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Mid-Engined Chevy Corvette Video Analyses The 2LT Interior

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


Hennessey’s twin-turbo C8 Chevy Corvette V-8 makes 643 horsepower early in development

2020 Chevrolet Corvette Stingray undergoes twin-turbo conversion at Hennessey
2020 Chevrolet Corvette Stingray undergoes twin-turbo conversion at Hennessey
2020 Chevrolet Corvette Stingray undergoes twin-turbo conversion at Hennessey
2020 Chevrolet Corvette Stingray undergoes twin-turbo conversion at Hennessey
2020 Chevrolet Corvette Stingray undergoes twin-turbo conversion at Hennessey

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


2020 Chevrolet Corvette vs. 2020 Ford Mustang Shelby GT500 at the Drag Strip

Did you see the two race on YouTube? We’ve tested them, too; here’s why the results were no surprise.

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  • 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?

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Greg PajoCar and Driver

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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


2020 Chevrolet C8 Corvette Test Drive: Automobile All-Stars Winner

2020 Chevrolet Corvette at 2020 Automobile All Stars

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.

2020 Chevrolet Corvette 30

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.

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“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


Tech We Would Like to See on the C8 Corvette: Active Aero

Tech We Would Like to See on the C8 Corvette: Active Aero


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.

Causes of Aerodynamic Drag

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.

Car Magazine (UK)

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.

Corvette Blogger


Rare drawings, documents reveal secret history of mid engine Corvette

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

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

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

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

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

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.

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


Mid-Engined Chevy Corvette C8 Production Has Started: Report

[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


ROLEX 24 AT DAYTONA – AN IMPRESSIVE DEBUT FOR THE NEW CORVETTE C8.R

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


Exclusive! C8.R Corvette 5.5L DOHC V-8 Pics and How the Flat-Plane Crank Alters Its Iconic Sound

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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.

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Chevrolet is super secretive of its new mill for the C8.R, so much so that it covered up the back hatch to keep out prying eyes. About all the team will say is that it’s a 5.5L DOHC V-8 fitted with a flat-plane crank. Power numbers are limited to 500 hp and around 475ish lb-ft of twist, but that’s all it will say. In fact this picture is about as close as you’re going to get to seeing the new C8.R engine.

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.

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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?

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Chevrolet Racing tried hard to give race fans a great-sounding engine. And although the new 5.5L engine in the C8.R does have a unique sound, it’s nothing like we’ve grown accustomed to.
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Ultimate Corvette Expected to Go PHEV

General Motors is plugging into EVs in a big way. And, among a wide range of electrified models set to come out over the next several years, one is expected to wear the Chevrolet Corvette badge.

GM CEO Mary Barra has repeatedly said the automaker is on a “path to an all-electric future.”

Several officials have acknowledge the C8 Corvette was designed to be electrified, though they have to confirm what form that will take.

A plug-based ‘Vette would focus on performance – likely nudging 700 hp or more — rather than mileage, though it likely also would be the most efficient version of the sports car.

When “spy shots” began circulating last week showing a plug hanging out of the nose of a new Corvette undergoing winter testing its was initially reported this was the rumored battery version of the sports car.

Parent General Motors subsequently explained that the pics had caught a conventional, gas-powered 2020 ‘Vette,” but the episode only underscores expectations Chevrolet is, indeed developing an electric Corvette — something an assortment of executives, including GM President Mark Reuss have taken pains not to deny.

If anything, Reuss effectively confirmed it is only a question of time, noting last July that the eighth-generation Corvette just coming to market will have to comply with the company’s “strategy of 0-0-0: zero emissions, zero crashes, zero congestion.”

But exactly what that means – or, more precisely, what form that would take – is far from certain.

GM officials have made it clear there will continue to be an assortment of different ‘Vette variants, perhaps more than we’ve seen in the past. During the July unveiling of the C8, several Corvette insiders told Ride that the new, mid-engine platform was specifically designed to allow the use of electric drive, with a battery pack placed below the load floor. What type of system it will be is the real question.

Only a few years ago, GM seemed focused on both conventional and plug-in hybrids, the original Chevy Volt being a good example of its PHEV strategy. But it has pulled the plug on Volt and is, for the most part, moving towards pure battery-electric vehicles. The current example is the Chevrolet Bolt EV, with an all-electric Cadillac SUV dues later this year. Among the nearly two dozen other BEVs under development: a battery pickup expected to revive the Hummer name.

For those who still think of battery drive as slow and boring, no need to worry, however. Making 100% of their torque the moment they start spinning, electric motors can deliver insane levels of torque given enough power. The “conventional” hybrid Acura NSX is one example. The plug-in Lincoln Aviator is the fastest and most powerful version of that SUV. And whether you’re talking Tesla Model S with Ludicrous Mode or the new Porsche Taycan Turbo 4S, pure BEVs can be blindingly fast.

If anything, says Sam Abuelsamid, principal auto analyst with Navigant Research, “no doubt about it,” a battery-based Corvette will be the quickest ever, “easily getting into the 700 horsepower range, with over 1,000 NM torque, and launching from 0 to 60 in under 2 seconds.”

A conventional hybrid, even one as exotic as the NSX, is unlikely, various sources indicate. The question, then, is whether Corvette goes all-electric or plug-in hybrid. Abuelsamid is one who believes it will be a BEV, though the evidence is still too vague to be certain. One high-level insider cautioned Ride last July it would be difficult to squeeze in enough batteries to deliver the range BEV buyers would expect. But pulling out the internal combustion engine and transmission could solve that.

Do expect the electric drivetrain to be all-wheel-drive, with motors front and back, every source has agreed upon, something critical in order to get all that power to the pavement.

Another unanswered question is what an electrified Corvette might be called. Some sources have hinted this will be the next-generation Z06, others that it might replace the old ZR1, the traditional pinnacle of the Corvette line-up. There has long been speculation Chevy might be working up a Corvette Zora, an homage to the sports car’s legendary first chief engineer, Zora Arkus-Duntov, and what better way to do that?

How soon? “A bit more than” 24 months was the best answer we could get from insider GM. That’s a bit further out than many expected, but the GM strike last autumn appeared to have pushed back development efforts.

