The new C8 Corvette is a major break from tradition, transforming the Chevrolet Corvette nameplate with a brand-new mid-engine layout and even higher performance potential. With so much good stuff on offer, the C8 needed a modern exterior restyle to go with it, something that would accommodate the new powertrain placement. Now, we’re getting a look at a stylized C8 Corvette sketch, courtesy of GM Design.
Recently posted to the official GM Design Instagram feed (@generalmotorsdesign), this C8 Corvette design sketch is highly stylized, showing off the overall shape of the new mid-engine Chevrolet Corvette, but without too many details. In fact, the sketch looks as though it shows a single hunk of aluminum that was whittled down to look like the new C8.
The proportions are pure mid-engine goodness, with the cabin moved forward on the body, pushing the eye towards a cone-shaped nose that slants down towards the pavement at an aggressive angle. The front end is flanked by two hugely flared front fenders, which wrap around a concave shape for the wheels. Inside the wheels, we find a V-shaped design that looks a bit like the crossed flag Corvette logo.
Moving along the profile of the sketch, we see a clear C8 Corvette design element in the prominent wide side intakes. The intakes flair out ahead of the rear wheels in a “boomerang” shape that adds tons of visual punch, while also teeing up the ultra-wide rear fender flairs.
The open space created by the side intake is shared by the top of the cabin, which falls away into a relatively flat rear deck lid. Finishing it all off is a blade-like rear spoiler section, which is complemented by thin tail lights and another V-shaped badge. Under the spoiler is the suggestion of a diffuser.
All told, the look is aggressive, sleek, and attractive – just like the C8 Corvette.
Johnathan Lopez- GM Authority
They’re Back! Chip Ganassi Racing Returning to WeatherTech Championship in 2021 with Cadillac DPi Entry
DAYTONA BEACH, Fla. – Chip Ganassi Racing, which has fielded seven IMSA season champions and eight Rolex 24 At Daytona champions, is returning to IMSA WeatherTech SportsCar Championship competition with a Cadillac entry in the Daytona Prototype international (DPi) class.
Joining its already-successful operations in IndyCar and NASCAR, Chip Ganassi Racing joined IMSA in 2004 and won the first of seven championships that same year. The team competed in the Daytona Prototype category through 2015 before moving to the GT Le Mans (GTLM) class from 2016-2019.
Other sports car achievements by the team include 64 total race wins, including marquee events such as the Rolex 24 At Daytona, the Mobil 1 Twelve Hours of Sebring Presented by Advance Auto Parts and the 24 Hours of Le Mans. Ganassi is the only team owner in history to win three straight Rolex 24s (2006-2008).
“We can’t wait to get back to IMSA and fight for the overall win after several years competing in the GTLM class,” Ganassi said. “Our relationship with General Motors has expanded from the NASCAR Cup Series and we couldn’t be happier. Partnering with Cadillac is a tremendous opportunity for our team and we want to start delivering for them in January at the Rolex 24 At Daytona.”
CGR will field one car in the 2021 season, with the driver lineup to be named. It joins a Cadillac program that has claimed victory the last four years at the Rolex 24, won last month’s Motul Petit Le Mans and came within a single point of winning the 2020 DPi driver, team and manufacturer championships.
“We are very excited to welcome Chip Ganassi Racing to the Cadillac competition family,” Cadillac Vice President Rory Harvey said. “Their success across many forms of racing, including sports cars, will be a great addition to our IMSA WeatherTech lineup. Chip’s pedigree at winning the Rolex 24 At Daytona eight times, as well as their championships in this form of racing, gives Cadillac another stalwart team to compete for the 2021 IMSA DPi championship.”
The 2021 WeatherTech Championship season kicks off with The Roar Before The Rolex 24 testing Jan. 22-24 at Daytona International Speedway. The Rolex 24 At Daytona begins Saturday, Jan. 30 on the 3.56-mile, 12-turn road course.
Source: Mark Robinson
Kids have been hanging out of car windows screaming, grown adults stopping in my driveway to take photos, and minions asking lists of questions at gas stations. Any number of fellow drivers waved their hands for me to roll down my window. “Is that the new Corvette,” they screamed. When I confirmed it was, the overwhelming sentiment was, “I thought it was, but it didn’t look right.” That’s because the engine has changed its latitude from front to behind the driver. The rest of the car is just as dramatic.
Paint To Light The Night
It flares its presence with Sebring orange metallic paint and Carbon Flash black accents that include 19-inch/20-inch wheels front/rear. It’s all good, but moving the engine location changes proportions, shortening the nose and lengthening the rear roofline that ends in a high wide deck. Peaked fenders, pointy nose, and quad taillamps all whisper “Corvette” while the rear window becomes a viewing platform for the engine. It’s all familiar, but oh so different.
Hallmarks of previous generation Corvettes have been their roomy interiors, generous cargo space, and all-day comfort. Unlike most supercars, Corvettes could be driven to work with ease. Even drivers of advancing years and generous proportions fit inside. Mid-engine cars tend to be cramped and uncomfortable. Designers knew they would have to overcome those deficiencies to meet Corvette enthusiasts’ expectations.
Drivers feel like they’re commanding a warp-speed starship when facing the reconfigurable flatscreen instrument cluster, heated squircle steering wheel, and flatscreen infotainment system. A large head-up display changes configuration with the drive modes. Climate controls are housed in a thin panel running from dash to console. Tech includes a 14-speaker Bose Performance series audio system, wireless phone charging, Apple CarPlay, Android Auto, and 4G Wi-Fi hotspot. Seeing out was bound to be more difficult, but a rearview camera mirror, front camera, rear parking sensors, crosspath detection, and blind zone alert alieve any concerns.
