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
General Motors today is celebrating two separate reports that show more GM vehicles have the most “Made in the USA” content than any other automaker. We’ve featured both reports already as the new C8 Corvette ranks high on both lists. As a bonus to Corvette enthusiasts, GM is sharing a new video showing the C8 Corvette under construction at the Bowling Green Assembly Plant.
First up comes the Cars.com American-Made Index for 2020 which had the 2020 Corvette Stingray in 8th place on its vehicles with the most domestic-sourced content. In addition to the Corvette, the Chevrolet Colorado was 10th and GM placed another seven vehicles in the Top 25.
As for the American University Kogod School of Business and its Made in America Auto Index, the 2020 Corvette tied for 3rd place alongside the Chevy Colorado and GMC Canyon mid-size pickups and behind the automatic Chevrolet Camaro. GM had 10 models in the Top 25, the most of any manufacturer. GM also received credit as ranking the highest among manufacturers for total domestic content across all 2020 models.
“We’re proud of GM’s massive American manufacturing footprint, consisting of 11 vehicle assembly plants, 26 stamping, propulsion, component and battery plants, and 19 parts distribution centers,” said Phil Kienle, GM vice president of North America Manufacturing and Labor Relations. “Our manufacturing strength in the U.S. is a team effort starting with our employees and extending to our supplier partners and local communities across the country.”
The Making of the C8 Corvette
In this video from General Motors, go inside the Bowling Green Assembly Plant for a look at how the mid-engine C8 Corvette is manufactured. We also get a great look at the construction of certain parts from vendors like the Bedford aluminum castings and the carbon-fiber rear bumper beam.
Power doesn’t always equal victory.
Forget about the 1960s and 70s; we are truly living in the golden age of the muscle car, where power levels have pierced the stratosphere, and quarter-mile times keep tumbling down at an incredible rate. Cars such as the Dodge Challenger Hellcat are best suited to racing in a straight line, but people are just as interested in seeing more dynamically capable cars duke it out on the strip. Two such cars are the Chevrolet Corvette, which is no stranger to the drag strip, and the sonorous Ford Shelby GT350. These two cars are more track-focused, but can still get down in the quarter, and in a YouTube video posted by Driving Line we see these two square up for a bit of a friendly battle.
The Corvette shown here is of the Z51 variety and produces 495 horsepower and 470 lb-ft of torque from its 6.2-liter V8. The Z51 package also adds an electronic LSD and Michelin Pilot Sport 4S tires. This allows the C8 Corvette to sprint to sixty in only 2.9 seconds, and cross the quarter-mile in a scant 11.2 seconds. The Ford Mustang Shelby GT350, on the other hand, is motivated by a 5.2-liter Voodoo V8 that produces 526 hp and 429 lb-ft, but the car in the video has seen some extensive modification. Chris Wise’s GT350 now produces 875 hp thanks to a supercharger, while the C8 ‘Vette remains bone stock. That’s quite the power disadvantage.
After some tight practice rounds, the two cars line up for the official race. The Corvette blasts off the line, leaving the Mustang, which is struggling with traction, in the dust. The Corvette keeps pulling down the track, and by the end of the run the Mustang starts crawling back, but it’s too little, too late. The end result reveals that both cars crossed the line in the 11.8-second range. To then level the playing field, both drivers climb in identical Chevy Sparks, packing 98 hp, and burn down the strip. In a show of skill, the Corvette driver takes the race, proving that sometimes skill (and appropriate weight balance) outweighs power.
The Shelby GT350 is not long for this world: we recently found out it will not be produced for the 2021 model. Perhaps GT350 buyers might want to buy a new Corvette instead.
Michael Butler for Car Buzz
Photo Credit: Chevrolet
A good balance.
Those are a few of the ways Popular Mechanics describes the 2020 Corvette Stingray, the new mid-engine monster from Chevrolet so good it’s just become that magazine’s Car of the Year.
“So much of what makes Ferraris, McLarens, and Lamborghinis the stuff of phone wallpaper fantasy is present” in the new Corvette, Popular Mechanics writes.
Things like a 0 to 60 time of 2.8 seconds “with a pleasantly terrifying exhaust sound.”
With the seats so far forward, the Corvette gives you “that tip-of-the-cruise-missile feeling.”
Even after a week-long test drive, Popular Mechanics says the car never lost its novelty, noting that “it is thrilling to hold the keys to this thing.”
Unlike so many other supercars, the new Corvette is still a practical vehicle, with PM calling it “livable. Actually comfortable.”
With two trunks that hold 13 cubic feet of stuff, the Stingray can fit two week’s worth of groceries for three people.
Even a four-hour trip in heavy traffic and rain was “mostly pleasant,” the magazine reports, with sound dampening materials that “kept the cockpit quiet at highway speeds.”
Even the “strange center bar with the air conditioning controls made sense within just a few miles of our first drive,” PM admitted.
It wasn’t all butterflies and rainbows, though, as the magazine did point out a few minor nitpicks with the car.
The overall comfort means that the Corvette “loses some of the vibration that helps you feel feedback from the road, even in its most aggressive drive setting. And as our colleagues at Car and Driver have pointed out, the steering feel doesn’t quite have the precision you get from six figures.”
But with a base price under $60,000, the Corvette more than delivers its money’s worth to owners.
PM says the $100,000 718 Cayman and Spider are “slightly more engaging (though slower) driving experiences” thanks to their six-speed manual transmission over the Corvette’s new dual-clutch automatic.
“But for those of us who like a little utility in a two-seater,” PM says, “the Corvette is a good balance.”
Ironically, the gasoline-powered Corvette breaks a three-year-long streak of electric vehicles earning the Car of the Year award. We wouldn’t be surprised, though, when the rumored E-Ray electric hybrid version of the Corvette debuts in a couple of years or so, if that car doesn’t restore order to the PM universe and win this award again.
The Corvette runs blistering laps on track and ruins back roads for the price of a Porsche’s option list.
The spiritual home of the sports car in North America isn’t Detroit. It’s not Southern California. It’s not even Bowling Green. It’s upstate New York, specifically Watkins Glen. A tiny American town with an outsize reputation.
From the November/December 2020 issue of Road & Track.
After World War II, sports cars followed returning service members to America. Lithe, light, and low-powered, they were the antithesis of the American way of travel. Cameron Argetsinger, a Watkins Glen local, saw an opportunity. In 1948, he staged the first Watkins
Glen road race, an event that became an annual showcase of the country’s bravest drivers on challenging country roads. In 1951, legendary General Motors designer Harley Earl attended the race to show off a concept LeSabre and was inspired to build a purely American sports car. In 1953 he came back to the race with his creation: the Corvette.