WHY THIS MATTERS

The C8 is the first production Corvette to adopt a mid-engine layout, boosting performance to supercar levels at a fraction of the sale price global competitors demand. An electric ‘Vette, whether PHEV or BEV, would pose an even bigger challenge to exotic brands like Ferrari, Lamborghini and Aston Martin.

Source: Paul Eisenstein for Ride.Tech.


The C8 Corvette and Other NACTOY Finalists Discussed on Autoline TV

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 Poised for Sebring WEC Return

#3 Corvette Racing Corvette C8.R, GTLM: Antonio Garcia, Jordan Taylor, Nicky Catsburg

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 2020 Chevrolet Corvette is Here! And the BEST C8 Content is at MotorTrend

The 2020 Chevrolet Corvette is one of the most anticipated vehicle reveals of the century so far–are you as excited as we are? For the first time, the production-spec Corvette will be a mid-engine car, opening possibilities to a much higher level of performance than we’ve ever seen from the ‘Vette. But you know all that. You’re here for world-class, comprehensive 2020 Corvette coverage and photos you can only find at MotorTrend.

So be sure to check back frequently, as we’ll be adding Corvette content after the C8’s reveal. Enjoy!

Motor Trend links:

CORVETTE CONVERTIBLE

OMG NEW CORVETTE

C8 ENGINE AND TECH

FUN STUFF

Original source: Motor Trend


2020 Corvette Stingray Convertible in Shadow Gray on Display at GM’s Detroit Headquarters

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:

Source:YouTube via MidEngineCorvetteForum.com


Most Expensive 2020 Chevy Corvette Convertible Costs $113,955

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


C8 Corvette ZR1 to Get Hybrid Twin-Turbo DOHC V-8 With 900 HP!

Halo model will also be the first-ever AWD Corvette

MotorTrend’s rendering of what a C8 Corvette Z06 could look like

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


How the C8 Corvette’s Dual-Clutch Has Changed Since We Drove the Car

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


Highlights of the 2019 SEMA Show in Las Vegas

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


2020 Corvette Stingray Shown at Spring Mountain’s SEMA Display

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

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.”

The 2020 Corvette Stingray Goes 0-60 MPH in 2.9 Seconds; Runs Quarter Mile in 11.2 @ 121 MPH

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.

The 2020 Corvette Stingray Goes 0-60 MPH in 2.9 Seconds; Runs Quarter Mile in 11.2 @ 121 MPH

Chevrolet Confirms 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.

Source:
Chevrolet.com


2019 Chevrolet Corvette ZR1 Review: Say Goodbye to the Bad Guy

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


2020 Corvette Production Start Slides to February with Convertibles Starting in 2nd Quarter

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.


Current 2020 Corvette Orders Undergoing Updates to TPWs

Production of the new mid-engine 2020 Corvette Stingray was expected to start the week of December 2nd. But then the UAW strike happened, which pushed the earliest TPWs (Target Production Weeks) for those buyers with accepted orders back to January 20th at the earliest. Others have reported that updates to their TPWs pushed the start of their cars into February.

But now that the strike is over and the Corvette Assembly Plant has reopened, things are starting to get back to normal. After several days to assess their current situation, the Corvette team may be getting ready to make new adjustments to the current Corvette orders.

Over the last two days, we’ve heard from customers and dealers alike who have reported that current orders no longer have any Target Production Weeks attached them. Dealers are saying there are no TPWs in the order system.

This sounds like good news to us.

The Corvette Assembly Plant still has to knock out the remaining C7 orders, and plant spokesperson Rackel Bagshaw confirmed earlier this week that the plant will be down from November 18th – December 6th for C8 retooling.

If that’s the case, then perhaps we’ll see the first TPWs shifted back to December 2019. That would be fantastic news as then the strike would have only delayed the start of C8 production by just a week. Of course, the flip side is that TPWs could be moved even further into 2020 which is a very real possibility as well. Stay tuned on this and for those of you with orders, be patient!

Keith Cornett; CorvetteBlogger


2020 Performance Car of the Year

Eleven worthy competitors, one surprising winner.

Crowning the Road & Track Performance Car of the Year is not an easy task. Each fall, we gather every new or revised performance car that we can get our hands on. While some of these candidates naturally worm into our hearts, this is more than a popularity contest—the award doesn’t simply go to the machine we like the most or the one we think is the coolest. PCOTY is about looking to the future and finding the car that provides the most hope for the enthusiast: a machine that offers everything you expect of a modern vehicle yet still tugs at the heart.

To pick a winner, we used the following criteria:

  • Outright speed and testing numbers are part of the package, but they don’t determine the winner. Beyond sheer pace, a car has to bring emotion to the table.
  • The car must embrace track duty while still being enjoyable on the road.
  • Technology has to be used in service of the driver, not just added speed. Feedback and sensation via complexity is great, but complexity alone doesn’t cut it.
  • Lastly, we ask ourselves, would any other manufacturer build it? Does the car feel uniquely of its story and brand, with a personality all its own?

This year’s test saw 11 cars join us for two days at Northern California’s Thunderhill Raceway Park. A staff vote at the end of our track time cut the field to six contenders. Those six were then road-tripped on a winding, demanding test route through the Sierra Nevada, ending at Lake Tahoe. A final vote at the end of the journey determined the winner.

You might be wondering why we elected to conduct track testing first this year. Past PCOTY contests have tested cars on the road first, then trekked to a closed course. Our current method gave the staff a chance to drive every car in similar conditions, learning their limits in a safe, controlled environment.

When it came to lap times, we enlisted a licensed club racer with no Thunderhill experience: me. We did this for a reason, and it wasn’t to build my ego. Most of our readers are not pro drivers. When you buy a new car, a professional’s lap time at any track is an interesting metric, but it’s rarely reflective of a normal person’s experience. We wanted to stress accessibility and adaptability. How easy is it to get up to speed in a given car? How communicative is the car? Is it hard to learn the quirks? Under the watchful eyes of our testing staff, every PCOTY contender got a quick warm-up session to set tire pressures, then no more than seven timed laps. Just enough to establish a representative lap and suss idiosyncrasies, not enough to set a record.

Of course, no method is perfect. Ambient temperature during our lapping day started at around 85 degrees Fahrenheit and eventually hit 107. That kind of heat doesn’t help lap speed, and it ensured that late runners needed shorter stints, as times immediately dropped off. While I made every attempt to, as one of our contributors once said, “underserve all the cars equally,” most amateur drivers will get faster over the course of a day at a track they had never before seen, learning the pavement’s nuances, and I am no exception. With those caveats in mind, it’s best to view the lap times as bellwether, not absolute. A loose guide to judge the spectacular machinery on these pages.