Passengers sit further forward in the chassis than in previous generations, but there’s still ample space. Drivers get wide footwells with a proper dead pedal. Heated and ventilated seats feature power side bolsters and lumbar while a roomy trunk behind the engine and deep frunk in the nose provide nearly as much cargo space as the C7. The roof panel still fits in the trunk. So does a set of golf clubs.
Fastest Vette Yet
Fully exposed, the engine is one potent device. The 6.2-liter V8 spins out 495 horsepower and 470 lb. ft. of torque. It all gets to the rear wheels through an 8-speed dual clutch automatic transmission. There’s no manual option, so pat the paddles to shift yourself. If you want a selfie, click quick as the fastest ever Vette evaporates 0-60 mph in under three seconds and terminates just shy of 200 mph. Fuel economy rates 15/27-MPG city/highway.
So why, after nearly 70 years, did engineers move the engine from front to middle? Well, they kept adding power to the front-engine cars, but could not get them to go appreciably faster. They just couldn’t get weight to transfer to the rear wheels. This one hooks up and is far better balanced on the track.
Shred curvy backroads and you can almost think it through. It’s an easier car to drive, especially with Tour, Sport, and Track modes that change the steering weight, throttle sensitivity, and transmission shift points. The Z51 package adds performance brakes, suspension, exhaust, and electronic limited slip differential. There’s a slight hesitation before unholy acceleration as the e-diff sorts itself, but after that, bliss. Even with the stiffer suspension, it’s not brutal. I’d drive it anywhere.
Chevrolet could have served up another very competent front-engine Corvette, but instead delivered a car that’s still clearly a Corvette, but one that causes teenage boys to swoon and little girls to scream. Continuing another Corvette tradition, the C8 is one a heck of a deal. Base models start at $58,900, but rose to $79,315 as tested. That’s a pittance compared to the Porsche Boxster, Acura NSX, and Ford GT.
2020 Chevrolet Corvette Z51
- Two-passenger, RWD Coupe
- Powertrain: 6.2-liter V8, 10-spd trans
- Output: 495hp/470 lb.-ft. torque
- Suspension f/r: Ind/Ind
- Wheels f/r: 19”/20” alloy
- Brakes f/r: disc/disc
- Must-have features: Comfort, Performance
- 0-60 mph: 2.9s
- Fuel economy: 15/27 mpg city/hwy
- Assembly: Bowling Green, KY
- Base/As-tested price: $58,900/$79,315
Casey Willams – WFYI
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
General Motors and Honda have announced they will produce around 12,000 gallons of hand sanitizer that will be provided to workers at their respective production facilities.
The hand sanitizer is being produced by both companies through their joint Fuel Cell System Manufacturing (FCSM) partnership. The hand sanitizer is being made at the Brownstown, Michigan facility where the GM-Honda FCSM team has been working on to develop fuel-cell fuel stacks for the next generation of hydrogen-powered road cars. Honda says the sanitizer is made using an “apparatus designed to manufacture the electrodes used in the fuel cells,” that was repurposed.
“It is inspiring to see how the automotive industry continues to find new and innovative ways to help society during this crisis,” said Honda North America general counsel Cathy McEvilly. “The commitment shown by Honda associates and their counterparts at GM is a source of pride to us and we are happy to provide something to help the brave health care professionals fighting this pandemic every day.”
Honda also said it will donate 75 percent of the hand sanitizer to healthcare facilities and other places that may be in need of it and will keep 25 percent for Honda North America workers. It has already sent some bottles of the sanitizer to ProMedica Toledo Hospital in Toledo, Ohio, Memorial Health in Marysville, Ohio, and the DMC Children’s Hospital of Michigan in Detroit, Michigan.
GM and Honda formed the FCSM partnership back in 2013 and, more recently, announced a collaboration on electric vehicles as well. Under the new EV partnership, Honda will use GM’s new BEV3 electric vehicle platform an Ultium battery technology in its future line of EVs and will also incorporate other GM technology such as OnStar and Super Cruise.
“This collaboration will put together the strength of both companies, while combined scale and manufacturing efficiencies will ultimately provide greater value to customers,” executive vice president of American Honda, Rick Schostek, said in a statement previously.
SAM MCEACHERN for GM Authority
In football, a team’s playbook is guarded with nearly manic effort by everyone in the organization, and woe be to any coach or player who loses one — much less the Benedict Arnold who for some reason might give a copy to the opposition.
But in today’s U.S. auto industry, playbooks are like the gospel: They’re meant to be given away and shared as widely as possible, with the more readers, the better.
That’s because the playbooks in question these days are the detailed, voluminous guides to how auto manufacturers are re-opening their plants with Covid-19 health and safety protocols. And in that regard, General Motors CEO Mary Barra and Jim Glynn, the company’s vice president of worker safety, are hoping their jointly authored, 48-page guide, “Returning to the Workplace with Confidence: Covid-19 Employee Guide,” reaches every corner of the industry.
It’s free to all, but that’s not the reason GM’s playbook seems destined to become a best-seller. Every company in the vast, deep network of the U.S. and global automotive supply chain is eager to rejoin the working economy again, but to do so their leaders must not only be careful in restarting but also take great pains to avoid any early misstep. Expertise like that provided by GM’s guidebook — and by those also produced by other companies, such as Tier One supplier Lear — can be invaluable not only to automotive manufacturers but also to thousands of other factory operators across the country.
“We knew we had to get this right ourselves and clearly articulate our requirements and what to do at every site,” Glynn told me. “Then we had to think about our supply base to help make them equally successful; we’ve had several seminars for a total of literally hundreds of suppliers wondering what we were doing to prepare for restart.” GM also, he said, has “shared our ideas with other companies and with competitors and with industry councils so we can learn from them as well and incorporate all the best practices into our documents.”