The first generation wasn’t quite up to its world-beating task. But through seven generations and more than 65 years, the Corvette evolved into a car that did everything a Porsche or a Ferrari could for less than half the price. It’s one of few cars at home in every possible environment. It’s underrated to the point of disdain by those who simply don’t want to believe that an American sports car can beat the hell out of models from Europe.
Part of that may be the working-class price. Another may be the lackluster interiors. The biggest knock may have been the perception that the engine was in the wrong place. And for decades, rumors insisted that the Corvette’s V-8 would move behind the driver. It was always just about to happen, with a string of mid-engine concept cars giving credence to the rumors. But a series of false starts, including one C7-generation plan scuttled by bankruptcy, saw hopes continually fall. Until now.
The C8-generation Corvette is easily the most anticipated American car of the last 20 years, one with impossibly high expectations from customers, journalists, and GM itself. It must be a grand tourer, sports car, track car, drag racer, and golf-club hauler, displaying versatility not expected of any other model. That’s the Corvette’s dilemma: Because it has doubters, it must to do everything flawlessly.
Our first drive of the C8 for Performance Car of the Year saw us get behind the wheel of a preproduction model, one not 100-percent finalized. At the time, it seemed the Stingray was very good but best considered as a building block for higher-powered versions of the car to come, variants that would truly take advantage of the mid-engine architecture.
But the completed car stands on its own. This is the performance bargain of the century.
Like the Corvette, Watkins Glen has evolved. Racing moved from public roads to a purpose-built facility decades ago, but the track is no less daunting. This circuit hosted the Formula 1 United States Grand Prix for two decades and still sees professional sports-car racing each year. It’s one of the old-school tracks, iconic blue barriers lining a course carved out of the land by men on tractors, not mere algorithms. What you get is a gorgeous, flowing track, a fast 3.4-mile goliath as intimidating as it is iconic. This is where we reacquaint ourselves with the C8.
It gets you the first time you push the start button, the familiar small-block bark smacking your brain from behind, the unrefined lope a brief reminder that you’re not in something from Europe. The new engine, dubbed LT2, is an evolution of the V-8 we saw in the C7, now producing 495 hp and 470 lb-ft of torque with the Z51 package. That gets it to 60 in 2.8 seconds, better than the last-generation Z06 and ZR1, cars with at least 150 more horsepower.
The C8 gives the illusion of ever-present grip. It’s a rear-wheel-drive car with an almost all-wheel-drive character, able to fire in any direction at any time. That acceleration from a dig is thanks to the mid-engine layout and aggressively short gearing from the eight-speed, dual-clutch gearbox. Corvette chief engineer Tadge Juechter said shifting weight toward the rear axle would allow the C8 to put more power down, hence the move to a mid-engine layout. Perhaps the C7 Stingray and Grand Sport had no traction issues; the C8 has less than none.
You do lose the dance of clutch, accelerator, and steering, of making sure you have the right mix to stay straight. On the track, going for lap times, that’s undeniably a good thing. But losing that theater is noticeable on the road, where instead of worrying about controlling the rear end, you need to worry about hitting imprisonable speeds within seconds of touching the throttle.
Unlike Corvettes past, the controls are delicate, with light steering and paddle shifters. A sign of modern trends. While it was a sad day when the Corvette lost its third pedal, the gearbox has vastly improved since we first drove the car months ago.
Shifts from the Tremec-designed transmission are crisp and rapid in manual mode, thanks to paddles wired directly to the box. Downshifts are quick and perfectly rev-matched, when you get them. That’s one annoyance. In a heavy braking zone, like into Turn 1 at The Glen, you’re snagging gears quickly. Occasionally the gearbox takes more than one pull to react, likely because a paddle was pulled before the engine was ready to allow a shift. Instead of delaying that shift slightly, the gearbox denies it, then forgets you ever asked. Exercising more patience with the paddle results in delay-free downshifts. Driven in automatic, it’s telepathic, keeping the engine in the powerband at all times and banging off shifts without issue.
Chevrolet has recently compared Corvette automatics to Porsche’s PDK gearbox, and every single time Chevy’s automatic has been a letdown. The PDK is still the best you can buy, but this Tremec is leagues better than any automatic ever fit to a Corvette, a half-step at most behind the best.
Tucked in the hills just outside the hamlet that bears the same name, Watkins Glen International is one of America’s greatest and most challenging tracks.
1. TURN ONE
A fast right. Get your braking done beforehand, hit an early apex, and use all the track for the fast run up the esses.
2. THE BUS STOP
The place to be brave. Brake late and clobber the curbs. The Vette was touching 150 before the braking zone.
3. THE BOOT
Quicker than it looks. Use the track’s compression to get back to power early, maximizing that short straight.
4. THE TABLETOP
Secretly the most challenging turn on track. An off-camber left, get this one wrong and you’ll end up in the wall.
Like the gearbox, the brakes have gone digital, a brake-by-wire setup bypassing the physical connection between pedal and braking system (though there is a mechanical backup if the by-wire system fails). This means the computer can change the pedal feel depending on the driving situation, which is gimmicky—and disconcerting, since brakes should be a constant—but also a likely sign of an upcoming hybrid system. But left in Sport mode the pedal is linear and accurate, the brakes showing no fade after repeated use at more than 150 mph through The Glen’s bus-stop chicane.
The delicate controls, light steering, and paddle-shift gearbox may lead you to believe that the Vette needs a light touch. Not the case. In fact, it’s the opposite; in corners like The Glen’s Turn 5, a long, downhill right-hand sweeper, you need patience with the throttle lest you make the front push. A big swing at the wheel or an aggressive move on the pedals is needed to make the Corvette come around. Steering, while accurate, is numb, meaning your inputs must be informed by something other than your hands.
Vague steering is always a letdown. But as the pace gets higher, the chassis comes alive. It may not be as adjustable as the last car, likely a design choice made to save drivers from the 6.2-liter pendulum behind their backs. Still, speeds become very serious very fast, although the car remains stable and predictable, two confidence builders. The last thing you want in a car this accessible to so many people is a tricky experience. Otherwise we’d likely be hearing about a lot of owners who aren’t thrilled with GM after wrapping their C8s tail-first around a tree.
But get on the power at the right time, and from apex to corner exit there isn’t much that drives like this. A big part is the fantastic Performance Traction Management (PTM) system, hyper-advanced traction control that actually cuts spark instead of using the brakes to bring the car back in line. This is racing-level stuff, and it works excellently, though we’re not sure it’s being fully exploited. The sheer rear-end grip is so massive that traction control is more safety net than necessity.
