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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


Patience and understanding are more than necessary

If you’re waiting for an all new 2020 Chevy C8 Corvette, it’s only natural that you’re wondering when your allocation is going to come up. And, with production just now kicking off, it’s easy to wonder whether yours will be considered a 2020 or a 2021 model (and what pricing implications that will have on your bottom line.) I’m sure some of you have plenty of other questions too and now, thanks to Mike Furman – one of the most famous Corvette salesman in the world – we have some answers. Keep reading for a full update on the Chevy C8 Corvette and what’s going on behind the scenes.

CHEVY ISN’T PRODUCING C8’S SLATED FOR CUSTOMER DELIVERY YET

One of the most important things we’ve learned from Mr. Furman’s latest e-mail update is that Chevy’s Bowling Green Assembly Plant is exclusively producing C8 Corvettes, but none of them are going to make it into customer’s hands. According to Furman, all of the C8’s produced so far and those produced through the end of January, are all “captured test vehicles.” Now, no clarification beyond that was mentioned, but in most cases, these are the vehicles used to fine-tune the production process, make sure everything lines up the way it should, etc. Chevy could have other uses for these vehicles, but usually, they are destroyed or recycled once their purpose has passed.

IF YOUR ALLOCATION COMES AFTER THE 2021 MODEL YEAR SWITCH, YOU’LL PROBABLY PAY MORE

We all know that the initial 2020 models will be cheaper than subsequent model years, however, the difference in cost between the 2020 and 2021 models has yet to be revealed. In his latest E-mail, Mike Furman raised a very important point.

Pricing for 2021 models will probably go up, but historically GM has not raised the price by more than $2,500 year-to-year.

So, it won’t be outrageously more expensive if you receive a 2021 model over a 2020. And, as pointed out by Furman, the C8 Corvette landed at some $10,000 less than anyone expected anyway, so you’re getting one hell of a deal for a world-class sports car anyway.

C8 CORVETTE PRODUCTION FOR CUSTOMER CARS STARTS IN THE FIRST WEEK OF FEBRUARY

If you’re lucky enough to have one of the first customer car allocations (you’re probably not,) you could be riding around in your new Vette very soon.

The production of customer-bound cars starts in the first week of February and GM will begin delivery sometime after that.

And, if you were considering skipping the museum delivery because of not having paint film protection for the ride hone, you can now get XPEL applied at NCM Motorsports Park before you head our on your maiden voyage.

CHEVY IS LIMITED ENGINE TORQUE FOR 500 MILES BECAUSE YOU CAN’T FOLLOW INSTRUCTIONS

When news about Chevy reducing torque in the C8 Corvette during the break-in period hit the net, some people lost their minds. Well, there’s a damn good reason that Chevy has to do it, and it boils down to the fact that people just don’t honor the break-in period as they should. As quoted on Mid-Engine Corvette Forum it has to do with ensuring that the break-in period is honored and, while torque will be reduced by 25-30 percent for around 500 miles, it doesn’t really affect performance that much:

“For the 8th generation Corvette, we have taken it a step farther. With more weight on the rear, the car has more traction and we take advantage of that with more aggressive gearing. That translates into more torque multiplication and more loads in the driveline. We decided for the first 500 miles to limit maximum torque in first and second gears. The torque reduction is roughly 25 to 30% depending on which transaxle (standard or Z51) and which gear. That may sound like a big reduction, but in reality the car is still really fast.”

The basic principle is that this is done to make sure the engine’s components wear properly during break-in and, ultimately, helps ensure the longevity of the engine. Apparently, Chevy is still going to ask customers to take it easy on the car during the break-in period too, so do yourself a favor and don’t get into it until you pass the golden 500-mile mark.

JAY LENO WAS THE FIRST NON-GM-EMPLOYEE TO DRIVE THE 2020 CHEVY C8 CROVETTE CONVERTIBLE Z51

ENJOY THE CHEVY C8 CORVETTE EXHAUST COMPILATION FROM DRIVE615

Source Robert Moore;Top Speed


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


Fassler impressed after first laps in new Corvette

The waiting is over for Marcel Fassler. This weekend’s Roar Before the Rolex 24 was the first opportunity for the three-time Le Mans winner to drive the revolutionary mid-engine Corvette Stingray C8.8 — either in a test or even on a simulator — and he likes what he’s found.

