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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.


Corvette C8.R vs C7.R sound comparison

DAYTONA INTERNATIONAL SPEEDWAY, UNITED STATES OF AMERICA – JANUARY 03: #3 Corvette Racing Corvette C8.R, GTLM: Antonio Garcia, Jordan Taylor, Nicky Catsburg during the Daytona January testing at Daytona International Speedway on January 03, 2020 in Daytona International Speedway, United States of America. (Photo by Richard Dole / LAT Images)

Sports car racing fans have come to know the sound of Corvette Racing’s menacing V8 engines as one of IMSA’s most unmistakable soundtracks. The punch to the chest delivered by the Corvette C7.R through the 2019 season, and all of its predecessors dating back to the program’s debut in 1999, was as unique as it was thrilling.

It makes the brand’s greatest shift with its mid-engine C8.R (pictured above) — which debuts in competition this week at the Rolex 24 At Daytona, featuring a fresh V8 motor with an entirely different voice — a new experience for Corvette fans. Thanks to the move to a flat-plane crankshaft in the 5.5-liter naturally-aspirated powerplants, the C8.Rs strike the ears with a higher pitch that, in typical Corvette Racing fashion, is unlike anything else in the field.

Which exhaust note sounds better? Take a listen to the C8.R from testing at the Roar Before The 24, and from a C7.R during December Daytona testing in 2016, and you decide.

C8.R
C7.R

Original Source: Marshall Pruett for Racer.com


Garcia, Gavin uncertain of Corvette C8.R’s Daytona prospects

Corvette Racing’s veteran stars, Oliver Gavin and Antonio Garcia, are positive about the new mid-engined C8.R’s progress but are uncertain how it will perform relative to its GT Le Mans class opposition at this weekend’s Rolex 24 at Daytona.

Gavin’s full-time partner Tommy Milner set Corvette Racing’s fastest time in Roar Before the 24 qualifying  which decides garages and pit stalls, and he was encouragingly just 0.108sec off the top time in class, set by James Calado in the Risi Competizione Ferrari 488 GTE.

However, Gavin warned that the race will be several hours old before everyone gets an accurate picture of how the GTLM contenders match up.

“The C8.R is a brand new car and this is its first race outing,” said the 2016 Rolex 24 winner. “We won’t know where we are in respect to the competition, and they will be looking at us and figuring out where we’re strong and where we’re weak.

“You can pick up little bits and pieces during the Roar and even in the two or three practice sessions before the Rolex 24, but you never really get a great idea of where you’re at until you get five hours or so into the race.

“But it always comes down to the last two hours. It would be quite remarkable if we could come right out of the box and be super-fast, super-reliable and have a successful weekend the first time out.”

Two-time IMSA WeatherTech SportsCar Championship GT Le Mans title winner and 2015 Rolex 24 winner Garcia also sounded a note of caution.

“So far, the new Corvette has been quite decent in testing,” said the Spaniard who is entering his seventh season with the legendary team. “It is still very early stages for this car.

“Even though we think we are ready, there are things that can come up. We must do everything we can to make sure we are as prepared as possible. Then we can see what we really have.

“Our testing has been a consistent evolution between track days and simulator work. We’ve been able to develop a plan to develop the car even though we weren’t testing on the track. The correlation of data has been good. Everything that we have tested virtually is working in real life. That makes life a lot easier when you can use all your tools to improve.

“We continue to validate all the work we’ve done and what we find on the racetrack. We are on the right track.”

While Gavin and Milner continue to be partnered by Marcel Fassler for the endurance races, Garcia not only is working with a new enduro extra – Nicky Catsburg – he also has a new full-time partner.

Jordan Taylor, who in 2017 won the IMSA Prototype title with the team owned by his father Wayne Taylor, and has two Rolex 24 wins to his credit, has moved to the GTLM class with Corvette, replacing Jan Magnussen.

This continues a relationship with the Doug Fehan-run team that stretches back to 2012, the first of six years in which Taylor raced a Corvette in the Le Mans 24 Hours. Partnering Gavin and Milner, he won the GTE Pro class at Le Mans in 2015.

“I’m excited to go back into GT racing with Corvette in GTLM with all-manufacturer teams and all-professional drivers,” he said. “The class will get a lot of eyes on it with the first race for the C8.R.

“The race itself will be extremely difficult. I’ll have to get used to looking in my mirrors again! In testing, I was reminding myself to check the mirrors leaving certain corners so I could get in the habit of doing it for the race.

“So I’m looking forward to it. Overall wins are fantastic, but a win is a win; you still get a Rolex watch no matter what class you’re in! But for us in GTLM, the competition will be the same if not more difficult than in prototypes.”

Source: David Malsher-Lopez


2020 Corvette Convertible Order Banks Are Officially Open

Expect to see them on dealership lots by summer.

As the world prepares for the new Chevrolet Corvette to finally enter production, many people may not realize that it’s only part of the 2020 C8 story. Corvette Blogger reports that Chevrolet dealerships are now able to place orders for the 2020 Corvette Convertible. We’ve confirmed with a GM representative that order banks are indeed open.

The convertible debuted a few months after the official C8 launch, but in many ways it’s been overshadowed by another Corvette model that hasn’t been revealed just yet. The C8.R race car made a surprise appearance at the end of the convertible’s debut event in Florida, and while it’s not a production-ready machine, its high-revving, DOHC flat-plane-crank V8 is virtually guaranteed to appear in a future ‘Vette. The likely candidate is a new Z06, but we still aren’t sure when it will arrive. In the meantime, the irony of the C8.R stealing the show at the convertible’s own reveal isn’t lost on us.

We suspect Corvette buyers aren’t overlooking the convertible, however. Chevrolet has said that 2020 C8 preorders are all but filled, so the drop top could be the last chance for buyers to get in on the mid-engine Corvette’s first production year. Opting for the convertible is a $7,500 premium over the hardtop, and it’s available with all the same options and trim levels. That includes the Z51 performance package which bumps the 6.2-liter V8 to 495 horsepower, and since the Corvette was designed from the beginning to be a convertible, Chevrolet says there’s no loss in performance when going roofless.

According to Corvette Blogger, there are no restrictions on convertible orders save for the number of cars a dealer is allocated. Rumors says that convertible production will begin in April, which would have them on dealer lots just in time for summer.

Source: Corvette Blogger via CNET Roadshow


First Mid-Engine Chevy Corvette Sold for $3 Million at Auction

Barrett-Jackson sold the first C8 Corvette off the line for the Detroit Children’s Fund charity, and NASCAR team owner Rick Hendrick snapped it up.

  • The Barrett-Jackson auction company got $3 million for the very first 2020 Chevrolet Corvette off the line at its January auction in Scottsdale, Arizona, with all proceeds going to a Detroit educational charity.
  • The mid-engine C8 Corvette with VIN 001 gets the Z51 Performance package and the 495-hp 6.2-liter LT2 V-8, and the winning bidder was NASCAR team owner Rick Hendrick.
  • This same auction house sold the last C7 Corvette last spring and took in $2.7 million for a different charity.

UPDATE 1/19/20: NASCAR team owner Rick Hendrick was the winning bidder, paying $3 million for C8 Corvette no. 1 at a high-spirited charity auction event on Saturday featuring GM CEO Mary Barra on the stage. Although the car present at the auction was red, Barrett-Jackson said the actual first car will be “a black-on-black Corvette 3LT loaded with every available option, scheduled to be built during the first quarter of 2020.”

We’ve seen this before: automakers offering the first example of a highly anticipated new model up for auction to benefit a charity. This time, General Motors will auction off the first mid-engine Corvette off the line at Barrett-Jackson’s Scottsdale Auction in January. All proceeds will go to the Detroit Children’s Fund, which benefits underfunded Detroit public schools.

VIN 001 of the C8 Corvette Stingray is powered by a 495-hp 6.2-liter LT2 V-8 and is equipped with the Z51 performance package, which adds an electronically controlled limited-slip differential with a shorter final-drive ratio, Brembo brakes, a performance exhaust, heavy-duty cooling system, and Michelin Pilot Sport 4S summer tires.

GM CEO Mary Barra and winning bidder Rick Hendrick pose during the Barrett-Jackson Auction in Scottsdale on January 18.

There’s no doubt this example will go for well over the $59,995 starting price of the C8 Stingray. Only a few months ago, the final front-engine C7 Corvette sold for $2.7 million at the Barrett-Jackson Northeast Auction in June, and the first Ford Mustang Shelby GT500 off the line sold for an insane $1.1 million at the Barrett-Jackson Scottsdale auction in January, both also for charity.

Source: Car and Driver; Conner Hoffman


Henry claims bronze in Igls’ women’s skeleton World Cup

GLS, Austria (Jan. 17, 2020)– Megan Henry (Roxbury, Conn.) put together two solid runs to claim bronze in today’s women’s skeleton World Cup in Igls. Today was only Henry’s fifth World Cup appearance. Kendall Wesenberg (Modesto, Calif.) and Savannah Graybill (Denver, Pa.) and also had strong performances, finishing 14th and 18th, respectively. 

“I’m super excited to have my first World Cup medal,” Henry said.

Henry started her campaign for the medals with a start time of 5.36 seconds and the third best run of 53.80 seconds. Only five-hundredths of a second separated the top five after the first heat. Russian Elena Nikitina was one-hundredth of a second ahead in silver medal position, and hometown competitor Janine Flock was three-hundredths ahead in first place. Germany’s Jacqueline Loelling was on Henry’s heels, just two-hundredths behind in fourth.

