 Honda N600 has a motorcycle engine under the hood, it’s because it does. This oddball is powered by a Honda VFR 800-cc V-4 motorcycle engine that puts power to the rear wheels. Although the car itself predates the era of high-revving VTECs, with the bike motor installed, this is likely the only N600 with a 12,000-rpm redline. This was one of several cars Honda showcased at the SEMA show.
11. Honda Civic Si Drift Car
This is a peek under the hood of a 926-hp Honda Civic Si. The engine is turned longitudinally and transforms a front-wheel-drive coupe into a rear-wheel-drive drift-spec machine. The work was done with help from Jeanneret Racing and Olson Kustom Works.
12. Chevrolet Silverado ZR2 Prototype
We saw this Chevrolet Silverado Desert race truck back in early October, when it competed in the Laughlin Desert Classic, a 17-mile race event in Nevada near the Arizona border. It was there for “engineering development,” but we still think it’s a preview of an upcoming Silverado Z
13. Honda Rally Passport
Honda R&D in Ohio built this rally-ready Honda Passport in their spare time. It has already survived a handful of rally competitions, finishing second in its class at the Southern Ohio Forest Rally. It has had typical safety additions like a roll cage, but other than that it’s unchanged except for tires, brake pads, wheels, and skid plates. Oh, there’s also the addition of a hand-operated hydraulic brake, for epic drift action.
14. 1968 Ford Bronco
There’s been plenty of buzz lately about the upcoming Ford Bronco, which is expected to debut in early 2020. A collaboration between Jay Leno and Ford, this Bronco has a supercharged 5.2-liter V-8 from the Ford Mustang Shelby GT500 and a five-speed manual transmission. The restoration maintained the simple beauty of original Bronco. The 18-inch steel wheels by Detroit Steel Wheels are a great combination of old style and modern needs. The Bronco’s Tonight Blue color would look great on a Mustang or F-150 Raptor.
15. Hyundai Veloster N Performance Concept
The Veloster N is quick, but this Veloster N Performance concept is quicker. Hyundai modified its hot hatch with carbon fiber for the front splitter, side skirts, rear diffuser, and spoiler while adding carbon fiber to each wheel’s center caps. The suspension is made up of Extreme Racing coil-overs and H&R coil springs with aluminum chassis bracing to add rigidity. Orange-accented interior bits stand out among more carbon-fiber pieces and an Alcantara dashboard.
16. SpeedKore Dodge Charger
Routed through the front fender of a 2019 Dodge Charger Pursuit is the exhaust from a 1525-hp Dodge Demon V-8. This project, put together by SpeedKore Performance Group and MagnaFlow, began as a police car. After fitting a carbon-fiber widebody kit, they turned it into something that would outrun police cars. The stock supercharged 6.2-liter V-8 was transformed into a twin-turbo engine and received an upgraded upper intake manifold designed to withstand the 26 psi of boost.
Written by: Austin Irwin, Car&Driver
Spring Mountain Motor Resort and Country Club, home of the Ron Fellows Performance Driving School, is located less than hour from Las Vegas and they bring a continent of cars and people to the annual SEMA Show at the Las Vegas Convention Center.
Drivers for Ron Fellows School provide hot laps for the attendees which is hella fun if you have ever had the opportunity to catch a ride in one of the ZR1s they have. In addition to the hot laps, Spring Mountain also has booth display at SEMA and featured prominently is the 2020 Corvette Stingray wearing the Ron Fellows Driving School livery.
We asked Spring Mountain’s Todd Crutcher send us some photos of the 2020 Corvette on display as it’s the only place at SEMA outside the Chevrolet display where you catch the C8 Corvette in the flesh.
Chevy had displayed a C8 Corvette with the Ron Fellows door stickers at both the Woodward Dream Cruise and Corvettes at Carlisle, but the car on display at SEMA is much more representative of the Ron Fellows livery that also features the No. 01 car number on the front and back while Michelin stickers are also featured. A windshield banner completes the look.