Stopwatch estimates from pit lane put the Corvette at a sub-2:10 lap at The Glen, positively blistering when you consider that this is a lightly optioned base Corvette putting up numbers that are tough for any car to match.
On the road, heads snap when it drives by, some innocent bystanders wondering what the hell it is, some refusing to believe it exists at all. The front three-quarter view is the winner, a mixture of angles and shapes invoking stealth fighters. The rear view is inelegant at best, the need for golf-bag storage creating squarish hips, denying the Corvette the lithe, tapered beauty of other mid-engine cars. No matter what you think of its looks, it has serious presence.
The ride quality is simply outstanding. Magnetic Ride Control shocks make this the most comfortable sports car you can drive that doesn’t cost more than $300,000. It’s truly a feat, keeping the Corvette comfortable for hours. And this iteration has an excellent interior.
The seats are normally a Vette low point. The GT2 buckets in our car were supportive and on the verge of being too tight, though that’s honestly a sign that I need to spend more time on the bike than I do eating cookies. It’s a great place to be, especially if you’re behind the wheel.
Everything is angled towards the driver, including a raised panel housing the ancillary controls, which creates a border wall the passenger must summit in order to change the radio station. On the track or a solo drive, it’s wonderful, a cocoon that lets you focus without distraction. But trips with a friend or significant other feel like you’re in two different cars, particularly if your passenger is short. There is one blessing of the control wall: Passengers with music ADD won’t change the radio as often.
While companions struggle to find some way to turn off the Gin Blossoms, you can focus on driving. The gearbox’s on-track blindspots are eradicated on the road. The dual-clutch system begs you to put it in manual mode, as if it knows it can do everything itself but would really rather have you as part of the fun. There may not be a clutch pedal, but the transmission feels visceral enough that you can forget it’s not there.
The C8 Corvette is years of anticipation made real. On first impression, it does all the right things. It tucks crisply into corners, the engine has that perfect lope, it attracts the eye, and it feels like you’re driving a car worth three times the price. It’s a wonderful road car you could use daily, in any location, without worry. Unlike any other mid-engine car, it’s relaxed around town, a gentle cruiser, perfectly at home. On a good road it comes alive, quick and agile, the small-block V-8 once again proving it will never be outdated. It’s an outstanding combination.
Yet something undefinable is missing. The C7-generation Corvette had layers, getting better the more time you spent behind the wheel. The C8 seems to throw everything at you from the first drive, shouting its inherent specialness from minute one, relentlessly showing you every trick it has. It’s the same with its appearance. The C7 flew under the radar, eliciting knowing nods and glances and occasional waves, but nothing that’d attract a civilian crowd. The new car may as well come with a disco ball and DJ air horns. A drawback? Perhaps not. But if you’re running an errand, expect it to take twice as long as planned. Grocery run? Everybody on the dance floor! WAH-WAH-WAHHHHH!
Put it all in perspective. The Corvette’s base price is $59,995, with our tester coming in at $86,710. Either price is a bargain for a car with Ferrari/McLaren levels of performance. It’s impressive on every level, and the mid-engine platform will pay bigger dividends as engineers add power, hybrid systems, and handling packages that truly exploit the layout, if you actually need more performance. It’s hard to imagine that anyone does; more speed usually leads to sacrifices in comfort, usability, and—most importantly—price.
After every run at The Glen I had the same thought: This is the first car from Chevrolet with the engine behind the driver since the Corvair. Their corporate history is not mid-engine unobtanium but budget performance. And now they have a mid-engine Corvette that runs blistering laps on track and ruins backroads for the price of an option package on a high-end supercar.
If this is the future of performance, we’re going to be all right.
TRAVIS OKULSKI for Road and Track
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.
From design to specs and pricing, here’s what you should know about the iconic American sports car as it enters its second year as a mid-engine speedster.
Is there a more American car than the Chevrolet Corvette? The Ford Mustang fan base may quibble with the thought, but there’s no denying that countless enthusiasts believe it to be true. And because of that, each new iteration of the sports car stokes excitement among Chevy loyalists. But it had been decades since the announcement of a new ‘Vette garnered as much anticipation as the unveiling of the eighth-generation model last year.
That’s because, after years of rumors and speculation, the 2020 C8 Corvette Stingray was the first iteration of the model to feature a mid-engine layout. For Corvette diehards, that news was momentous. After all, moving the engine back would almost certainly allow the car to compete more directly with its high-performance European peers. Yet, it would also likely alter its signature look—a mid-engine placement would mean a new frame. Indeed, Chevy took the opportunity to completely reimagine the Corvette’s design, discarding more than a few signature features for the new C8, including the elongated nose of its predecessors. The result is a sports car that looks primed to compete for attention, not only with American devotees, but with collectors of European supercars as well.
The 2020 C8 Corvette Stingray Chevrolet
Engine, Specs and Performance
Any discussion about the C8 Corvette can only begin in one place: the engine. After 67 years of commitment to a front-engine configuration for the Corvette, Chevrolet decided to kick off the new decade by repositioning the car’s powerhouse behind the driver and passenger seats. And this isn’t just any old engine—it’s a brand-new, naturally aspirated 6.2-liter LT2 V-8.
While that base motor, which is mated to an 8-speed dual-clutch automatic transmission, isn’t all that different from the one featured in the C7, it is more powerful, bringing a solid 490 hp of grunt and 465 ft lbs of torque. The new power train enables the car to rocket from zero to 60 mph in less than three seconds. The C8 can also complete the quarter-mile in just over 11 seconds and reach a top speed of 184 mph. And if that’s not enough for you, a Z51 performance package will boost the horsepower and torque figures to 495 hp and 470 ft lbs, respectively, giving all other performance numbers a lift as well. One thing to note: There is only one transmission option, something that has caused consternation among the faithful.
To help manage all that power, the C8 Corvette has a Driver Mode Selector that allows you to pick from six driving modes, including Tour, Sport, Track, Weather, MyMode and Z Mode (the latter two of which are customizable). It’s also equipped with a four-wheel anti-lock brake system, with disc brakes and four-piston calipers on each wheel. The Z51 package also includes an electronic limited-slip differential, new final drive ratio, improved cooling system for the brakes, an enhanced suspension and a performance exhaust.
A New Exterior
Like any other vehicle, the iconic sports car has seen its shape and design shift since it was introduced in 1953. But from generation to generation, no design overhaul has been as jarring as the C8’s. For that last 25 years or so—about the time the C5 debuted in the mid ’90s—we’ve been able to see the previous generation of ‘Vettes within the new iteration’s design. That stops with the C8.