“I heard really good things beforehand, so I was really looking forward to my very first drive,” said Fassler. “I finally got my first chance on Friday, and I am more than positively surprised how good and how much fun it is to drive. It’s difficult to compare both cars, because they are completely different in how they were built and set up, but this is a big step forward. I’ve enjoyed every lap in this car around the track.”

Fassler won GTLM honors as part of a 1-2 outing for Corvette Racing in his Rolex 24 debut in 2016, with his car prevailing by 0.034s in the closest class finish in event history. The 43-year-old Swiss driver enjoyed the changing conditions at the Roar — which have ranging from a warm Friday to a wet Saturday to a sunny but chilly Sunday — as he tested the silver No. 4 Stingray with Tommy Milner and Oliver Gavin.

“The weather this weekend is the best we could have,” Fassler said. “Now we know hot conditions, we know wet conditions and today we’ll work with colder conditions. Experience shows that everything can happen at Daytona. It can be super warm or freezing cold, or a lot of rain like last year.”

Antonio Garcia, who shares the traditional yellow No. 3 Corvette with Jordan Taylor and Nicky Catsburg, was also pleased with the progress of the C8.R.

“It’s going the right way,” said Garcia, a two-time Rolex 24 winner. “We’ve got to gather as much data as possible to prepare for the first race of the season — the first race for the actual car. It’s going to be very difficult for us, because we don’t know how the car is going to behave, with a lot of unknowns. I think we’re as prepared as we can be, and we are using this test to be even more prepared. So far, it’s going well. But in racing, you never know. We’re probably the best team out there to get with a new car, and so far it looks good and drives good. I can’t wait until the start of the race.”

Corvette Racing Program Manager Doug Fehan shares the optimism of his drivers.

“Everything operationally has worked out well,” Fehan said. “The cars are performing well. We haven’t had any major issues in durability and reliability — things we are looking for here. Every day we come out we write another page in setup and learning about the chassis and aero on the car. So every lap’s an important lap.”

Original Source: J.J O’Malley; Racer


‘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


Silver No. 4 completes Corvette C8.R unveiling

Corvette Racing; Corvette C8.R test; Daytona International Speedway in Daytona Beach, Florida; November 19-20, 2019 (Richard Prince/Chevrolet Photo)

Corvette Racing completed the unveiling of its brand-new C8.Rs with the predominantly silver No. 4 entry shown in private testing at Daytona International Speedway. The yellow No. 3 driven by Antonio Garcia, Jordan Taylor, and Nicky Catsburg was revealed last week.

The mid-engine halo car from General Motors replaces the ultra-successful front-engine C7.R and its many predecessors, which delivered victories at the Rolex 24 At Daytona, Mobil 1 Twelve hours of Sebring, 24 Hours of Le Mans, and numerous championships for the factory team based in Michigan.

The No. 4 will rely upon team veterans Oliver Gavin and Tommy Milner as its full-time drivers and Marcel Fässler, who slots in for the Michelin Endurance cup rounds.

Both C8.Rs return to Daytona for IMSA’s official Roar Before The 24 test, which runs from Friday through Sunday.

Marshall Pruett; Racer


2020 Chevrolet Corvette C8 Nurburgring Lap Time Is 7:28.30: Report

There’s plenty of video evidence of the 2020 Chevrolet Corvette C8’s presence at the Nürburgring, so it’s no surprise that that at least one of the C8’s numerous laps was a timed, balls-to-the-wall affair. Surprisingly, Chevy never revealed any lap times from any of the mid-engined car’s track sessions, but now there’s a report claiming that a lap time is pretty much on par with that set by a Lamborghini Huracan LP610-4.

According to Muscle Cars & Trucks, the C8 set a lap of the Nürburgring in 7:28.3. The aforementioned Lamborghini recorded a lap of 7:28 flat when tested by Germany’s Sport Auto, and over the course of a 12.9-mile, 154-corner lap, that’s well within the margin of driver error.