General Motors is re-starting its U.S. factories this week, so the company is taking every step leaders can think of to ensure that managers enact and follow the protocols, that employees and the United Auto Workers are comfortable with their requirements, and that everyone embrace the guides as a significant enabler for the company and the industry to restore production, sales, profits and renewed prosperity as quickly as possible.
To that end, Barra even directed a “care package” be sent to every GM employee last week that included a flyer with the highlights of the playbook, a letter signed by her, and five face masks that were manufactured at a company facility in Warren, Michigan. Her personal touch was reinforced by the fact that the package contained not just a single medical-grade mask but enough for a typical family.
Barra “wanted to make sure early on in this pandemic that every people leader in GM understood the protocol intimately,” Glynn explained. “And she recognized right away that, whether someone works in a plant or in a lab or in our technical center [in Michigan], or at an office in the Renaissance Center” headquarters of GM in downtown Detroit, “they are going to have some apprehensions about the virus and whether they’ll be safe. That was her focus.”
So the playbook is “meant to very comprehensively, and in as much detail as we could, provide help so that our people leaders can be as knowledgeable about our protocols as any medical or safety professional,” Glynn said. “Because they’re who people are going to turn to.”
GM’s protocols themselves demonstrate two advantages over much of the other information out there. One is an attribute enjoyed by some other OEMs and major suppliers: They’ve already learned and applied health and safety lessons from the restarting of their Asian plants a few weeks ago. Another edge is enjoyed by only GM and Ford, which is the fact that each of them reopened a U.S. plant a few weeks ago to shift quickly to production of pandemic-fighting medical equipment.
“Some of the ‘whats’ applied pretty well for the couple hundred people entering the site” at GM’s Kokomo, Indiana, electronics plant, which it refitted to produce ventilators, Glynn said. “But it gets more difficult when you’ve got 1,000 people coming into a [different] plant for a shift. So we are scaling up our approach so that, instead of just one entrance, we are duplicating our [screening] efforts at two or three entrances to the plant.”
The needs for new protocols, redesign of many plant-floor processes, and an overall abundance of caution can be counted on to slash productivity that most auto plants enjoyed pre-Covid 19. Yet at first, that shouldn’t be an issue because auto sales, and the entire manufacturing supply chain, will take a while to creak back to life.
And Glynn said that he expects factory productivity to rise rapidly anyway, after an initial orientation period. Even something as simple as donning a mask can pose a complication to an auto worker who wears glasses – or, as many do, safety glasses – by fogging them, for example.
“But we’ve learned tips and tricks to prevent that from happening,” he said. “We’re doing all of these things to protect people and help them be comfortable in the workplace. Once they understand that, productivity takes care of itself pretty quickly.
“Everywhere we’ve put this into place,” such as plants in Asia, Glynn said, “people get on it it and get back to normal productivity. They like the routine; they have a sense of accomplishment; and it feels comfortable for them to be back at work.”
Source: Dale Buss
What We Know So Far
Now that the bubble of anticipation surrounding the mid-engine Corvette has burst, excitement is building for the even-mightier Z06 model. With an exotic flat-plane-crank V-8 engine, the 2022 Chevy Corvette Z06 will sound unlike any Vette that’s come before. It’ll also look meaner than the mainstream C8 thanks to flared fenders, larger air scoops, and aerodynamic addendum that actively adjusts to maximize high-speed downforce and cornering traction. Along with its exclusive powertrain and enhanced appearance, the super Chevy will inherit all the best features and technology from the regular model. Although we still don’t have all the juicy details about the new Z06, here’s what we know so far.
What’s New for 2022?
The first mid-engine Corvette Z06 is expected to go on sale in early 2021 as a 2022 model. As is tradition, it’s a more hardcore, track-focused version of the standard Vette, complete with bolder styling cues and serious performance attributes.
Pricing and Which One to Buy
- Z06: $85,000 (est.)
It should make sense that, since Chevy hasn’t officially revealed the new Corvette Z06, we can only speculate on how much it’ll cost. Its front-engine predecessor started at about $25,000 more than the base model, so we think it’s safe to add that number to the starting price of the 2020 Corvette, which starts at $59,995. That means the 2022 Z06 should open at around $85,000 when it eventually goes on sale.
Engine, Transmission, and Performance
The upcoming Corvette Z06 will receive a special engine that should make it sound similar to the supercars it’s trying to dethrone. The naturally aspirated 5.5-liter V-8 features a flat-plane crank, which means it should rev to between 8500 and 9000 rpm. This engine is expected to make over 600 horsepower, and it’s Ferrari-like howl is all but guaranteed to send shivers down the spine of bystanders. The unconventional V-8 will hook up to an eight-speed dual-clutch automatic transmission and rear-wheel drive. Considering that the 495-hp 2020 Corvette Z51 we tested rocketed from zero to 60 mph in just 2.8 seconds and completed the standing quarter-mile in 11.2 seconds at 122 mph, the Z06 will be even quicker in a straight line. A set of wider, stickier tires and more powerful brakes will help it corner harder and stop shorter than the regular Vette, too. Chevy will also strengthen the structure and recalibrate the suspension tune on the Z06 to help make sure its performance advantages are most obvious at the racetrack. A host of active aerodynamics that automatically adjust to optimize downforce will join the party for this new generation. We’ll have to wait until we get our hands on one to evaluate how its myriad improvements compare with the outgoing Corvette Z06.
Fuel Economy and Real-World MPG
Neither Chevy nor the EPA have indicated how efficient—or inefficient—the 2022 Corvette Z06 will be in the city and on the highway. Since the company’s flat-plane-crank V-8 is currently only found in the Corvette C8.R race car, we don’t have any government ratings for comparison. Once the Z06’s fuel-economy figures are released, and we have the opportunity to test one on our 75-mph highway route, we can evaluate its real-world mpg.