“I knew that I had a really good run, but I didn’t know how good,” Henry said. “I got to the bottom and Tuffy (Latour) told me my position and I was like, ‘Oh, ok,” Henry said. “I kind of felt like my legs were jello before the second run. I knew that I could medal as long as I stayed consistent with my push.”

Henry nearly matched her first run start time with a 5.37 push, and the American raced to the finish in 53.90 seconds. She had fallen back a spot, but would later gain it back.

Kimberly Murray from Great Britain surprised even herself with the track record of 53.70 seconds in the second heat. This was Murray’s 10th career World Cup race. She was in 16th place after the first heat, and moved up eight spots to finish eighth. The pressure was on for the remaining competitors.

Loelling broke Murray’s newly set track record with a second run of 53.62 seconds to leap past Henry and take over the lead to win with a combined time of 1:47.44. Flock bumped back one spot into second place with a total time of 1:47.46. Nikitina fell back into fourth to finish behind Henry with only the 10th best run of the second heat. Henry claimed bronze with a total time of 1:47.70.

“There were a couple of mistakes I would have liked to clean up, but when I realized I had medaled I was super excited,” Henry said. ”I can’t be disappointed with my first World Cup medal.”

Wesenberg finished 14th with a two-run combined time of 1:48.59. She clocked start times of 5.69 and 5.72 seconds for runs of 54.31 and 54.28 seconds, respectively.

“Good drive,” said USA Skeleton Technical and Development Lead Coach Caleb Smith from the coach’s box after Wesenberg’s final run.

Graybill pushed identical start times of 5.60 seconds in both heats. She posted a downtime of 54.46 in the first heat, and 54.38 in run two for a combined time of 1:48.84 to lock in 18th place.

Tomorrow will feature the women’s bobsled race at 10 a.m. local time, and the two-man bobsled competition at 2 p.m. NBC Sports and Olympic Channel will have broadcast and digital streaming coverage of the races. Fans can catch all the action in spectacular high definition via NBC Sports online at NBCSports.com/Live, or through the NBC Sports app. Additional coverage will be available on OlympicChannel.com and the Olympic Channel app.

Please contact USABS Marketing & Communications Director Amanda Bird at 518-354-2250, or amanda.bird@usabs.com, with media inquiries.

Results

1. Jacqueline Loelling (GER) 1:47.44 (53.82, 53.62);
2. Janine Flock (AUT) 1:47.46 (53.77, 53.69);
3. Megan Henry (USA) 1:47.70 (53.80, 53.90);
14. Kendall Wesenberg (USA) 1:48.59 (54.31, 54.28);
18. Savannah Graybill (USA) 1:48.84 (54.46, 54.38);

About USA Bobsled & Skeleton
USA Bobsled & Skeleton (USABS), based in Lake Placid, N.Y., is the national governing body for the sports of bobsled and skeleton in the United States. USABS would like to thank its sponsors, suppliers and contributors for their support: BMW of North America, Under Armour, Omaze, Kampgrounds of America, BiPro, Boomerang Carnets, Hudl, Tesa Tape, PVS International, Ferris Mfg. Corp, Machintek, deBotech and Carpenter. For more information, please visit the USABS website at www.usabs.com.

Source: TeamUSA


Blaser leads USA Skeleton in fifth career World Cup

IGLS, Austria (Jan. 17, 2020)– Andrew Blaser (Meridian, Idaho) led the U.S. in this morning’s men’s skeleton World Cup in Igls with an 18th place finish. It was the first time Blaser has raced in Igls. Austin Florian (Southington, Conn.) and Alex Ivanov (Carlisle, Mass.) finished 26th and 28th, respectively.

This is Blaser’s World Cup debut season, and his first time racing the European tracks. Today was the fifth World Cup race of Blaser’s career, and the first time he’s qualified for the second heat. Blaser was the only North American to make the top 20 today.

“We knew it was going to be a development year for me,” Blaser said. “It was my first time in La Plagne (France), my first time in Winterberg (Germany), my first time here– I’m getting those first runs under my belt this season. It was overwhelming at first, but it’s exciting and things are starting to come together over time.”

The Igls track favors fast starters, which gave Blaser a boost today. He posted a first run start time of 5.01 seconds, which was 10th best of the field, and raced to the finish in 53.27 seconds for 19th place to qualify for the second heat. Only the top 20 athletes after the first heat are granted a second run.

“I was elated,” Blaser said.

He nearly matched his first run start time in heat two with a push of 5.02, and moved up a spot with a downtime of 53.05 seconds. Blaser finished 18th with a combined time of 1:46.32.

When USA Skeleton Head Coach Tuffy Latour handed Blaser the phone for this interview, his first reaction was, “Did my mom get Tuffy’s number?”

“This is all new to me,” Blaser said.

Latvian Martins Dukurs was today’s winner in 1:44.50. Reigning Olympic champion Sungbin Yun of Korea was a distant 0.42 seconds behind in second place with a total time of 1:44.92. Russia’s Alexander Tretiakov claimed the bronze medal in 1:44.94.

Florian and Ivanov both missed the top 20 cutoff for the second heat. Florian clocked the 22nd best start time of 5.11, and slid to the finish in 53.63 seconds for 26th. Ivanov was 28th fastest off the start with a push time of 5.17, and he maintained 28th place at the finish with a downtime of 53.74.

The women’s skeleton race is up next at 2 p.m. local time. NBC Sports and Olympic Channel will have broadcast and digital streaming coverage of the Igls races. Fans can catch all the action in spectacular high definition via NBC Sports online at NBCSports.com/Live, or through the NBC Sports app. Additional coverage will be available on OlympicChannel.com and the Olympic Channel app.

Please contact USABS Marketing & Communications Director Amanda Bird at 518-354-2250, or amanda.bird@usabs.com, with media inquiries.

Results

1. Martins Dukurs (LAT) 1:44.50 (52.34, 52.16);
2. Sungbin Yun (KOR) 1:44.92 (52.66, 52.26);
3. Alexander Tretiakov (RUS) 1:44.94 (52.53, 52.41);
18. Andrew Blaser (USA) 1:46.32 (53.27, 53.05);
26. Austin Florian (USA) (53.63, DNS);
28. Alex Ivanov (USA) (53.74, DNS):

About USA Bobsled & Skeleton
USA Bobsled & Skeleton (USABS), based in Lake Placid, N.Y., is the national governing body for the sports of bobsled and skeleton in the United States. USABS would like to thank its sponsors, suppliers and contributors for their support: BMW of North America, Under Armour, Omaze, Kampgrounds of America, BiPro, Boomerang Carnets, Hudl, Tesa Tape, PVS International, Ferris Mfg. Corp, Machintek, deBotech and Carpenter.


World Cup makes fifth stop in Igls, Austria

Photo credit: Mike Kohn

IGLS, Austria (Jan. 16, 2020)– The fifth stop of the bobsled and skeleton World Cup tour will take place in Igls, Austria starting tomorrow through the weekend. The detailed schedule is as follows, with all times listed in local time:

Friday, Jan. 17

10 a.m.: Men’s skeleton run #1

11:45 a.m.: Men’s skeleton run #2

2 p.m.: Women’s skeleton run #1

3:30 p.m.: Women’s skeleton run #2

Saturday, Jan. 18

10 a.m.: Women’s bobsled run #1

11:30 a.m.: Women’s bobsled run #2

2 p.m.: Two-man bobsled run #1

3:30 p.m.: Two-man bobsled run #2

Sunday, Jan. 19

1:30 p.m.: Four-man bobsled run #1

3 p.m.: Four-man bobsled run #2

Andrew Blaser (Meridian, Idaho), Austin Florian (Southington, Conn.) and Alex Ivanov (Carlisle, Mass.) will kick off the Igls event in the men’s skeleton race tomorrow morning, followed by Savannah Graybill (Denver, Pa.), Megan Henry (Roxbury, Conn.) and Kendall Wesenberg (Modesto, Calif.) in tomorrow afternoon’s women’s skeleton race. This is the first time racing in Igls for Blaser, the fourth for Florian, and the sixth for Ivanov. Graybill has the most experience of any U.S. skeleton athlete on the roster in Igls. This will be her 14th competition on the Austrian track. It will be the ninth race for Henry in Igls, and the eighth for Wesenberg.

In women’s bobsled, Kaillie Humphries (Carlsbad, Calif.) will team with Sylvia Hoffman (Arlington, Texas) for the first time. The last time Humphries raced in Igls was in 2017, when she finished fourth. The two-time Olympic champion has claimed three World Cup medals in Austria over the years, and the 2016 World Championship silver medal. Humphries also won the women’s four-man bobsled exhibition race in 2016. Hoffman was a participant in season 2 of “The Next Olympic Hopeful,” and she excelled as a rookie last season.

Hunter Church (Cadyville, N.Y.) once again learned another new track this week. The 23-year-old will race with season 1 winner of “The Next Olympic Hopeful” Josh Williamson (Lake Mary, Fla.) in two-man on Saturday. Jimmy Reed (Garmisch, Germany) and Kris Horn (Pembroke, Mass.) will join Williamson as Church’s four-man push crew on Sunday.

NBC Sports and Olympic Channel will have broadcast and digital streaming coverage of the IBSF Bobsled & Skeleton World Cup in Igls from Jan. 17-19. Fans can catch all the action in spectacular high definition via NBC Sports online at NBCSports.com/Live, or through the NBC Sports app. Additional coverage will be available on OlympicChannel.com and the Olympic Channel app.

Please contact USABS Marketing & Communications Director Amanda Bird at 518-354-2250, or amanda.bird@usabs.com, with media inquiries.