One has to be slightly skeptical of this claimed time, and not just because MC&T doesn’t disclose the source of its information—although the site has proven to be right in multiple claims surrounding GM products this year. The C8’s time is only some 11 seconds quicker than that set by a C7 Z51 in poor conditions, and with the gains made to the Corvette’s transmission and 6.2-liter V-8 in the C8 generation, it feels like that margin should be much bigger. Admittedly, almost everyone who has driven the C8 near its limits so far seems to say that the car’s suspension setup is a work in progress and that there’s a ton of untapped potential in the chassis. This means that quicker times may yet be possible even without increasing the Corvette’s power output.

But since the C8 is at least semi-believably as quick around the ‘Ring as an entry-level Lamborghini, we can only fantasize about what times the faster, seemingly inevitable Z06 and ZR1 will achieve. We know that one of the two will drop the cam-in-block, cross-plane crank 6.2 for a C8.R-derived V-8 with a lightweight flat-plane crank and dual overhead camshafts, which will offer greater horsepower per liter—and potentially a broader rev range.

This engine is rumored to make as much as 600 horsepower and 620 pound-feet of torque, though there’s no telling whether it’ll arrive on the scene for the Z06 or the ZR1 (or its equivalent), which will reportedly gain an electrified front axle and twin turbochargers for a total output of 900 horsepower. The mere concept of a Corvette with McLaren P1-level performance is enough to make anyone wave the Stars & Stripes.

The Drive contacted General Motors for a statement on the C8’s alleged lap time, and we will update when we receive comment.

Source; James Gilboy- The Drive


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


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


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

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

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

Motor Trend links:

CORVETTE CONVERTIBLE

OMG NEW CORVETTE

C8 ENGINE AND TECH

FUN STUFF

Original source: Motor Trend


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

Photo Credit: Kevlar Bike- Corvette Forum

Inside General Motors’ headquarters known as the Renaissance Center in downtown Detroit is a large turntable that is currently featuring all eight generations of the Chevrolet Corvette. The new eighth-generation iteration of America’s Favorite Sports Car is a 2020 Corvette Stingray Convertible painted in Shadow Gray Metallic.

A Youtuber named portcarlingboats captured a minute of video as the new C8 Convertible spins by him on the turntable.

The visible cues on this Corvette show that it’s a non-Z51 model but it’s loaded with some great looking options that include the two-tone Natural and Black seats, Spectra Gray Trident Wheels and red brake calipers. We also prefer the bright Corvette emblems to the the darker versions on this exterior.

From portcarlingboats via YouTube:

Corvette C8 convertible on display at the GM Headquarters in Detroit Michigan on Sat Nov 23 2019; part of 8 generations of corvette convertibles on a rotating display from 1953 to today; C8 supercar, exotic car, european sports car; this is the car that will change the automotive for years to come; can’t wait for the all electric version to come- No sound

On his original post on the Corvette Forum, Kevlar Bike tells us he is Canadian and that the C8 Corvette on display inside the GM’s HQ is the closest C8 Corvette on display so he made the trip to check it out.

Shadow Gray is one of those colors that change drasticly when viewed in the direct sunlight and the lightings inside the RenCen does nothing to show-off the varying hues within. As a comparision, here is a quick walkaround of a Shadow Gray Metallic C8 at the NCM earlier this year from CorvetteBlogger contributor Jeremy Welborn:

Source:YouTube via MidEngineCorvetteForum.com


Most Expensive 2020 Chevy Corvette Convertible Costs $113,955

Configurator with pricing info is up, so we’ve decided to max it out.

We’ve been periodically checking Chevy’s website for the Corvette C8 Convertible configurator ever since it went up at the beginning of October to see if there’s pricing available. You can finally know how much the desired spec is going to set you back as the configurator now has all the pricing details included. Much like we did with the coupe a few weeks ago, we’ve decided to max out the online builder in an attempt to find out how much a fully loaded Stingray Convertible costs.