In the end, that’s the key. We hold PCOTY testing each year as reason to celebrate the future of the performance car, not lament it. The industry is undergoing transformation. More than ever, regulations try to force automakers into a box. Consumer trends lean toward amorphous appliances. At Road & Track, we drive hundreds of new cars each year, which means our affection for hydraulic steering, natural aspiration, lightweight efficiency, and a good, old-fashioned stick shift is tested on a regular basis.

Yet look at the field we have here. These cars are proof that there’s still plenty to be excited about. None of them fade into the background or aim to remove you from the experience. In a time when we’re told that the driverless car is around the corner, these machines put the driver squarely at the front of the experience. As it should be.

—Travis Okulski

Frequently Asked Questions

What is this PCOTY thing?

One of this magazine’s crown jewels: A racetrack. A multi-day road route covering hundreds of miles. A king anointed among the year’s most significant new sports and exotic cars. Our priorities are emotion, engineering cohesion, relevance, and price, in that order. Plus beef jerky. (It’s a road trip. There’s always beef jerky.)

Sounds expensive.

It’s not cheap. While fast cars have to work in cities, they’re most effectively and safely tested in the middle of nowhere. In this case, that meant shipping employees and equipment to a remote location, then orchestrating hotels, food, support vehicles, data collection, and two photographers. (Plus we spent $5 on giant stick-on googly eyes.)

Googly eyes?

That was senior editor Zach Bowman. Never give a Tennessean a corporate card in a Walmart.

Did you stick them on something?

One of the dim-looking minivans we use for chase and photography.

What did that poor van do to you?

Not much. But Bowman did walk out of that Walmart with a CD copy of Black Sabbath’s 1970 masterpiece Paranoid, because he wanted to hear “War Pigs” at ear-bleed level while wearing aviator sunglasses and doing van burnouts at stoplights.

That sounds awfully specific.

PCOTY is all about specifics. And generals gathered in their masses.

I’m sure nothing went wrong.

One staffer “ran out of pavement” (his words) and put the McLaren off at Thunderhill. (No one was hurt, and the car was fine.) The Lexus and Lotus got flat tires. And one of our vans was broken into in San Francisco—they took deputy editor Bob Sorokanich’s backpack, but not the copy of Paranoid. Editor-at-large Sam Smith left an open bag of Haribo gummy bears in the van during the break-in and then grumped for a bit because the bag had broken glass in it.

Was Bob upset?

Smith was heartbroken.

Who are the other mooks here?

Staff mooks joined by contributing mooks! Some adept at track driving, others with a penchant for sussing out a car’s foibles on the road. While a few fancy themselves engineers, others have actual engineering know-how. But all love sports cars and have strong opinions about which end of the Corvette should house the engine. You could say each participant brought a very particular set of skills.

Like Liam Neeson in Taken.

Only with more Lamborghini. And Bob, a professional editor who intimidates approximately nobody, speaking calmly about his backpack theft. (“I have a particular set of skills with… adjectives.”)

Why Thunderhill Raceway Park?

It’s a perfect arena. Demanding of both driver and car, modern, safe. Plus great roads in spitting distance.

The mid-engine Corvette: how’d you get a car so rare and new?

We asked to borrow a preproduction C8 from GM. They said yes, with caveats. The Corvette had minders, and they took the car back each night, checking it over. We also had to agree to an embargo, keeping drive impressions confidential for weeks.

What a peek behind the curtain! Got any more secrets?

Maybe! Ask Matt Farah about his superpower. Ask Bowman why he had an obsession with Gatorade Limon Pepino. And whatever you do, don’t ask Smith and Jason Cammisa what happens when Gladys Knight’s “Midnight Train to Georgia” hits the radio on a road trip. They will demonstrate. And you will regret it.

Notable Absences

This year’s PCOTY field was one of our strongest, but as with every year, there were notable absences. The absentees generally fall into one of three categories: the car you’re thinking of wasn’t launched as a new vehicle in the year preceding PCOTY testing (and was thus ineligible), the manufacturer wouldn’t lend us one (privately owned test cars are impractical), or the car in question just isn’t any good. Here are the models that received invitations but couldn’t make the party.

2019 Aston Martin DBS Superleggera: A lightweight DB11 with 715 hp. Aston elected to not participate in the test.

2020 Audi R8: The first facelifted R8s arrived in the U.S. a week before our test. Sadly, there wasn’t enough time to get one shipped to Thunderhill.

2020 BMW M8: The new flagship M car was first shown in June, but BMW only made it available for review (in Europe) the same week as PCOTY.

2020 Ferrari F8 Tributo: The 710-hp V-8 from the wild, track-focused 488 Pista, in a more road-oriented package. Ferrari couldn’t provide one during our test window.

2020 Ford Mustang Shelby GT500: Supercharged V-8 and hellacious speed, but Ford didn’t provide test cars to journalists until a month after PCOTY testing.

2019 Mercedes-AMG GT R Pro:
A track-attack version of a car already known for circuit prowess. Only hitch: the first GT R Pros didn’t cross the Atlantic until the tail end of 2019, after this issue shipped to the printer.

2020 Polestar 1: A 600-hp, hybrid, carbon-bodied GT from Volvo’s new electric-performance offshoot. Polestar wasn’t ready to let us borrow one, but don’t worry—we’ll drive it soon.

2020 Porsche 718 Cayman GT4: On paper, a PCOTY front-runner. Which is a shame, because Porsche had no test cars in the country.

2020 Subaru WRX STI S209: The WRX STI might be a few years old, but the S209 promises to be the best version yet. Subaru held a media test event for the car during PCOTY week, so its loaner 209s were all tied up.

HYPERCARS

We love bleeding-edge science experiments from companies like Bugatti, Koenigsegg, Pagani, and Rimac, but hypercars just don’t fit the spirit of this particular test. Mostly because of their near-unattainable prices. We’ve made exceptions in the past, due to circumstance or serendipity (last year’s PCOTY included a McLaren Senna, for example), but in this case, we preferred to avoid the archetype.

