Corvette Racing is loving the new Corvette C8.R. The team had already taken four wins in its new-for-2020 mid-engine race cars heading into this weekend’s Acura Sports Car Challenge at Mid-Ohio and managed to make it five after the No. 3 car of Jordan Taylor and Antonio Garcia dominated the race from flag to flag.
Taylor put the No. 3 Corvette C8.R on pole position for Sunday’s race, but lost the lead to the No. 4 C8.R sister car of Oliver Gavin shortly after the green flag came out. The American eventually worked his way past his British teammate, however, with the No. 3 Corvette C8.R then remaining in the top position in GTLM for the rest of the two hour and 40-minute race.
“The 3 car has been particularly strong all weekend,” Taylor said post-race. “We led all four sessions. I think we just had a little bit of speed on them all weekend. The balance of the car was just really strong from the get-go. It says a lot for the team, coming here for the first time with the Corvette C8.R, with no testing, just simulator time and rolling off the truck so strong. I think it’s hard to complain about anything at this point.”
“Jordan did a fantastic job all day long, getting on pole and then getting a solid lead even if there were a ton of yellows,” added Garcia. “When you are in that position, you are in control of the race. The C8.R worked perfectly again today. Not only on a quick lap but the consistency through the stint was the main thing. The C7 was good as we proved over the years, but this is definitely a step forward.”
While the 1-2 result for Corvette Racing was a welcome result for the American team, it was somewhat diminished by the fact that the GTLM field only had four cars in it Sunday. Porsche pulled its factory drivers from all events this past weekend after four members of its 24 Hours of Le Mans program tested positive for COVID-19, leaving only the two Corvette Racing entries and a pair of BMW M8s in the GTLM field.
Click here to view complete results from the 2020 Acura Sports Car Challenge from Mid-Ohio.
A small donation to Ronald McDonald House could permanently put you in the driver’s seat of the fastest production Corvette yet!
Commonly referred to as “America’s Sports Car”, the Chevrolet Corvette has been offering thrills since its big unveiling back in 1953. With 60 years of production over eight generation designs, the all-new C8 Corvette is a game-changer. For the first time, the model is powered by a mid-mounted V8 engine. Even the C8’s body was drastically redesigned for aerodynamics, but stunning enough to stop car enthusiasts dead in their tracks. Get get your hands on the fastest production Corvette yet – a 2020 Chevrolet Corvette Z51 with 3Lz trim. A small donation to the Ronald McDonald House will enter you into the drawing for this incredible C8. Enter the code WIN here to receive double entries!
Finished in a stunning Elkhart Lake Blue Metallic, the exterior is nothing short of magnificent. On all four corners sit staggered 5-spoke Carbon Flash-painted aluminum wheels (19-inch front, 20-inch rear) wrapped with sticky Michelin Pilot Sport 4S rubber. Further complementing the exterior is the addition of a high-wing Carbon Flash rear spoiler and an exposed carbon fiber ground effects kit. Open the doors to a stunning black interior that features carbon fiber trim and GT2 bucket seats.
Powered by a mid-mounted 6.2-liter LT2 V8 engine with an appearance package, the new C8 generates 495-horsepower and 470 lb/ft of torque that can propel this car from 0 to 60 miles per hour in a lightning quick 2.9 seconds. Sending that power down to the rear wheels is an 8-speed Dual Clutch automatic transmission. The Z51 Package gives this aggressive Corvette a unique Z51 adjustable performance suspension, an electronic limited-slip differential, an altered axle ratio, large Z51 Brembo brakes, a sport exhaust, enhanced cooling, and improved traction.
If you’re looking for a car that is can drive to the track, smoke the competition, and then drive home, look no further than this performance-oriented 2020 Chevrolet Corvette Z51. Even if the track isn’t your thing, this would make one head-turning daily driver. A small donation to the Ronald McDonald House will enter you into the drawing for this incredible C8. Enter the code WIN here to receive double entries! The Ronald McDonald House helps support families to stay close to their child while they receive treatment at a local hospital.
*Actual Corvette may vary from images above based on availability.*
Amie Williams for Motorious
Appears in Print as: ‘Part 2: Beauty, speed, luxury — 2020 Corvette ‘
Earlier this year, the first installment of eighth-generation Chevrolet Corvette sports cars (C8s) from General Motors Co. (GM, Detroit, Mich., U.S.) came rolling off GM’s Bowling Green, Ky., U.S. assembly line. Described as the “fastest, most powerful entry Corvette” in the model’s 67-year history, it’s also the most composites-intensive Corvette, and the first to feature a mid-engine configuration. Not only is the 2020 Corvette Stingray beautiful and fast, but it’s tricked out with a host of luxury features. However, don’t let good looks and fast track times fool you: there’s plenty of composites innovation on this car. CW’s two-part coverage of composites use in this vehicle began in the July 2020 issue. This is part 2.
Body structure: part B
The new Corvette features not one but two trunks that, combined, hold 12.6 cubic-feet/0.36 cubic meters of cargo. Both trunks are produced in 42 wt-% chopped fiberglass/vinyl ester-unsaturated polyester (VE-UP) resin, but use different processes driven by geometry and mechanical requirements. The front trunk (frunk) is compression molded 0.95-specific gravity (SG) “float” sheet molding compound (SMC), while the rear trunk is formed via the proprietary PRiME (Prepositioned Reinforcement ensuring Manufacturing Excellence) process, a liquid compression molding (LCM) variant. The float SMC and the PRiME process were developed by processor Molded Fiber Glass Co. (MFG, Ashtabula, Ohio, U.S.). MFG produced all structural SMC and LCM’d parts on the car.
“Although both spaces are characterized by shallow-draft, long-draw walls, the frunk is smaller than the rear trunk, and could be compression molded,” explains Chris Basela, Corvette body structure lead engineer. “The rear trunk needed higher mechanical performance and was a tough geometry to fill with an SMC charge. Because the PRiME process lets us change fiber length, we could use longer pre-positioned reinforcement in our preform. Flowing the resin [not the glass] proved the best approach.”
The 2020 Corvette is the first car to use body-structure cavities (integral to the body frame) for air-induction ductwork (above), which is fed by multiple primary cooling paths (below). The car’s naturally aspirated V8 engine needs a lot of air, so it was important to ensure good, unimpeded airflow to keep the engine cool. Source (both images) | General Motors Co.
Clever engineering and a new material were key to cooling the C8’s engine. Multiple primary cooling paths (rear inlets behind each door, front wheelhouse vents, and outboard cooling inlets) feed highly complex induction ducts that funnel air through the vehicle and across the engine, before ejection through aluminum-mesh vents and SMC appliqués on either side of the glass partition that showcases the Corvette engine. The appliqués are made with MFG’s float (0.95-SG) SMC (chopped glass/UP-VE resin). Low in volatile-organic compounds (VOCs), the material reduces emissions and eliminates the need for resonators on rear-induction ducts, while reducing cost and mass (2.4 kilograms) versus alternative technologies.
The massive, customer-visible rear surround frame — 64 by 69 by 24 inches (163 by 175 by 61 centimeters) — that surrounds the rear-half of the passenger compartment is compression molded in toughened 1.2-SG SMC. This hybrid-reinforced material features carbon fiber at 15% fiber-volume fraction (FVF) and glass fiber at 30% FVF, with a low-VOC UP resin, formulated to withstand engine-bay heat. The frame forms the dimensional foundation for all rear exterior and interior panels, yet flexible design enables it to be used for multiple model variants. Thanks to significant parts consolidation, secondary attachments were eliminated, increasing interior package space, reducing noise/vibration/harshness (NVH), providing better body structure and sealing performance, improving rear-hatch visibility and reducing mass (15%) and cost versus the outgoing frame. “Given the size of this part, which is almost 6 by 6 feet tall and 2 feet deep, we actually had to make the material flow uphill in the mold, so we were all a little worried on that first shot,” Basela recalls.
The very-large, customer-visible rear surround frame provides the dimensional foundation for all rear exterior and interior panels. Each half of the mold in which the part is formed weighs ~35,000 pounds/15,900 kilograms and was produced by Century Tool, a division of Tooling Tech Group (Fenton, Mich., U.S.). The compression press itself has 2,800 tonnes clamping pressure and a platen that measures 108 by 68 inches (274 by 173 centimeters). Despite its size, cycle time is
Equally interesting is the bulkhead (mid-window frame), which was custom-formulated by MFG to resolve high heat and noise challenges, since this portion of the cabin sits directly over the V8 engine. Fiberglass reinforcement combined with beryllium graphite filler in low-VOC VE-UP resin deadens sound transmission into the passenger compartment so effectively that it eliminated the need for secondary sound-deadening countermeasures. That, in turn, reduced costs, increased interior package space and passenger comfort, and improved body sealing and NVH. “With a specific gravity of 2.2, this is the first composite part I’ve ever been asked to add mass to rather than take it out,” laughs Basela.
Closures and trim
Exterior body panels are all bonded (inner/outer), painted, toughened 1.2-SG SMC (22-28% FVF fiberglass/UP resin, depending on component) from Continental Structural Plastics (CSP), a Teijin Group company (Auburn Hills, Mich., U.S.). By bolting on composite closures, GM achieves the C8’s aggressive styling, aerodynamics and functional cooling integration, with cost-effective lightweighting on multiple model variants using common parts. All body panels are painted inline on a “skuk system” in vehicle position, using Bowling Green’s innovative robotic wet-sanding process.
Rear service doors are molded from toughened SMC and feature a high-temperature, foam-in-place silicone gasket that provides a durable seal with excellent compression-set resistance while handling long-term exposure to engine-bay heat. Another composite — heat- and abrasion-resistant aluminized aramid fabric — is used as a heat shield to provide extra thermal protection on door interiors. | SPE Automotive Div.