We’re not going to go through each and every option as we did in the previous post because most of them are identical. It’s worth pointing out the convertible commands a $7,500 premium over the coupe and it starts at $67,495 for the entry-level 1LT. Go for the better-equipped 3LT and the price jumps to $78,945, and then you can add this $995 Long Beach Red Metallic Tintcoat paint and a dual racing stripe also priced at $995.

The most expensive options available for the C8 Convertible are the $5,000 Z51 Performance Package and the $4,850 Grounds Effect Kit, but on top of these, you can also add the $2,095 grille insert and $1,145 side mirror caps both finished in visible carbon fiber. Another pricey option is the $2,695 wheel set measuring 19 inches up front and 20 inches at the rear, with a five-spoke design and a Performance Pewter-painted finish.

If you truly want to go all out with the configurator, Chevy will be more than happy to provide you with a two-piece leather travel bag set for $1,450 as well as indoor and outdoor car covers each priced at $460. Inside, a carbon fiber trim adds $1,500 to the final bill, while the Competition Sport bucket seats are an additional $500.

With all the boxes ticked, you’re going to end up with a 2020 Corvette Stingray Convertible that costs $113,955, plus an additional $110 worth of dealer-installed

As you’re probably aware by now, production of the C8 has been delayed until February 2020, so it’s going to be a long wait to park the new Corvette in your garage.

Hit the source link below to play with the configurator and see if you can beat our price.

Hit the source link below to play with the configurator and see if you can beat our price.

Original source: Adrian Padeanu; Motor1


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

Halo model will also be the first-ever AWD Corvette

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

Back in August, we exclusively reported the upcoming mid-engine Chevrolet Corvette Z06 would feature a twin-turbo flat-plane-crank dual-overhead-cam V-8 based on the C8.R race car’s engine. Now, we can report from an even higher-placed source that the range-topping C8 Corvette ZR1 will add a performance hybrid system to boost it to 900 hp.

Rumors of a hybridized C8 have been flowing for quite some time, but now we have exclusive confirmation from a senior official at GM. The ZR1 will build on the Z06’s all-new engine with a performance- (not fuel economy-) oriented hybrid system to fill in torque gaps and increase total output to an even 900 hp.

Our source wouldn’t elaborate on the engineering details, so we’re still unclear whether street cars will share the C8.R’s 5.5-liter displacement, which is unusually large for a flat-plane engine and would likely vibrate too much for customers’ liking. Past rumors have suggested displacement ranging from 4.2 liters to 5.5 liters.

At a minimum, a hybrid system would sandwich an electric motor between the engine and transmission to bolster output. We’ve heard previously, though, the somewhat small frunk in the base C8 Stingray is protecting space for a pair of front-mounted electric motors which can both increase performance and, more critically, perform active torque vectoring to complement the rear axle’s electronically controlled limited-slip differential. This first-of-a-kind all-wheel-drive ZR1 could see major benefits in handling and the ability to put down power while exiting corners. This is a strategy that’s been employed to great effect on other hybrid supercars like the Porsche 918 Spyder.

Naturally, electric motors, a battery pack, inverters, and wiring will add substantial weight to the car, which is why it all needs to add enough power to balance things out. The big question is where Chevrolet will place the battery, which it will want to mount as low as possible to keep a low center of gravity. Other mid-engine hybrids mount it in the firewall between the engine and the seats. It’s also possible it could be mounted in the bottom of the frunk or trunk, depending on how large it is. We expect it will be fairly small as it just needs to hold enough juice to boost the engine under hard acceleration. While some mid-engine hybrids have the ability to drive under pure electric power for short distances to meet emissions regulations in some countries and cities, we doubt this was a major concern for the Corvette team. Like the Ferrari LaFerrari, we think the ZR1 will be entirely concerned with performance, not efficiency.

Separately, our source corrected our previous speculation that the Z06, C8.R, and ZR1’s DOHC engine would share design and engineering with the Cadillac 4.2-liter Blackwing V-8. Despite declarations from top GM and Cadillac brass the Blackwing is exclusive to Cadillac, we figured there would be some shared engineering resources to save money. That’s not the case, our source says. Years ago, under a previous product plan that’s since been whittled down, Cadillac was promised an exclusive engine and got it, so GM gave Cadillac and Chevrolet separate pots of money to design two different DOHC V-8s simultaneously.