Interior, Comfort, and Cargo
The Bow Tie brand went above and beyond to ensure that the mid-engine Corvette’s interior could not be called boring. While the design certainly transcends what’s found on every other Chevy model, the square steering wheel and wall of climate-control buttons on the center console are unusual elements, to say the least. Still, the cabin layout caters to the driver, and the list of standard and optional features is extensive. This includes a 12.0-inch fully digital gauge cluster, a head-up display, heated and ventilated seats, and wireless charging. All of this and more will continue inside the new Z06. We expect its track-worthiness to be made apparent through additional carbon-fiber and microsuede interior accents as well as a set of even more aggressively bolstered seats. The Corvette’s capacious rear trunk should continue to provide a spot for drivers to carry two sets of golf clubs.
Infotainment and Connectivity
Cooked into the Corvette’s multilayered dashboard is an 8.0-inch touchscreen that supports Chevy’s Infotainment 3 Plus system. While we’ve only had minimal exposure to this specific setup, we found it to be mostly intuitive and responsive. We’re confident the Z06 will share the same interface and features, which include Apple CarPlay, Android Auto, and a Wi-Fi hotspot. Likewise, two separate Bose stereos are expected to be offered: a standard 10-speaker system and an optional 14-speaker setup. The new Z06 will continue to offer the Performance Data Recorder, which allows you to record video of everything from your track exploits to relaxed country-road cruises. And if you dare leave your Z06 with a valet, there’s a setting that keeps track of any nefarious activities the car-parker might try.
Safety and Driver-Assistance Features
The 2022 Corvette Z06 hasn’t been crash tested by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). While the regular C8 Corvette only has a handful a driver-assistance technology, such as blind-spot monitoring and rear cross-traffic alert, we expect those features to be available on the Z06.
Warranty and Maintenance Coverage
Chevy provides all of its models with a middle-of-the-road limited and powertrain warranty. While the company offers more complimentary maintenance than automakers who skip the free service altogether, it’s one of the shortest such plans in the industry.
- Limited warranty covers three years or 36,000 miles
- Powertrain warranty covers five years or 60,000 miles
- Complimentary maintenance is covered for the first visit
(CNN)General Motors and Ford laid out plans for restarting their US factories while, at the same time, attempting to protect workers from the coronavirus.
Both companies detailed how they would thoroughly clean facilities and allot extra time between work shifts to do so. The automakers said they will also screen employees with questionnaires before they leave for work and temperature checks as they enter a plant or other facilities.
Employees who have recently been exposed to someone with the coronavirus or exhibit a high temperature or other Covid-19-related symptoms will be sent to local clinics for testing before they are allowed to return to work.
While in factories, employees will work at least six feet apart from one another whenever possible, the companies said. Employee workstations will be separated by clear plastic panels. Workers will also wear surgical-style face masks and clear plastic face shields whenever they’re required to work close to one another.
These practices are based on the experiences the companies have had at their factories in China and, in GM’s case, Korea. Ford executives said 90% of the employees at their plants in China, which started reopening in mid-February, have now returned to work. Ford also recently reopened a plant in Thailand that it operates with Mazda.
“Absolutely I would feel comfortable sending my family to work at Ford,” said Jim Farley, Ford’s chief operating officer, when asked how confident he felt in the steps the company was taking.
A Ford of Europe employee wearing protective equipment similar to that US employees will be required to wear.
Both Ford (F) and GM (GM) have also been operating a few plants in the US in order to make personal protective equipment and ventilators for healthcare workers. Ford has also been manufacturing face masks for its own workers around the world. Both companies also have some warehouses operating to distribute parts for repairs. Workers at those US plants have also been trying out the safety protocols and equipment that will go into wider use in the US as factories reopen.
Employees at Ford’s currently operating US plants will be sharing their experiences with other employees. Among other things, they will describe what it’s like working with masks and face shields on and the best ways to wear and use them, said Kiersten Robinson, Ford’s chief human resources officer.
Both companies will also make changes to how “common areas,” such as dining areas, are used in order to keep employees apart from one another.
GM expects to restart operations in mid-May, according to an executive familiar with the plans. A Ford executive declined to provide a specific timeframe for restarting the company’s factories, but said decisions for each factory will depend on local conditions and requirements. The company said it is closely monitoring conditions in areas where it has factories.
The United Auto Workers Union, which represents assembly line workers at Ford, GM and Fiat Chrysler (FCAU), is asking for more coronavirus testing of employees.
“Our position is that we employ as much testing as is possible at the current time and commit to full testing as soon as it is available,” UAW president Rory Gamble said in a statement.
Peter Valdes-Dapena, CNN Business
“This is our saving grace, and if we can save one person it’ll all be worth it.”
Penni Cox wakes up before dawn, taking her coffee to-go as she makes the 10-minute drive down the road from her home to the General Motors campus in Kokomo, Indiana. She arrives at the Engineering Resource Center as the sun rises.
Until recently, its three stories stood empty; auto work in Kokomo has steadily drained, and the absence of opportunity has meant indefinite layoffs. Then, as the coronavirus swept across the globe, the building surged to life, reopening to make much-needed ventilators for the nation’s sick.
“It has been nonstop, and a whirlwind of emotions,” Cox told ABC News.
She was laid off on March 13, out of a job after nearly 14 years — three generations of her family, a part of the United Auto Workers. Her aunt, mother, grandmother, all worked at GM; her son will now join making ventilators; her grandfather worked across the street at Fiat-Chrysler. Before being laid off, her husband also worked at that FCA plant, where in late March, a fellow UAW worker tested positive for COVID-19 then died.
“It’s scary. The virus is scary. Not knowing our plant’s future is scary. But we won’t give up,” Cox said. “Work has slowly declined, we’ve been losing people to layoffs for a while, and unfortunately I was one of them.”
“You teach your children to help others. But when the time comes and you can finally do it — when they call you and say, ‘Hey, do you want to make ventilators?’ It’s like — well yeah!”