This C8 Corvette is a Z51 model and 3LT trim package and inside is the two-tone Blue leather interior. The Stingray also shows off the visible carbon fiber roof panel that’s only been spotted a couple of times.
There has yet to be any kind of announcement regarding a driving school for owners of the C8 Corvette at the world-class driving school, but we’ve been told to stay tuned as things are progressing. We do know that a continent of cars will be built for the school and that they will be used as part of the official GM training for dealerships who are selling the new sports cars. While the strike has messed up the original timeline for the school to receive their cars, we expect some sort of announcement will be made in the near future.
If you have purchased a C7 Corvette in the last year, your time is limited to take advantage of the 2-day Corvette Owner’s School that’s heavily subsidized by Chevrolet. To find out more information about the Corvette Owner’s school, visit SpringMountainMotorsports.com or call Melinda or Donna for details 1-800-391-6891. All Corvette enthusiasts are invited!
Spring Mountain / Ron Fellows Driving School
OFFICIAL: The 2020 Corvette Stingray Goes 0-60 MPH in 2.9 Seconds; Runs Quarter Mile in 11.2 @ 121 MPH
Chevrolet today revealed the long-awaited performance figures for the 2020 Corvette Stingray. While the various magazines and websites have been releasing their numbers, we’ve finally gotten the official word straight from Chevrolet.
The 2020 Stingray with the Z51 package will hit 60mph in 2.9 seconds and run the quarter-mile in 11.2 seconds at 121mph. The base Stingray without Z51 performs the 0-60 sprint in 3.0 seconds and covers the quarter-mile in 11.2 seconds but at 123 mph. That’s a whole lot of boogity, boogity, boogity for just $60,000. But why is the base car faster than the Z51 in the 1,320? It’s the same reason the Z51’s top speed is lower than the base car – aerodynamics. All that aero that keeps the car planted in the corners holds it back at high speeds in a straight line.
“The performance of the 2020 Stingray has far exceeded our expectations,” said Alex MacDonald, Chevrolet vehicle performance manager. “Moving more weight over the rear wheels helps us get off the line quicker, but it’s the integration between the powertrain and chassis that really takes the performance to new levels.”
All that performance is the result of harmonization between the 495hp LT2 engine and the 8-speed Tremec DCT. The transmission is built at Tremec’s Wixom, MI facility utilizing components produced Belgium, Mexico, and other locales. The DCT itself is a complex unit that contains the rear differential, final drive unit, its controls system, various sensors, its lubrication system, and the cooling hardware. It’s a combination of all these items in addition to the inherent advantages of mid-engine architecture that allow the C8 to achieve its mighty performance.
“The goal from the beginning was to design a transmission worthy of an exotic supercar that is fun to drive everyday,” said Terri Schulke, GM global chief engineer of transmissions. “We achieved that goal by combining the best attributes of the LT2 and the DCT, and I think the impressive performance numbers speak for themselves.”
We expect to hear more details, including official fuel economy ratings, now through the car’s February start of production.
2020 Stingray Quickest in its History
LT2 V-8 engine and dual-clutch transmission combine for unprecedented performance
DETROIT — Jaws dropped when Chevrolet first announced the 2020 Chevrolet Corvette Stingray coupe would accelerate 0 to 60 mph in less than three seconds with the available Z51 Performance Package. Today, the brand confirms the sportscar with the available Z51 Package can reach 60 mph in 2.9 seconds and cross the quarter-mile mark in 11.2 seconds at 121 mph.
Even without the available Z51 Package, a base Stingray, starting at $59,995 (including destination charges, excluding tax, title, license, and dealer fees), can reach 60 mph in three seconds flat and cross the quarter mile mark in 11.2 seconds at 123 mph. Performance numbers may vary, as different climates, tire conditions and road surfaces may affect results.
“The performance of the 2020 Stingray has far exceeded our expectations,” said Alex MacDonald, Chevrolet vehicle performance manager. “Moving more weight over the rear wheels helps us get off the line quicker, but it’s the integration between the powertrain and chassis that really takes the performance to new levels.”