Original Source: Scott Evans for MotorTrend


C8 Corvette ZR1 Will Get 900-HP, Twin-Turbo, Hybrid V8 Engine: Report

This is the first time that we’ve heard concrete news about a hybrid version of the C8, and their source has confirmed that it is indeed coming very soon. The supposed ZR1 will utilize the engine found in the Z06, a dual-overhead-cam V8 that happens to be flat-plane-crank and twin-turbo; similar to the one found in the C8.R race car. The hybrid system will be completely performance oriented, and will place an electric motor between the engine and transmission to increase output considerably to 900 horsepower. That’s not all, apparently, the C8 Stingray has some space in the front trunk that’s reserved for a pair of front-mounted electric motors that are said to increase performance and apply torque vectoring to aid the rear axle and its electronically controlled limited-slip diff, essentially meaning that the ZR1 will be all-wheel drive. 

More Tiny C8 Details:

 2020 Corvette Stingray Almost Had A Split Rear Window: Report

Furthermore, their source indicates that the rumor of the 4.2-liter Blackwing V8 engine from Cadillac being shared with Corvette models is false; GM gave Cadillac and Chevrolet the resources to design and develop two different V8s at the same time. The hybrid system also has the consequence of added weight and proper placement to retain performance and a low center of gravity, so your guess is as good as ours as to where Chevrolet plans to mount the entire system.


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

The new Corvette has an eight-speed Tremec DCT. We weren’t crazy about it in the pre-production C8 we drove, but engineers tell us the final version will be better.

For the C8 Corvette, Chevrolet abandoned the traditional manual and torque-converter automatic for a new, eight-speed Tremec dual-clutch. And in our Performance Car of the Year testing, the gearbox was the weakest component in the pre-production C8 Stingray we had on hand. It’s part of why the Corvette didn’t win.

In automatic mode, the DCT dolled out nice, snappy shifts, but when using the paddles, it could be clumsy. Too often we found ourselves running into the rev limiter, or having downshifts denied after a paddle pull. But, the C8 we drove wasn’t a finished product. There’s been development work since we drove the car, and that work will continue for the foreseeable future. At a powertrain engineering seminar held by Chevy last week, we asked Glen Hoeflinn, controls program manager for the DCT, what will change from the car we drove.

“Maybe you get some humpy-bumpy shifts here, you get a little bit of that there. That all gets refined out,” Hoeflinn said. “It’s in final refinement, and then it’s in final checks and looking what we’re doing and making sure that it’s behaving exactly [how] we want.”

“That’s what we’ve done since the car that you had. Doing all that refinement and making sure it’s ready to go for everybody across the all the cars.”

A dual-clutch presents unique challenges, no matter what sort of car it’s in. “There’s a lot of pre-selection interaction that goes on in the background,” Hoeflinn said. “It’s the same choreography” between the engine and transmission, he added, but without the “luxury” of a torque converter, there’s a lot more programming work involved.

As you’d expect, the transmission has different automatic shift strategies for the various drive modes, which adapt in real time. The more aggressive, the more spirited you drive, the more aggressive the car’s going to respond,” Hoeflinn said. “As you start to relax, the car’s going to start to relax.”

The DCT uses latitudinal and longitudinal accelerometers, and looks at information like throttle position and steering angle to gauge how the car is being driven, and react accordingly. For example, in Track mode with the transmission set to automatic, the car will downshift aggressively when the driver is braking hard into a corner, and hold upshifts until corner exit.

The C8 has two manual modes. If you pull a paddle while in Drive, you get a temporary manual mode, which automatically times out, or can be exited sooner by holding the upshift paddle. In this mode, the car will automatically upshift at redline. If you press the M button in the center console, you get full manual mode. There’s no time out, and the car won’t upshift at redline.

There are two other neat tricks available for drivers to exploit. First, if you hold the downshift paddle, the DCT will serve up the lowest possible gear. Do that while braking, and the transmission will keep downshifting as engine speed allows. And second, pulling both paddles at the same time is equivalent to pushing in the clutch pedal on a manual car, which allows you to rev the C8’s new V-8 as much as you want.