About USA Bobsled & Skeleton
USA Bobsled & Skeleton (USABS), based in Lake Placid, N.Y., is the national governing body for the sports of bobsled and skeleton in the United States. USABS would like to thank its sponsors, suppliers and contributors for their support: BMW of North America, Under Armour, Omaze, Kampgrounds of America, BiPro, Boomerang Carnets, Hudl, Tesa Tape, PVS International, Ferris Mfg. Corp, Machintek, deBotech and Carpenter. For more information, please visit the USABS website atwww.usabs.com.

Source; TeamUSA


Big C8 news!

And we literally mean “big.”

With production of the all-new 2020 Chevrolet Corvette Stingray about to get underway next month, attention is now turning towards future variants. More specifically, the E-Ray, the first of two hybrids planned (the second likely named Zora), as well as the Z06, and, eventually, the ZR1. While we don’t have a precise timeframe as to when any of those will arrive, it goes without saying the Corvette engineering team led by Tadge Juechter is hard at work this very moment.

Details remain mostly vague, but GM Authority has learned something very cool about the C8 Z06. An inside source familiar with the project is claiming the C8 Z06 will sport a massive rear wing, even bigger than what’s found on the outgoing C7 Corvette ZR1. What’s more, it’ll produce higher levels of downforce and create less drag.

Although the C8.R race car has a big rear wing of its own, the Z06’s will differ in both appearance and functionality. Think more along the lines of the rear wing on the Koenigsegg Agera RS. Another unknown is whether or not the C8 Z06 will come with the rear wing as standard or if it will be optional. Some sources are claiming the Corvette team is leaning towards making it standard.

Assuming all goes to plan, the next Z06 could arrive in about two years’ time. Instead of the naturally aspirated 6.2-liter V8 with 490 horsepower and 465 lb-ft of torque, the C8 Z06 is expected to have a new NA 5.5-liter V8 with a flat-plane crank. Expect somewhere in the neighborhood of 600 hp.

Additional elements will include an improved suspension, brakes, and additional aerodynamic components aside from the rear wing. There shouldn’t be any mistaking the C8 Z06 for the C8 Stingray, even when the latter is equipped with the Z51 performance package. It should also go without saying the Z06 will command a significant price premium. A fully-loaded 2020 Corvette Stingray will surpass $100,000, so don’t expect the Z06 to cost any less.

Source; Jay Traugott; Carbuzz


Ro leads USA Skeleton in North American Cup finale with two gold medals

LAKE PLACID, N.Y. (Jan. 7, 2020)– USA Skeleton athletes captured two spots in the top-three North American Cup standings, and collected five medals in the Lake Placid finale this week. Mystique Ro (Nokesville, Va.) led the way for the women’s team with two gold medals and wrapped up her season ranked third overall. Chris Strup (Defiance, Ohio) concluded a successful North American Cup tour ranked second overall in the men’s field, and secured two silver medals in Lake Placid. Daniel Barefoot (Johnstown, Pa.) earned the fifth medal this week for USA Skeleton by claiming silver in today’s finale.

Two single-heat races were held yesterday, and a two-heat race concluded the skeleton North American Cup season today.

Ro struggled in yesterday’s opening heat, finishing sixth with a run of 55.96 seconds. She said one-heat races are tough because you have “one shot, so you have to make it count.”

“Once that was in the books, I had to scrap it and move on,” Ro said.

Kellie Delka of Puerto Rico won with a run of 55.50 seconds. Yuxi Li from China claimed silver with a time of 55.52, and Korean Eunji Kim was third with a downtime of 55.60. Ro was the highest U.S. finisher in sixth.

Ro rebounded in yesterday’s second one-heat race, posting the fastest run of 55.69 seconds to capture her first victory of the week by 0.01 seconds over Kim. Canadian Jaclyn Laberge earned bronze in 55.82.

In today’s two-heat competition, Ro was in third position after a first heat time of 56.03 seconds. She made up nearly half a second to overtake the lead with a second run of 55.83, earning another gold medal with a combined time of 1:51.86.

“The second win is a great feeling,” Ro said. “I tried to play it safe during my first run, but I made some mistakes. I talked to Matt (Antoine) between heats and made the adjustment before I went down for my final run. I think this was crucial for me to learn that I can be confident in my training and in the knowledge I have gained to be able to put two runs together in competition. The support of my teammates and coaches has been great. I’m excited to continue training and see how we all progress.”

Laberge finished second to Ro with an aggregate time of 1:52.06, followed by Kim in third with a total time of 1:52.18.

Ro’s Lake Placid performances helped her secure third place overall in North American Cup points, despite missing three of the eight races this season while racing the European Cup. Kim claimed the title with 373 points. Nicole Rocha Silveira from Brazil finished second overall with 301 points, while Ro was close behind in third with 290 points.

Lauren McDonald (Fairfield, N.J.) had strong performances in her first-career competitive season. The up-and-coming competitor finished 12th and eighth yesterday, and 12th again today. McDonald and Ro are two of the fastest starters on the tour. McDonald pushed a start time of 5.32 seconds yesterday, and Ro pushed a 5.33. McDonald finished the season ranked fourth with 287 points.

Michelle Toukan (Central City, Neb.) placed 19th and 10th yesterday, and wrapped up her season with an impressive sixth place finish today. She is ranked fifth overall with 271 points. Emily Schelberg (Annapolis, Md.) was 18th and 14th yesterday, and she did not finish today’s competition after a crash in the first heat.

In the men’s field, Strup cracked into the top-six in the final stop season, earning two silver medals and a fourth-place finish. Strup claimed double silver medals in yesterday’s single-heat races. His first silver medal was earned with a run of 53.89 seconds. Wenhao Chen from China was victorious in 53.52, while Ander Mirambell from Spain was third in 54.15 seconds.

Strup claimed silver again in yesterday’s second competition with a downtime of 54.33 seconds. Wenhao was golden in 53.73, and Zilong Zhu from China earned bronze in 54.37.

Strup narrowly missed the medals today, finishing a mere one-hundredth of a second from bronze with a combined time of 1:49.04 for fourth place. Strup finished the season ranked second overall with 346 points.

Barefoot was today’s men’s medalist for the U.S. The Intercontinental Cup competitor posted the fastest run of 53.98 seconds in the first heat, and fell back by just 0.06 seconds in the second heat to finish with the silver medal. Wenhao swept the men’s races. He won today with a combined time of 1:48.24, followed by Barefoot with a 1:48.30, and Zilong in third with a cumulative time of 1:49.03.

“I knew that I’ve had enough runs here to win, but I would have to be at my best,” Barefoot said. “I think that self-inflicted pressure caused some unnecessary tension, but I’m glad to have experienced that and learned how to handle it. Just a couple big mistakes spoiled my runs for races six and seven, so I was pretty happy to clean them up a bit and dip into the 53’s on an overall slower day in race eight. I’m most excited about how much our team is improving overall. Everyone is making significant progress and walking with a little confidence their steps! It’s pretty cool to be around.”

Mirambell claimed the overall title with 370 points. Strup was second, and Nathan Crumpton from American Somoa finished third with 345 points.

Barefoot was fourth and fifth yesterday, and he finished the North American Cup season ranked seventh overall. He spent most of his time racing the Intercontinental Cup, thus missed points from three North American Cup races.

Kyler Sultemeier (Fredericksburg, Texas) concluded his first competitive season ranked 14th. He finished 12th in both of yesterday’s races, and 10th today. Hunter Williams (Carnegie, Pa.) also finished his first racing season. Williams finished 17th, 14th, and 17th, and is ranked 21st.

The North American Cup will officially conclude tomorrow with three four-man bobsled competitions in Lake Placid. Please contact USABS Marketing & Communications Director Amanda Bird at 518-354-2250, or amanda.bird@usabs.com, with media inquiries.

Results


Women’s skeleton race #1
1. Kellie Delka (PUR) 55.50;
2. Yuxi Li (CHN) 55.52;
3. Eunji Kim (KOR) 55.60;
6. Mystique Ro (USA) 55.96;
12. Lauren McDonald (USA) 56.93;
18. Emily Schelberg (USA) 57.65;
19. Michelle Toukan (USA) 59.13;

Women’s skeleton race #2
1. Mystique Ro (USA) 55.69;
2. Eunji Kim (KOR) 55.70;
3. Jaclyn Laberge (CAN) 55.82;
8. Lauren McDonald (USA) 56.59;
10. Michelle Toukan (USA) 56.78;
14. Emily Schelberg (USA) 57.42;

Women’s skeleton race #3
1. Mystique Ro (USA) 1:51.86 (56.03, 55.83);
2. Jaclyn Laberge (CAN) 1:52.06 (55.78, 56.28);
3. Eunji Kim (KOR) 1:52.18 (55.90, 56.28);
6. Michelle Toukan (USA) 1:53.43 (56.56, 56.87);
12. Lauren McDonald (USA) 1:54.49 (56.80, 57.69);
Emily Shelberg (USA) (DNF)

Men’s skeleton race #1
1.Wenhao Chen (CHN) 53.52;
2. Chris Strup (USA) 53.89;
3. Ander Mirambell (ESP) 54.15;
4. Daniel Barefoot (USA) 54.21;
12. Kyler Sultemeier (USA) 55.32;
17. Hunter Williams (USA) 55.95;

Men’s skeleton race #2
1.Wenhao Chen (CHN) 53.73;
2. Chris Strup (USA) 54.33;
3. Zilong Zhu (CHN) 54.37;
5. Daniel Barefoot (USA) 54.62;
12. Kyler Sultemeier (USA) 55.95;
14. Hunter Williams (USA) 56.30;

Men’s skeleton race #3
1.Wenhao Chen (CHN) 1:48.24 (54.17, 54.07);
2. Daniel Barefoot (USA) 1:48.30 (53.98, 54.32);
3. Zilong Zhu (CHN) 1:49.03 (54.67, 54.36);
4. Chris Strup (USA) 1:49.04 (54.40, 54.64);
10. Kyler Sultemeier (USA) 1:51.21 (55.60, 55.61);
15. Hunter Williams (USA) 1:52.46 (56.25, 56.21);

About USA Bobsled & Skeleton
USA Bobsled & Skeleton (USABS), based in Lake Placid, N.Y., is the national governing body for the sports of bobsled and skeleton in the United States. USABS would like to thank its sponsors, suppliers and contributors for their support: BMW of North America, Under Armour, Omaze, Kampgrounds of America, BiPro, Boomerang Carnets, Hudl, Tesa Tape, PVS International, Ferris Mfg. Corp, Machintek, deBotech and Carpenter. For more information, please visit the USABS website at www.usabs.com.