A full chart of the above performance specs is listed below:
This groundbreaking performance is achieved through a formula of rear weight bias, tire technology, aerodynamics, chassis tuning and of course, the powertrain. The 6.2L LT2 Small Block V-8 engine and eight-speed dual-clutch transmission are in many ways the stars of the show.
Chevy’s Small Block Hits the Gym
The LT2 is the only naturally aspirated V-8 in the segment and is SAE-certified at 495 horsepower (369 kW) and 470 lb.-ft. (637 Nm) of torque when equipped with performance exhaust, making it the most-powerful entry Corvette ever.
“The LT2 is one of our best efforts yet in Corvette’s history of naturally aspirated high-performance Small Block V-8 engines,” said Jordan Lee, GM’s global Chief Engineer of Small Block engines. “This engine is incredibly powerful and responsive. Power is readily available when the driver needs it.”
The standard engine-mounted dry sump oil system boasts three scavenge pumps, which help make this the most track-capable Stingray in history. The LT2’s lubrication system keeps oil in the dry sump tank and out of the engine’s crankcase. It provides exceptional engine performance even at lateral acceleration levels exceeding 1g in all directions. The low profile oil pan is high-pressure die-casted – similar to some of Corvette’s large body structure parts – to reduce mass and is only 3.5 mm thick. The LT2’s pan-mounted oil filter and cooler assembly has cored oil and coolant passages, allowing for a 25 percent increase in cooling capacity over the LT1.
Much of the LT2’s additional power can be attributed to how much better it breathes. The intake system is a low restriction design and incorporates identical 210mm length intake runners and an 87mm throttle body. The performance header exhaust manifolds are also low restriction and feature a stylized four-into-one design with twisted runners to allow for thermal expansion. The camshaft now has 14mm gross lift on the intake and exhaust with an increased duration for both profiles, which helps the combustion system take advantage of the extra flow capacity. The LT2 retains variable valve timing, with 62 crank degrees of cam phasing authority.
The LT2 has a very low-profile oil pan. This allows the engine to be mounted low in the vehicle for a low center of gravity and improves handling and track performance. The DCT’s flywheel dampener was even reduced in diameter to allow for the lower engine position.
Bespoke DCT Puts the Power Down
Chevy’s first eight-speed dual-clutch transmission was designed to do two things – put the LT2’s power down and put a smile on every driver’s face. The bespoke, transaxle transmission was developed with Tremec to provide uninterrupted torque delivery whether setting a new lap record or heading out on a roadtrip.
“The goal from the beginning was to design a transmission worthy of an exotic supercar that is fun to drive everyday,” said Terri Schulke, GM global chief engineer of transmissions. “We achieved that goal by combining the best attributes of the LT2 and the DCT, and I think the impressive performance numbers speak for themselves.”
Engineering decided to use a dual-clutch design because it better supports the Stingray’s new mid-engine architecture and desired performance. The DCT aids vehicle performance with a very low center of gravity, enables desired weight distribution and offers maximum traction under acceleration. It is a highly integrated system, as it houses the differential, final drive, controls system, sensors, lubrication and cooling hardware.
The heart of the DCT uses dual concentric wet clutches that are opened by springs and closed by hydraulic pressure. The two clutches work in tandem for uninterrupted torque delivery as they toggle between gears. A separate lube circuit is used for on-demand clutch cooling to reduce parasitic losses. Holes in the outer housing allow for the wet clutches to operate moist instead of submerged. Gear ratios were engineered to be incredibly low-end biased for maximum acceleration. First gear takes advantage of the additional traction to get off the line quickly and reach 60 mph in 2.9 seconds with the Z51 Performance Package. The Z51’s 11.2 second quarter-mile acceleration is achieved by lightning-fast upshifts and excellent low-end torque. The gear ratios are:
The final drive and differential are integrated for the first time and make for an incredibly efficient package. A mechanical slip differential is standard on all 2020 Stingrays. The mLSD has an effective final drive ratio of 4.9:1 and is intended for straight line acceleration and dynamic handling. An electronic limited slip differential is offered on the Z51 Performance Package and has an effective final drive ratio of 5.2:1. It is intended for ultimate control during track driving and commands more authority than previous generation eLSDs.