In the C8, the paddles are directly wired to the transmission control module (TCM) for quicker response times. “In other applications, from the paddle, the wire will go to the body control module and then from the body control module back over to the transmission. You have obvious latency there,” Hoeflinn said.

“It could be 25, 30, 40 milliseconds from the time you pull, to the time that transmission actually got the message. When you wire them directly from the paddle straight to the TCM, we’re getting the message instantaneously.” This doesn’t mean the paddles will give you a downshift that over-revs the engine—the TCM prevents that—it just helps reduce delay.

One of the headline figures of the C8 Corvette is its incredible acceleration. We timed a pre-production Z51 Stingray as hitting 60 mph in 2.8 seconds and running the quarter-mile in 11.2 seconds at 122 mph. With the C8’s Performance Launch mode, the car will actually use the inertia of the engine coming down between revs to propel the car forward. Chevy calls these “Boosted Shifts,” and they’re only used with a Performance Launch. In any other mode, they make the car feel unsettled.

From a mechanical standpoint, this new Tremec transaxle isn’t a radical departure from other DCTs. There are concentric clutches and input shafts for the odd and even gears. The even gears and reverse live near the front of the transmission, while the odds are at the back. A limited slip-differential is integrated within the unit. Base Stingrays get a mechanical diff with a 4.89:1 final drive ratio while Z51-pack cars get an electronic LSD with a 5.17:1 ratio. The overall gear ratio spread of 8.8:1 is the same regardless of differential.

The packaging of the transaxle is such that there’s a common oil sump—filled with 11 liters of Pentosin FFL-4 fluid—for all components. A cooler mounted to the top of the transaxle assembly means there’s no need for additional hydraulic lines, while two filters keep things clean. An externally mounted pressure-side filter requires replacement every 20,000 miles, while the internal suction filter mounted to the sump is a lifetime part.

We asked about why the C8 team didn’t try to do a manual. Hoeflinn and the other engineers present gave us a similar answer to Corvette chief engineer Tadge Juechter, when we interviewed him before the car debuted. They’d need to develop a new manual just for the C8, and considering the stick-shift market is shrinking, it would be an expensive endeavor seemingly without much reward. There are packaging constraints with the Corvette’s central backbone tunnel, too, which would require a hole to accommodate the shifter and gear linkage, hurting structural rigidity. Juechter also said the pedalbox would be cramped with a clutch.

Our first experience with this DCT was less than positive, but this is a gearbox that shows a lot of promise. We look forward to driving the finished product.

Originally written by Chris Perkins; Road&Track


Highlights of the 2019 SEMA Show in Las Vegas

SEMA is the United Nations conference of all things aftermarket, and here’s some of the best stuff we spotted there.

1.Quintin Brothers Dodge Challenger

This 1000-hp Dodge Challenger went on a wild adventure after it arrived in Las Vegas. Vermont-based Quintin Brothers Auto & Performance had their truck and trailer stolen days before the show. Their custom Challenger was inside. Video surveillance helped track down the perp, but when Nevada state trooper Adam Whitmarsh tried to block the stolen Challenger into a parking space, the suspect rammed the Trooper’s Ford Explorer and escaped. After exiting the parking structure, the suspect smashed through a fence and drove the stolen Challenger across a nearby karting track—during a karting event. He eventually ditched the car and was later arrested. The Quintin Brothers and their Dodge Challenger arrived at the SEMA show wearing battle wounds from the wild chase.

2. Chevrolet E-10 Concept

It’s not an engine, it’s a motor. The Chevrolet E-10 concept is a 450-hp electrified C-10 pickup. Typically the only time a 1970s Chevy pickup is plugged into anything, it’s connected to a trickle charger. The E-10 has its batteries in the bed. The two electric motors seen here are called eCrate motors, a nod to the popular Chevy crate engines that can be found swapped into just about anything. GM claims the E-10 can complete a zero-to-60-mph run in about five seconds with a quarter-mile time in the high 13s. A Tesla P100D might be quicker, but it doesn’t look as cool.