Chevrolet used the change in layout as a chance to alter the ‘Vette’s profile, discarding some of its trademark features. Gone is the long, signature nose and slightly squared-off back. The front still comes to a peak, but the rest of the lines and angles are sharper and the cockpit has been moved forward. That shift rids the car of the slinky elegance that’s been a part of its shape since the ’60s but gives its a new boldness. This is a vehicle designed for speed, and it looks like it. The new design, which is available as both a coupe and convertible, gives the American vehicle a decidedly more European aesthetic.
Inside the C8 Corvette Chevrolet
Interior, Infotainment and Cargo
But it’s not just the car’s exterior that’s been given a makeover. Open up the C8’s doors and you’ll find a cabin that actually looks like the cockpit of a futuristic fighter jet. Sit down in the low-slung driver seat and you’re met with a rectangular steering wheel, which includes two large paddle shifters. Behind that is a 12-inch digital instrument cluster, which includes a new tachometer, to help keep track of your vehicle and its performance as you drive.
Embedded into the center console is an 8-inch infotainment screen that’s angled toward the driver. It’s equipped with Chevy’s Infotainment 3 Plus system, which features Bluetooth connectivity, a 4G mobile hotspot and both Apple CarPlay and Android Auto compatibility. The vehicle is also equipped with a high-performance, 14-speaker Bose audio system that is sure to be music to any audiophile’s ears. You’ll also have three different styles of bucket seats to choose from, as well as a variety of color and material options, including Napa leather and suede microfiber. And for those worried about cargo space due to the design changes, the C8 offers a front compartment and rear trunk that still has room for two sets of golf clubs.
The C8 Corvette’s Infotainment 3 Plus system Chevrolet
Like anyone else interested in high-performance vehicles, we were excited to get behind the wheel of the 2020 Corvette. But that test-drive through Nevada made one thing abundantly clear: While definitely a step in the right direction—and an incredible vehicle for its price—the new C8 wasn’t fully ready to shine. This is a car, after all, that wants to be mentioned in the same breath as Lamborghinis and McLarens, but it simply didn’t feel fully refined yet. From our “First Drive” write-up earlier this year:
“The new ‘Vette is a remarkable achievement for something starting under $60,000, but it’ll be a while before the C8 matures into the outstanding machine I’m confident it can be. Maybe that machine is the forthcoming Stingray convertible. Maybe it’s an eventual higher-powered Corvette variant. Either way, I feel the magic looming.”
Of course, it’s important to remember that the 2020 model is the very first installment of the C8. On average, different ‘Vette generations have managed to stick around for more than eight years. That gives the brand some time to improve the car—and find that magic.
Pricing: Is the Corvette C8 Worth It?
When Chevrolet first announced the mid-engine C8 Corvette, they promised it would start at less than $60,000. As far-fetched as that sounded at the time, the automaker delivered on that promise. Just like last year, the ‘Vette starts at $59,995 for the coupe and $67,495 for the convertible. Of course, with a near-endless list of options and trim levels, its price can quickly climb skywards, with a fully loaded convertible available for north of $100,000. Still, when you consider the kind of vehicles that the C8 is competing with, even the most expensive version seems like a bargain in comparison.
What’s Next: More Ways to Customize
As promising as the C8 Corvette may be, its first year has gone anything but smoothly. First, the United Auto Workers strikes delayed production of the eagerly anticipated vehicle, then the coronavirus pandemic brought the entire world to a standstill Chevy has responded by offering more standard features and a raft of exciting new options for the car’s second go-around.
Apple CarPlay and Android Auto now come standard with the C8, as does a redesigned digital cluster and GM’s Buckle to Drive safety tech. As for the new options, there are two exterior finishes to choose from (Red Mist Tintcoat and Silver Flare Metallic), two new interior color schemes (Sky Cool Grey and Yellow Strike) and you can add racing or stinger stripes. Most exciting of all, though, is that the Magnetic Ride Control from the Z51 performance package is now available as a stand-alone option.
If none of that sounds sexy enough for you, don’t worry. Rumors are swirling that a high-performance Z06 variant packing a 600 hp, DOHC 32-valve 5.5-liter V-8 could arrive as soon as next year.
Get to know the 2021 Corvette before you order one.
The Corvette C8 is among the hottest commodities of 2020. Despite the on-going pandemic, fans and enthusiasts were crazy for the mid-engine sports car, which keeps Chevrolet so busy producing and fulfilling the orders for the rest of the year. So much so, in fact, that the 2021 model year is already underway.
If you’re unaware of the new things to see on the 2021 Corvette, Chevy puts its visualizer out there so you can, ugh, visualize what to expect for the next model year for both the coupe and convertible versions. We’ve configured our own coupe with these updates, which you can see below.
Notice what’s new? If not, here’s a rundown. For the 2021 model year, Chevy adds two new exterior body colors – the Silver Flare Metallic (seen above) and Red Mist Metallic Tintcoat. Both colors will replace similar hues from the outgoing model year. The Stinger Stripe gets three new colors as well, which will be Carbon Flash/Edge Red, Carbon Flash/Edge Yellow, and Carbon Flash/Midnight Silver. For those who like a set of full-length stripes, Blue, Orange, Red, and Yellow will be available as options.
Inside, there are only a few things added, led by the new Sky Cool Gray/Yellow Strike interior color. The infotainment system also gets wireless Apple CarPlay/Android Auto capabilities, which will be standard across the range.
The updates aren’t all aesthetics for the 2021 model year. The Magnetic Selective Ride Control suspension can now be ordered even outside the Z51 package. A Buckle To Drive safety feature will also be standard. This feature won’t allow you to shift from Park if you haven’t buckled up for more than 20 seconds.
There won’t be any price change for the 2021 Chevy Corvette, at least for the base model, but there are reports that options and higher trims will cost higher. More importantly, it seems like it will be a long wait even if you order for one today. Source: Chevrolet
Jacob Olivia for Motor 1
Watch this video and you’re going to want to build your own electric Lego Corvette
Legos are cool, awesome, and all the superlatives you can throw in between. The things that you can create with these bricks are limited only by your imagination. What makes the toy even better are the things that you can do with it, like, say, add a fully functional electric powertrain on a Lego Technic Chevrolet Corvette ZR1. One guy did exactly that, and he even created a video demonstration of his masterpiece. In the video, we see the Lego Technic Corvette ZR1 strapped on a dyno that’s made from — you guessed it — Lego bricks. What comes next is a four-minute video that’s going to make you want to buy a Technic Corvette ZR1, build your own dyno, and outfit your Lego ‘Vette with its own functional electric powertrain.