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


‘Everyday Supercar’: A New Corvette Puts a Target on Ferrari’s Back

The $60,000 Stingray pushes its engine to the middle and expectations through the roof.

The new Corvette Stingray is racking up rapturous reviews and dominating industry awards.

From its dream-car debut in 1953 at the Motorama show at the Waldorf-Astoria hotel, the Chevrolet Corvette has kept its engine up front, where sports-car tradition says it belongs.

But with sales of many fast, fun cars on the wane — blame the rise of dully practical S.U.V.s, an aging boomer audience or a declining car culture — the Corvette’s creators saw the need for a radical about-face. The 2020 Corvette Stingray has moved its engine behind the driver and passenger, adopting the physics-approved layout that brought Ferdinand Porsche his first racing successes in the 1930s. Today, this approach is associated with money-torching supercars from Ferrari, Lamborghini and McLaren.

The long-awaited “mid-engine” Corvette easily outruns its formidable predecessor, as I learned during a time-warping desert drive near Tortilla Flat, Ariz. The eighth-generation “C8” Corvette is earning rapturous reviews and dominating industry awards, as a car that can take on European exotics that cost $200,000 and more, but at a $59,995 base price that reads like a misprint.

“It’s certainly a great moment in the car business,” said Eddie Alterman, chief brand officer for Hearst Autos and a former editor in chief of Car and Driver. “It’s nothing less than the democratization of the supercar.”

At General Motors, that democratization includes a virtual decree that Chevy’s relatively blue-collar baby generate vastly more sales than, say, its Porsche 911 nemesis, enough to earn its keep in profits. Yet sales of sports cars and muscle cars have plunged by nearly half since 2000, on track for just 230,000 this year, according to analysts at Motor Intelligence. A reborn Toyota Supra, despite huge fanfare, has found a lukewarm 500 buyers a month since its summer debut, fewer than one-quarter of the expected 25,000 to 30,000 first-year sales of the Corvette.

At Porsche, a single sport utility vehicle, the Macan, finds more buyers than all the brand’s sports cars and Panamera sedans combined. Unsurprisingly, the world’s speed merchants, including Lamborghini, Bentley and Jaguar, have developed S.U.V.s into their best-sellers around the world, with entries from Aston Martin and Ferrari on the way. Some of those companies had vowed to never sully their names with a sport utility. Never mind.

Into this minefield steps Tadge Juechter. As just the fourth chief engineer in the Corvette’s fabled 67-year history, Mr. Juechter holds one of the most scrutinized positions in the American industry, his every utterance parsed for clues to the ’Vette’s future.

The previous-generation Corvette, the first to wear the Stingray badge since 1968, also generated robust sales beginning in 2014. Yet Mr. Juechter and his team saw a car nearing its end, both in technical terms and its ability to win new buyers.

“We saw an aging demographic, the same faces at Corvette events year after year,” he said.

That honking, 6.2-liter V8 up front had become an Achilles’ heel. The Corvette’s top-shelf, $121,000 ZR1 edition was already pumping out 755 horsepower, keeping pace in an unprecedented industry horsepower war. Moving the engine aftward — shifting critical weight over driven rear wheels — became the only way to apply such monstrous force to the pavement while improving traction and stability.

The move risked alienating the Corvette’s tradition-loving buyer base. At a design clinic for owners of various sports cars, Mr. Juechter discovered that current customers were split roughly 50-50 on the mid-engine switch. But among supercar owners that Chevy hoped to conquer, 90 percent favored it.

“We had to go for it,” Mr. Juechter said. “We did it purely for physics rules, but the byproduct was that it would also appeal to a new generation. We try to respect the past, but not be stuck in the past.”

G.M. had teased the faithful for decades, experimenting with a midmounted layout in a series of fanciful prototypes, beginning with the CERV 1 (for Chevrolet Engineering Research Vehicle) in 1959. Finally, for the 2020 model year, the near-mythical mid-engine Corvette is here, including the coupe’s Ferrari-esque view of its V8, provocatively exposed below a glass cover.

The public’s first glimpse of the car, in April, supported the Corvette engineering team’s confidence. Mr. Juechter drove a prototype, its body work disguised by a black-and-white pattern, through a bustling Times Square, with Mary Barra, the G.M. chief, riding shotgun. Rolling, windows down, Mr. Juechter heard younger voices yelling, “Mid-engine Corvette!”

“We imprinted on young people a super passion for this car,” he said. “Our job is to push that, that every drive can be a joy, an adventure.”

Dodging Times Square tourists and Ubers in a 495-horsepower, roughly 190-m.p.h. sports car is one form of adventure. But in my Arizona test, including roller-coaster desert curves, this new model combined moonshot acceleration, handling, tech and versatility like no rival remotely near its price. That includes a 2.8-second catapult to 60 miles an hour, on a par with a $250,000 Ferrari 488 GTB; a sharply improved, jet-fighter-inspired cockpit; and a GPS-based video data system that records street or track drives, overlays them with animated telemetry readouts and lets drivers analyze their performance with racing software.

The Corvette is notably aerodynamic, and gets solid mileage.
New sports cars are safe and approachable for amateurs, yet still rewarding for skilled pilots.

“It doesn’t have the operatic Sturm und Drang of a Ferrari or Lamborghini, but it really is an everyday supercar,” Mr. Alterman said.

Fuel economy is surprisingly decent, roughly 26 to 28 miles per gallon at a steady highway cruise. The Corvette is notably aerodynamic, and can deactivate half its cylinders to save fuel. The latest driver-adjustable magnetic suspension, a G.M.-first technology now adopted by several European exotics, lets the ’Vette drive as smoothly as some luxury cars in its Touring mode, despite the sleeping-bear V8 just over your shoulder.

“It couldn’t be just a weekend toy,” Mr. Juechter said. “A lot of people use this as their only car.”

Perhaps because do-it-all S.U.V.s are strong-arming sales — and definitely because today’s fans won’t put up with punishing rides or dodgy reliability — the worldwide trend is all about more practical sports cars that are safe and approachable for amateurs, yet still rewarding for skilled pilots.

Many mid-engine exotics lack a trunk, because the engine hogs the space. Yet Corvette designers made room for a trunk that can fit two golf bags, in addition to the Porsche-style “frunk” up front where the engine used to go.

Even the carefree convertible model doesn’t neglect its chores, with an ingenious powered soft-top that tucks away without stealing an inch of luggage space. Welcome practicality does bring a visual downside: The wide, chunky rear deck makes the ’Vette a bit back heavy.

Proper fits aside, wishful fans didn’t find a little red-ribboned Corvette under their Christmas tree: A now-settled G.M. strike has delayed production until February. For Chevy’s pampered halo car, only about 12 units each hour will roll off the production line in Bowling Green, Ky., down the road from the National Corvette Museum.

In anticipation of huge demand, more than 400 workers have been hired to fill a second daily shift, including employees laid off from Chevy’s closed plant in Lordstown, Ohio. (G.M. plans to open a new battery plant there, part of a $2.3 billion joint venture with LG Chem of South Korea.)

Mr. Juechter is confident that Chevrolet can sell every Corvette it can build, for now. The real test comes after the initial frenzy subsides. Mr. Alterman points to an increasingly short, roughly 18-month shelf life for such high-profile performers, with fickle buyers and collectors always in pursuit of the hot new thing. He sees the Corvette borrowing from Porsche’s ultra-profitable playbook, keeping the lineup fresh with myriad styles, performance upgrades and personalization options.

Though Mr. Juechter wouldn’t comment on future models, the cottage industry of Corvette rumors cites development of a hybrid ’Vette with up to 900 horsepower.

The dominance of S.U.V.s and the momentous shift to electrics has automakers playing offense.

Aside from an industry explosion of superpowered sport utilities, Ford ignited a controversy when it unveiled a Tesla-baiting electric S.U.V. and called it the Mustang Mach E. The traditional Mustang is enjoying its own golden age of performance, including a bonkers Shelby GT500 with 760 horsepower and an affordable four-cylinder model that gets 32 m.p.g. on the highway. Yet Mustang sales continue to tumble.

And while traditionalists are crying foul over the Mustang Mach E — first S.U.V.s stole customers, now they’re stealing legendary names — Mr. Alterman suggests that this heresy won’t be the last. A five-seat, Corvette-branded S.U.V. could be the most “everyday supercar” of all.

“You’ve got that sub-brand of the Mustang that’s so evocative,” he said, “so why not draw on it? There’s an opportunity for Chevy to do the same thing.”

Original Source Lawrence Ulrich; NY Times


Garcia: “Big Steps” to Come With Corvette C8.R at Roar

Corvette Racing drivers on anticipation of Roar Before Rolex 24 with new mid-engined C8.R…

Antonio Garcia believes there will be “big steps” to come in the Chevrolet Corvette C8.R’s development as the new-for-2020 mid-engined GT Le Mans class contender makes its public debut in this weekend’s Roar Before the Rolex 24.