—Chris Perkins

Where We Drove

We based the 2020 Performance Car of the Year test out of Willows, California, mostly for the town’s proximity to Thunderhill Raceway. The staff of this magazine spent two days there, setting lap times and evaluating the competitors in the rolling grass north of Sacramento.

Two days at any track is a blessing, but turning laps is less than half of what makes a sports car compelling. Everything about a Lotus or a McLaren hints at where the machine might take you, the lines of the thing whispering how the two of you might burn a tank of fuel. Or three.

We were aiming for gold country. Those mountains played stage to the 1800s boom that brought more than 300,000 people to Northern California in search of a fortune. By 1855, the rush had largely turned to bust, the masses vanishing as quickly as they had appeared. Those people left plenty behind—mostly vestigial towns dotting the hills, but also a spiderweb of wagon-route roads connecting them. On a map, the highways look like sports-car catnip. We only had to get there.

The farmland around Willows is flat and drab, fruit orchards aligned in dusty grids. Our unlikely caravan shot through it in the morning, over Highway 162, a thin needle across the state’s Central Valley, from Willows to Oroville. It’s strange and beautiful, home to the Gray Lodge Wildlife Area. Great egrets loped through the wetlands on either side of the highway. They chased their reflections for one slow-motion moment, then turned skyward.

Whatever envy we felt only lasted as long as it took us to make our way to Highway 70. The two-lane runs vaguely northeast, winding up and through a fir forest from Oroville. A year ago, the Camp Fire, California’s deadliest and most destructive wildfire, devoured the landscape, and the place still shows the scars of it. Gutted stone homes, black tree trunks like charcoal scrawls. But that road is a work of art, the pavement stitched to the north fork of the Feather River as it pools and falls down the mountain.

The water runs through the core of California’s mother lode, a seam of gold-rich land just three miles wide but more than 120 miles long. John Bidwell found gold in the Feather in 1848 just outside Oroville, creating what would become Bidwell’s Bar, one of the richest mines in the area. Three years later, the place was home to 2000 miners, each aimed at digging money from the ground.

The radio crackled. It was contributor Matt Farah.

“I don’t know who picked this road, but it’s spectacular.”

Farah is a Californian, an East Coast transplant who lives in Venice Beach. He’s a journalist and R&T contributor who spends his days driving around the state, and there we were, on a stretch of pavement he’d never seen. Proof that a hundred lifetimes wouldn’t show you every inch of California. When we stopped for a driver change, the judges gathered on the side of the road. We’re all prone to big gestures and loud voices, but something about that place, the sound of the water and the stillness of those trees, kept us quieter than usual, our vocabularies sapped by the sight of Northern California at its finest. Editor-at-large Sam Smith looked down at the Feather, a coil of green basins. “I can’t believe this is in the same state as Los Angeles.”

Some of our favorite roads are wedded to water, and Highway 70 is one of the best. We chased it upstream for better than an hour. It was already autumn in the hills, the light sharp and clear as it filtered through the trees and splashed over our windshields. Far below, sunbathers and fishermen sat on the banks in the sunlight, oblivious to our passing as the road writhed over steel-trestle bridges and through old stone tunnels.

We paused in Quincy for fuel, the cars jockeying for pumps. The day before, in Willows, it had been 107 degrees, but we’d been gaining elevation with every switchback, and the air now sat closer to 50. None of us dressed warmly enough, but we didn’t care. Every convertible had its top back and the heat cranked, an idiot grin glowing from the driver’s seat. We left the gas station and took off toward Quincy’s main street, then hung a right on Highway 119. The road abandoned the river and climbed further into the ragged mountains.

Up there, teetering snow poles marked the shoulder, placed to guide plows through the winter. They towered over the cars. Suddenly, the sepia photos we saw in every convenience store made sense: 1930s Fords and ’40s Buicks parked beside 20-foot walls of ice and snow.

Highway 119 spilled onto the long, windswept Bucks Lake, and we arrived in a blink, settling into the gravel lot at Lakeshore Resort, a small restaurant and lodge on the shore. With the cars tucked in next to local pickups, we headed inside for lunch. The restaurant’s back patio was drenched in that crackling sunlight that seems so particular to Northern California afternoons. Iced tea arrived by the pitcher, and we washed down burgers as bald eagles circled the lake.

Senior editor Kyle Kinard looked out over the water, whitecaps forming on the surface, whipped up by a far-off wind. He had planned the route, arriving weeks before to scout the path and lay out a map.

“I don’t know how to say this without overselling what’s coming, but it gets better from here.”

After lunch, we turned onto Highway 120 toward La Porte, another wonder. Tighter even than the climb to Bucks Lake, the pavement ascending thousands of feet. In some spots, the road narrowed to one lane, the pavement necking between sheer rock walls and thick stands of trees. One moment, we dived into a set of wooded hairpins. The next, we broke into a clearing above a thousand-foot drop. Kinard was right.

The rest of the day carried on the same. A series of exclamation points. After the mountain, the road unwound, Highway 120’s tight bends making way for a river of fresh tarmac. The trees thinned, replaced by golden fields and stocky barns covered in flaking red paint. The caravan dropped into high gear, enjoying a few miles of lazy pace as the sun set.

Night descended as we made our way toward Tahoe, parading through one camp town after another. We caught Highway 49 through Tahoe National Forest, the trees turning to dark pillars in the fading light. The cooler air made for eager engines, exhausts popping and echoing through the woods. The group spread out, and it wasn’t until we caught up to each other at a stop sign, leading onto a highway, that someone noted we had all been running windows down, stereos off.

We called it a night outside Truckee, filling the garage and driveway of an Airbnb house with more than half a million dollars of sports cars. Editor-in-chief Travis Okulski stood in the drive for a moment, hands in his pockets, surveying the cars as everyone gathered luggage.

“This whole day has been like a movie,” he said.

It was true. We’d run through a series of driving bests. We had watched the roads spiral and contract, fell head over heels for a corner of California as the sun sank low. How many perfect days behind the wheel do you get, really? Sports cars demand so much from your life. Time. Space. Money. They don’t fit the family. They cannot brave a Costco run. Most spend their days slogging through a commute or languishing in a garage. But a good run up a clear bit of asphalt can wipe all that away. A day of it is the stuff of fantasy.