Why Is This Lego Technic Chevrolet Corvette Zr1 Different From Its Kind?
It’s different because it has an electric motor and a fully functional one at that.
YouTuber HyperBlue is responsible for this creation, and in his video, he goes into detail on how he turned a Lego Technic Chevrolet Corvette ZR1into a fully functional ride with an electric powertrain and — would you even believe it if we told you — a four-speed manual gearbox.
This, folks, is one of the coolest Legos you’ll get to see.
First, the creator of the project explains that after building the Technic Corvette ZR1, he added a small DC electric motor that’s controlled by a Raspberry Pi computer. The latter, for those who aren’t familiar with it, is a low-cost, credit-card side computer that helps people of all ages explore computing. It can be used in a variety of ways, including, apparently, powering a Lego Technic Corvette ZR1.
From there, the creator of this insane electric Lego ZR1 built a dyno machine — also from Lego bricks — and worked on all the electrical requirements needed to bring his creation to life, literally. It took around ten months for the project to come to life, and it’s not even complete yet. For now, though, it looks about as awesome as you’d expect it to be. The whole setup even comes with an ignition that starts the electric motor, which is then followed by a recorded sound of a real Corvette V-8 engine. As incredible as all of this sounds, the real treats are the wheel-mounted sensors and the accompanying software that allows you to monitor the powertrain’s behavior. An instrument cluster provides information about the car, but since it’s not a real dyno, we don’t get to see the actual output that the electric motor generates.
None of that matters, though, in the grand scheme of things. This whole setup is impressive enough on its own. The attention-to-detail is incredible, and the resourcefulness and ingenuity that comes with it are top-quality. Here’s to hoping that the individual responsible for this creation gets to finish his project.
We’re all rooting for you, just as we’re excited to see what the finished product looks like.
Kirby Garlitos for TopSpeed
Spoiler alert: Chevrolet’s fabled $60K C8 Corvette is the performance bargain of the year.
More than its 3-second 0-to-60-mph time, its 1.0 G of cornering grip or the fact that, you know, its engine sits behind the cockpit, the craziest thing about Chevrolet’s new C8 Corvette Stingray is that everything I just mentioned comes on a wildly styled sports car that costs $59,995 — including the delivery fee. No other car offers so much performance for so little cash.
Real quick, though, I need to be honest: I kind of figured the $59,995 Corvette would be the car world’s white whale. You know, the C8 that grabs headlines for its low MSRP even though the reviews all feature more generously specced 3LT Z51 models, like the nearly $87,000 example Andrew Krok just tested, the one Tim Stevens took to the track or the one Chris Paukert first drove last year. I assumed it’d be like the headline-grabbing-but-nowhere-to-be-found $35,000 Tesla Model 3. So, good on Chevy for calling my bluff and sending me the no-options, $59,995 Corvette seen here. Because now I can say it again, and this time with feeling: No other car offers so much performance for so little cash.
The base 2020 Chevy Corvette is a whole lot of car for $60K
The base Corvette 1LT has the same 6.2-liter naturally aspirated V8 as every other Stingray, with 490 horsepower and 465 pound-feet of torque. Working through an eight-speed, dual-clutch automatic transmission, the rear-wheel-drive Corvette will accelerate to 60 mph in 3 seconds flat, and do so without any overdramatic or skittish tendencies. Even on its stock all-season tires, the wide, 305/30-section rear rubbers simply claw into the pavement and shoot the Stingray forward.
The V8 sounds freakin’ awesome on full boil near its (relatively low) 6,500-rpm redline, even without the performance exhaust. I don’t like the transmission’s paddle shifters — most automakers get these wrong — but they’re a direct link to the quick-shifting DCT, which is also perfectly tuned when left to its own devices. The steering is communicative and nicely weighted, letting me know exactly how much grip those all-season tires have. And the standard limited-slip differential means power is appropriately distributed at the rear axle, so you can goose the throttle coming out of a corner without breaking the back end loose. The brakes are strong and offer confident, composed stopping without fade. The standard chassis tune is really good, too — comfortable when you need it to be but nicely taut when it counts.
The key thing you miss out on with the base Corvette is the almighty Z51 pack, which includes larger Brembo brakes and Chevy’s Magnetic Ride Control suspension with adaptive damping and performance traction management tech. You also can’t get the sportier exhaust, which in turn unlocks an additional 5 hp and 5 lb-ft and actually pushes the Corvette’s 0-to-60-mph time below the 3-second barrier, as if this car wasn’t already holy-smokes quick.
But here’s the thing: On several runs along my usual canyon test route north of Los Angeles, nothing about this base Corvette lets me down. It’s clear that even the most stripped-down C8 is a fantastic driver’s car through and through. In fact, it’s one of the most memorable sports cars I’ve tested this year — especially at this price. Frankly, all the Corvette most people really need.
The only real limitation here is the choice of all-season tires. But even then, I don’t think the majority of Corvette owners will ever exceed the limits of what the Michelin Pilot Sport rubbers can muster (Chevy says they’re good for 1.0 G of lateral grip, remember). If for some reason you find yourself needing something stickier, a whole slew of summer options are available from tire shops around the country. Besides, a $1,500 set of Pilot Sport Cup 2s is slightly easier to justify on what is, effectively, a $60,000 supercar.
And I do mean supercar. Just look at this thing; not a single part of the 1LT’s appearance says “base Corvette.” You get the same staggered 19-inch front and 20-inch wheels as other trims, and I don’t have any qualms with the standard silver-painted look. Every Corvette comes with sharp LED headlamps and nothing about the long, low, wide proportions changes from model to model.
The Corvette’s interior is hardly basic, with perforated leather wrapping the standard GT1 seats. And while these chairs aren’t as comfortable as supportive as more expensive GT2 and GT3 options, I can’t find a reason to complain. The seating position is excellent and never leaves me sliding around during spirited driving. The leather-wrapped steering wheel feels great, too, though I hate its squircle shape, which doesn’t really lend itself to nine-and-three hand placement.
As far as in-car tech is concerned, the Corvette offers some of GM’s best. That 12-inch digital gauge cluster is standard across the board and it looks awesome, with colorful, reconfigurable displays. Move to the center stack and Chevy’s Infotainment 3 setup is housed on a eight-inch, high-definition touchscreen. Upper trim levels include embedded navigation, but the C8 comes standard with Android Auto and Apple CarPlay, so if you have a phone and a USB cable, you’re all set.