Her work ceased just as the virus flared, and hospitals braced for a deluge of patients and a looming ventilator shortage. As a precaution against the spread of COVID-19, the plant finally shut down.
In late March, General Motors and Ventec Life Systems announced a partnership to mass-produce critical care ventilators in response to the COVID-19 pandemic, pledging 30,000 by the end of August: a $489.4 million contract with the Department of Health and Human Services. Cox and her United Autoworkers Local 292 team were brought back.
Working “around the clock,” as General Motors said in a statement, their first ventilators began rolling off the line in a matter of weeks.
“Right now? It’s much more rewarding making a ventilator than making a car,” Cox said. “We’re all working long hours, it gets tiring, but when you see who you’re helping — it’s all worth it. I love my Chevys but I definitely feel much more sense of pride in making a ventilator.”
“There’s a mood in there that hasn’t been for a long time — we’ve been shrinking for so long,” UAW Local 292 President Matt Collins told ABC News.
“We’ve got mixed emotions,” he said of the good fortune brought about by grim circumstances. “But this has made a lot of new opportunities for a lot of people.”
Penni Cox arrives at the plant before 6:30 a.m. each day, where she — and everyone else — gets immediately checked for a fever before being admitted. Cox wears a mask and gloves throughout the day, except for when she eats or drinks.
On the line, Cox makes the ventilator back cases.
“We do a lot of messing with the screws,” Cox said. “The part that hangs on the cart you push around, that hook right there. Then a thermal cover, plastic pieces to the center band — it basically holds the main guts in.”
The Kokomo plant was picked to make the ventilators because it already handled precision electronic parts — and it had preexisting clean rooms, required for medical equipment production by the FDA.
“We’re pretty dedicated,” Cox said. “There are a lot of people putting in 10, 12 hour days. They just kept telling us, ‘We don’t have any work for you,’ and we just kept saying, Well you’ve got to!’ And then this came along. We’re kind of the little engine that could.”
From a workforce that was once roughly 12,000 strong, their union now has whittled down to a few hundred. But the ventilator production is expected to boost numbers operating out of the Kokomo facility to roughly 1,000.
“We’re so hungry for work, we’d build anything. We’d make cakes,” Collins said. His plant has seen hundreds of layoffs in the last few years, he said. And as membership declines, maintaining the local union can itself become more of a financial burden.
“But now this is going to save lives, and it’s just a really cool thing,” he said.
Collins, also a third-generation GM worker, is himself at higher risk for infection: Three years ago, he told ABC News, doctors found a tumor and removed most of one of his lungs. His voice wheezes lightly as he talks.
“I worry about going anywhere — but I feel safer going to the plant than I do going to the grocery store,” he said. “I couldn’t sit this out — I wanted to be a part of it. There’s no place I’d rather be.”
Asked about the parallels to World War II’s war effort — to “Rosie the Riveter” — Penni Cox shrugged.
“Not so much,” Cox said. “This is really nothing new for us — people give us credit and that’s nice but we’re just doing our jobs.”
“We’re not the heroes,” she continued. “The medical staff out there — they’re the real heroes. And they’re the ones that need help. We’re just trying to back them up.”
Once their contract with Ventec is over, the future is uncertain. There are no assurance there will be work ahead, Cox said.
“Our plant doesn’t really have anything to go back to,” she said. “We’re hoping that something big comes of this for us. ‘Cause when the ventilators are done — we could be done.”
“I feel like this is our saving grace — and if we can save at least one person in the process, that keeps us going every day,” Cox said. “The long hours, the sore hands, the climbing 50 million steps every day, it’ll all be worth it. So just let us show you what we can do.”
What to know about the coronavirus:
How it started and how to protect yourself: Coronavirus explained
What to do if you have symptoms: Coronavirus symptoms
Tracking the spread in the U.S. and worldwide: Coronavirus map
GM today announced manufacturing details around building much-needed medical face masks. According to the company’s press release, it took the company less than seven days to go from nothing to producing the first production-made mask. The automotive giant said today in a released statement it expects to deliver 20,000 masks on April 8 and soon after, able to produce 50,000 masks a day once the production line is at full capacity.
These face masks are a vital piece of personal protective equipment (PPE) used by front-line healthcare staff to protect themselves against the virus-causing droplets that are spread by patients through coughing and sneezing in clinical settings.
GM turned to global partners to create this manufacturing line within a week. The company sourced material from GM’s existing supply chain and acquired manufacturing equipment from JR Automation in Holland, Michigan, and Esys Automation in Auburn Hills, Michigan. As the company’s press release says, GM even created an ISO Class 8-equivalent cleanroom in GM’s Warren manufacturing plant. GM and the UAW will seek two dozen volunteers to staff this new assembly line.
“The first people we called were those who work with fabric vehicle components,” said Karsten Garbe, GM plant director, Global Pre-Production Operations. “In a few days, the company’s seat belt and interior trim experts became experts in manufacturing face masks.”
While this team was creating a face mask assembly line, others within GM were working towards creating ventilators. Last Friday, March 27, President Donald Trump signed a presidential directive ordering GM to produce ventilators and to prioritize federal contracts. This came hours after the automaker announced plans to manufacture the critical medical equipment needed for patients suffering from COVID-19, the disease caused by the coronavirus.
Other automakers joined the fight, as well. Ford and GE Healthcare licensed a ventilator design from Airon Corp and plan to produce as many as 50,000 of them at a Michigan factory by July as part of a broader effort to provide a critical medical device used to treat people with COVID-19. Under this partnership, Ford said it expects to produce 1,500 Airon ventilators by the end of April, 12,00 by the end of May, and 50,000 by July.