When we woke the next morning, we found ourselves with a pile of sports cars in the heart of some of the country’s best driving. We loaded up again and pointed at Donner Pass. California can be an insufferable place. Expensive and full of itself, but also so gorgeous it hurts, packed with more perfect roads per mile than anywhere else in the nation. The route up the pass felt as precious as all that ore Bidwell and his miners pulled out of those ridges. From up there, Donner Lake shone in the sun, reflecting that unreal California sky back at itself. We parked the cars and marveled.

Installation Lap

You rip toward Turn 1. The straight is shorter than it looks. Fourth gear, though, at the end. Then into the first corner, a tight left-right combo. Looks like a needle-thread: Huck the car in, all the brake for the right, trailing it, maybe, to keep the nose under you in the corner’s second half. Don’t put it in the grass; people put it in the grass here. (Remember the old saw: don’t look for the wall, or you’ll find it.)

Uphill to the right after that. Turn 2, a third-gear left that goes on forever, painted across a hill. Camber will probably make the car push wide in the midcorner, the nose indifferent and light, and then the front tires set, third or fourth gear as the corner opens into the downhill straight that follows, the tail on casters.

Delicacy! Two corners in, it’s obvious: this place wants finesse.

Turn 3 leaps into your face. Overslowing will happen, because it looks tighter than it is. Mountains to the west, filling the windshield. The first time through 3, you realize you can straight-line the sucker, ripping over the curb. Some cars fly a wheel or two. Then the track changes again, blind, Turns 4 and 5, undulating pavement and no camber where you need it, big grassy berms on exit. The car doesn’t turn, then it turns too much. Turn 5 pinches down and seems to want you in that dirt. It’s a quick transition, but you have to keep your hands tidy or the car won’t settle enough to stay on the pavement.

A breath. Bit of a break, the track seems to open up here.

Six seems normal. It’s not. Your first time through here is also a wake-up, a realization as the pavement appears: 6 connects to 7! So you place the car properly or run out of road when you least expect, committed to a line you can’t see, the exit over a hill. There are divots in the grass at the exit, bites in the dirt where people have tried to hit it early, snipe a little more speed on entry, a little more room on the way out.

Seven is a tight left, arm over arm. Doesn’t feel right and probably can’t. Eight and 9 are waiting games. You go up and over the blind-right 8, cresting a hill at the apex, taillights light. Down into a tight, grippy right for 9, and finally the slow, hard left of 10, a release onto the straight.

It feels like walking through an open door—all that paved runoff, hands unwound as soon as you can, right mirror almost kissing the tires stacked next to the wall. The car yelling its guts out, waiting for 1 again. Lot going on here, you think, passing the flag stand. Do it better next time, your inner voice says, as you wrap that first lap.

And with every one after.

—Sam Smith

Lap Times

Mazda Miata RF 1:34.64

Hyundai Veloster N 1:31.44

Toyota Supra 1:28.93

Lexus RC F Track 1:27.56

BMW M2 Competition 1:26.91

Lotus Evora GT 1:25.35

Nissan GT-R Nismo 1:23.80

Porsche 911 Carrera S 1:23.08

Chevrolet Corvette 1:22.83

McLaren 600LT 1:20.42

Lamborghini Huracán Evo 1:20.00

We Chose a Hyundai

A Hyundai hatchback, over some of the most significant supercars of our era. Over the second coming of the Toyota Supra, an all-new Porsche 911, and even that beast of myth and legend, the mid-engine Corvette.

It seems impossible. But before you set this magazine on fire and use it to light a pitchfork-lined path to our door, understand that the Hyundai was not the convenient answer.

Politics and popular opinion all but demanded we hand our laurels to a brand with a dusty pedigree. Over the course of PCOTY testing, each of our judges squirreled away feelings on the hatchback, guarding them from others for fear of ridicule or expulsion. But the truth is simple: the 2020 Hyundai Veloster N is a greater celebration of the philosophies we treasure than any other new vehicle.

Let me explain.

There were 11 cars, handpicked and brilliant. They had to prove capable and engaging on the two undulating miles of Thunderhill Raceway Park’s West track before we’d set them loose on our demanding public-road test route. After two days of track time, only six cars would be allowed to join us on the street drive.

The job should have been easy work for machines like the McLaren 600LT, the Lamborghini Huracán Evo, and the Nissan GT-R NISMO, but 2019 was a big year for sports cars. The Supra has returned. The Chevrolet Corvette is mid-engine for the first time. And the Porsche 911 has entered an all-new generation, a sharper, stronger iteration of the world’s most versatile fast car. The others were no less honed, representing every facet of performance, from affordable gems like the Mazda Miata RF Club and the Hyundai, to serious hardware like the sleeper BMW M2 Competition, the bristling Lexus RC F Track, and the exotic, focused Lotus Evora GT.

We’ve never had such a competitive or disparate group of vehicles, each with an honest shot at taking home the prize. This isn’t an editor’s-choice award or a lap-time sprint for gold. Road & Track’s Performance Car of the Year must work well on a track, but it can’t be a one-trick pony; excellent apex behavior must give way to on-road competence. And most of all, a PCOTY winner has to use its technology in service of driver emotion, not just loftier speed. Automakers are increasingly occupied with deleting humanity from the automotive experience, and these days, speed is easy. The harder job is building a car worth driving.

So the Supra should have won, right? It’s a fast, ultra-modern coupe pointed directly at people like us. The Supra nameplate, with its long and storied history, is now engineered in concert with a company—BMW—that rose to prominence selling “the Ultimate Driving Machine.”

Except the Toyota didn’t win. Our judges voted it out, almost unanimously, in the initial cut. The car didn’t leave the track.

Why? How? The Supra is a magnet, low and small and absolutely electric, our testers trying to hide their excitement at simply seeing the thing, let alone driving it. But there’s not much Supra here—none of the name’s legendary solidity and brawn—or even much Toyota. The chassis and driveline are shared with the BMW Z4; the badge on the hood has a BMW part number. The interior smells like a BMW. And despite the Toyota-specific suspension and driveline tune, the car suffers from the same maladies that plague most modern BMWs.

Not that it isn’t seriously fast. Editor-in-chief Travis Okulski took the Supra to a ripping 1:28.93 around Thunderhill West, only a few tenths slower than the more powerful RC F Track. Much of the Supra’s time came from its spectacular front-end grip and precision, the front tires responsive and predictable, though filtered through dead steering. But the real problem is in how the thing does its job. At the limit, it can be twitchy and distant.