Taken as a whole, however, the 2020 Corvette Stingray 1LT is a sports-car bargain that’s absolutely unmatched. Chevrolet’s more expensive versions offer more creature comforts and widen the performance envelope, sure, but I’ll be damned if this base Corvette isn’t hugely impressive in its own right. Good luck finding a comparable experience for $59,995 out the door.
Steven Ewing for CNET
The first mid-engine production Corvette was six decades in the making
The 2020 Chevrolet Corvette Stingray is a rock star car. I don’t mean that figuratively. An actual rock star owns one.
Kiss frontman Paul Stanley picked up a white Stingray with a red interior and tweeted his love for it, saying he bought American because it’s beyond “world class.”
OK, perhaps the fact that he’s buds with General Motors President Mark Reuss influenced his purchase, but he’s driving it, so the endorsement is legit.
Of course, the 68-year-old singer does fit the classic stereotype of a Corvette buyer: mature with money to burn. Just the type of customer many expected to be alienated by the Corvette’s switch from a front- to mid-engine design. So much for that.
The eighth-generation Corvette is the realization of a dream that dates back six decades, when legendary GM engineer Zora Arkus-Duntov started building mid-engine prototypes because the layout offered potentially better performance than a front-engine design. It’s an idea that race and exotic car builders took and ran with while Chevy stuck to tradition.
Arkus-Duntov’s team and its predecessors developed over the years, but the executives at HQ just couldn’t be convinced. Current Corvette Executive Chief Engineer Tadge Juechter told Fox News Autos that a mid-engine Corvette was rejected as recently as 2006 simply because of inertia.
“There were people when we first started talking about this that were almost entirely naysayers. Virtually nobody in leadership thought it was a good idea because we were building and selling Corvettes to an enthusiastic fan base, or selling them in volumes to make a profit,” he said.
Cooler heads prevailed as the seventh-generation Corvette was completed for 2014, and Juchter and his team were off to the races, even though none of them had ever worked on a mid-engine car before. You’d never know it.
The new Stingray is a radical departure from previous editions, but it keeps many classic Corvette traits intact, including a relatively low starting price of $59,995. Some of the bodywork is technically fiberglass, but in various modern composite forms. Jucther calls it a “mosaic” of materials, which also applies to a chassis made from aluminum, steel, magnesium and a touch of carbon fiber.
Then there’s the rear trunk, which you don’t often find in a mid-engine car. It’s big enough to fit the lightweight, removable roof panel or two golf bags, because the latter capability may be even more entwined with the Corvette’s image than the location of its motor. Since that’s in the middle of the car, there’s also room for a sizeable front “frunk.”
The Stingray’s interior is equally practical, as far as low-slung sports cars are concerned, with enough legroom for the 6-foot-tall Stanley to fit comfortably, perhaps even while he’s wearing his sky-high stage boots. It’s well-trimmed and designed with a lot of interesting details, like panels hovering over the top of the dash, and is more appealing than the cabins in some far more expensive cars, including the $450,000 Ford GT’s stark accommodations.
Its one controversial element is a long row of climate control buttons on a buttress separating driver and passenger that can be awkward to use. However, the tablet-style infotainment screen, which is a close reach, has redundant on-screen controls that you can operate with your thumb while you steady your hand on the bezel.
A second display serves as the instrument cluster, which is configurable and framed by a squared-off steering wheel that stays below your line of sight as you look over the low dashboard and through the absolutely panoramic windshield. The over-the-shoulder views aren’t anywhere near as good, but the rearview mirror is equipped with a video feed, and if you turn your head all the way around you can see the engine behind the window. It’s a glorious sight.
The Stingray is powered by GM’s latest 6.2-liter pushrod V8. Yes, pushrods. Just like the Chevy Silverado. Except this one is presented in all of its mechanical glory with parts designed to be displayed under the humongous hood’s glass panel.
The V8 gains 35 horsepower over the outgoing version for 490 hp and has 465 lb-ft of torque to go with it. A toggle and pushbutton-controlled 8-speed dual-clutch automatic transmission is standard and the only type available, but it does come with paddles behind the wheel that let you shift gears manually. If you pull them both at the same time it instantly switches to neutral so you can rev the engine for your audience. There will always be one, because the Stingray’s chiseled body has all the presence and drawing power of a million-dollar exotic.
The $5,000 Z51 performance package on my test car tweaks the engine to 495 hp and 470 lb-ft and adds extra cooling for the engine and transmission, a track-oriented suspension tune, downforce-producing rear wing and body extensions, larger Brembo brakes, a limited-slip rear differential and a set of sticky summer tires.
The car was also equipped with GM’s Magnetic Ride Control adjustable shocks, which are worth it on any model they are available on, from trucks to sedans, even for the $1,895 they cost here. Just as valuable, but for a very different reason, is the optional $1,495 hydraulic system that raises the Stingray’s pointy nose 2 inches to avoid scrapes and can be programmed to do that automatically as you approach up to 1,000 marked locations where you often drive.
Although billiard table-smooth roads are preferred, a Stingray configured like this and set to Tour mode can be used as a daily driver on the most wretched pavement, even with its ridiculously low-profile tires and staggered 19- and 20-inch wheels. The car just glides over them with no shakes, rattles, rolls or flexes. But the Stingray can flex when you want it to.
Drop the hammer and 60 mph arrives in about 2.9 seconds without any wheel spin, according to Chevrolet. That’s thanks in part to the 40/60 weight distribution provided by the mid-engine design and the Stingray’s excellent traction management system. It’s nearly as quick as the old front-engine 755 hp Corvette ZR1, which was a big part of the reason Chevy made the switch.
The other becomes apparent when the road gets curvy. Moving the weight between the wheels improves steering response and helps neutralize the handling, which is like a slot car’s up to the limit. I didn’t get the opportunity to find out what happens when you go past it, but I can tell you that there is a long way to go to get there.
The Stingray plays good music while you do all this. Jucther said refining the engine sound with it located right behind your ear was one of the tougher challenges posed by the layout.
“The nice thing about a front-engine car is that you’ve got induction noise in the front and the exhaust pipe in the back, so you’ve got a kind of stereo,” he said. All I can say is: expert-level challenge complete.
The transmission can be a little lazy to shift in Tour but rips through the gears and always picks the right one in the Sport and Track modes, which also adjust the throttle response and firm up the suspension and steering feel. You can customize everything to your liking and engage your settings with a Z-mode button on the steering wheel if you prefer.