Another innovation involves use of a one-part, thixotropic silicone elastomeric foam gasket applied to the back side of SMC service doors, which are located in the rear trunk (one on coupés, two on convertibles), and permit customer access to the air-filter system. Owing to proximity to the engine bay, the high-performance foam-in-place
(FIP) elastomer (Silastic 3-8186 from Dow, Inc., Midland, Mich., U.S.) was specified to survive continuous-use temperatures up to 392°F/200°C while providing a durable seal with excellent compression-set resistance, even after repeated open/close cycles. GM reports that most other die-cut foams and gaskets would either have melted or broken down under continuous exposure to such temperatures. After dispensing, the applied gasket is heat-treated at 167°F/75°C for 10 minutes to expand the foam, eliminating die-cutting cost and waste. The doors themselves are toughened SMC (42% FVF glass in a VE-UP matrix). Heat shields, produced by Gentex Corp. (Carbondale, Pa., U.S.) using heat- and abrasion-resistant aluminized Kevlar aramid fabrics (fiber from DuPont de Nemours, Inc., Wilmington, Del., U.S.), provide door interiors with extra thermal protection.
The new mid-engine 2020 Chevrolet Corvette Stingray from General Motors Co. is said to be the fastest, most powerful entry-level Corvette in the model’s 67-year history. It’s also the most composites-intensive, with a host of innovative technology. | General Motors Co.
GM also used its second-generation, fully automated precision wheel-balance system on the C8. Developed with The 3M Co. (St. Paul, Minn., U.S.) and ESYS Automation (Auburn Hills, Mich., U.S.), the high-density (5.8-SG) composite wheel weights with tailored magnetic properties replaced traditional stamped metallic weights in painted steel, zinc or lead that have specific mass and must be hand-applied to wheels.
The new system uses large spools of extruded tape with adhesive backing that contain 67% by volume post-industrial, corrosion-resistant, fully recyclable steel alloy in a fluoropolymer base. The automated system examines each wheel, then cuts and applies custom-weight tape segments in smaller, more precise increments to improve ride and reduce tire wear. It also reduces assembly time and cost, simplifies inventory, eliminates scrap and labor and is offered in more colors than metal weights.
Coupé roofs are available in three trim levels: painted, low-density toughened SMC (from CSP); clear, hard-coated polycarbonate (PC); and clear-coated/exposed-weave carbon fiber composite with painted edges (from deBotech Inc., Mooresville, N.C.). CSP also supplies several Class A, toughened 1.2-SG SMC panels for convertible-model retractable-roof systems.
Additional Corvette beauty shots. Source | General Motors Co.
Other exterior trim panels include painted thermoplastic polyolefin (TPO) front fascia upper and lower, the latter with integrated ducts to direct air to brakes (Z51 package only) and outboard heat exchangers. Outer grille and brake cooling vents are painted acrylonitrile butadiene styrene (ABS).
The upper rear fascia is molded-in-color (MIC) TPO, but the lower rear fascia assembly is Class A painted, 1.2-SG SMC (glass/UP resin), owing to the part’s close proximity to hot exhaust tips. SMC’s excellent mechanical performance enabled GM to design an unsupported short rear overhang and use larger spacings between attachments without sagging. SMC also spreads loads efficiently over a larger area during low-speed rear crashes than thermoplastics. Brackets and rear parking-assist sensors are bonded to the SMC. This is said to be the first time SMC bumper fascias have been used on high-volume vehicles.
Rear-hatch appliqués feature painted PC/ABS for the upper panel, SMC with aluminum mesh for side vents and an SMC lower appliqué to accommodate thermal loading directly over the engine. These SMC panels are produced by LyondellBasell’s Quantum Composites Inc. (Bay City, Mich., U.S.). Door-handle release switches are PC/ABS, while the rear air-intake vent is SMC. The base car sports a blowmolded, painted ABS spoiler and the rear air-exit grille is injection molded painted ABS. A-pillar and header appliqués are painted ABS, as are exterior side-view mirror caps and radiator inlet grilles. Depending on the option package, a toughened SMC front underwing and either a blowmolded TPO or carbon fiber composite front splitter/diffuser — clear-coated/visible-weave carbon/epoxy produced by deBotech using prepreg from Solvay Composite Materials (Alpharetta, Ga., U.S.) — contribute additional aerodynamic stability. A rear diffuser in toughened SMC mates to the SMC lower rear fascia in Class A painted SMC from MFG.
The premium carbon fiber trim package features various clear-coated/visible weave carbon fiber accents inside and out, including mirror caps, front grille insert, front splitter, accessory wing, engine-compartment covers, interior door switch plates, rocker moldings, instrument-panel cluster bezel, door-handle covers, quarter appliqués and ride-control plate. These components are produced by deBotech, SMI Composites LLC (Comer, Ga., U.S.) and Plasan Carbon Composites (Wixom, Mich., U.S.).
The Corvette is not only fast and beautiful but contains a host of creature comforts. For composites aficionados, the premium carbon-trim upgrade adds numerous clear-coated/visible-weave carbon fiber composite accents to exterior and interior surfaces, such as the ride-control plate shown here. | General Motors Co.
The 2020 Corvette has already won many prestigious industry awards, including 2020 MotorTrend Car of the Year, 2020 Automotive News PACE (Premier Automotive supplier Contributions to Excellence) Partnership Award, and several awards from the Society of Plastics Engineers (SPE), including 2019 Vehicle Engineering Team Award. “Although the new Stingray’s mid-engine architecture has dominated headlines, no matter where the engine is — in front of or behind the driver — for eight generations, Corvettes have always advanced the state of the art in automotive materials technology,” adds Tadge Juechter, executive chief engineer-Global Corvette. “Advancing technology is at the heart of what we do.”
The future of the mid-engine Corvette should be long and very fast.
Future variations of the new-generation Chevrolet Corvette have been the cause of much debate over the past year. Hagerty recently claimed that it has the scoop, via an “industry leak” on the roadmap for the Corvette’s’ development in trim and model variations. Between that and a lot of industry chatter and some leaks, we’re sure that the Corvette is not only going to evolve over the coming years but mutate into something incredibly special. Here’s how the future lineup of the Corvette should shape up.
2021 C8 Corvette Stingray
The first iteration of the new Corvette is on the road, although in limited supply due to the pandemic. It comes with an LT2 6.2-liter naturally aspirated V8, making 490-495 hp and 465-470 lb-ft depending on trim level. There’s no manual option, and power is controlled and delivered to the rear wheels by a Tremec supplied 8-speed automatic transmission.
Only 2,700 C8 Corvettes were built before the virus struck, then production had to be paused. The years given below are the planned model years. However, development programs throughout GM have been paused, and there could be significant delays.
2022 C8 Corvette Z06
The Z06 badge means added performance, and initial reports claimed the first heated up C8 Corvette would arrive with 650 hp and 600 lb-ft from a 5.5-liter LT6 V8. The race-inspired LT6 engine is set to have a flat-plane crank design that’s rumored to rev past 8,000 rpm. Since then, though, credible sources have reset expectations at 600 hp and 470-500 lb-ft of torque, but will, indeed, rev fast and long. The Z06 will also have a wider body to accommodate larger brakes inside the larger wheels and tires, as well as a more aggressive suspension setup. There’s also reports that an optional aero package will include a unique rear wing.
2023 C8 Corvette E-Ray
Some enthusiasts aren’t going to like this, but the Corvette is going to go hybrid in the 2023 model year. It will use the same 6.2-liter LT2 V8 as the Corvette Stingray, but it’ll be bolstered with an electric motor located between the front wheels. The 1.94-kWh lithium-ion battery pack will be located in the middle of the car, and the electrical system’s peak output will be 85 kW. Total output should sit at around 600 hp and 575 ft-lb of torque – around the same as the Z06 model. Unlike the Z06, the E-Ray isn’t expected to have the widebody setup and will be the first-ever all-wheel-drive Corvette.
2023 C8 Corvette Grand Sport
There are conflicting reports on this one with some claiming the Grand Sport will be the hybrid model, and others suggesting that the Grand Sport will be powered by the Stingray’s 6.2L LT2 V8, but with the chassis and aerodynamic enhancements from the Z06. Using the base model V8 and upgrading the chassis is the traditional recipe for the Grand Sport. We’re trying to verify either way, but we currently suspect the Grand Sport will be the name of the hybrid model.
2024 C8 Corvette ZR1
The ZR1 has traditionally been the flagship Corvette, cranked up then honed to hunt down supercars at the track. The ZR1 will come with a twin-turbo variant of the flat plane crank 5.5L V8 LT6 engine making a fearsome 850 hp and 825 lb-ft of torque. For reference, the C7 generation ZR1 made 755 hp and 715-lb-ft of torque and that was frightening enough for the uninitiated.
The C8 generation Corvette ZR1 promises to be the fastest Corvette yet, and that’s before adding the upgraded chassis with track-oriented suspension, brakes, and active aero. However, in 2025 something even faster should arrive.
2025 C8 Corvette Zora
The Corvette Zora is named after Zora Arkus-Duntov, the man who turned the Corvette into a serious performance car but didn’t live long enough to see his dream of a mid-engined version come true. Fittingly, the fastest Corvette in its history will have his name on it, and use the twin-turbo 5.5L LT7 V8 from the ZR1 paired with a hybrid-electric system. Total power output is set to be astounding at around 1,000 hp and 900-1000 lb-ft of torque. It’ll be all-wheel-drive, wide-bodied, track-ready, and feature active aerodynamics. It will also put to bed any argument of whether the Corvette is a supercar or not.