The Pratt & Miller-built Corvette, along with Porsche’s 2019-spec 911 RSR, are the two all-new GTE-spec cars set for their first official competitive outings in IMSA WeatherTech SportsCar Championship competition during the three-day mandatory test.

While having already completed private testing at the 3.56-mile oval/road course, Garcia believe every lap will matter in their plan for the weekend.

“There is a lot to discover and develop,” Garcia said. “Usually your starting point is better than what you previously had.

“But this is completely different. We are still in the early stages with this new Corvette.

“There will be big steps for sure.

“I don’t know when we will get to the point where we will start making little steps. We need to run this car and we need to race it to find out where we are against our competition.

“We are concentrating on our own work. Whenever it becomes race time, we will know where we actually are.”

Garcia’s new full-season co-driver Jordan Taylor said they won’t necessarily be concerned about pace at the Roar, which will also set the pit lane and garage allocations through a qualifying session on Sunday morning.

The 28-year-old, who makes the switch from his family’s Wayne Taylor Racing operation, said little things, such as driver changes, will be a focal point as well once they achieve the targeted baseline.

“As many laps as we can get at the Roar and going through the program, getting all the drivers on the same page from a setup point of view and then the little things like pit stops and driver changes will be different than what we’ve had in the past,” he said.

“The car is a little more tricky to get in and out.

“Understanding that muscle memory of the process of getting in and out, where the seatbelts go, where the drinks bottle is, where the air hose goes… those little details that we haven’t refined that were refined with the C7.R are things that will show up in a 24-hour event, so those are things we will need to check off the list at the Roar.”

Gavin: “Very Structured” Plan for Weekend

Team veteran Oliver Gavin, who returns to the No. 4 entry alongside Tommy Milner, said that coming away with achieving 60 or 70 percent of their list will be considered a “big win” over the weekend.

“The team is going to have a very structured plan,” Gavin said. “And that’s one of the things that’s so good about Corvette Racing. We plan our time and fundamentally understand what all we have to work through and the list of things we need to achieve.

“The third drivers will need time in the car. We’ll all have to work through that program and procedure as best we can.

“Certainly we’ll learn a huge amount every time we go on track just with how certain tires work, how the braking package works, the aero setup, weight placement… all kinds of different thoughts that the team will look to work through.

“We know that of that list of 50 things we want to try and achieve, the chances are that if we can come away with 60 or 70 percent of that done, it’s a pretty big win.”

Original Source; John Dagys. Sportscar365


Electric Corvette breaks top speed record at 211.8 mph (340.85 km/h)

Genovation broke its own record with its all-electric Corvette supercar by achieving a top speed of 211.8 mph (340.85 km/h).

At this point, we have been reporting on Maryland-based custom carmaker Genovation’s effort to bring an all-electric Corvette to market for years now.

They were supposed to launch their car, which they call the Genovation GXE, in 2018, but they are now talking about 2020 deliveries.

In the meantime, they have been breaking electric top speed records with their prototype.

In 2016, their modified battery-powered Z06 Corvette reached a record-breaking speed of 205.6 mph.

A year later, they broke their own record with a new top speed of 209 mph.

They have kept working on their prototype, and they now announced that they have achieved a new record top speed of 211.8 mph (340.85 km/h):

Andrew Saul, CEO of Genovation Cars, commented on the new achievement:

Andrew Saul, CEO of Genovation Cars, commented on the new achievement:

During the December test, we broke our previous speed record that was set in September of this same year. That earlier record run was hampered by strong crosswinds, so we were confident that under better weather conditions we could improve upon that result.

He added:

We are thrilled to be the only electric car manufacturer to not only test our vehicle’s record-breaking capabilities, but to validate and achieve this milestone not once, not twice, but three times. Based on the early analysis of the data generated from the new record, we’re confident that we can gain efficiencies which will result in further top end speeds.

The vehicle is equipped with a seven-speed manual transmission (optional paddle shifting eight-speed automatic), which can definitely help reach higher top speeds than single-speed vehicles, like most EVs available today.

However, when it comes to the range, the Genovation GXE is limited to what the company refers to as “more than 175 miles on a full battery charge.”

Original Source: Fred Lambert; Electrek


Why the C8 Corvette Stingray Is So Quick

The mid-engine Corvette hits 60 mph in 2.8 seconds. Here’s how.

We could forever debate the philosophical implications of the Chevrolet Corvette’s switch to a mid-engine layout, but when it comes to physics, the repercussions are clear: moving the Corvette’s heaviest component behind the driver has a dramatic effect on the car’s ability to accelerate.

The Z51-package C8 and the outgoing Z51 C7 have similar weight-to-power ratios, yet the new car can sprint to 60 mph almost a second sooner. To understand why, you have to remember that a tire’s grip is related to the mass it carries. To maximize a powerful car’s ability to accelerate, you want weight over the driven wheels—but only enough so that the car can put its power to ground. Once you’ve accelerated and upshifted to a speed where traction isn’t a concern, weight is acceleration’s enemy. The trick to making a powerful car quick, then, isn’t to make it heavy. It’s to manage where the weight lies.

The front-engine, rear-drive C7 had a front-to-rear weight distribution of 49/51 percent—roughly 1750 pounds on its rear tires when the car wasn’t moving. The mid-engine, rear-drive C8 carries less of its mass on the nose—there are 2210 pounds on the rear tires when stationary. That’s 460 pounds more, which means considerably more available traction at the rear wheels.

Because weight shifts rearward under acceleration, that figure only improves as the car gains speed. To take advantage of this additional traction, Corvette engineers fulfilled their God-given purpose: they sent more torque to the rear wheels. Compared with the automatic-transmission C7, the C8’s first gear is a massive 21 percent shorter—the new car’s rear wheels experience a torque increase of more than 20 percent from that change alone. When you factor in the 10 lb-ft bump from the new V-8, the LT2, the C8’s rear wheels receive an additional 1350 lb-ft. No wonder the new Corvette wears 305-section rear rubber in place of the C7’s 285s.

Those gearing changes alone would account for almost half of the C8’s amazing 0-to-60 gap over the old car—a 1.0-second advantage. The rest, of course, is a function of the available traction at the rear tires, the LT2’s 35 additional horsepower, and finally, the dual-clutch transmission. Which can both shift without interrupting power delivery and perform a perfectly violent launch-control clutch dump.

And violent it is. The C8’s peak acceleration is just over 1.0 g, occurring almost a second after launch. That figure dwarfs the C7’s 0.7-g peak. And in case you’re wondering, at those respective peaks, the C8’s rear tires are under 2900 pounds of load, and the C7’s carry only 2150. The same dynamic weight distribution affects braking. Additional weight on the rear of a C7 would even out braking performance—under 1.0 g of deceleration, the car’s front wheels carry 66 percent of the car’s total mass, while the C8’s deal with just 57 percent. This means the braking components up front can be made smaller, and indeed they were. Front rotors shrank from 13.6 to 13.3 inches, and the rears grew, from 13.3 inches to 13.8.

Braking distances didn’t really change relative to the C7, but the C8’s switch to a brake-by-wire setup (there is no direct, physical connection between brake pedal and hydraulic system) carries a number of advantages. GM says the change allows for the deletion of the traditional brake booster and vacuum pump, moves that give more front-trunk space and better sightlines.

Those are certainly benefits, but they’re unlikely to be the real reason for the switch. Consider the by-wire system a tacit admission of a forthcoming hybrid Corvette. (Hybrids and most electric vehicles use blended brake systems that can continually shift braking duties between electric regenerative braking and the conventional friction brakes. The drawback is inconsistent and unusual pedal feel. A by-wire pedal eliminates this.)

Once we start thinking about a hybrid Corvette, the mid-engine layout really starts to pay dividends. Namely, the possible installation of electric motors on the front wheels, to provide all-wheel drive. Another traction path that would not have been possible with a front-mounted engine.

Finally, the mid-engine car’s added rear traction will be a huge benefit to the inevitable high-output internal-combustion variants. Like our C8 test car, the base C7 easily put its power to the ground. Only the supercharged Z06 and ZR1 models had trouble—and the next ones will have less. Add in electric all-wheel drive with torque vectoring across the front axle and it’s clear why the Corvette switched to a mid- engine layout.

Hang tight, my little puppy dogs, because this is going to be one hell of a thrill ride.

MISSING THE MANUAL

There’s only one reason to celebrate the death of the manual transmission in the Corvette: the C7’s seven-speed was geared so long that it sapped the punch out of holeshots. Able to achieve more than 50 mph in first (56 mph on C7s without the Z51 package), the front-engine car’s off-the-line acceleration wasn’t nearly as brisk as its mid-engine successor’s. First gear in the C8’s twin-clutch automatic multiplies torque by an extra 50 percent compared with the old manual—in fact, second is almost as long as the manual’s first. Gearing a manual C8 with ratios similar to those of the dual-clutch would slow the 0–60 sprint by the time it takes to make the two shifts between a standstill and 60. The delta would likely be about half a second.

I don’t know about you, but I’d be fine with a manual-transmission C8 capable of 3.2 to 60. On second thought, there’s no reason to celebrate the death of the Corvette’s manual transmission. Now get off my lawn.

Source; Jason Cammisa- RoadandTrack


Chevy Corvette C8 vs. Ford Mustang Shelby GT500: A Track Comparison

Forget Mustang vs. Camaro. Ford’s Shelby GT500 is ready to challenge Chevrolet’s flagship C8

Mustang vs. Corvette? Go ahead, pinch your thumb and index finger to the bridge of your nose, squint your eyes, and blink hard. When you look again, the words on the page won’t have changed.