The reimagined Stingray now nearly exists in a class by itself. The cars closest to it on price and execution are the mid-engine Porsche 718 and the rear-engine Porsche 911, but neither are quite the same thing. As far as six-figure, mid-engine cars like the Audi R8, Acura NSX and Lamborghini Huracan are concerned, despite their power advantage and all-wheel-drive, I’d be hard-pressed to give you a truly good reason to spend triple your money on one.
Those arguments won’t even hold much longer against the Corvette, because you know there are much more powerful models on the way. Juechter won’t even hint at how much, but word on the street is that 800-1,000 hp isn’t out of the question, possibly with an electric boost. Based on the Stingray’s performance, the platform has plenty of room to grow.
But regardless of what’s to come, the car on sale today makes one thing perfectly clear:
This Detroit city automaker still knows how to rock.
2020 Chevrolet Corvette Stingray
Type: 2-passenger, 2-door, rear-wheel-drive coupe
Base price: $59,995
As tested: $80,315
Engine: 6.2-liter V8
Power: 495 hp, 465 lb-ft
Transmission: 8-speed dual-clutch automatic
MPG: 15 city/27 hwy
Gary Gastelu for Fox News
As close to perfection as it gets for the price
The $59,995 2020 Chevrolet Corvette exists. Chevy sent Zac Palmer from AutoBlog the Accelerate Yellow 3LT model which came to $86,860. Yet, after a week in the tight bucket seat, he’s still convinced it’s a bargain.
Raw performance, sophistication, luxury, price. Pick three, because combining all four of these elements in a sports car or supercar is like trying to find Waldo when he’s been torn out of the page. Chevy is turning this conundrum upside down with the new Corvette. Equipped properly, the C8 checks all four of the boxes emphatically.
Performance is a no-doubter. The 6.2-liter V8 makes 495 horsepower and 470 pound-feet of torque in this Z51 pack car, rocketing it to 60 mph in just 2.9 seconds via an excellent launch control system. The magnetic dampers make for a sophisticated ride and handling balance. It can go from forgiving and plush to racetrack stiff at the twist of a dial. The interior is more luxurious and tech heavy than anything else GM makes, save for a loaded-up Cadillac. And then there’s the price. How Chevy priced this car below $100,000 still baffles me. Almost nothing is missing, but let’s dive in a bit deeper, starting from the best place to be: the driver’s seat.
Reaching beyond the highly-bolstered suede, leather and mesh Competition GT3 seats in this C8, everything I touch feels of quality. Yellow accents are splashed about the interior in thoughtful locations. Even the removable roof has yellow stitching woven in. Before I even get on the road, this attention to detail and level of customization reminds me of Porsche — the Chevy options are just cheaper. The spectacular view forward over a low nose keeps the Porsche theme on track, but it trails off when I begin to take in the interior design language around me.
No car takes the jet fighter cockpit theme as seriously as the Corvette does. I’m cocooned in my own bubble, completely walled-off from the passenger, and the passenger from me. Wide, swooping armrests are swathed in suede and placed at perfect elbow-resting height. The square-shaped suede-covered ($595) steering wheel isn’t weird to use, but spokes at 9 and 3 would be preferable over their current 8:30 and 3:30 positions. My passengers kept accidentally adjusting my seat and temperature controls on the vertical climate control stack (driver on top, passenger on bottom), but I became accustomed to the design quickly. It beats putting the climate controls in a touchscreen.
The push-to-start button presses in with a satisfying click, but even more satisfying than that is tapping the remote start on the keyfob when standing near the loud pipes. Since the Corvette saves its drive mode from the last engine cycle, you can remote start your engine with the exhaust in Track mode (thank you to the engineers who did this). It is thunderous and guttural and all the things you want the startup to be.
The drive mode dial has proper heft, and the digital instrument cluster quickly animates through layouts with each new mode. Ergonomically, the interior is brilliant. My seating position is spot on with the seat set to its lowest point. Being able to see out the back with a standard mirror would be nice, but the digital rearview camera mirror on this car is a revelation for a mid-engine layout. You can see everything, and glare from taller cars’ headlights in the dark is a non-issue — even the driver-side mirror is auto-dimming. All this, and my butt and back are cool via the ventilated seats.
Setting out in Tour (comfort) mode, GM’s Small Block LT2 clacks away quietly behind my ear, sounding every bit like a Camaro or the previous Corvette. A thick piece of glass separates the cabin from the engine bay, allowing driver and passenger to look back at the pretty V8. It’s far more sedate and normal to cruise around in than you might imagine. The steering wheel flies left or right with ease at low speeds, the brakes are comfortable but not touchy, and those magnetic dampers are damping out the bumps. The big engine and eight-speed dual-clutch gearbox never fully fade into the background when casually driving around, but there’s no drama at low speeds. Ferraris or Lamborghinis never stop telling you what they are when cruising through town. If it weren’t for the incessant staring and pointing, I could’ve forgotten I was driving the hottest, most-anticipated car of the last several years. Credit to Chevy for making this beast so livable on a day-to-day basis.
Not to say the Corvette is quiet inside (it’s not), but that level of refinement in the cabin in casual driving isn’t always conducive to noise and personality when the right pedal is flat. Even with the supplemental exhaust noise being pumped into the cabin via the speakers, the Corvette isn’t as loud inside as I imagined it would’ve been with the performance exhaust. It’s opposite what’s going on out back, too. This Corvette sounds like NASCAR thunder from the roadside as it pounds through the forest, barking and snapping at each quick gear change. Problem is, the driver is only getting a fraction of this in their eardrums. I have a certain expectation for theater and aural wonder from a mid-engine car. The Corvette could use a tinge more of both.
Now, enough with the nit-picking. Power (so much of it) is simply here. It’s like a light switch. The speed at which this updated V8 revs — get the full download in our First Drive — is one pivotal aspect that stands out. Whether you’re banging through first and second or free revving for a demanding onlooker, it goes from idle to 6,500 rpm (redline) in a flash. The steady increase in shove keeps coming all the way to the top despite peak torque hitting at 5,150 rpm.
There isn’t much fuss in the power band. Everything is business as usual if you’re accustomed to GM’s Small Block V8. It’s glorious in its simplicity, and brings a sense of normalcy to the gob smacking acceleration. I’m not wanting for any more forward thrust — there is zero letup at legal speeds — but I’m already looking forward to the shriek of the flat-plane crank Corvette headed our way soon. This engine is an ode to the traditionalists, but the flat-plane crank ‘Vette will be an ode to people like me who love high-revving, exotic engines.