Both cars retail for about $81,000, but one is a lot more accessible.
SPEED PHENOM ON YOUTUBE
If you’ve got $80,000 to spend and want an American high-performance car, now’s a pretty good time to be in the market. In addition to tire-shredding stalwarts like the Camaro ZL1 and Challenger Hellcat, Ford and Chevy have recently launched high-profile, track-ready sports cars. And thanks to a new video by Speed Phenom, we now know how they directly compare on track.
Naturally, we wanted to do this comparison ourselves. But the GT500 wasn’t ready during our Performance Car of the Year competition when we had an early C8 to test. And now that both cars are on sale, stay-at-home orders and track closures mean we’ll have to wait for an opportunity to do a full R&T comparison.
In the meantime, Speed Phenom does a good job of breaking down how they perform. With the caveat that he’s got a base model GT500 without the optional Pilot Sport Cup 2 tires, he notes that the car struggles for grip more often than the similarly-tired Corvette. It’s also less composed through mid-corner bumps, with slower cornering all around. Thanks to its massive horsepower advantage, though, it jets through straightaways.
The C8, meanwhile, benefits from serious mechanical grip. The better-balanced midship car fires through corners and has no problem putting its power down. That makes it more approachable, not surprising given that it’s the tamest version of the C8 while the GT500 is stretching the limits of the S550 platform. We’re sure to see more track-ready Corvettes soon, but for now the Stingray is a surprisingly capable start.
Mack Hogan- Road&Track
Even off the pavement, the new ‘Vette is a rocket ship.
The 2020 C8 Chevy Corvette is a fast car. In base form, it can hit a staggering 194 mph flat-out. Even with the drag-inducing Z51 performance package, the car can still do 184. Hennessey Performance took theirs to 182 mph with ease before they turbocharged it to oblivion. Now, there’s another C8 top-speed run on the internet, and this time, it takes place on a dry lake bed.
Popular YouTube TheStradman took his new Z51-equipped Corvette to a dry lake bed in Utah to test out the top speed of the car. He managed to hit an impressive 173 mph before slowing down—not bad considering the uneven and bumpy surface. It helps that there’s absolutely nothing for miles in either direction. In fact, from inside the cabin, it looks a bit uneventful. Here’s a perspective from outside the car to give you a sense of how fast 173 mph is:
If the base Corvette is this quick right out of the box, we’re curious to see how the upcoming Z06 stacks up. Considering the last-gen car could hit 200 mph, we’re expecting big things.
Source: Brian Silvestro; for RoadandTrack
The Goldilocks zone of Corvette C8 interiors?
By now, you should know that Chevrolet has started deliveries of the mid-engine 2020 Corvette. Lucky owners of the ‘Vette C8 are starting to receive their newest toy and most likely you’ve already seen one on the streets – that’s if the state you’re in is not affected by the coronavirus lockdown.
If you’re among those who are planning to purchase the new Corvette but are undecided with the trim level to choose, this video might be able to help you – especially if you’re particular with a car’s interior.
The Corvette C8 comes with three trim levels: 1LT, 2LT, and 3LT. The differences lie mainly in the features offered on each trim level, which defines that the cabin will look and feel like. That’s pretty important, considering that we spend so much time inside the car rather than staring at our investment from a distance. So, here’s a little guide.
The base 1LT trim isn’t really basic. With the entry-level trim, you already get the GT1 seats wrapped in mulan leather, a customizable 12-inch gauge cluster, push-button ignition and keyless entry, and an 8-inch Chevy MyLink infotainment system with Apple CarPlay and Android Auto, 4G LTE Wi-Fi, and 10-speaker Bose sound system. The Corvette 1LT trim is available in three color options: black, gray, or red.
Going up the 2LT trim gives you more interior color options plus features like a rearview camera mirror, a colored head-up display, heated/cooled seats, heated steering wheel, advanced blind-spot monitor, and rear cross-traffic warning. The infotainment gets upgraded as well with a wireless charger and a 14-speaker Boss audio system.
Finally, the 3LT trim dials up the ante by adding a premium Nappa leather with suede microfiber accents – all in combination with the GT2 seats that have more bolsters. These seem not a lot but the range-topping trim adds luxury to the sports coupe.
If you’re still undecided, watch the 2LT interior review on top of this page to check whether you need to take it down a notch to 1LT or go all out on the top-level 3LT.
Source: HorsePower Obsessed
The etiquette of doing something you do regularly while staying safe and clean.
- We might need new gas-pumping etiquette rules for the 21st century, both for selfish and altruistic reasons.
- We’ve known since 2011 that gas pump handles can be filthy—they’re worse than ATMs or escalators, even—but there’s no reason to worry if you take the right precautions.
- You can lower your risk by using gloves or paper towels to gas up, using touch-free pay options, and staying as physically separate from others as possible as you refuel.
You may have heard this one before: the best way to avoid catching some sort of communicable disease is to wash your hands well, and often. This advice isn’t exactly new, which hints at how reasonable and responsible it is.
Washing your hands to stay clean was the takeaway lesson from a 2011 study conducted by Kimberly-Clark Professional, which found gas pump handles were “the filthiest surface that Americans encounter on the way to work,” according to Reuters. The Los Angeles Times reported back then that the study found 71 percent of gas pump handles the Kimberly-Clark researched tested were considered “‘highly contaminated’ with the kinds of germs most associated with a high risk of illness.” Compare that to only 41 percent of ATM buttons and 43 percent of escalator rails.
The Kimberly-Clark Professional tests were done in big cities (Atlanta, Chicago, Dallas, Los Angeles, Miami, and Philadelphia) almost a decade ago, but when something like the coronavirus impacts pretty much every corner of the world, it’s a good reminder to take care when gassing up. When it comes to the COVID-19 coronavirus specifically, the National Institutes of Health has issued information that explains that coronavirus can be stable for 24 hours on some surfaces like cardboard and “up to two to three days on plastic and stainless steel.”
If you’re not already carrying disinfecting wipes in the car with you, this is a good time to start, assuming you have some available, and wipe off the pump handle and touchscreen, or any other surfaces you plan to touch, before your hands make contact. Even better, it might be a good idea to search out a station that accepts contactless payment at the pump, so you won’t need to come into physical contact with the touchscreen or anything else other than the pump handle. Two easy solutions to this issue are to either wear gloves or to use the paper towels commonly provided for window cleaning as a guard between your hands and the screen, buttons, and pump handle. Keeping gloves in the car is a good idea, but they shouldn’t be the disposable sterile gloves that hospitals can use when there’s a need for them there. If you don’t have gloves, keep some hand sanitizer in the car to use on your hands after filling up.
As for social distancing, it’s convenient that gas pumps are relatively far apart from one another, contagion-wise, but even so, choosing to fill up your tank at an off-peak time can be safer. If there are other people getting gas at the same time, keeping at least six feet between you and them is a good idea for everyone involved. And it should go without saying that you shouldn’t go into the store unless there’s a reasonable need to do so if there’s still a rapidly spreading disease going around.
The actual chance that you will catch a transmittable viruses at the gas station is low. As the Illinois TV station ABC-20 reported based on answers from a medical expert, the sequence of events that have to happen to get the virus from someone who has it (someone coughing onto the pump handle or touching the touchscreen with virus on their hands, and then you touching it and then your face) can be interrupted in any number of ways. Even so, there’s no harm in being extra careful in these potentially dangerous times.
Sebastian Blanco- Car and Driver
It took 30 hours for Hennessey Performance Engineering to tear apart a new 2020 Chevrolet Corvette, install twin-turbo setup, and put it back together.
It’s no surprise, then, that the twin-turbo C8 Corvette isn’t ready to be sold to customers. The engine lacks intercoolers and Hennessey hasn’t cracked the code of GM’s new electrical architecture to reprogram the ECU.
“This is just the beginning, our own car, doing R&D,” company founder and CEO John Hennessey told Motor Authority.
On Monday, the engine made 643 horsepower and 570 pound-feet of torque at the wheels on a Dynojet dyno while running just 5 psi of boost. That compares to baseline testing HPE performed on the stock car which revealed 466 hp and 451 lb-ft of torque. HPE plans to offer a 1,200-hp version of the C8, which Hennessey said could make 18-20 psi of boost.
Hennessey took delivery of an orange C8 Corvette in Detroit on March 13. He and his daughter, Emma, drove back to the performance outfitter’s Texas headquarters and performed baseline testing before the Hennessey team tore apart the car.
The orange C8 fired back to life on Friday with twin 62-mm Precision Turbos and twin blow-off valves connected to the throttle body mounted behind the catalytic converters. Both turbos are oil-cooled with twin scavenge pumps that feed back into the motor.
The system is not intercooled. Instead, there’s a methanol injection setup to keep things from getting too hot. HPE is considering where to put intercoolers. The current packaging has limited space for intercoolers without cutting into trunk space, which Hennessey does not want to do. 2020 Chevrolet Corvette Stingray undergoes twin-turbo conversion at Hennessey
Hennessey told Motor Authority his team currently can’t tune the factory ECU, but it is looking at aftermarket solutions for the engine management system. He noted it took a year for solutions to come to market for the C7 and added, “hopefully, it won’t take a year.”
Hennessey said when the turbocharged C8 was first started it didn’t throw any codes, errors, or a check engine light. “The computer seems happy with the turbos,” Hennessey noted. A check engine light did appear when the front wheel speed sensors were disconnected to put the car on the dyno, Hennessey said.