Matt Burns; Tech Crunch
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
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
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
The Corvette Owner’s School at the Ron Fellows Performance Driving School will officially kick off its new program for the mid-engine 2020 Corvette with the first classes to start in April. And once again, Chevrolet is offering huge savings on the enhanced two-day program for just $1,000.
This announcement comes from Spring Mountain Motor Resort and Country Club, home of the Ron Fellows Performance Driving School.
“We are thrilled to be able to continue our relationship with Chevrolet and Ron Fellows here at our world-class facility. There has been an incredible buzz around the 8th generation Corvette, and what better way to kick off 2020 and our twelfth year of the school, with the all-new mid-engine Corvette,” said John Morris, CEO and co-owner of Spring Mountain.
The new C8 Corvette program features a two-day curriculum designed to provide drivers of all experience levels the skills and techniques of performance driving. You will experience both classroom and on-track driving instruction in a manner that builds upon your skills and increases your confidence with each session. You will come away from the Spring Mountain experience more knowledgeable and confident in the incredible capabilities of the 2020 Corvette.
Located just 55 miles from downtown Las Vegas, the Ron Fellows Performance Driving School offers some of the most fun you can have in a Corvette. Tuition for the two-day class is only $1,000 and includes a one-night stay in one of Spring Mountain’s luxurious condominiums. Enjoy access to the clubhouse for meals and drinks with breakfast and lunch prepared by Spring Mountain’s onsite chef.
“Our entire team here at Spring Mountain are incredibly excited about the 8th generation Corvette and cannot wait to get the new Owners School program started. I know that everyone responsible for the day-to-day operations of our school are really looking forward to providing our outstanding service and a great overall experience showcasing the next-level engineering of the new mid-engine Corvette,” said Ron Fellows, charter member of Corvette Racing and co-founder of his school at Spring Mountain.
To book your C8 Corvette Owners School, Call 800 391-6891 or view online at www.CorvetteOwnersSchool.com
Check out this photo gallery from Spring Mountain featuring the 2020 Corvette Stingray Z51 Coupes on the track!
Source: Corvette Blogger
Barrett-Jackson sold the first C8 Corvette off the line for the Detroit Children’s Fund charity, and NASCAR team owner Rick Hendrick snapped it up.
- The Barrett-Jackson auction company got $3 million for the very first 2020 Chevrolet Corvette off the line at its January auction in Scottsdale, Arizona, with all proceeds going to a Detroit educational charity.
- The mid-engine C8 Corvette with VIN 001 gets the Z51 Performance package and the 495-hp 6.2-liter LT2 V-8, and the winning bidder was NASCAR team owner Rick Hendrick.
- This same auction house sold the last C7 Corvette last spring and took in $2.7 million for a different charity.
UPDATE 1/19/20: NASCAR team owner Rick Hendrick was the winning bidder, paying $3 million for C8 Corvette no. 1 at a high-spirited charity auction event on Saturday featuring GM CEO Mary Barra on the stage. Although the car present at the auction was red, Barrett-Jackson said the actual first car will be “a black-on-black Corvette 3LT loaded with every available option, scheduled to be built during the first quarter of 2020.”
We’ve seen this before: automakers offering the first example of a highly anticipated new model up for auction to benefit a charity. This time, General Motors will auction off the first mid-engine Corvette off the line at Barrett-Jackson’s Scottsdale Auction in January. All proceeds will go to the Detroit Children’s Fund, which benefits underfunded Detroit public schools.
VIN 001 of the C8 Corvette Stingray is powered by a 495-hp 6.2-liter LT2 V-8 and is equipped with the Z51 performance package, which adds an electronically controlled limited-slip differential with a shorter final-drive ratio, Brembo brakes, a performance exhaust, heavy-duty cooling system, and Michelin Pilot Sport 4S summer tires.
GM CEO Mary Barra and winning bidder Rick Hendrick pose during the Barrett-Jackson Auction in Scottsdale on January 18.
There’s no doubt this example will go for well over the $59,995 starting price of the C8 Stingray. Only a few months ago, the final front-engine C7 Corvette sold for $2.7 million at the Barrett-Jackson Northeast Auction in June, and the first Ford Mustang Shelby GT500 off the line sold for an insane $1.1 million at the Barrett-Jackson Scottsdale auction in January, both also for charity.
Source: Car and Driver; Conner Hoffman
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 Corvette C8.R #4 driven by Oliver Gavin, Tommy Milner, and Marcel Fässler at the Daytona Roar Before the 24 at Daytona International Speedway. The C8.R is Corvette’s first mid-engine race car.
The Corvette C8.R #4 driven by Oliver Gavin, Tommy Milner, and Marcel Fässler at the Daytona Roar Before the 24 at Daytona International Speedway. The C8.R is Corvette’s first mid-engine race car.
The #3 Corvette C8.R driven by Antonio Garcia, Jordan Taylor and Nicky Catsburg at Daytona’s Roar Before the 24. The C8.R uses a 5.5-liter flat-plane crank engine different than the 6.2-liter push-rod engine that will be in the first production C8.
Chevy debuted the Corvette C8.R with the #3 and #4 cars. The race car gets lights in the lower fascia corners – where the production car has oil coolers. The #3 C8.R driven by Antonio Garcia, Jordan Taylor and Nicky Catsburg at Daytona’s Roar Before the 24.
At the Daytona Roar Before the 24 at Daytona International Speedway in Daytona Beach, the #4 Corvette C8.R driven by Oliver Gavin, Tommy Milner, and Marcel Fässler set fast time of the ‘Vettes – the time was just a tenth of a second off the fastest Ferrari.
The Corvette race car is lighter with more down-force (see the big wing) than the 3,647-pound production C8. The #3 Corvette C8.R driven by Antonio Garcia, Jordan Taylor and Nicky Catsburg at Daytona’s Roar Before the 24.