“The Toyota somehow manages to be joyless,” editor-at-large Sam Smith said, after his first session. “There’s no reward for focus, no incentive to be a hooligan… It doesn’t feel like any fast Toyota I’ve driven. None of the confidence or unflappability of a second- or third-generation Supra.”

Some of this likely lies at the feet of the car’s maker—without undoing a single fastener, we counted 28 separate uses of the word “BMW,” or the BMW logo, under the Supra’s hood. For a few years now, the Bavarians have been content to turn out cars the mechanical equivalent of the music student who can hit every note at recital but still miss the point of a piece. No surprise, then, that the BMW M2 Competition suffers some of the Supra’s pitfalls, despite clocking an impressive 1:26.91. With 405 hp, the 3600-pound M2 is far from slow, but BMW seems to have worked hard to isolate the driver. All that hustle occurs through a cotton filter. The steering is light and vague. The extra grunt and suspension stiffness over the discontinued, 365-hp base M2 are part of a wholesale trade, exchanging a bit of that car’s talk for straight-line speed and a willingness to drift.

“I have mixed feelings,” contributor Ross Bentley said. “It’s not a bad car, just not what it should be. Good brakes, a little too much understeer. It gives confidence because it’s not going to do anything bad.”

A shame, because nearly everyone praised the M2’s slick gearbox and perfectly positioned pedals. Proof that deep down, BMW still remembers the pleasure of a manual transmission. Unfortunately, that wasn’t enough to make the cut for the road portion of the test. Heartbreaking for a group of judges packed with BMW owners.

And those cars weren’t alone. PCOTY always carries a few surprises and underdogs. The Lexus RC F was out of its depth in this company, but we adored the car’s audacity, its snorty V-8 and too-stiff chassis. It’s a perfect caricature of a Dodge Challenger: great and hilarious, but unrefined and outshined.

Nothing paints a clearer picture of the field’s competitiveness than the strengths of the vehicles left behind. Five cars had to go, and the Lexus was too flawed to stay. Same for the Nissan GT-R NISMO. Who cares that the GT-R is now in its 12th model year? The Nissan is effortlessly fast and laugh-out-loud entertaining. Of all the six-digit cars on hand, it was also the only one that didn’t come with an army of factory minders. Just one guy in a Nissan Armada carrying an extra set of tires. When we asked him if we should make any concessions for the test’s 107-degree heat, maybe bleed off tire pressures, he just shrugged and smiled.

“Nah, it’ll be fine.”

It was. Despite being the heaviest car in the running, the 3865-pound GT-R popped a 1:23.80, less than a second behind both the Porsche and the Corvette. Nissan has improved the car almost every year since its 2007 launch, taking it from distant missile to talkative weapon. The NISMO feels like an old friend, but this year’s updates weren’t enough to keep its head above water. A great car outdone by exceptional ones.

The Lamborghini was also glorious, but it didn’t leave the track, either. Prior to PCOTY, most of us had only experienced the 630-hp, V-10-powered Huracán Evo on public streets, where phrases like “involuntary manslaughter” and “reckless endangerment” shackle you to what’s possible. Unleashed on a closed circuit, the Evo proved its abilities. Miraculous and terrifying ones, mostly. Violent shifts that echo like small-arms fire. Acceleration that rummages through your stomach to see what you had for lunch. That all-wheel-drive system performs the unnatural with a shrug, thanks partly to a front end that feels stitched to the ground. And when you think you’ve come to the edge of that ocean of traction, the Lamborghini digs around in its cupboard and produces another pitcher of the stuff. Trip into a slide, the car almost catches itself, despite feeling big as a city block.

The Evo was hands-down the fastest car around the course. The sound chased it from corner to corner, a Doppler flag marking position. In a field packed with muted and turbocharged exhaust notes, that barking, naturally aspirated engine could not have stood further apart.

“Lamborghinis are supposed to be all style and no substance,” said contributing editor Jason Cammisa. “This has both in equal measure.”

Okulski had just stepped from the car after his laps when Smith cornered him, curious.

“Remember 2018’s Huracán Performante?” Okulski asked.

“Yeah. Sublime. Nothing wrong with it,” Smith said.

“This is better.”

The only problem lurked on pit lane in white paint. A cannon that bumped the Lamborghini from the list of finalists despite being slower around the track. From its nonsensical doors and carbon-fiber buckets to its airy cockpit and turbocharged, theatrical V-8, the McLaren 600LT managed to out-occasion the Huracán at every turn. The LT had the same lightning acceleration, just married to a lithe chassis and the most tactile steering in the business.

Switching from McLaren to Lamborghini was like trading skin and bone for a pattern of pixels. And while the ever-stable Huracán seems to always have a guiding hand on your back, the McLaren could not care less if you chased your dumbest instincts. Drop the hammer in a second-gear hairpin and it does exactly what a 592-horse rear-driver should: spit you sideways in smoke and noise, the limiter kicking at your skull. The British car accomplished as much as the Italian but said more in the process, pushed you to greater heights. Shouted messages to your spine where the Huracán was all murmurs. And when it came down to it, that was the common thread through our six finalists—a hint that someone in R&D did more than tick boxes.

So we left that Lamborghini behind. The McLaren led the pack on the way out of Willows as we hopscotched a series of slow-moving 18-wheelers. The Veloster was next, followed by the 911 and the Corvette. The Miata bopped along behind, the Lotus and its supercharged bark last in line. We worked our way east, toward Tahoe.

Passing in a 600LT is a profanity. Tap the left paddle twice, check the oncoming lane, then plant your right foot and wait for England to put a boot to your chest. For all of our braying about speed’s irrelevance, there’s plenty to be said for a straight road. And while the McLaren’s capabilities are far past the legal limit, the car has other tricks. You can fold the hardtop or roll down the back cabin glass to let that V-8 gasp in your ear.

Before you die, try to execute at least one full-throttle rip through a mountain tunnel in a 600LT with the roof peeled back. It’ll make the best-of when your life flashes before your eyes.

Our stops turned into mini conferences, judges gathering to point and pick at the cars.

“I cannot believe they just let regular people buy these,” contributor Matt Farah said, gesturing at the McLaren. “It’s so obscenely fast. Feels like the craziest engine on Earth is bolted to your spine.”