The orange C8 will used for R&D of upcoming modifications. Hennessey said he doesn’t expect to deliver modified customer C8s for at least six months, and all will have intercoolers and full plumbing.
Joel Feder for Motor Authority
Did you see the two race on YouTube? We’ve tested them, too; here’s why the results were no surprise.
- We have tested both the 2020 Chevrolet Corvette (11.2 seconds at 122 mph) and the 2020 Ford Mustang Shelby GT500 (11.4 seconds at 132 mph) in the quarter-mile.
- A video on YouTube, however, shows flipped results: 11.5 seconds at 120 mph for the Corvette and 10.8 seconds at 132 mph for the GT500.
- As always, the driver and track conditions are critical, and our two-run average is far more repeatable than any one-off run at a drag strip.
When we tested Ford’s new 2020 Mustang Shelby GT500 against the top-dog 2020 Chevrolet Camaro ZL1 1LE, the Mustang came out on top on the drag strip. But how does the front-engine Shelby stack up against the other, now mid-engine, threat from Chevy?
Greg PajoCar and Driver
During our testing, the GT500 hurtled through the quarter-mile in 11.4 seconds at 132 mph. But that was on a regular street-like surface, not a sticky, prepped drag strip. We struggled mightily with traction at launch, and our best run was with the launch control set to the lowest rpm allowed (1200 rpm) to prevent igniting a rear-tire fire. However, no surprise: with more traction far, better numbers are possible, and we’ve seen numbers below 11 seconds at drag strips, including this kid, who ran a 10.665 shortly after he acquired the car.’Murica Which Ultimate Pony Car Is the 1/4-Mile King?This Kid Ran a 10.66 Quarter Mile In His GT500
On the other hand, the 2020 Corvette has far fewer launch struggles, as it benefits from its newly acquired mid-engine layout and rear weight bias. Moving the weight distribution rearward improves launch traction, helping it jump off the line much quicker. During our testing, and despite far less horsepower, the mid-engine Vette outaccelerated the GT500 through the quarter-mile by two tenths of a second, reaching it in 11.2 seconds at 122 mph.Advertisement – Continue Reading Below
We’re starting to see other people’s numbers from both of these cars, though, as customers are starting to take deliveries of their C8 Corvettes and GT500s. Contrary to our test results, there’s a video circulating on YouTube that shows the new GT500 beating the C8 Corvette through the quarter-mile by seven-tenths of a second. It raced to the quarter-mile in 10.8 seconds while the Corvette reached it in 11.5 seconds.
Keep in mind that the driver and conditions are huge factors in quarter-mile and acceleration results. We suspect that here, the Corvette likely got bogged down on the high-grip surface, as the launch control isn’t optimized for those conditions, and the 760-hp Mustang benefited from the extra traction on the track.
Connor Hoffman for CarandDriver
It’s not such a crazy idea.
The Chevrolet Corvette went mid-engine, so why not the Camaro? That’s the question this particular rendering from Carlifestyle on Facebook asks, figuratively and literally in the post. Sometimes, these oddball renderings can go off the rails but if we’re honest, this one has our interest … in a good way.
It’s not hard to see shades of the Lamborghini Huracan in this design, presumably because that’s the car this rendering is based upon. The side intake and lower rocker trim is a dead giveaway, but beyond that, this car definitely looks like a proper good ol’ Camaro.
And what are the attributes of this, dare we say, Lamaro? As with all things mid-engine, the nose is short and the hips are wide to accommodate an engine behind the driver. From this angle, it’s quite impressive how well the pony car adapts to life as a mid-engine supercar. Of course, this is also an exceptionally well-done rendering that could pass for something real if we didn’t know otherwise.
Here’s a radical thought. The Corvette and Camaro were a stout one-two punch for Chevrolet as front-engine performance machines from America. Camaro sales have fallen sharply in recent years, and the Corvette has transitioned to its new mid-engine form. Maybe creating a mid-engine Camaro could be the pony car’s salvation. Keep the one-two Bowtie punch, just move both the ‘Vette and ‘Maro to the mid-engine world. The Camaro certainly wouldn’t have any domestic competition in such form, and we wouldn’t have even a teeny problem driving the car you see here – be it a V6, V8, or even a neat hybrid.
Alas, Chevrolet already had the guts to build the C8 Corvette with its engine behind the driver. As such we suspect that absorbed all of GM’s gambling chips so the Camaro’s future will likely be far less interesting. The car is expected to disappear in the next couple of years as the current generation winds down, fading into the annuls of automotive history for a second time.
Christopher Smith for Motor1
William Walker: Photographer Manufacturer Photographer Mar 11, 2020
It’s weird to say, but immediately after my first test drive in the new mid-engine, eighth-generation 2020 Chevrolet C8 Corvette, I was angry. Angry not because the car didn’t do what it should, but precisely because it did everything I asked of it, and did it beautifully—and I’d been led to believe it was a hot, understeering mess by the reviews I’d read elsewhere. How could they all have been so wildly off base?
There are many possible explanations, of course—differing driver skill levels, evaluation methods, and conditions. But two variables stand out among the rest: the C8 Corvette’s option for track or street alignments, and the length of exposure to the car. Addressing the latter issue first, we were lucky enough to spend the better part of week with the new C8, a rare chance given the limited availability of test cars so early in the Corvette’s production (All-Stars testing took place in early December 2019). That greater exposure to the car allowed us more time to get a feel for its behavior in a wide array of situations, both on the road and on the Streets of Willow Springs racetrack.
Perhaps even more importantly, however, was the choice of track and street suspension alignments. You see, the 2020 C8 Corvette has two official specifications for its alignment settings; the street alignment sets the camber at 0 degrees, while the track alignment sets the camber to 3 degrees negative. The result is the difference between a (somewhat) understeer-biased street setup and a balanced, ready-to-rotate super sports car. The former is intended to help Corvette owners new to the world of low polar-moment mid-engine cars make the transition without ending up backward in a guardrail their first time out. We spent our week with the Corvette in track-alignment mode, whether hammering out laps or zooming around the mountains near Lake Hughes.
But wait, isn’t that cheating, you ask? It might seem like it at first—track settings are meant for the track, not the street, right?–but Chevrolet itself recommends owners who use the track setting for track go ahead and leave the car setup that way all the time. No, it won’t cause excessive or premature tire wear, at least according to Chevy’s engineers. For the record, we did visually notice more wear to the front tires’ inside shoulders than we’d expect with the more conventional setup, so we’d be curious to see the state of the rubber after 5,000 or so miles with this alignment. It’s certainly something for owners to be aware of and to keep an eye on, at the very least.
Regardless, and not for nothing, the two alignment settings might better be named “beginner” and “advanced”. If you’re a moderately accomplished driver who’s comfortable with a car that’s willing to rotate, don’t leave the lot with your new Corvette until you’ve had the car set to its more aggressive alignment.
With that out of the way, holy cow, is this thing good! The nearly instant-on torque from the 6.2-liter V-8 means you’re never left wanting for thrust, the quick-shifting eight-speed dual-clutch transmission bangs out upshifts with authority, and the steering feel, while not telepathic, is still abundantly communicative. Detroit bureau chief Todd Lassa did note, however, that several of our evaluators found “the steering in its own separate Track mode is too heavy without doing anything for feel,” and resident professional race driver Andy Pilgrim pointed out, “The gearbox is very good on the street, but did not always give me the lower gear I wanted on the track.” If those are the worst things we could think to say after back-to-back runs in hardware as exotic as the $474,000-plus Ferrari F8 Tributo and the nearly as pricey McLaren GT, it’s pretty apparent the mid-engine Corvette is something special.
Braking is remarkably stable for a mid-engine car, as is power application, the latter thanks at least in part to the car’s Performance Traction Management system. Chevy’s PTM is one of the key technology transfers from the factory Corvette Racing program, and it shows its racing roots when put to the test. But of course even the best traction-control programs can’t work when the tires aren’t in contact with the road; that’s where the Corvette’s excellent suspension tune comes in.
“Glides over broken mountain roads like a hovercraft—but still sticks like crazy,” wrote contributor Arthur St. Antoine in his evaluation notes. Pilgrim agreed, noting the C8 Corvette “has more suspension travel than the Porsche 992, and feels more compliant, allowing more roll in transition; none of which is a bad thing for everyday driving comfort.”
In fact, far from a rabid, on-the-edge supercar, it’s clear the Chevy engineers behind the new C8 Corvette put a great deal of time and effort into the car’s daily driving demeanor, or, as features editor Rory Jurnecka noted, “It should make a nice road car with good interior space. Feels pretty easy to live with.” Not only is there a rear trunk that’ll fit two golf bags (or several carry-on bags or backpacks), there’s a front trunk (or frunk) that’ll hold some more. But the new C8 Corvette’s interior is what truly stands out in terms of daily comfort, especially in comparison to previous Corvettes.
“When I took the C8 on the road trip between the hotel and the winners’ shoot location, I was blown away at how good of a GT car it is,” social media editor Billy Rehbock said. “I put on the cooled seats, played music over the crystal-clear sound system, and rolled in complete comfort. My only complaint was that it was actually a bit quiet, even when being driven hard, but subsequent performance versions will fix that, no doubt.”
Beyond even the excellent interior feature set (though the verdict is still out on the extra-long button strip in the center console), the most notable and immediately noticeable upgrade to the C8 Corvette’s interior is the massive improvement of materials and build quality over previous generations. Our test car’s 3LT interior trim specification included Chevy’s upgraded infotainment system, a 14-speaker Bose audio system, and a head-up display. And in addition to the upgraded materials, it featured extended leather surface treatments, and GT2 bucket seats—though ours swapped the GT2 seats for “competition sport bucket” seats for an extra $500); the 3LT spec added $11,950 to the car’s $59,995 base price. Tack that cash onto the additional list of optional extras like the Z51 performance package ($5,000), magnetic ride control suspension system ($1,895), front lift system ($1,495), upgraded 19-inch front/20-inch rear wheels and tires ($1,495), and engine appearance package ($995), among others. Total price, as configured: a surprisingly reasonable $83,825.