Rarely has MotorTrend conducted (or concocted) such a bold comparison. But it’s a mad, mad new world we’re in now. Forget the Blue Oval’s sacrosanct rivalry with Camaro, which had always left the Corvette to chase the elusive, pricier Porsche 911.

Oh sure, the base pony car models will still compete, same as always. But the top-end Mustang GT500 is so excellent it deserves higher-octane competition. The final piece of evidence: The Mustang Shelby GT500 costs more than Chevrolet’s new mid-engine Corvette supercar when similarly equipped. Game on.

The C8 Corvette and Shelby GT500 have stirred up more buzz than anything else that’s come from the Motor City in recent memory. After decades of teases and concepts, the ‘Vette finally slides the engine back in the chassis to join the transaxle aft of the driver’s derriere. And after the extremely successful Shelby GT350, which finished a sharply creased second place in our 2019’s Best Driver’s Car, Ford brought in even heavier artillery with a load more horsepower and torque.

These two contenders offer different kinds of appeal, both inspiring great desire in the high-performance enthusiast world. Both offer capabilities that measure well against far pricier foreigners, without the kind of sacrifices that used to come with the label “Made in America.” Gone (mostly) are the long-muttered utterances about cheap features and fixtures, crude handling, and lack of refinement.

Of course, when you look inside these two cars, there’s an immediate difference. The Corvette is an American interpretation of a mid-six-figure European supercar; the Shelby has nearly the same interior as that rental Mustang convertible at the Hertz counter at LAX—albeit with better seats and some minor brightwork tacked on to disguise its cheesy rotary shift knob and plasticky switchgear. Ford’s interior guys still have some work to do before they can declare their Shelby variants to be world-class premium.

But this is not a comparison test for value shoppers who peruse our Buyer’s Guide, niggling over inches of legroom and warranty coverage.

This is a track test—the literal interpretation of where the rubber meets the road.

The C8 Corvette has come of age—finally, I might add—with a style and behavior that bring to mind a word like “sophistication.” The Corvette’s new shape will sit well with the German and Italian exotica in the valet lot at the country club.

The Shelby GT500 comes from another, more purely American place, the pony car. But since the arrival of the S550 chassis in 2015, the muscular Mustang and its more powerful derivatives have risen above the hot rods of yore, to compare well with European icons.

The ‘Vette excels with exotic appearance, precise and agile handling, and balanced power with a nice rush of strong, smooth, jetlike urge. The Muscle-tang crushes like a bodybuilder with brains. Its huge forward forces do not overwhelm its chassis, as in many of the beloved classics we’ve known before.

The C8 Stingray carries a lithe, striking new shape that will grab attention from a block away. Its lines do a terrific job of conveying more of a sense of value and beauty, yet it’s still imbued with a half-century-plus of genetic identifiers. I predict this car will generate more than a few “Oh, wow!” reactions from the public long after it has gone on sale.

The Mustang is a beefed-up beast with bulging biceps, based on our well-known sporty coupe. It will light up the pony car crowd, certainly. But among the elites, the Shelby’s familiar muscle-bound shape may still result in upturned noses, window-rattling V-8 rumble or not. Where the Mustang scores more points in this contest is in its competence in motion.

At speed, the ‘Vette’s strongest dynamic assets are described in a list of two: first, low polar moment, and second, forward traction. Chevy engineers have created a machine that benefits in exactly the ways it should: more centralized mass and the resulting rearward weight bias.

The Corvette has long been the bad boy of the racetrack, the Bart Simpson of supercars: rude, loud, cheap, unpredictable, and hard to handle, but fast and fun in its own brash way. Now, the Corvette has finally grown up. The C8 Corvette is more sophisticated, capable, and mature.

When the majority of the weight in a chassis is nearer the center of gravity, the car will change direction more eagerly. Formerly carried way up front under those arching fenders, the big engine actually resisted the steering tires as they tried to pull that hunk of metal around to face the apex of a turn. The amidships engine makes the steering feel responsive, more direct, and more precise. It’s less work. The new ‘Vette slices its way into a bend in a most delightful way.

Too much, sometimes—and this is the tricky part of the setup. Quick response can overwork the rear tires and create oversteer. In several high-speed tests, and again here at Virginia International Raceway, we have found some of that in the C8’s track personality. It really will point to the apex entering a corner and sometimes overdo it and end up sideways, with the widely adjustable stability control switch fully off (thank you for providing us with that choice, Chevy).

But when you apply your American V-8 torque, then you find the greatest improvement in driving the American Sports Car: It puts ponies to pavement. The C8 hooks up. Chevy has taken advantage of placing the engine over the rear wheels, and that loading successfully creates forward thrust far better than any Corvette before. The new ‘Vette launches hard from a slow corner or a stoplight/dragstrip. Check out that 0-60 time, beating cars with far higher power ratings and even some with all-wheel drive. That, my friends, is traction.

In fact, the ‘Vette transfers weight rearward so well that it sometimes goes into another kind of slide: understeer. The front loses grip a bit prematurely as a result of the light front loads. What to do? Is it bad? No, but this is a brand-new baby, and there’s still something to be learned. We believe we will see the C8 Corvette improve further as the Chevy team learns more about this all-new mid-engine phenomenon.

In street-tuned mode dashing around VIR, the ‘Vette revealed deliciously instant steering response. It was quick and stable as I carved into a corner, and it revealed snappy trailing-throttle oversteer when I released the brake. Both are clearly influences of the mid-engine low polar moment.

As I accelerated off slow corners, like VIR’s Oak Tree, the C8’s ground-gripping traction rockets the car forward, and it remains well balanced even though it feels like it might wheelie. I found a consistent gradual side slip in third and fourth gears exiting faster sweepers. The C8 has more power oversteer at 80 mph than it does at 40, which is unusual.

The new Corvette’s braking was strong and stable with moderate nose dive. There was some isolation, if not the degree of e-pedal numbness I feared, and the brakes were cooled with some really nice Z51 brake ducts. Last, there was no more float, better suspension damping, but not harsh.

Crawling under the hood, we then adjusted the C8’s suspension to its track settings—which simply comes down to much more negative camber, front and rear. When added to the 8 degrees of caster (the same in Street or Track mode), the Corvette creates camber gain when the wheels are turned, which is especially good for tight turns, and a strong self-centering force for stability and good on-center feel.

High caster will also cross-weight a chassis because the outside wheel swings in an arc upward as the inside wheel swings down. These will both typically work to reduce the understeer that we squawked about in earlier tests.

The effect of the added camber was much improved grip everywhere, reducing but not eliminating traits of midcorner understeer and drop-throttle oversteer and raising speeds with better manners. The basic traits of midcorner understeer and trailing-throttle oversteer were still there, just not as much.

In Track setup, the Corvette’s lap times improved by 2 to 3 seconds with less falloff and better grip on a long run. Tying this all together was an eight-speed dual-clutch transmission that worked quite well at full chat, completing the performance of a much improved product. Far more than deserving of the title, this fresh offering is a 21st century new chapter, with more room to improve. One step back with the engine is a giant leap forward for the Stingray.

The GT500, on the other hand, has sprung from the loins of another highly regarded thoroughbred, the GT350. As such it comes from a known source that has been developed for years. It shows on track, especially.

Whereas the C8 is precise, the GT500 hoons. Toss it around. Grab it by the scruff of the neck. This pony encourages aggression. Its version of refinement manifests in confidence for the driver. And the GT500 works in both standard and Carbon Fiber Track Pack form. It is beautifully balanced on track. The steering stays alive all the way through a corner. Quick turn-ins show no evil twitches. Pouring on the ponies rockets it down the straights, and slides come slow and controllably. Within reason.

There’s that word again: reason. Use it when you squeeze down the Shelby’s accelerator. The supercharged cross-plane Coyote-based V-8 clearly makes all of its advertised 760 horsepower. This is another step into the Brave New World of high technology, and overeagerness with that gas pedal will be rewarded with jail and/or hospital time.

Every one of those ponies made themselves known as the Mustang devoured the long back straight at VIR, touching nearly  170 mph, lap after lap. No power fade here, unlike some other American blown V-8s making similar numbers.

The Coyote belts out a stirring bellow or calms to quiet as a mouse with just a switch of the electronic valves in the dual exhaust, allowing you to decide whether to wake the neighbors.

All that thrust goes through a new Tremec dual-clutch seven-speed that exhibited fine behavior on the street and flat out. Manual shifting during a hot lap is just a distraction, and the GT500’s auto mode rivals Porsche’s PDK (yes, really) and does everything I would do, anyway. It even had the savvy to hold a higher gear in places rather than constantly throw out raucous downshifts.

On straights, there’s a rewarding “over-torque” feature that gives a little extra shove on each shift, like a manual power shift. Yet in corners, I felt the Tremec smooth those out. Impressive. The track program is really dialed in. The Ford team should be proud.

This thrust twists a trick carbon-fiber driveshaft into a Torsen gear-type limited-slip differential—a good choice for a front-engine chassis because it doesn’t lock up much off power. This helps get the GT500 pointed into the turn, and it’s also a non-wear item, unlike the clutch-type diffs.

If the driver remains very responsible with the right pedal, the Shelby is responsive and stable. The MagneRide shock system soaked up the curbs and bumps, but it floated a bit under the loads of pro speeds. Happily, though, when the PS4S tires did break loose, it was mostly a gradual, even enjoyable experience. The GT500 has that magic combination of steering response at the limit: the ability to tighten its line while loaded laterally in the middle of a corner, without losing grip at the back.