“It’s the car Lotus wishes they could build,” deputy editor Bob Sorokanich added. “It simply disappears underneath you.”

The Corvette, too, had a way of vanishing in your hands. Few vehicles have felt so uniquely crafted to flip our switches. Our test car, a pre-production unit supplied by GM, brought caveats. For the record, this is not generally how we like to do things. There can be wide gulfs between a car’s test-build performance and job one, and judging a nearly complete effort isn’t always fair. But the eighth-generation Vette is the most significant sports car in recent memory, and GM said that if we wanted that icon in this year’s PCOTY, we had to accept a prepro car.

No one cared when they rolled it out of the trailer. The Chevrolet turned us into children, pointing and crawling over it even as it was backed from the hauler. The C8 is a weird cocktail of familiar and foreign. It smells like Corvette inside, that faint whiff of glue. The valve covers are sparkly, bass-boat red. You can stuff a live human into the cavernous rear trunk. A single individual can remove and stow the roof panel. You sit so far forward, all but atop the front axle. Which is partly why the steering feels instantaneous.

The Corvette has been nipping at supercar heels for years, and it finally seems poised to take a proper bite. The C8 is a brilliant car. “Some elements—engine blueprint, sound, power delivery—are emphatically Corvette,” said senior editor Kyle Kinard. “Others—seating position, turn-in, rotation—aren’t.” As Smith pointed out, the Corvette has always been centered on the democratization of an experience: an affordable version of the European sports car in the 1950s, of the cocaine-cruiser highway vibe of BMW and Mercedes-Benz in the 1980s, and in recent years, Porsche-besting performance with a Silverado price tag. Viewed through that lens, as a Lamborghini for Lubbock, it is pure success.

But there are kinks. The C8’s cabin felt more claustrophobic than that of the front-engined C7, and someone in the General Motors chain of command decided that this car, mid-engine for the first time, needed to drive a lot like the old one. Steering aside, it feels very much like a C7, minus a bit of balance. We missed the liveliness and poise of other mid-engine cars, the nose grip. The delta prompted a question: if you’re going to scrap 66 years of brand precedent and abandon the manual transmission altogether, why look back? Go for broke.

Still, you could make an argument that such things are irrelevant. So the Corvette doesn’t pirouette like a European supercar costing twice as much. Who cares? In Okulski’s lapping, the Chevrolet was still quicker than its longtime rival, the 911, beating the German by a quarter of a second.

And on the road to Tahoe, it was as good as a Corvette has ever been. Comfortable and relaxed when you wanted, eating miles with that V-8 barely breathing. Or sharp and alive, dicing through switchbacks.

When we stopped for fuel, curious strangers lingered near the fleet, making slow passes on their way to the cashier. The Corvette was king, onlookers ignoring the McLaren and 911 for a better look at the C8. In that crowd, certain cars simply vanished, the Veloster N and Miata RF all but invisible. Win some, lose some.

The hitch, sinking the C8, was the transmission. A twin-clutch automatic, Corvette’s first. In automatic mode, on track or the street, it is perfectly adept, handing out shifts quicker than thought. But manual mode is a half step behind the competition, denying downshifts or letting the engine bash the limiter, unsure of how much intervention to provide.

If you must take our clutch pedals, at least swap them for a transmission that wants to play. GM benchmarked the PDK dual-clutch in the 911 while developing the Vette’s transaxle, and it’s clear why. There is no more satisfying or evolved two-pedal gearbox. The PDK in the new 911 Carrera S is quicker and more focused than any human, but it doesn’t rub your nose in it or rap your knuckles when you slip up. Lap after lap, the trans works with you to be a little quicker, covering your tail when you miss a shift and dropping a gear if it thinks you can gain a tenth.

Maybe the Corvette’s production gearbox will be better. Regardless, the disparity was instructive. The 911 and Vette come from different schools of thought. Chevrolet used to know how to subtly refine a product while guarding its identity; Porsche still does. This new-generation 911 fully embraces its rear-engine heritage, and on track, you can feel that delicious weight imbalance, the car’s strengths helping to fire you off each apex.

“This thing is so good, it’s almost impossible to hate,” Farah said. “Who could ask for more power? Who could ask for better steering or more grip? How do you argue with PDK? The only real problem is that you don’t need to spend nearly as much to go this quick, if you don’t want a Porsche. But the 911 is still the Swiss Army knife of sports cars.”

That’s no small compliment. The Porsche’s back seats are large enough to stow a couple kids or a few small pieces of luggage. And when you don’t have the car by the scruff, it fades from your mind, so you can wrestle with what’s for dinner instead of struggling to see out the back window.

On the other hand, maybe that’s the 911 curse. As Cammisa noted, at commuting speeds, the car turns into a Panamera Coupe, Porsche’s luxury sedan, always in the background.

No one accused the Lotus of blending into anything. The car seemed to have dropped in from a different dimension. Or at least a different time. The Evora GT is a snapshot of sports cars from 10 years ago, bare and alive, a minor evolution of a relatively simple platform that debuted in 2009.

It’s weirdly bad at being a car. The seats are mounted a bit too high. The stereo is an aftermarket afterthought. The ignition sequence is an annoying secret handshake—a series of unintuitive button presses to disable the factory alarm—designed to make you look like an idiot at the valet. The rearview mirror provides a spectacular view of the engine’s wastegate actuator and nothing else. It’s loud. And none of that mattered, because the Evora is that good. The GT’s supercharged 3.5-liter V-6 is the same Toyota engine Lotus has used for years, but it sings. As I chased the Corvette up Northern California’s Donner Pass in second gear, roadside granite bluffs bounced the noise back through the open windows, the blower whine crawling around in my lap. On track, the gears felt a little long, the cable-shifted six-speed too clunky for quick shifts, but on the street, the gearbox was divine. It’s the car most of us would have in our garage.

“Fast, winding canyons are like sailing or skiing or ice-skating,” Smith said. “Just dancing. You choose the flow and the Lotus serves it up on a platter.”

There is magic here, and not from electronic trickery. No electronically adjustable shocks or computer-controlled differentials, just careful geometry and tuning. The stuff that has long made Lotus, Lotus. Unlike others in this group, the Evora demanded something of the driver. Skill was necessary for quick laps, but the car never punished a lack of it. You need more than a pulse to make an Evora circle a road course. But that was also true of another machine.