The Roar Before the 24 was the Corvette C8.R’s first outing in the IMSA Weathertech Series. The C8.R #4 driven by Oliver Gavin, Tommy Milner, and Marcel Fässler.
The #3 Corvette C8.R driven by Antonio Garcia, Jordan Taylor and Nicky Catsburg negotiates the infield turns at Daytona’s Roar Before the 24. The C8.R hits speeds of 170 mph ion the oval.
Corvette Racing set for COTA-Sebring double FIA WEC run with C8.R
Corvette Racing looks set to contest the 1000 Miles of Sebring, in what would be the second consecutive FIA World Endurance Championship outing for the new Chevrolet Corvette C8.R.
Sportscar365 has learned that provisional plans are in place to run the Sebring WEC race alongside its two-car factory GT Le Mans class program in the Mobil 1 Twelve Hours of Sebring the following day.
It would come as one of the prerequisites from the ACO, which has stipulated that the Pratt & Miller-run team must run in at least two regular-season WEC races in order to be guaranteed a pair of GTE-Pro entries for the 24 Hours of Le Mans.
The team ran the Shanghai WEC race in 2018 in addition to Sebring last year with its previous-gen Corvette C7.R.
While declining to comment or confirm on any WEC plans beyond its COTA entry, Corvette Racing program manager Doug Fehan said that it’s been their intention to run two regular-season races in the 2019-20 WEC season.
“Right now, that’s the plan but we’re running down a road,” Fehan told Sportscar365.
“We haven’t refined what exactly that plan is going to be. I couldn’t give you every detail and widget.
“We’ve been busy for a couple of years trying to race and design, build and develop the new car. This adds to the challenge of all of that.
“I think most people would understand that we don’t have it completely defined yet.
“It’s a case of dealing it in an orderly fashion.
“We can’t become overwhelmed too much with what’s going on down the road when we have to focus on what we need to accomplish [in Daytona] in a couple of weeks.”
While set to give the new mid-engined GTE contender its competition debut in the Rolex 24 at Daytona later this month, the car’s second race will come just four weeks later at Circuit of The Americas, with a single entry having been submitted for the WEC replacement round.
Fehan said details on that program, including drivers, have yet to be determined.
He explained the reason for doing the additional WEC races is to “try as best we can” to support the globe-trotting championship.
“We understand the value that has to the sanctioning body and the value to the global fan base,” he said.
“We know it’s important but they also know the business side of it that prevents us from doing both things. They get that.
“I think they also appreciate how hard we’re trying to make all of the accommodations we can to keep the ball moving down the field.
“It’s not easy for us and they know it’s not easy for us and they appreciate that.”
No Issues in 2019 ‘Super Sebring’ Endeavor
Fehan said the team faced no issues in its double-duty endeavor at Sebring last year, in what was only the second-ever time the team raced three cars between two different series on the same weekend.
In addition to its over-the-wall crew and several other staff, drivers Antonio Garcia, Jan Magnussen and Mike Rockenfeller took part in both Friday’s eight-hour WEC race and the around-the-clock IMSA enduro the day later.
“That worked out great,” Fehan said. “We were lucky because we had enough equipment.
“It’s not like you can piggyback what you have set up. You’ve got to have a completely additional set of stuff.
“Between stuff that we had in stock and stuff that we had for the Cadillac program, we had enough in place.
“That system is getting better and we learned from that on all the things we did right and all the things that we know we could improve upon.”
Source John Dagys; SportsCar365
The $60,000 Stingray pushes its engine to the middle and expectations through the roof.
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.
“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
Genovation broke its own record with its all-electric Corvette supercar by achieving a top speed of 211.8 mph (340.85 km/h).
At this point, we have been reporting on Maryland-based custom carmaker Genovation’s effort to bring an all-electric Corvette to market for years now.
They were supposed to launch their car, which they call the Genovation GXE, in 2018, but they are now talking about 2020 deliveries.
In the meantime, they have been breaking electric top speed records with their prototype.
In 2016, their modified battery-powered Z06 Corvette reached a record-breaking speed of 205.6 mph.
A year later, they broke their own record with a new top speed of 209 mph.
They have kept working on their prototype, and they now announced that they have achieved a new record top speed of 211.8 mph (340.85 km/h):
Andrew Saul, CEO of Genovation Cars, commented on the new achievement:
Andrew Saul, CEO of Genovation Cars, commented on the new achievement:
During the December test, we broke our previous speed record that was set in September of this same year. That earlier record run was hampered by strong crosswinds, so we were confident that under better weather conditions we could improve upon that result.
We are thrilled to be the only electric car manufacturer to not only test our vehicle’s record-breaking capabilities, but to validate and achieve this milestone not once, not twice, but three times. Based on the early analysis of the data generated from the new record, we’re confident that we can gain efficiencies which will result in further top end speeds.
The vehicle is equipped with a seven-speed manual transmission (optional paddle shifting eight-speed automatic), which can definitely help reach higher top speeds than single-speed vehicles, like most EVs available today.
However, when it comes to the range, the Genovation GXE is limited to what the company refers to as “more than 175 miles on a full battery charge.”
Original Source: Fred Lambert; Electrek
Save your letters. we know better.
Thanks to the curiosities of a liberal-arts education, I found myself with a 21-credit workload in my last semester of senior year, one that included a seminar on John Milton’s Paradise Lost. Published in 1667, the epic, 10-volume poem wraps itself around the biblical fall of man, painting a picture of humanity’s temptation from Satan’s view. Our professor argued that, deep down, Milton saw temptation as a kind of litmus test for the soul.
This story originally appeared in the December 2019 issue of Road & Track.