3. Vibrant Performance Titanium Chair

Had Game of Thrones producers used Nissan Skylines or Toyota Supras instead of dragons as source material, this might be the Iron Throne. Vibrant Performance didn’t have to vanquish their enemies to build the thing, but they did use more than 50 pieces from their lineup of titanium exhaust products to construct what’s likely the most uncomfortable Adirondack chair on the porch. But it’s fun. Feeling exhausted? Have a seat.


4. Hyundai Veloster Grappler Concept

You’re unlikely to see a Hyundai Veloster on an off-road trail, let alone a dirt road, but this overland concept is out to change that. The Veloster Grappler concept is equipped with typical in-car camping accessories like a rear-hatch tent, solar panels, LED light bars, big all-terrain tires, and a roof basket to carry a spare. It’s still pretty low to the ground, and the tire clearance isn’t ideal for crawling, but it’s a concept. We’d pitch a tent with this thing.

5. Toyota Supra Wasabi Concept

Toyota’s Genuine Accessory Team cooked up a color for this concept that we hope will soon find its way onto a Camry. This Supra’s paint mimics wasabi paste and features white accents on the brake calipers, mirrors, stripes, and spoiler. The forged-aluminum wheels were designed at Toyota and have center caps with the original Toyota emblem. Ohlins coil-overs drop the Supra concept two inches. This was one of many Toyota Supras at the show.

6. AEV Jeep Gladiator

This Jeep Gladiator is equipped with all the proper get-dirty-quick gear. It has tough Bilstein dampers, a lifted suspension, and 37-inch tires. American Expedition Vehicles (AEV) is known for swapping big engines into off-road vehicles and then adding lift kits and other off-road accessories. They’re also responsible for the coolest parts of the Chevy Colorado ZR2 Bison. This year AEV brought three green machines to show off their latest accessories.

7. 1999 Honda Civic Si Super Street Build

Was this the car that sparked the movie The Fast and the Furious in 2001? It sure looks like it. Honda brought a handful of concepts to the show in celebration of its 60th year in North America, and what better way to do it by showcasing the Civic Si Super Street magazine modified for the Civic Si Challenge in 2000. If you collected buckets of Mattel die-cast cars as a kid (or shamelessly as adults, like us), this car might look familiar.

8. Nissan Frontier Desert Runner

The current-gen Nissan Frontier might be 16 years old, but this concept proves that Nissan knows what people at SEMA want in a truck: tons of suspension, awesome off-road tires, some type of light bar, and a 600-hp 5.8-liter V-8. In the meantime, we can only hope one of these ingredients get put to use on the upcoming Frontier refresh.

9. RTR Rambler Ford Ranger Concept

The RTR Rambler Ford Ranger does everything right without going too far. Ford chose 33-inch Nitto Ridge Grappler tires with custom RTR Tech 6 wheels, because they know anything bigger than that will be unnecessary in most cases. Three LED light bars are tastefully tucked into a custom front grille to complete an almost Ranger Raptor–like appearance. A two-inch suspension lift is installed as well as heavy-duty rock sliders, which act as both a step and as extra protection against rocky terrain. It’s a simple package done well, saving the flashy stuff like wild paint for the Insta-campers.

10. 1972 Honda N600

If it looks like this 1972 Honda N600 has a motorcycle engine under the hood, it’s because it does. This oddball is powered by a Honda VFR 800-cc V-4 motorcycle engine that puts power to the rear wheels. Although the car itself predates the era of high-revving VTECs, with the bike motor installed, this is likely the only N600 with a 12,000-rpm redline. This was one of several cars Honda showcased at the SEMA show.

11. Honda Civic Si Drift Car

This is a peek under the hood of a 926-hp Honda Civic Si. The engine is turned longitudinally and transforms a front-wheel-drive coupe into a rear-wheel-drive drift-spec machine. The work was done with help from Jeanneret Racing and Olson Kustom Works.