By cold logic, the Mazda Miata RF Club, the slowest and least powerful car at Thunderhill, should not have made the final cut. The RF is essentially an ordinary Miata with a folding steel hardtop in place of the base model’s soft convertible top. Unlike the convertible, however, the RF cannot meet most track-day roll-over inspections without substantial modifications. But Miatas are not logical cars, and those downsides were trumped by the simple fact that the Mazda is a kid’s birthday party behind the wheel, all sugar and pony rides and bliss. The yards of suspension travel and narrow tires make it the perfect forgiving trainer, intentions shouted through body roll. Much of the good came from the Mazda’s new engine, a rev-happy, 181-hp 2.0-liter. That four is best within a whisper of redline, and while most of us loved using every ounce of its performance, some judges were less interested in thrashing a tiny four-cylinder.

At a stop, Farah held up the Miata key, shaking it.

“I don’t like the Mazda much if you’re not caning the hell out of it,” he said. “Those transitions when you’re passing a semi, say. You have to go from sixth, to fifth, to fourth, to third.”

“Oh, I dig that,” Okulski grinned. “I was behind the Miata earlier, and every time it had to make a pass, you could tell the driver was ripping off downshifts. Looked fun.”

“You have to be comfortable owning a car you have to beat the hell out of all the time,” Farah said. “It’s not fun if you’re going slow and the whole thing is vibrating. It’s buzzy.”

Several other judges met him with cocked eyebrows. Cammisa spoke up. “A car that can rip off a 5.8-second 0-to-60 isn’t slow for most people.”

“Well, I still don’t fit in the damned thing,” Farah laughed.

Either way, the power differential was inconsequential in the Plumas National Forest. That was the Miata’s playground. Tight corners, short sightlines, and the Mazda’s accelerator bolted to the floor—those high-dollar cars couldn’t use their power, and they had nowhere to run. There are moments in our driving lives when everything clicks, and the Miata has long been a reliable key for opening that door. The current RF is the same. Even with some of the world’s most athletic vehicles on hand, the Miata was never left behind, carrying its momentum without spilling a drop.

As we sat around a table discussing the week, competitors dropped from contention one by one. The McLaren, for all its supercar glory, could be simultaneously dull and exhausting at a public pace. Gearbox complaints felled the Corvette from grace; every judge wanted an honest manual in place of the dual-clutch, in part because the manual C7 in similar trim was more joyous and alive. And the 911, so close to perfect, still felt big on those back roads. The Lotus, with its wailing V-6, missed the mark in refinement and, like the GT-R, is an old car trying to stay young, not so much moving the sports-car game forward as preserving it in amber. Even the Miata came up short, hamstrung by a folding hardtop that makes installation of a proper roll bar difficult—necessary hardware if you want to take the car to the track.

Only one machine garnered rave reviews all week, painting every driver’s face with a mile-wide grin. Only one gathered an almost unanimous vote.

The Veloster was an outlier—outgunned and outclassed by nearly every other car in this test. A gawky front-drive hatch, zero brand pedigree, in a field of slinky sports cars. But the Hyundai’s behavior quickly set it apart from the crowd. Hyundai’s head of performance development, Albert Biermann, spent 30 years working for BMW, back when the German company built a different sort of car. It shows, because the Hyundai is a love letter to folks like us. After a few happy miles at Thunderhill, Cammisa took to a logbook to remind us that front-wheel-drive cars famously fall apart on a road course—stumbling over themselves, running out of brake, drowning in understeer. But if that’s a universal truth, no one told Biermann. His work behaves like a front-wheel-drive greatest-hits album: want the savagery of a John Cooper Works Mini with the fleetfoot bliss of a Ford Fiesta ST? Turn-in is immediate, the steering precise and bubbling with feedback. The Hyundai has a more sorted front end and more cohesive feel than cars costing three times as much.

“This is a $30,430 car that makes a Volkswagen Golf R irrelevant,” Cammisa said.

What he did not say: The Golf R, one of history’s great hatchbacks, costs around 10 grand more and feels numb by comparison.

Because the Veloster N is so cheap, anyone with a nine-to-five can sign a note and ride off with one of the sharpest cars on the market. But it was more than price. Pressing the “N” button on the steering wheel changed the car dramatically. We tend to turn up our noses at drive modes on fun cars: Why does a Lamborghini need a Sport setting? Didn’t you buy the expensive loud one? The button makes perfect sense here, switching the car from quiet and comfortable daily driver to snotty hot hatch, the exhaust popping and snapping with more authority than anything the Corvette could muster. It is so fantastically neutral, pivoting at your hips, the throttle and brake yaw rheostats.

No front-drive car should work this well, but the Veloster is eager, urging you to run up and stick a pin in some expensive supercar’s ego. To watch it deflate as you fill their mirrors.

“It doesn’t care how you treat it,” Kinard said. “You can drive it on its tippy toes, like someone who knows what they’re doing. Or you can drive it like me, a ham-fisted Colin McRae wannabe. The thing rewards you.”

“That’s what the Civic Type R should have made people say,” Smith agreed.

There are flaws. The engine has all the character of an ink-jet printer, and the gas and brake pedal occupy different zip codes. But after five minutes, it doesn’t matter. As we chased the new Corvette away from our lunch stop on the final day of testing, the Hyundai had that mid-engine thing’s number, dancing and playing but forever confident. Kinard called it a bucket of puppies, but that’s not quite right. I’ve never met a puppy that can run down a McLaren on a back road.

For all their bluster and power, their lap times and displacement, most of the carmakers at this test made a deal with the devil—they traded what once made them great in the search for outright speed. Never has the disparity been greater between the capabilities of a modern fast car and what is legally possible. The new definition of performance isn’t what a car can do, but what it will do on a good road.

The Veloster N is what a great front-wheel-drive car should feel like. A delight that welds a smile to your face every time you drive it. It cheers you on, treating you like the hero. And it came from a company that had no reason to build it. Chevrolet has to make a Corvette; Porsche, a 911. Short of a giant meteorite or nuclear winter, those names will always exist. Cars like the Veloster N are more special, crafted not of obligation, but for the sheer joy of driving. That’s why the Hyundai Veloster N is Road & Track’s 2020 Performance Car of the Year.

We got your letter, Hyundai. We heart you, too.

—Zach Bowman