The Shelby handles this great grunt very well—even with its traction/stability control fully disengaged. (I don’t recommend this unless you’ve completed several professional driving schools, one of which Ford offers with the purchase of a GT500, or have won Daytona at least once.) It’s an incredible thrill, breathtaking, to lay the pedal to the metal. But it requires skill to handle that thrill.

Stopping this rig were perhaps the largest rotors (16.5 inches) and Brembo calipers I’ve yet to experience. Although the big Shelby could dive deep, deep into the tight corners VIR presents at the culmination of its long straights, it was here I could find my only real complaint: a bit of a long brake pedal, which was a little disconcerting at 170 mph. No fade but some squish. They even bled the brakes for me, yet both test Shelbys felt spongy. This was surprising because I recall complaining that the GT350’s brakes were too strong, requiring only a big toe. Perfect would be somewhere in between

The incredible performance capability of the new Shelby (especially with the Carbon Fiber Track package) moves the Mustang into the supercar realm, it pleases me to claim. Both Shelby models provide such thrills that they represent good value even at these prices—driving with confidence-inspiring and consistent speed that is rare to find at any price.

So, to the numbers: Lap times for the C8 Z51 and the standard GT500 were quite comparable, though achieved in different ways. The Shelby evaporates the straights; the C8 carves the corners.

The Shelby carries the load of your family, so in spite of its fantastic, predictable balance, the Corvette can leave it in the twisties, driven precisely.

Once we tried the GT500 equipped with the Carbon Fiber Track package, however, it was all over for the street ‘Vette. The CFTP Shelby is magic on the racetrack, wearing R-compound Sport Cup 2s, carbon wheels, lower and firmer springs/bars/shocks, a proper wing and hell-yes-they-work aero fitments, and much more. Fire it up, and the Shelby is long gone in a blaze of glory.

So here’s the greatest difference between these fantastical motorcars. Shelby: raging, proficient power. C8 Corvette: precision, potential, and style. The price, similar. The choice, yours. The pleasure, ecstatic.

Source; Randy Pobst: MotorTrend


This Corvette achieved supercar-rivaling speed without a single drop of gasoline

Several companies are developing electric supercars but, for now, the fastest one of all is a modified Corvette.

Maryland-based Genovation Cars built an electric Corvette called the GXE, and that car just hit 211.8 mph at the Kennedy Space Center in Florida. That’s the same as a Ferrari SF90 Stradale. Genovation claims that is also a world record for a street legal electric supercar, but the company was competing against itself. The GXE set the previous record of 210.2 in September 2019.

The GXE boasts 800 horsepower, which is 45 hp more than the 2019 Corvette ZR1 — the most powerful production Corvette ever. The GXE is also based on the same C7-generation Corvette platform as the ZR1, rather than the mid-engined Corvette C8. However, the GXE is a hair shy of the ZR1’s 212-mph top speed — for now, at least. Genovation claims the electric car is capable of more than 220 mph. It will need that kind of speed to beat an upcoming crop of electric supercars.

Croatian firm Rimac claims its Concept Two will reach 258 mph, while the Japanese Aspark Owl boasts a claimed top speed of 248 mph. Running prototypes of both cars exist, but no customer cars have been built, and their manufacturers’ top-speed claims have not been independently verified. The second-generation Tesla Roadster has a claimed top speed of 250 mph, but the car hasn’t gone into production yet. The same goes for the Lotus Evija, which will surpass 200 mph, according to its maker.

The Bugatti Chiron remains the fastest car in the world, having achieved 304 mph in August 2019. A handful of other automakers are eyeing the 300-mph barrier, but with gasoline rather than electric power. While electric motors can produce absurd amounts of horsepower (of the cars listed above, the GXE is the least powerful), heavy battery packs put electric cars at a disadvantage when it comes to weight.

The GXE isn’t exactly a stripped-down track car, either. It comes with adaptive suspension, a 10-speaker JBL audio system, and 10.4-inch central touchscreen. Genovation plans to build a limited production run of 75 cars, with the first customer deliveries expected in 2020. The company previously quoted a price of $750,000, which could buy you 12 gasoline-powered 2020 Corvettes.

Source; Digital Trends– Stephen Edelstein


2020 Chevy Corvette Widebody Rendering Looks Seriously Sinister

The 2020 Chevy Corvette changed the game for the iconic model by putting the engine behind the passenger compartment for the first time. We’re still months away from the C8 Corvette entering public hands, but that hasn’t stopped HugoSilva Designs from imagining a new Corvette with a downright sinister widebody kit that does little to quell the Corvette’s already busy styling.

The trio of renderings shows a lowered and stanced Corvette with the wheels pushed to the corners and new sheet metal to cover them. At the front, there’s an aggressive lower front fascia that hovers inches above the ground. The new front fenders arch over the big wheels tucked underneath. The design probably increases engine and brake cooling.

At the rear, the tires receive new, wider fenders that enhance the car’s already pronounced hips. There appear to be additional vents at the back of the new fenders, likely aiding in cooling. The lower rear fascia is new, while the bumper has carbon fiber accents. The exhaust tips are unique; however, they do maintain the stock car exhaust’s general shape and design. Then there’s the massive rear wing completes the widebody kit. You can see hints of Lotus in the car’s design from certain angles, too, but it’s only a passing resemblance if you squint.

One aspect of the new Corvette that’s flown under the radar since its debut in July is the aftermarket scene. Tuners and the Corvette go back decades, and they’re not abandoning the mid-engine Corvette just because the engine moved. There will be body kits, intake and exhaust systems, and more for the car when it arrives, allowing customers to customize their ride further or increase its performance.

Right now, the automaker is preparing for the new model’s launch and is seeking new employees to help with it. Production for the Corvette is set to begin in February with customer deliveries following. General Motors missed its self-imposed deadline of beginning production by the end of the year due to the UAW contract strike that lasted six weeks.

Source: HugoSilva Designs via CarScoops


World Cup racing resumes in Lake Placid on Friday

World Cup racing resumes in Lake Placid on Friday

LAKE PLACID, N.Y. (Dec. 12, 2019)– The second week of bobsled and skeleton World Cup racing begins tomorrow at the Olympic Sports Complex in Lake Placid. This weekend will feature skeleton races for the women and men, a women’s bobsled competition, and double four-man bobsled races.

The detailed schedule is as follows, with all times listed in EST:

Friday, Dec. 13
10 a.m.: Women’s skeleton heat #1
11:30 a.m.: Women’s skeleton heat #2
2 p.m.: Men’s skeleton heat #1
3:45 p.m.: Men’s skeleton heat #2

Saturday, Dec. 14
10 a.m.: Four-man bobsled heat #1
11:45 a.m.: Four-man bobsled heat #2
2 p.m.: Women’s bobsled heat #1
3:45 p.m.: Women’s bobsled heat #2

Sunday, Dec. 15
10 a.m.: Four-man bobsled heat #1
11:45 a.m.: Four-man bobsled heat #2

Savannah Graybill (Denver, Pa.), Megan Henry (Roxbury, Conn.) and Kendall Wesenberg (Modesto, Calif.) will represent Team USA in the women’s skeleton competition, while Andrew Blaser (Meridian, Idaho), Austin Florian (Southington, Conn.) and Alex Ivanov (Carlisle, Mass.) will compete in the men’s race.

Wesenberg led USA Skeleton last weekend with a sixth place finish, while Florian was the top men’s finisher in 14th. Henry, Blaser, and Ivanov made their World Cup debuts last weekend. The team is eager to medal on home ice before the tour heads to Europe.

Two American sleds are entered into the women’s bobsled race. Three-time Olympic medalist Kaillie Humphries (Carlsbad, Calif.) and Olympic silver medalist Lauren Gibbs (Los Angeles, Calif.) will once again team together. Humphries and Gibbs aim to repeat their gold medal performance from last weekend’s season opening race. Brittany Reinbolt (Searcy, Ark.) and Sylvia Hoffman (Arlington, Texas) narrowly missed the top-six last weekend, and are hungry to podium on Saturday.

Hunter Church (Cadyville, N.Y.) put together two strong fifth place finishes in last weekend’s double two-man races, and the 23-year-old is eager to get back on ice in four-man, which he considers his specialty. Josh Williamson (Lake Mary, Fla.), Jimmy Reed (Garmisch, Germany), and Kyle Wilcox (Tampa, Fla.) will compete with Church in both races.

Codie Bascue (Whitehall, N.Y.) continues to battle back from a hamstring injury sustained during team trials. He will race with Blaine McConnell (Tacoma, Wash.), Adrian Adams (Reidsville, N.C.), and Kris Horn (Pembroke, Mass.) in the first race, and with McConnell, Chris Kinney (Stockbridge, Ga.), and Horn in the second competition.

Geoff Gadbois (Milton, Vt.) is scheduled to race with Chris Avery (San Diego, Calif.), Kinney, and Dakota Lynch (Boise, Idaho) on Saturday, and Avery, Adams, and Lynch on Sunday.

Please contact USABS Marketing & Communications Director Amanda Bird at 518-354-2250, or amanda.bird@usabs.com, with media inquiries. Media interested in attending either weekend of racing can apply for a credential at https://www.whiteface.com/media.

About USA Bobsled & Skeleton
USA Bobsled & Skeleton (USABS), based in Lake Placid, N.Y., is the national governing body for the sports of bobsled and skeleton in the United States. USABS would like to thank its sponsors, suppliers and contributors for their support: BMW of North America, Under Armour, Kampgrounds of America, BiPro, Boomerang Carnets, Hudl, Tesa Tape, PVS International, Ferris Mfg. Corp, Machintek, deBotech and Carpenter. For more information, please visit the USABS website at www.usabs.com.


Ode to the Burnout

Save your letters. we know better.