12. Chevrolet Silverado ZR2 Prototype

We saw this Chevrolet Silverado Desert race truck back in early October, when it competed in the Laughlin Desert Classic, a 17-mile race event in Nevada near the Arizona border. It was there for “engineering development,” but we still think it’s a preview of an upcoming Silverado Z

13. Honda Rally Passport

Honda R&D in Ohio built this rally-ready Honda Passport in their spare time. It has already survived a handful of rally competitions, finishing second in its class at the Southern Ohio Forest Rally. It has had typical safety additions like a roll cage, but other than that it’s unchanged except for tires, brake pads, wheels, and skid plates. Oh, there’s also the addition of a hand-operated hydraulic brake, for epic drift action.

14. 1968 Ford Bronco

There’s been plenty of buzz lately about the upcoming Ford Bronco, which is expected to debut in early 2020. A collaboration between Jay Leno and Ford, this Bronco has a supercharged 5.2-liter V-8 from the Ford Mustang Shelby GT500 and a five-speed manual transmission. The restoration maintained the simple beauty of original Bronco. The 18-inch steel wheels by Detroit Steel Wheels are a great combination of old style and modern needs. The Bronco’s Tonight Blue color would look great on a Mustang or F-150 Raptor.

15. Hyundai Veloster N Performance Concept

The Veloster N is quick, but this Veloster N Performance concept is quicker. Hyundai modified its hot hatch with carbon fiber for the front splitter, side skirts, rear diffuser, and spoiler while adding carbon fiber to each wheel’s center caps. The suspension is made up of Extreme Racing coil-overs and H&R coil springs with aluminum chassis bracing to add rigidity. Orange-accented interior bits stand out among more carbon-fiber pieces and an Alcantara dashboard.

16. SpeedKore Dodge Charger

Routed through the front fender of a 2019 Dodge Charger Pursuit is the exhaust from a 1525-hp Dodge Demon V-8. This project, put together by SpeedKore Performance Group and MagnaFlow, began as a police car. After fitting a carbon-fiber widebody kit, they turned it into something that would outrun police cars. The stock supercharged 6.2-liter V-8 was transformed into a twin-turbo engine and received an upgraded upper intake manifold designed to withstand the 26 psi of boost.

Written by: Austin Irwin, Car&Driver


2020 Corvette Stingray Shown at Spring Mountain’s SEMA Display

Spring Mountain Motor Resort and Country Club, home of the Ron Fellows Performance Driving School, is located less than hour from Las Vegas and they bring a continent of cars and people to the annual SEMA Show at the Las Vegas Convention Center.

Drivers for Ron Fellows School provide hot laps for the attendees which is hella fun if you have ever had the opportunity to catch a ride in one of the ZR1s they have. In addition to the hot laps, Spring Mountain also has booth display at SEMA and featured prominently is the 2020 Corvette Stingray wearing the Ron Fellows Driving School livery.

We asked Spring Mountain’s Todd Crutcher send us some photos of the 2020 Corvette on display as it’s the only place at SEMA outside the Chevrolet display where you catch the C8 Corvette in the flesh.

Chevy had displayed a C8 Corvette with the Ron Fellows door stickers at both the Woodward Dream Cruise and Corvettes at Carlisle, but the car on display at SEMA is much more representative of the Ron Fellows livery that also features the No. 01 car number on the front and back while Michelin stickers are also featured. A windshield banner completes the look.

This C8 Corvette is a Z51 model and 3LT trim package and inside is the two-tone Blue leather interior. The Stingray also shows off the visible carbon fiber roof panel that’s only been spotted a couple of times.

There has yet to be any kind of announcement regarding a driving school for owners of the C8 Corvette at the world-class driving school, but we’ve been told to stay tuned as things are progressing. We do know that a continent of cars will be built for the school and that they will be used as part of the official GM training for dealerships who are selling the new sports cars. While the strike has messed up the original timeline for the school to receive their cars, we expect some sort of announcement will be made in the near future.

If you have purchased a C7 Corvette in the last year, your time is limited to take advantage of the 2-day Corvette Owner’s School that’s heavily subsidized by Chevrolet. To find out more information about the Corvette Owner’s school, visit SpringMountainMotorsports.com or call Melinda or Donna for details 1-800-391-6891. All Corvette enthusiasts are invited!

Spring Mountain / Ron Fellows Driving School