Admittedly, this was a pre-production car, but it was also one of just a handful of streetable C8 Corvettes available at the time, meaning it had already lived a rather hard life before our testing even began. Sitting in the C8 back-to-back with the Ferrari F8, the Italian doesn’t come off as insanely luxurious or refined—and the F8’s interior is already perfectly lovely.
It’s no revelation that the 2020 Chevrolet C8 Corvette is a great performance value; the Corvette has been that way for decades. But for Chevy to have done such an impressive job on its first go with the engine behind the driver, and to have included so many improvements to the luxury and quality of the C8, all for a price that’s a fraction of the cars with which it competes, it’s easy to see why I was so angry after experiencing the car for myself—and it’s hard not to agree with Jurnecka when he says, “So glad this car is what I’d hoped for. Worth the wait.”
Nelson Ireson for Automobile
All-new 2020 Chevrolet Corvette is now on sale, and buyers are lining up
With deliveries of the all-new 2020 Chevrolet Corvette beginning this month we know there are a lot of very excited Corvette buyers out there who are just now getting familiar with Chevrolet’s newest sports car. What drove those shoppers to the new eighth generation Corvette C8, and what are they likely discovering as their ownership experience begins?
We’ve been fortunate to drive the new Corvette on multiple occasions, on both public roads and at a closed course race facility. This has given us sufficient seat time to understand the 2020 Chevrolet Corvette’s upgraded design cues and capabilities. We could make a nearly endless list of why people want the new Corvette, but here are the top 10 reasons we think new, and prospective, Corvette buyers are lining up to sample Chevrolet’s latest supercar.
- Zero-to-60 Performance: The 2020 Chevrolet Corvette’s “base” 6.2-liter V8 engine makes 490 horsepower and 465 pound-feet of torque. That’s enough power and twisting force to catapult the Corvette to 60 mph in 3 second flat. Spring for the $5,000 Z51 performance package, with 495 hp and 470 lb-ft, plus more effective engine cooling, more advanced brake and suspension components, stickier Michelin Pilot Sport 4S tires, along with aerodynamic enhancements, and the Corvette can hit 60 mph in 2.8 seconds.
- Exceptional Value: The 2020 Corvette starts at a meager $59,995, including delivery charges. Once again, that price includes a zero-to-60 time of 3 seconds flat, making the new Corvette not only one of the quickest street-legal cars you can buy, but one of only a very few cars capable of hitting those numbers for less than $100,000. The Corvette has always offered exceptional “bang-for-the-buck” performance specs. The C8 takes this longstanding Corvette tradition to new dimension.
- Top Speed=194 MPH: Not that we endorse going almost 200 mph in any vehicle, and certainly never on a public road. But – IF you have a safe, closed course facility to do it – the Corvette can indeed hit 194 mph. That’s in base form, at the $59,995 starting price. Pro tip: ordering the Z51 performance package actually reduces the car’s top speed even at it improves the Corvette’s zero-to-60 time. The Z51’s aggressive aerodynamics increase downforce, but the added drag reduces top speed to “just” 184 mph.
- 8-Speed Dual Clutch Transmission: Unlike a traditional manual transmission (which is not offered on the new Chevrolet Corvette), a dual-clutch transmission (DCT) has the benefit of keeping the rear wheels connected to the engine, even while shifting The “dual” in dual clutch means the incoming gear is engaged even before the outgoing gear is disengaged. This makes for shifts in under 100 milliseconds, far quicker than a human. The transmission’s design and placement also lowers the Corvette’s center of gravity.
- Magnetic Selective Ride Control: General Motors perfected this advanced active suspension technology years ago. How perfect? Ferrari licenses the use of this tech from GM for its own cars. When buyers equip the new Corvette with the FE4 $1,895 option they’ll have multiple driving modes, including Tour, Sport and Track. This enables a smooth, comfortable ride during relaxed driving conditions or track-ready stiffness when driving a 2020 Corvette on a closed course. It’s the definition of the “best of both worlds”.
- Cargo Capacity: A sports car with functional cargo capacity is relatively rare, and a 3-second sports car with 13 cubic feet of cargo capacity is unheard of…until now. The new Corvette has adequate space behind the engine to fit two full sets of golf clubs, while a front trunk, under the hood, can swallow a large carry-on bag with room leftover. We’re not sure how often Corvette owners actually pick up a buddy to hit the links, but for those that do, the 2020 Corvette is ready and willing, with cargo space to spare.
- Fuel Efficiency: Yet another longstanding Corvette character trait that continues in the new Corvette. Between the car’s slippery shape, torque-laden engine and 8-speed transmission there’s the potential for very little energy expenditure while cruising at a steady highway speed…assuming the driver’s goes light on the throttle. If he does, the new Corvette can deliver between 25 and 30 mpg.
- Driver-Focused Cabin: Everything from the squared-off steering wheel to the 12-inch, reconfigurable gauge cluster to the driver-angled 8-inch touchscreen confirms the Corvette’s performance-oriented purpose. The smaller front-end provides excellent forward visibility, which adds to driver confidence when navigating corners, and all three seats options provide excellent lateral support while remaining comfortable for long drives. The days of disappointing Corvette cabins are finally in the rearview mirror.
- Open Air Cruising: The new Corvette comes as a coupe or convertible, but even in coupe form the Corvette’s roof panel is easily removed and securely stored in the rear cargo area. The convertible uses a retractable hardtop design, the first in Corvette history, that folds away in 16 seconds at speeds up to 30 mph. Powered by electric motors, the Corvette convertible offers the same coefficient of drag as the coupe, with two cool nacelles behind each seat to smooth airflow at higher speeds.
- So Many Options: Almost as exciting as the new Corvette’s performance and value is the car’s range of personalization. The option list long, and can’t be remotely covered in this top 10 list. So head over to the Corvette Configurator and play with exterior colors, interior colors, stripe designs, seat designs, wheel designs, performance upgrades and exterior accents to your heart’s desire. But be prepared to spend quite a long time there. And don’t say we didn’t warn you.
Karl Brauer for Forbes
Mike Stapley, KSL.com Contributor
By Mike Stapley, KSL.com Contributor | Posted – Mar. 4, 2020 at 2:32 p.m.
AMERICAN FORK — The Chevrolet Corvette had humble beginnings.
In 1953, only 300 were produced with fewer than 200 sold. With only 150 horsepower, the car failed to move fans of more lively British roadsters and refined American sedans.
A couple of years later, the original V-6 engine gave way to a more powerful V-8, and the Corvette began to find its way. The 1956 model brought styling changes and additional horsepower that laid the groundwork for what would become America’s sports car.
The second-generation car, dubbed C2, debuted in 1963 and offered a coupe option for the first time. That same year, the Sting Ray moniker made its mark, and Chevy began offering its first production racing model Z06 with 360 horsepower.
In 1965, Chevy made its big-block 425 horsepower V-8 available in the Corvette. The C3 (called the Sharknado for its unique design) was released just a few years later. According to true aficionados, the modern Corvette originates with the C3, since Chevy eliminated any true rear storage area and debuted a Targa-style removable roof panel.
In 2020, the Corvette will experience its most stunning transformation to date and become a mid-engine supercar, sharing a powertrain layout with European competitors for the first time ever.
Despite its rich history and reputation for power, the Corvette has been subjected to a messy, mixed reputation among car enthusiasts. America’s sports car is often viewed as a value offering for middle-aged drivers, and stories abound of Corvette engineers feeling limited in their offerings.
With the new car entering production, there is no better time to pay homage to the outgoing C7, which changed the Corvette’s reputation for the better. The 2019 Grand Sport model combines the power and value of the Sting Ray with Z06 styling.
“The Grand Sport has long been the best value in the sports car world. You simply can’t match what’s available, dollar for dollar, anywhere in the world,” said Zach Madsen, fleet sales manager for Ken Garff Chevrolet in American Fork.
The Grand Sport model offers the body kit and downforce stylings of the top-end Z06, and the car is stunning from almost every angle. The fastback-style roofline meets massive rear fenders that blend and create a rear end that makes the Corvette seem much larger than it is. When parked next to other cars, the ‘Vette’s true size becomes quickly apparent.
There is no mistaking this car for another from behind. The traditional quad lens taillights flank the huge Corvette emblem on the rear, and all four exhaust outlets are located at the center of the rear bumper rather than split among each side.
The Z06 rear deck spoiler is tall enough to require an opening in the center so the driver can see behind. The rear fenders are squared off more than prior generations, but the front fenders still provide a sweeping arc that screams Corvette. Large front fender air vents provide color contrast and sport the Grand Sport logo.
From the front, the hoodline rakes down sharply, stretching elongated headlight housings on either side. A black hood vent down the center and a three-tiered front splitter provide color contrast and make it seem like the car is floating just barely above the ground.
The ‘Vette’s best attribute, and my most pleasant surprise, is the handling. The beefier body and chassis of the Z06 is present on the Grand Sport, and buyers can choose the even beefier Z07 suspension package.
The word “compromise” has always been part of Corvette lore, and I didn’t anticipate a car that felt confident on nearly every road I threw at it. The C7 is a capable track car and most track-capable cars don’t make the transition well to the mean, uneven, pothole-filled streets of America.