Thanks to the curiosities of a liberal-arts education, I found myself with a 21-credit workload in my last semester of senior year, one that included a seminar on John Milton’s Paradise Lost. Published in 1667, the epic, 10-volume poem wraps itself around the biblical fall of man, painting a picture of humanity’s temptation from Satan’s view. Our professor argued that, deep down, Milton saw temptation as a kind of litmus test for the soul.

This story originally appeared in the December 2019 issue of Road & Track.

If that’s true, Performance Car of the Year might well be the bar exam for moral fortitude. Spend a week in the world’s most spectacular cars. Visit a beckoning track and some of the country’s best roads. Don’t go weak in the knees at the soprano trill of a 600-hp, twin-turbocharged 3.8-liter McLaren V-8. Try not to think too hard about being one of the first people on the planet to get your hands around the neck of the mid-engine Corvette. Be a good boy. But as John Henry opined, a man ain’t nothing but a man. We were somewhere outside Tahoe when that wide lake of asphalt and six days of sleep deprivation finally got to me. I’d spent the better part of a week pretending to be a professional. But when I found myself alone, in the first mid-engine Corvette, with acres of empty ski-park pavement ahead, no amount of restraint or discipline could stand up to desire. I had found my garden, and the serpent was waiting.

I’m more of a middle-path kind of guy, anyhow.

Burnouts and donuts, juvenile as they may be, are as pure a celebration of the automobile as you’ll find. Sports cars are wrapped up in the quandaries of personal freedom more than any other vehicle on four wheels, in pushing the bounds of legally and socially acceptable behavior. We do the math every time we choose to take the convertible to work instead of the family crossover, when we push a brake zone a little deeper, when we lean on the accelerator while chasing shadows up a mountain. Or when we turn the rear tires to billowing clouds. Modern life is increasingly a series of confined boxes, and a sports car fits in none of them.

A good burnout isn’t entirely frivolous. If you listen, it will tell you a thing or two about the people who put the car together. In this age of eager litigation, some automakers simply deny you your inalienable right to light tires on fire. Doesn’t matter how many systems you shut off, a digital overlord will step in and pull power until you get back to acting like an adult. On a certain level, it makes sense. If you sat down and designed a sports car by bullet point, listing necessary functions on a spreadsheet, a burnout would be last on the list. Apart from drag racing, the act serves no logical function. But it’s such a fundamental question: Who’s in control of this vehicle? You or some attorney in Michigan?

This next-generation Corvette has moved the badge further from its roots than any Vette before. And from the moment I saw it sulking in the California sun, I needed to know if the thing remembered how to be America’s sweetheart. So I switched off everything and leaned into mechanical masochism. Somewhere, Satan smiled. The car performed a perfect pirouette, that pushrod small-block screaming at the sky while the tires went to vapor. A devotional to free will. Automotive enthusiasm’s shit-eating grin.

If God really wanted us to be good all the time, he wouldn’t have planted that apple tree. Or given us rear-wheel drive.

Original Source: Road&Track


Wild, Over-The-Top SEMA-Shown 1967 Corvette Sting Ray

There are several approaches one can take when they set out to restomod a Corvette Sting Ray from the ground up. A person can begin with a perfect example of a factory original car or they can find a Sting Ray in need of so many repairs that the average person would choke at the expense needed to bring it back.

For Dr. Van Bingham, there was a specific plan. The choice was to find a clapped-out Corvette, and it had to be a 1967 Sting Ray coupe. Owning a C2 Corvette Sting Ray has been a lifelong dream for Van. Years ago, at 18 years old, he found a 1969 Corvette L88 for sale but didn’t have enough to buy it. Coincidently, another doctor Van knows—a specialist in his same field—bought that ’69 L88 and years later sold it for a reported $550,000.

How Van ended up owning a ’67 Corvette Sting Ray so far over the top in comparison to a garden-variety ’67 Sting Ray can best be attributed to “one thing leading to another.” Tray Walden at Street Shop referred Van to B Rod or Custom in Knoxville, Tennessee, and the project grew wings from there. The car selected was a $25,000 big-block ’67 coupe that turned out to be a lot rougher than first thought. Upon dismantling the ’67, B Rod’s Larry and PJ Burchett discovered the birdcage was rusted out far beyond usefulness. That set the wheels in motion to fabricate a new birdcage and ultimately created a new product for B Rod to offer Corvette owners.

The starting point for the project was to commission Eric of Eric Brockmeyer Design to pen a concept illustration for Van to approve. The chassis, as is for all Corvettes B Rod builds, is from Street Shop and is constructed from mandrel bent 4×2-inch steel tubing and based around C7 suspension components. The front coilovers are QA1 and a 1-inch sway bar capped with billet endlinks spans C7 spindles carrying 14-inch Z51 disc brakes. The rack-and-pinion power steering is a Flaming River unit made to Street Shop specs steered with an ididit Corvette-style column topped with a Billet Specialties steering wheel.

The C7 rear suspension is damped with shock absorbers and springs custom-made for Street Shop to use with its in-house machined lower billet mounts. Rear brakes are Z51 discs and body roll is controlled with custom 3/4-inch sway bar. Cast in aluminum alloy, the Super 8.8 differential limits wheelspin with a Truetrac unit and packs 3.50 gears. Custom Street Shop axles are made by the Driveshaft Shop. Fashioned after 1967 Corvette N89 cast-aluminum bolt-on wheels, the one-off Forgeline wheels measure 19×9 shod with Nitto Invo 245/40ZR19 tires in front and 20×12 mounted with 345/30ZR20 tires in the rear.

B Rod designates Van’s Sting Ray a “Wide Body” because wide wheels demand a very wide space. From the quarter-panels forward to the nose, four inches has been added to the car’s width. B Rod manufactures complete Corvette bodies and Wide Body C2 creations using press-molded fiberglass. Equipped with C7 suspension, the Street Shop chassis requires modified floors, hence a B Rod-modified floor and widened wheeltubs were utilized. B Rod purchased a new roof deck, taillight panel and hood surround from Lee Bumb Composites. The custom-made billet aluminum grille by Dan Baker’s Alumicraft rests beneath LED quad headlights by RestoMod Tech. Dan’s Polishing Shop did the chrome-plating work.

In Larry Burchett’s words, “The next step in the process was forming new front and rear floor molds and fabricating new widebody quarters, doors, fenders and front nose. Once the body plug was complete, the long hours and tedious work began. First, molds were built, then parts made and then these were assembled around and onto the reconstructed birdcage. With the body completed, the next decision was color. Discussion entailed every color of the rainbow when green was settled on. PJ Burchett mixed several spray-outs for Van to choose from. Axalta Hot Hues candy green was a starting point, then a multitude of pearls were blended into the mix to create Vanguard Green.

Under the 427 Corvette Stinger hood lies a 427-inch 2018 LS7 mated to a TCI 6x six-speed paddle-shifted automatic overdrive transmission. A Vintage Air Front Runner serpentine system drives a high-amp alternator charging an XS Power AGM battery and a Sanden compressor pumping R134a refrigerant to Vintage Air air-conditioning.

Street Shop stainless steel fuel lines feed an LS Classic twin throttle body fuel-injection system supplied from a Rock Valley gas tank fitted with an Aeromotive internal fuel pump. B Rod commissioned Dan Dittberner Engineering to develop the CAD data to make a breather top and fuel rails. In keeping with the look of a 427 Corvette Tri-power air cleaner, B Rod handformed a set of coil covers with the look of big-block Rat valve covers. The cooling system consists of a DeWitts radiator and DeWitts twin electric fan shroud assembly.

As illustrated by Eric Brockmeyer, the rich tan leather interior by Steve Holcomb’s Pro Auto Interiors relies on custom fiberglass bucket seat pods by B Rod for shape and Dynamat to suppress heat and road noise. The sound system features an Antique Auto head unit with Rockford Fosgate speakers and amplifiers. Instrumentation is by Classic Instruments. The completion of Van’s 1967 Corvette Sting Ray Wide Body by B Rod took three years to the month, making its 2019 SEMA debut a massive success. Vette

Original source; John Gilber- HotRod


USA BOBSLED 2014 Olympians Silver Medalists

Nebraska native Curt Tomasevicz now has a silver medal for the 2014 Olympics — five years after the Olympic games.

Tomasevicz and the U.S. Men’s Bobsled team received their medals during a ceremony in Los Angeles Tuesday night.

The team’s bronze medals were upgraded after the Russian team was stripped of their gold medals for alleged doping.

Latvia’s team now has the gold.

“I think people felt bad we didn’t get the original experience but this time it was just celebrating our team – there was no one else on the podium. And it was great to do it on U.S. soil,” said Curt Tomasevicz.

The U.S. four-man team included Tomasevicz, Chris Fogt, Steve Langton and the late Steven Holcomb.

“Our pilot Steve Holcomb is no longer with us,” Tomasevicz said. “That’s the part that may bother me the most. Our podium moment has kind of been taken away from us. We didn’t get to celebrate together as a team and that’s just never going to happen now.”

Tomasevicz, the other two remaining members of the team, and Holcomb’s family are now using this opportunity to honor Holcomb.

“It’s really hard to explain whether it should be excitement or relief or what it is I guess, because he won’t be there to celebrate with us,” Tomasevicz said. “And I don’t know that we feel full justice has been served.”

While Tomasevicz and the team received their new medals on Tuesday night, they had to give the medals back after the ceremony. A grammatical error in the medal’s engraving must be fixed before the team receives their permanent medals.

Tomasevicz was also part of the 2010 Men’s Bobsled team that received gold in Vancouver.

He has retired from bobsledding and is an engineering professor at the University of Nebraska.

Original Source: 1011 Now


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