Though they have different purposes, the mLSD and eLSD were engineered together. They share a common ring and pinion gear ratio of 3.55:1. Their ring and pinion gears also use a zero offset spiral bevel as opposed to the typical hypoid arrangement, which allows for a common fluid to be used and benefits overall packaging.
Software Plays Key Role
Beyond hardware, the transmission software controls are really where customers will find the most tangible benefits. Most of these will feel familiar when toggling through varying driver modes:
- Tour: Moves to the background to provide quiet, smooth shifts for optimal ride comfort.
- Sport: Gives drivers altered up and downshifts for more spirited driving.
- Track: Maximizes vehicle performance with aggressive gear selection expected to keep the engine in a peak performance window.
A proprietary algorithm will influence gear selection if the car senses spirited driving. The level of aggressiveness will change with modes, but when sensed, the DCT can downshift early on hard braking, hold gears when lifting off the throttle and alter shifts points with lateral acceleration. All behaviors are intended to increase driving enjoyment and avoid unnecessary shifting.
To achieve peak acceleration numbers on the Stingray, drivers must initiate a performance launch. Once in Track mode, double pressing the traction control button will put the vehicle in Performance Traction Management for Magnetic Ride Control-equipped cars or Competitive driving mode for all others. Once prepared, the driver can then fully depress the brake and accelerator pedal together, and then release the brake pedal once 3,500 RPM are reached. Extensive work went into ensuring the DCT felt like the best of both worlds: the spirited, direct connected feeling of a manual and the premium driving comfort of an automatic. The magnesium steering wheel-mounted paddle shifters give a premium feel when pulled. For the most responsive shifts possible, the shift signal is sent directly to the transmission control module the moment the paddle pull begins. This avoids any communications delay through other modules and allows drivers precise control of their gear selection.
Unique features of the ergonomic paddles are:
- Double paddle declutch – pull both paddles simultaneously to simulate pressing a clutch pedal.
- Temporary manual – simply use either paddle while in Drive, and the vehicle will temporarily switch to manual mode.
- Lowest available gear – hold the downshift paddle and the transmission will shift to the lowest available gear for a quick burst of torque.
The 2020 Chevrolet Corvette Stingray coupe and convertible are available to order at certified Chevrolet dealerships nationwide or on Chevrolet.com.
Early-build C8 Corvettes are hard at work, ginning up enthusiasm for the biggest sea change in America’s sports car since the C2 dropped the stick axle. The 2020 Corvette is an extraordinary car that makes extraordinary numbers at an extraordinary price—and we would expect nothing less. But before we rush headlong into the mid-engine era, can we stop and appreciate the outgoing C7 one last time?
Because it seems unfair, really, that the 2019 Corvette ZR1 has already become a thing of history, just another Vette in the model’s long and storied line. This is the culmination of not just the most recent generation of Corvette, but also the entire 66 years of the front-engine paradigm. Certainly, it is the costliest Corvette ever (and the highest-priced vehicle GM currently sells), with our test car ringing the bell at $142,075.
You spend that money for more power than in a regular Stingray—300 horses more. This is not unlike having an extra V-6 Camaro engine bolted to the top of your Corvette’s 6.2-liter V-8. Except the ZR1 actually employs a supercharger, with which the big, bad LT5 can blow even the brick house down, making 755 horsepower and 715 lb-ft of torque. Chevrolet says all that power comes from using both direct injection and good, old-fashioned port injection, a trick that also helps the Silverado return better gas mileage.