I’ve been disappointed by some of the best cars in the world, where even the seams of an elevated canyon road can throw them every which way. The C7 Grand Sport, in my humble opinion, is only bested in this area by the Porsche 911. It’s a bold statement, but I stand by it.
The lore of “compromise” is true inside the Corvette, though. It isn’t fair, of course, to compare the interior of a sub $80,000 car to those of cars costing three and four times as much. It’s difficult not to, though, when Corvette competes for buyers with those cars from Italy and Germany.
There’s no doubt the interior is much improved over the prior C6 generation: nothing about the fit, finish and quality of the materials stands out as subpar. At the same time, nothing stood out as exceptional or distinctive from any Cadillac or Denali on the road. In a car like this, something should.
The two-tone dash layout is nice, and the cockpit-like feel of the driver’s seat is unrivaled. The entire center console pushes out toward the driver and ends on the lower passenger side with a grab handle for wary riders. The passengers will also find their separate climate and heated/cooled seat controls built into the passenger vent itself — a nice and convenient touch.
But Corvette tech is a mixed bag.
The heads-up display is excellent and adjustable to provide a wide range of information, and the center touch screen reveals a James Bond-like secret storage bin when lowered mechanically.
GM has an excellent MyLink infotainment system, but the Corvette seems to have been given a lesser model — though, the Bose sound system is superb. Perhaps the intent was to “enhance” the display so it would stand out from Chevy’s other offerings, but the result is a mess of poor layout and overlapping controls.
Fortunately, both Apple Carplay and Android Auto are available to rescue it.
I might lose some Corvette fans by saying this, but hear me out. The powertrain is excellent but left me wanting more.
While the Grand Sport borrows from the upper-end Z06 in terms of appearance and handling, it also borrows the engine and transmission from the base model Sting Ray. The 6.2-liter LT1 V-8 provides 460 horsepower and 465 pound-feet of torque and moves the ‘Vette from zero to 60 in 3.7 seconds with the smooth eight-speed automatic.
It’s quick, it’s gloriously loud at startup, and yet, it left me feeling like the experience was less than spectacular. Perhaps the C7 is a bit too refined for its own good. Perhaps Corvette engineers have favored the stereotypical mid-life buyer a little too much.
The glorious sound loses some luster at highway speeds. The G-forces are clearly there when moving that quickly, but they aren’t felt the way one would expect. The engine lacks initial “oompf” but makes up for it while the transmission spins through the gears in a way that seems impossible. The paddle shifters added some fun, and I’m curious whether the seven-speed manual transmission would “un-tame” the beast in the way I would want.
Don’t get me wrong, I prefer the Corvette to the wonky, jolting shift pattern of an Aston, and the handling more than makes up for any ethereal shortcomings. Best of all, it’s the first sports car I’ve brought home that my wife actually enjoyed riding in. She paid it high praise one evening with the light Targa top removed and actually said she could get used to this one.
In the end, the Corvette left me very impressed and quelled the mythical shortcomings that preceded it.
I doubt many potential Corvette buyers care, but the EPA fuel economy comes in at 19 combined mpg, aided by a less than 3,300-pound weight. The manufacturer’s suggested retail price for this car, as tested, was $77,840.
Source: Mike Stapley; KSL
And also what you don’t get
Although we test hundreds of cars every year, we rarely get to take a look at base trims—especially when it comes to supercars. But during the media launch of the 2020 Chevrolet Corvette C8 last week, we were able to see the much hyped $59,995 model, and we got a chance to sit in it and see how the materials compare with the car we evaluated last year and ultimately named our 2020 Car of the Year. We didn’t drive the $60K model, but we got to drive a non-Z51 Corvette C8 for the first time, which was very similar to the base car. We were impressed to see the long list of standard equipment on the base model and appreciated how there are almost no compromises with its performance. Here’s an overview of what you get when you buy the cheapest C8 Corvette model in the lineup.
You buy a Corvette because you care about driving, and the C8 delivers on that front. That’s one of the reasons we named it Car of the Year. And even on the $60,000 car, you still get a lot for your money. The 6.2-liter V-8 engine produces 490 hp and 465 lb-ft of torque, which is 5 hp and 5 lb-ft less than what you get with the optional performance exhaust. Just like on the higher trims, an eight-speed dual-clutch transmission sends power to the rear wheels. Four-piston Brembo brakes are also standard, so you’ll get that hard stopping power when you need to. And you still get the mechanical limited-slip differential.
Non-Z51 C8 Corvettes ride on all-season tires, so this was our first time driving the car with the Michelin Pilot Sport all-seasons and the standard suspension. The ride is a little stiffer with this setup, but it still continues to be comfortable on the road. You’ll have to drive the Z51 and regular models back to back to notice the difference. The standard suspension is also very competent, though I still prefer the optional magnetic Ride Control adaptive damping system, which adjusts every millisecond to the road surfaces and rides more comfortably than the base suspension when set to Tour mode (driving modes are still offered even without the MR shocks on the base C8).
There’s no doubt about it—the C8’s interior design is just as good as (or perhaps even better than) its exterior design. You’ll note that the biggest difference between the 1LT (base) and 3LT (top trim) is on the dashboard, where the absence of leather is notable. But even then, you’re still getting a lot of standard equipment. The dash still has a premium feel, and you still get the contrast stitching throughout the cabin. You also get a lot of leather in the standard interior. The seats and steering wheel are wrapped in leather and you don’t really see any hard plastics (except where the wireless charger is located, which you can’t get on the base trim). You don’t get the suede headliner, but the standard fabric headliner is pretty decent.
The 8.0-inch touchscreen with Apple CarPlay and Android Auto is standard on the Corvette C8, so you don’t lose any major technology. What you don’t get is the Performance Data Recorder (PDR), which is able to record the view of the front camera along with the speed and g force readings when you’re on a track. The reason you don’t get the PDR is because the base C8 doesn’t come with the front camera. You’ll miss that feature when parking as the display automatically shows the camera view when you’re approaching a curb block or other potentially front end-scraping object. Another pro is the 10-speaker Bose audio system, which sounds crisp and will have you rockin’ and rollin’ wherever you go.
Although it’s weird not to see them on a $60,000 car, blind-spot monitor and rear-cross traffic alert are not included on the base C8. Those are part of the 2LT package, which increases the price by more than $7,000.
Although you might not get some safety features, there’s a long list of convenience features that come at no extra charge. Keyless access with push-button start, dual-zone climate control, power adjustable GT1 bucket seats, automatic LED headlights, and a 12.0-inch digital cluster display are standard on the base C8. The removable roof panel is also standard, so every C8 can be driven topless.
Miguel Cortina for Motor Trend
Oh ZR1, how quickly we have forgotten you and moved on to the C8. But then comes along a video like this that reminds us that even with an engine upfront, you are still one of our favorites!
All kidding aside, the 2019 Corvette ZR1 is one of our favorite Corvettes of all time particularly because of the things it could do, like shooting down a former Space Shuttle runway at Cape Canaveral at nearly 200 MPH!
Typically we see these high speed runs with a ZR1 that has the ZTK’s High Wing. This Long Beach Red Corvette ZR1 has the low wing for less drag and it seems to definitely show off its speed in this standing mile run in which the Corvette reached a top speed of 191.16 MPH.
Two views are shown including the in-car with telemetry overlay on the screen. We see the car was still accelerating past the mile and we’re excited as they tell us that two more videos coming that show the ZR1 also running 2.3 miles and 2.7 miles down the runway.
The video comes the Johnny Bohmer Proving Grounds on Merritt Island Florida. Previously we have seen the Genovation GXE Electric Corvette run on the same track and in fact, it might be interesting to compare the two cars after the ZR1 shares the two final runs
From Johnny Bohmer Proving Grounds via YouTube:
As we continue to digest all the new information that came out of last week’s First Drive Event with the 2020 Corvette Stingrays in Las Vegas, there is a new “Mode” to discuss that most Corvette enthusiasts have never heard of.
The 2020 Corvette Stingray has several “modes” that help drivers get the most out of their cars. We are already familiar with the regular driving modes that feature settings for Weather, Touring, Sport and Track, as well as the two customizable modes called MyMode and Z-Mode. But what you may not be aware of is that the 2020 Corvette Stingray’s equipped with Magnetic Ride Control also features a “Flying Car” mode.
Well, it is the 21st century after all!
Corvette’s Vehicle Performance Manager Alex MacDonald is responsible for the chassis tuning of the new Corvette and he was tasked with explaining much of the on-track performance capabilities of the new Corvette to those at Spring Mountain last week.
For the C8 Corvette, engineers have rolled out version 4.0 of Magnetic Ride Control with the biggest change to the system is the use of accelerometers rather than position sensors that measured wheel height. Here is the slide that was offered on the new Mag Ride for the C8 Corvette:
The Magnetic Ride Control is tied into the Corvette’s Performance Traction Management system and that’s where the Flying Car Mode comes into play.
When your crest an incline and the Corvette’s wheels are off the ground, they will spin faster like they are on ice or another slippery surface because there is no resistance. The performance traction control senses that and sends commands to slow the wheels. But that’s not the best reaction when on the track. The system now senses when the car’s front wheels leave the ground (and assumes that the rears will be leaving as well), and the system tells the performance traction control to ignore it because it knows that it’s temporary and that all four wheels will be back on the ground momentarily.
Here is Alex talking about the Flying Car Mode:
“The other interesting note about MR is that it communicates with the performance traction system and it tells that performance traction system that if the front wheels have just gone over a big crest that we know that one wheel-base later the rear is about to go over that same crest, we can adapt the traction control to work in that situation and we call that Flying Car Mode, which is a cool name for it, because it does detect when the car is airborne and we can alter the chassis controls to deal what happens when the car lands.”