If that’s true, Performance Car of the Year might well be the bar exam for moral fortitude. Spend a week in the world’s most spectacular cars. Visit a beckoning track and some of the country’s best roads. Don’t go weak in the knees at the soprano trill of a 600-hp, twin-turbocharged 3.8-liter McLaren V-8. Try not to think too hard about being one of the first people on the planet to get your hands around the neck of the mid-engine Corvette. Be a good boy. But as John Henry opined, a man ain’t nothing but a man. We were somewhere outside Tahoe when that wide lake of asphalt and six days of sleep deprivation finally got to me. I’d spent the better part of a week pretending to be a professional. But when I found myself alone, in the first mid-engine Corvette, with acres of empty ski-park pavement ahead, no amount of restraint or discipline could stand up to desire. I had found my garden, and the serpent was waiting.
I’m more of a middle-path kind of guy, anyhow.
Burnouts and donuts, juvenile as they may be, are as pure a celebration of the automobile as you’ll find. Sports cars are wrapped up in the quandaries of personal freedom more than any other vehicle on four wheels, in pushing the bounds of legally and socially acceptable behavior. We do the math every time we choose to take the convertible to work instead of the family crossover, when we push a brake zone a little deeper, when we lean on the accelerator while chasing shadows up a mountain. Or when we turn the rear tires to billowing clouds. Modern life is increasingly a series of confined boxes, and a sports car fits in none of them.
A good burnout isn’t entirely frivolous. If you listen, it will tell you a thing or two about the people who put the car together. In this age of eager litigation, some automakers simply deny you your inalienable right to light tires on fire. Doesn’t matter how many systems you shut off, a digital overlord will step in and pull power until you get back to acting like an adult. On a certain level, it makes sense. If you sat down and designed a sports car by bullet point, listing necessary functions on a spreadsheet, a burnout would be last on the list. Apart from drag racing, the act serves no logical function. But it’s such a fundamental question: Who’s in control of this vehicle? You or some attorney in Michigan?
This next-generation Corvette has moved the badge further from its roots than any Vette before. And from the moment I saw it sulking in the California sun, I needed to know if the thing remembered how to be America’s sweetheart. So I switched off everything and leaned into mechanical masochism. Somewhere, Satan smiled. The car performed a perfect pirouette, that pushrod small-block screaming at the sky while the tires went to vapor. A devotional to free will. Automotive enthusiasm’s shit-eating grin.
If God really wanted us to be good all the time, he wouldn’t have planted that apple tree. Or given us rear-wheel drive.
Original Source: Road&Track
Photo Credit: Kevlar Bike- Corvette Forum
Inside General Motors’ headquarters known as the Renaissance Center in downtown Detroit is a large turntable that is currently featuring all eight generations of the Chevrolet Corvette. The new eighth-generation iteration of America’s Favorite Sports Car is a 2020 Corvette Stingray Convertible painted in Shadow Gray Metallic.
A Youtuber named portcarlingboats captured a minute of video as the new C8 Convertible spins by him on the turntable.
The visible cues on this Corvette show that it’s a non-Z51 model but it’s loaded with some great looking options that include the two-tone Natural and Black seats, Spectra Gray Trident Wheels and red brake calipers. We also prefer the bright Corvette emblems to the the darker versions on this exterior.
From portcarlingboats via YouTube:
Corvette C8 convertible on display at the GM Headquarters in Detroit Michigan on Sat Nov 23 2019; part of 8 generations of corvette convertibles on a rotating display from 1953 to today; C8 supercar, exotic car, european sports car; this is the car that will change the automotive for years to come; can’t wait for the all electric version to come- No sound
On his original post on the Corvette Forum, Kevlar Bike tells us he is Canadian and that the C8 Corvette on display inside the GM’s HQ is the closest C8 Corvette on display so he made the trip to check it out.
Shadow Gray is one of those colors that change drasticly when viewed in the direct sunlight and the lightings inside the RenCen does nothing to show-off the varying hues within. As a comparision, here is a quick walkaround of a Shadow Gray Metallic C8 at the NCM earlier this year from CorvetteBlogger contributor Jeremy Welborn:
Configurator with pricing info is up, so we’ve decided to max it out.
We’ve been periodically checking Chevy’s website for the Corvette C8 Convertible configurator ever since it went up at the beginning of October to see if there’s pricing available. You can finally know how much the desired spec is going to set you back as the configurator now has all the pricing details included. Much like we did with the coupe a few weeks ago, we’ve decided to max out the online builder in an attempt to find out how much a fully loaded Stingray Convertible costs.
We’re not going to go through each and every option as we did in the previous post because most of them are identical. It’s worth pointing out the convertible commands a $7,500 premium over the coupe and it starts at $67,495 for the entry-level 1LT. Go for the better-equipped 3LT and the price jumps to $78,945, and then you can add this $995 Long Beach Red Metallic Tintcoat paint and a dual racing stripe also priced at $995.
The most expensive options available for the C8 Convertible are the $5,000 Z51 Performance Package and the $4,850 Grounds Effect Kit, but on top of these, you can also add the $2,095 grille insert and $1,145 side mirror caps both finished in visible carbon fiber. Another pricey option is the $2,695 wheel set measuring 19 inches up front and 20 inches at the rear, with a five-spoke design and a Performance Pewter-painted finish.
If you truly want to go all out with the configurator, Chevy will be more than happy to provide you with a two-piece leather travel bag set for $1,450 as well as indoor and outdoor car covers each priced at $460. Inside, a carbon fiber trim adds $1,500 to the final bill, while the Competition Sport bucket seats are an additional $500.
With all the boxes ticked, you’re going to end up with a 2020 Corvette Stingray Convertible that costs $113,955, plus an additional $110 worth of dealer-installed
As you’re probably aware by now, production of the C8 has been delayed until February 2020, so it’s going to be a long wait to park the new Corvette in your garage.
Hit the source link below to play with the configurator and see if you can beat our price.
Hit the source link below to play with the configurator and see if you can beat our price.
Original source: Adrian Padeanu; Motor1