At idle the ZR1 rumbles like a seismic event and its rips and crackles at full snort are the sounds of a natural disaster. Hang on and hope that you don’t do anything stupid, like keep your foot in it for too long or try to outsmart its eight-speed automatic. (A seven-speed manual is also available.) Things happen quickly in the ZR1 and there is no chance of running out of car before you run out of road. It may not produce the acceleration numbers of an all-wheel-drive Tesla Model S Performance, but the violence of internal combustion in the Corvette augments its own sensation of speed to produce a far more visceral drive.
Indeed, the ZR1 must rank among the baddest sports cars to ever roll on four tires. In this case, those are sticky Michelin Pilot Sport Cup 2s that owners should probably think about buying in bulk. Yet before the ZR1 was even launched, it was guaranteed to be overshadowed by the C8, just as it would be doomed to share most of its interior bits with the not-aging-so-well C7. Was it really only six years ago that this cabin seemed modern? But Chevy can’t really be blamed for spending money on interior upgrades for the new car rather than throwing good money after bad on this one-and-done special.
Behind the wheel, the view out over the vast hood of the ZR1 is like nothing likely to come again. The tops of its sharp fender creases still call to mind the outrageous C3, but they no longer seem like peaks compared to the mountain range in the center of the hood. The protruding carbon-fiber engine cover stands proud of the hood and is good for at least couple taps up on the power-seat adjuster. If the optional Competition Sport seats are too tight and the Track Performance package too stiff for the comfort of your average Corvette owner, well, those are items you add to your ZR1 when the pursuit of lap times render money no object.
Like its Z06 and Grand Sport siblings, the extra-wide ZR1 makes any road feel narrow, and makes narrow roads seem like goat paths. Thankfully its steering is prescient and immediate, giving the car an astounding athleticism. Talking about things like handling and grip after driving a ZR1 on the street is akin to holding forth on surgical techniques after binge watching Grey’s Anatomy. If the Cessna wing blocking access to the trunk isn’t a strong enough hint that exploring the limits of a ZR1 anywhere that doesn’t require a balaclava and helmet is a bad idea, maybe you’ve just sniffed too much of the ZR1’s resinous off-gassing. That cologne is yet another reminder that even at 218 percent of the price of a base Stingray, the ZR1 is still 100 percent C7.
With first tests of the C8 showing that it’s quicker to 60 miles per hour than the ZR1, the King of Corvettes has already abdicated its throne. It seems sea changes occasionally happen in the blink of an eye.
Originally written by Jeff Sabatini; Automobile
It’s been a bit of a rollercoaster since Chevrolet first starting accepting orders in September for the 2020 Corvette Stingray Coupe.
After the first order consensus in September, Chevrolet scheduled the first wave of retail production to begin in early December. But then came the nearly 6-week long UAW strike which shut everything down. As the strike was ongoing, the Target Production Weeks (TPW) for those early builds were pushed back into mid-to-late January.
Once the strike ended, we were hoping for some positive news about the TPWs as they all disappeared from the GM Order System late last week. But then they came back and we are finding out that retail production of the 2020 Corvettes will most likely start on February 3rd.
We do not have official confirmation on this, but that’s what we are hearing from our dealers as well as customers with current TPWs. I have seen a TPW posted on the Corvette Forum that indicated a 1/27 start and that could also be possible depending on when Chevrolet does a run of CTF cars for marketing and other purposes.
Chevrolet does have a graduated roll-out planned for the C8 Corvette which we’ve also talked about previously. Originally the plan was to build 2LT and 3LT cars first (with certain options and colors) and then begin to add additional colors and options until all models, colors and options were available. The 1LTs were originally scheduled to begin 10 weeks after the start of production but included in that original 10 week period was the two-week Christmas/New Years shutdown, and so we estimate the 1LTs will most likely start in early April.
And then that brings us to the Convertibles which were originally supposed to start in February. Our best guess is that the start of production for the Convertible Stingrays would also begin sometime in mid-to-late April or even early May as well.
During the strike, the order consensus for October which was supposed to cover weeks 3-5 of production was canceled. The next order consensus for the 2020 Corvettes will pick back up this month. When that happens, we’ll have a constraint report to bring everyone back up to date.