Video by Keith Cornett
With the highest performance versions of the seventh generation Corvette, customers were forced to make a choice. Did they want their car to have the highest possible top speed, or did they want to sacrifice some of that by bolting a slew of aerodynamic aids to their car for maximum cornering ability?
We would love for Chevrolet to take that decision out of the ordering equation for buyers of the upcoming Z models and the Grand Sport. They could give buyers the best of both worlds with the incorporation of Active Aerodynamics.
Active Aerodynamics can take many forms, from grille vents that close at high speeds to streamline a car, to suspension that lowers at speed to reduce lift. We know that the Corvette team would build a fully functional system that integrates several of these technologies into a cohesive package, just like they did on the C7 ZR1’s chassis-mounted wing and innovative balancing front underwing, but what we mostly want to focus on here is the most visible piece of such a system, the rear wing.
This unit would elevate both the performance and even the prestige of GM’s looming halo car. There are several benefits of an active rear wing that accompany their off-the-charts cool factor.
1. An active rear wing can be lowered, causing it, for all intents and purposes, to disappear, along with any drag that it was creating. Top-end General Motors Products have become so fast that the most track-worthy editions have suffered at the dragstrip because of massive fixed wings. The effects of the C7 Z06/Z07’s wickerbill spoiler have been well documented. Chevrolet officially listed the top speed of ZR1’s with the “big-wing” ZTK package as 10 MPH lower than their stock counterparts, and the Camaro ZL1 with the 1LE package has proven slower than the car it is based on, even in distances as short as a quarter-mile. Allowing these serious track performers to retract their wing, and the ZTK/Z07/1LE models become the best version of their respective model-line with no excuses or asterisks, which is what buyers that dole out more funds expect.
Photo Credit: https://www.sciencelearn.org.nz
2. Just as these wings can retract to reduce drag and improve top speed, they can be “actively” placed in full “attack mode” for maximum downforce in the corners. This increases cornering speed, stability, and driver confidence which can lead to drastically lower lap times.
3. Upon hard braking, an active wing can also go vertical, transforming into an air brake. This assists the actual brakes, resulting in shorter stopping distances. It also keeps more weight in the rear of the car, again helping with stability and, especially in a rear-wheel drive car, improved corner exit speeds.
Photo Credit: Car Magazine (UK)
All three of these traits brought to the table by an active wing radically assist the driver and make the car faster in all aspects. The coolest thing is that, with the right programming, the wing does all three automatically with seamless transitions, and, did we mention how awesome they also look?
There has been speculation about Active Aero coming to the Corvette for several years now. These rumors were fueled by GM’s own patent filings which showed a sketch of a C7 fitted with advanced aerodynamic trickery. We think the top dog mid-engine offerings are the perfect place for the General to finally deploy this technology that can already be found on the majority of the world’s supercars.
For the last two days we’ve been in Corvette Heaven as we were invited by Chevrolet to come out to Las Vegas and test drive the 2020 Corvette Stingray. The test consisted of two parts that included a route through the Valley of Fire state park and then today we drove the new mid-engine sports cars at Spring Mountain Motor Resort & Country Club.
Today’s driving session culminated with the very talented instructors from the Ron Fellows Performance Driving School offering hot laps around the track. Each driver gave their passenger a demonstration of the capabilities of the new Corvette and those two fast laps started with engaging launch control as each car took to the track.
With 60% of the weight of the 2020 Corvette residing over the back wheels, the Launch Control demonstration shows just how quick these cars are able to put power to the pavement as those Michelin Pilot Sport 4S summer tires quickly hook up to send the car on the track.
We will be traveling from Las Vegas to home in Tampa on Wednesday, but keep checking back as we got a lot of great photos and videos from our 2020 Corvette drive on deck!
Video by Keith Cornett
From an acclaimed concept car John DeLorean reportedly dismissed because he wanted something “smaller and more European,” to the design that ended a feud between a pair of GM giants — but may have set the Corvette back decades — a trove of unique documents, sketches and models tells a secret history of the 60-year quest to build a mid engine Chevrolet Corvette.
The story begins in the late 1950s with legendary Corvette chief engineer Zora Arkus-Duntov and came to fruition when the first mid engine 2020 Corvette Stingray sold for $3 million at auction in January.
Titled “The Vision Realized: 60 Years of Mid engine Corvette Design” and created by GM Design Archive & Collections, the exhibit included 19 original sketches by designers including Larry Shinoda and Tom Peters, the massive 4-Rotor rotary engine from the 1973 Aerovette engineering, a wood wind-tunnel model, even letters from Arkus-Duntov’s personal files.
“The story of the mid engine Corvette is incredibly complicated, full of fits and starts,” said Christo Datini, manager of the GM Design Archive & Collections.
Cristo Datini at the General Motors Warren Technical Center in Warren, Michigan on Friday, January, 31, 2020 (Photo: Eric Seals, Detroit Free Press)
A mid engine Corvette was a dream shared by GM designers and engineers. The layout, in which the engine is behind the passenger compartment and immediately over the rear wheels, improves acceleration and handling. It’s been a mainstay at Ferrari for decades, and inspired repeated design and engineering projects at GM. None of them made it to production till now, largely because the Corvette’s original front-engine layout was so successful.
“Why would we change the Corvette?” GM chairman and CEO Richard Gerstenberg said to Arkus-Duntov before both men retired in the mid-1970s. “We sell every one we can make.”
‘Design without limit’
A generation of GM designers and engineers had already fought that attitude toward the sports car that debuted in 1953 model, and a couple more would before the midengine eighth-generation C8 Corvette Stingray debuted last year.
The exhibition included dozens of sketches, models, photos and documents.
“Our mission is to preserve the heritage of GM Design and educate our designers on GM’s prominence in the world of design,” Datini said. The archive also is working with the Detroit Institute of Arts on a massive exhibition dedicated to automotive design that opens this summer.
The Corvette exhibition closed at the end of January, but elements of it are likely to be displayed at other events and locations, possibly including the National Corvette Museum in Bowling Green, Kentucky, which provided materials for the collection.
Original magazines with drawings of what Corvettes could have looked like on display at the General Motors Warren Technical Center in Warren, Michigan on Friday, January, 31, 2020 (Photo: Eric Seals, Detroit Free Press)
Chevrolet Engineering Research Vehicle I, Also called SERV I and XP-708, was the beginning. A running model that debuted in 1960, the car had the looks of an Indy car and a chassis that tested what a midengine layout could do. It was “a design without limit” and an “admirable tool” to help Chevy figure out “what to put in Corvette,” said Duntov, himself a former driver in the 24 Hours of Le Mans sports car race.
CERV I was used as a test vehicle for years. Larry Shinoda, who would go on to be known as the father of the ’63 Corvette Stingray and the Mako Shark concept car, tweaked its design repeatedly as engineers tested it with seven different power trains.
GM eventually retired CERV I, selling it to the Briggs Cunningham Automotive Museum for $1. When the museum failed in the 1980s, GM bought it back for “somewhat more,” Datini said.
A model of the 1968 Chevrolet mid-engine Corvette Roadster that is one of many items for General Motors workers to see at the Corvette design display at the General Motors Warren Technical Center in Warren, Michigan on Friday, January, 31, 2020 (Photo: Eric Seals, Detroit Free Press)
Corvettes the world never saw
Shortly thereafter, Duntov heard rumors Ford was developing a Le Mans racer to challenge Ferrari and launched work on CERV II. GM decided not to race, Ford and Carroll Shelby built the GT40 that inspired “Ford vs. Ferrari,” and the CERV II was used as an engineering test bed at secret proving grounds and never seen by the public during its active lifetime. Built in 1964, CERV II had a 500-horsepower V8, 210-mph top speed and 2.8-second 0-60 mph time.
A picture of the CERV II Corvette. The sports car never went into production but it was influential in the design of the C5 production Corvette. (Photo: Eric Seals, Detroit Free Press)
“By that time, engineers and designers knew a midengine chassis was necessary” to get maximum performance from the ‘Vette, Datini said. Putting the engine behind the passenger compartment puts the car’s weight over the rear wheels to put down more power without spinning. Shifting balance from the production ‘Vette’s nose-heavy weight distribution would also improve handling.
Also in 1964, the XP-819 experimental car was being tested. Designed by Shinoda, it bore a strong resemblance to 1970 Corvettes, but Duntov hated it, calling it an “ugly duckling” at least in part because he wished his engineering team got some of the budget allotted to designing the car. It had a 327 cubic-inch V8 and pop-up headlights.
Like many concept and engineering vehicles, XP-819 was destroyed, chopped up. Years later, the pieces were found in NASCAR designer and mechanic Smokey Yunick’s garage.
Half Corvette, half Porsche
With a name GM would later recycle on a minivan, the Astro II XP-880 was never publicly identified as a Corvette, but it was one, intended for production in 1970, but never got there. It debuted at the New York auto show, featuring a nose, front fenders and Firefrost Blue paint that that foreshadowed 1970s production cars.
DeLorean, then Chevrolet general manager, asked for a rush program to create a different midengine design to match the midengine Pantera Ford was developing with Italian sports car maker De Tomaso to debut at the 1970 New York auto show. The XP-882 had a tapering body with dramatic fender flares and a louvered rear window like the Mako Shark II concept car. Like so many midengine ‘Vettes before and after, GM brass decided to stick with the tried and true front-engine layout.
Also in the 1970s GM president Ed Cole — another legendary engineer who led the development of the small block V8 and catalytic converter, among other achievements — became enamored with the Wankel rotary engine. Duntov built two midengine experimental ‘Vettes with rotary engines, glad for Cole’s support despite not sharing his enthusiasm for the engine.
Sketching and notes about the Corvette, one of the many originals on display for workers to see at the General Motors Warren Technical Center in Warren, Michigan on Friday, January, 31, 2020 (Photo: Eric Seals, Detroit Free Press)
The 1973 Corvette 2-Rotor XP-987GT was a smaller, European-scale sports car with a rotary engine. The body was all Corvette, but its chassis came from a Porsche 914. Italian design house Pininfarina built its body. GM displayed the 2-Rotor at auto shows in Frankfurt and Paris before the car disappeared, probably sold to a collector.
Bill Mitchell’s most beautiful car
At the same time, Duntov wanted to develop a bigger midengine Corvette. He and Cole hadn’t been on speaking terms since Duntov refused an annual bonus he thought was insultingly small. They made up, at least in part because Duntov wanted a budget to develop what would become the Corvette 4-Rotor Aerovette, an iconic, gull wing design. Duntov believed it was the most beautiful vehicle GM design chief Bill Mitchell oversaw in a career that included the ’57 Chevy Bel Air and ’66 Buick Riviera.
Duntov recycled the XP-882’s chassis for the Aerovette, which featured silver leather interior trim.
A picture of the Aerovette featuring bi-fold gulping doors in the sports car that was never made. It is one of many photographs, drawings and sketches on display on all things Corvette design inside the General Motors Warren Technical Center in Warren, Michigan on Friday, January, 31, 2020 (Photo: Eric Seals, Detroit Free Press)
Despite the car’s striking appearance, Duntov would come to believe his agreement to use a rotary engine was a nail in the midengine ‘Vette’s coffin.
Despite that, another midengine engineering car arrived in 1974. The XP-895 began its life with a steel body. Intrigued by the idea of lightweight materials, DeLorean asked Reynolds Aluminum to create an aluminum body. That cut the car’s weight by nearly 40%, but DeLorean pulled the plug on the project because he wanted a smaller, more European design.
That never happened, and design work on midengine ‘Vettes came to a halt for more than a decade, as GM struggled meeting the challenge of higher fuel prices.
Closing the deal
By 1986, the quest for a midengine Corvette was ready to create another giant figure, and it got one when a young designer named Tom Peters began work on the Corvette Indy concept car. Peters went on to become the chief designer of the sixth- and seventh-generation C6 and C7 Corvettes and play a key role in starting work on the 2020 C8.
With a radically short hood compared to production ‘Vettes and cutting-edge technologies including four-wheel steering, traction control and active suspension, the Indy — so named because it used a 2.65L V8 Chevy developed for Indy Car racing — kept dreams of the midengine ‘Vette alive
The 1990 CERV III — this time the C stood for “Corporate,” not Chevrolet Engineering Research Vehicle — was the next step. Datini’s research convinced him it was an attempt at a production version of the Indy.
CERV III had scissors doors and was built of Kevlar, carbon fiber and aluminum. With a 650-hp twin-turbo 5.7L V8, GM predicted a top speed of 225 mph. It debuted at the 1990 North American International Auto Show in Detroit.
After that, work on the midengine Corvette went undercover for two decades. Photos of disguised prototypes at test tracks surfaced from time to time, but the car seemed to be as much myth as metal. There are whispers the Great Recession halted work on one, setting development back years.
A display of Zora Arkus-Duntov known as “The Godfather of the Corvette” at the General Motors Warren Technical Center in Warren, Michigan on Friday, January, 31, 2020. (Photo: Eric Seals, Detroit Free Press)
Development of the 2020 Corvette Stingray began around eight years ago, a long time for most projects, but the blink of an eye when it’s the last chapter of a 60-year story.
Mark Phelan for Detroit Free Press
Revolution, as the documentary is titled, will air in two parts and goes deep behind the scenes of the biggest ever change to the Corvette.
If there’s one word that describes the 2020 Chevrolet Corvette Stingray pretty darn well, it’s probably “Revolutionary.” It’s the first time in the nameplate’s history that the engine resides behind the driver, as Chevy elevates its long-running sports car to battle the world’s best.
Naturally, curious minds have to wonder what went on behind the scenes to make this car come together. Chevy has good news for you. Revolution, a two-part documentary detailing the C8-generation Corvette’s development, is set to air in the coming months, the brand said Monday.
Chevy told Roadshow the documentary will air on the Corvette’s homepage here, but for now, the quick trailer embedded above will give fans a taste of what the upcoming feature holds. There’s plenty of first-hand knowledge on display — the team that put the latest car together gets plenty of camera time. Numerous people in the mid-engine Corvette program spill how it felt to take an icon and reinvent it.
The documentary announcement comes just after Chevy announced that the production of the 2020 Corvette Stingray kicked off on Monday. With the C7-generation car in the rearview mirror, and all necessary retooling done for the mid-engine car, the workforce in Bowling Green, Kentucky is solely focused on the new Corvette.
Chevy didn’t have an exact timeline for when the first part of the documentary will air, but it should give fans eagerly awaiting their cars something to pass the time as deliveries begin in early March at the latest. Hopefully by this summer, we’ll see plenty of 2020 Corvettes on the road as the plant ships them out to their new homes.
When you’re Chevrolet and you have access to five-time Le Mans winner Oliver Gavin, it’s a smart idea to shove him behind the wheel of a new C8 Corvette with the Z51 performance package and point him out for a flying lap of the Nordschleife. These lap times are largely irrelevant as they absolutely do not correlate to driving enjoyment or real-world usable performance, but it’s a slightly abstract way to compare the relative abilities of sports cars.
With ideal conditions and an incredibly capable driver, Chevrolet managed a lap time of 7 minutes and 29.9 seconds. That’s quicker than a recent independent test Porsche 992 time, and Chevrolet’s own high-powered Camaro ZL1. That said, it’s 16 seconds off the pace of the C7-generation Corvette Z06. Interesting? Maybe.
Chevrolet confirmed to RoadShow that this was the lap time, as hidden (below) in a teaser video for its upcoming documentary on the development of the C8.
Are you and I capable of this lap time? Hell no. But the car is capable of it in the right hands, and I guess that has bragging rights of some kind.
Obviously this is still just the base model Corvette with its 495 horsepower V8 mounted in the middle. The Z51 pack adds aero bits, better tires, better suspension, and better cooling for the entire car. There will be more powerful, better, and faster Corvettes coming, but for now you can rest assured knowing a C8 Corvette is slightly faster around the ‘ring than the big bad supercharged Camaro. That is, unless the ZL1 was of the 1LE variety (which ran a 7:16.04).
Bradley Brownell for Jalopnik
Zora’s dream of bringing a mid-engine Corvette to market has finally been fulfilled!
Chevrolet is celebrating the Start of Regular Production (SORP) of the 2020 Corvette Stingray today and they shared this photo of a Black mid-engine Coupe on the Corvette assembly line in Bowling Green, KY.
The car is the VIN 001 Corvette that was purchased by Rick Hendrick for $3 million last month at Barrett-Jackson. Chevrolet told us previously that the first mid-engine Corvette produced for customers would be a Black Coupe with the Z51 package.
Here is Chevrolet’s tweet celebrating the start of C8 production from this afternoon:
Chevrolet is saying that initial vehicle shipments to dealers are expected to begin in late February or early March.
Congratulations to all those who worked on the new Corvette to get it to this point and we are excited for all of our friends that have a new C8 Corvette on order. The new Corvette Stingray is a grand slam home run for Chevy and from it, we will see a paradigm shift in how people will view mid-engine sports cars in the future.
And with VIN 001 coming of the Corvette assembly line today, that future is now!
Chevrolet also offered up this trailer for a documentary of the C8 Corvette’s development called Revolution:
Following Jeremy Welborn’s insightful post last week on Customer Ordered 2020 Corvette Production Starting, a reader left a comment about stopping by the Corvette Assembly Plant and seeing twenty-five C8 Corvettes in the parking lot. Thanks to Jeremy’s follow-up, Jay sent us some of his favorites that he took and gave us permission to share.
We’re calling this Corvette Heaven Part II as it seems to dovetail perfectly with yesterday’s blog post with an instagram video showing fifteen 2020 Corvettes lined up in a row.
From Jay Shellabarger:
I was at the Bowling Green Assembly Plant and Museum to see Shane for my Museum Delivery on Thursday, January 30th from 2:30pm to 4:30pm. I went directly to the Assembly Plant and looked at twenty-five C8 Corvettes in the parking lot and I took a hundred photos. I had been told all the pre-production cars would be smashed. I read where you state the VIN numbers are 5100001. Starting with 51 and all the cars I saw started with 50. I took photos of the VIN numbers too. I saw cars 5000028 (#28), 30, 56, 62, 124, 137, 138. 139 many up to number 5000375 (#375). I had a fun afternoon driving into the different parking lots (including employee parking lots) and looking at the C8’s produced. They are simply BADASS looking and I can’t wait to obtain my white C8.
Jay managed to capture nine of the twelve colors and several cars have full-length body stripes. We noticed that Jay also captured a Sebring Orange 2020 Corvette Stingray Coupe wearing thr 5VM Visible Carbon Fiber Aero Kit:1
Jay tells us he has an Arctic White C8 Coupe on order and he is customizing it with the High Wing and he also tells us he’ll be adding his own stripes to the car as well as chrome wheels! Sounds like a stunner, Jay!
Here’s the photos of the C8 Corvettes from the Bowling Green Assembly Plant last week:
Photos by Jay Shellabarger