Once I make it out to some proper driving roads, the brilliance of this chassis comes into plain view. It doesn’t feel like a company’s first go at a mid-engine supercar. No, it’s well-tuned and strikes a wonderful ride and handling balance the likes of which Porsche has been perfecting for years with the 911. The magnetic dampers on this car deserve many thank you notes. Turn-in is crisp and quick. The nose is happy to be pointed in a different direction at a moment’s notice, and there’s zero uneasiness coming from the rear end. As the Gs build, the Corvette remains a wonderfully balanced rock. I’m waiting for the rear end to step out on me as I apply more and more throttle coming out of turns, but it wriggles, then sticks with the weight of the engine keeping it planted. This car will happily go sideways if you intentionally goose it, but it’s incredibly well-behaved when speed is the priority.
The steering weight is just about perfect in Sport mode, but turns a smidge too heavy in Track mode. Bumps and bigger undulations in corners are shrugged off. I can feel what’s going on at the wheels through the seat and steering wheel, but the Corvette reassuringly trucks on without skipping a beat. Lesser chassis will bound around and send the car skipping on my testing roads, but the Corvette handles them like a champ. The $1,895 you spend on these dampers will be the best $1,895 you ever spend.
A manual transmission is the only item missing. My tester car may be supercar-quick, but it’s not too much of a handful that a manual would ruin the experience. Take the three-pedal version of the 911 Carrera S as an example. It may be slower to 60 mph than the PDK, but the car is still plenty drivable and doesn’t turn into some hot mess with too much horsepower. I think there’s room for a manual to work the same way in the Corvette. This is no condemnation of the eight-speed dual-clutch transmission in the Vette today, though. It’s as quick to respond as the best of them. If Porsche held any advantage here it would be in smoothness, as the Corvette is less refined in manual mode when you’re not pushing. I’d move the paddles up by about an inch, too, since they’re just out of reach at my preferable 9 and 3 hand position.
It’s staggering what Chevy put together here — nothing less than a generational milestone. The last no compromise supercar that truly shook the segment up was the 1991 Acura NSX, but even the NSX was pricey. Chevy’s new Corvette is just as important, but in a different way. McLaren and Ferrari buyers will keep buying McLarens and Ferraris. Lamborghini isn’t going to make a budget model. This car won’t force the old guard to change what they did the way Honda did in the 1990s. No, what the new Corvette does is bring that exotic level of performance to a price bracket that’s never had this opportunity before. It’s a supercar for the people, assuming the people have over $60,000 for a toy. But don’t worry; in three years depreciation will have them down in the $40,000 range.
Raw performance, sophistication, luxury, price. Somehow, all four deliverables are present and accounted for. At $59,995, nothing can beat it. At $86,860, nothing can beat it. The Small Block isn’t holding this car back from greatness — it’s already great with it. But this chassis, and the car as a whole, begs for more. More character, more revs and an exotic yowl that matches the chassis’ greatness. When Chevy adds such an engine, the Corvette can transcend beyond the performance bargain moniker to being one of the greatest of all time. It’s nearly there already.
Related Source: AutoBlog
Auto experts and journalists spend hours and hours evaluating every aspect of a vehicle so you have a road map to the models that will work best for you. The Chevrolet Corvette repeatedly rises to the top of lists and brings home the awards. According to the editors at Kelley Blue Book, the 2020 Chevrolet Corvette is one of the pub’s 10 most awarded cars of 2020.
Prestigious Win: Corvette Stingray named MotorTrend Car of the Year
The 2020 Chevrolet Corvette earned the seventh spot on the KBB list.
“When it was unveiled, the all-new mid-engine 2020 Chevrolet Corvette nearly broke the internet,” writes KBB writer Allyson Harwood. “Its supercar styling and power numbers were impressive, but its incredible resale value data and bargain starting price make the Corvette far more than just an excellent sports car.”
The 2020 Chevrolet Corvette relishes a top speed of 194 miles per hour and thunders across the pavement with the strength of 495 horsepower and 470 lb-ft of torque. In a blink of an eye, approximately 2.9 seconds, the 2020 Corvette hits 60 mph.
Available Now: 2020 Chevrolet Corvette
In addition to KBB’s honors and praise, the 2020 Chevrolet Corvette earned the 2020 North American Car of the Year title and a Wards Auto 10 Best Award for the interior. The Chevrolet Corvette Stingray took home the 2020 MotorTrend Car of the Year award. The Detroit Free Press gave the Chevrolet Corvette C8 its inaugural title of Car of the Year. It is a 2020 Car and Driver 10Best and a 2020 Edmunds Top Rated Award winner in the sports car category. KBB recognized the Corvette’s value, giving it a 2020 KKB.com Best Resale Value award.
Source: DeAnn Ownes; TheNewsWheel
Since last week’s recall notice regarding the 2020 Corvette’s frunk issue, which then led to Chevrolet issuing a Stop Delivery Order, we’ve been waiting anxiously for the news of when the over-the-air updates would begin.
GM told us that engineers were working around the clock on this issue and today they notified dealers that an update will be available tonight. General Motors will then rollout the customer updates shortly afterward.
After several YouTube videos caught the Corvette’s frunk suddenly opening, the Corvette Team has determined that it’s caused by customers inadvertently opening the frunk via the key fob or interior release buttons and then missing the audio and visual warnings when they put the car in drive. We’ve noted in the videos that the cars are going at least 40 mph when the wind catches the frunk lid, lifting it all the way back and causing damage to the hinges and paint.
To explain the update, Corvette Chief Engineer Tadge Juechter shares this video showing the reprogramming of the key fob’s frunk button. The update changes the pattern so that it’s less likely to be inadvertently pressed causing to the frunk to open while the fob is in your pocket.
The recall update also updates the maximum speed at which you can drive with the frunk open to 26 mph, down from the 82 mph it is set at currently.
The Stop Delivery Order issued last week paused the deliveries of most 2020 Corvettes at dealerships and at the Corvette Museum. Once they receive the update, they can be released to customers. GM will also resume shipping vehicles from the Corvette Assembly Plant in Bowling Green once they have been updated as well.
Here is the official statement from Chevrolet:
General Motors has decided to voluntarily recall certain 2020 model-year Chevrolet Corvette vehicles for a potential issue with the vehicle’s front trunk lid.
If drivers ignore the vehicle’s visual and audible warnings that the front trunk lid is open, they can drive the vehicle in that condition at speed, which could increase the likelihood that the wind force is sufficient to inadvertently flip open the hood.
GM will update the software in the vehicles’ Body Control Module (BCM) to limit vehicle speed to 26 mph when the hood is not completely closed and latched. The software update will also provide a driver information center message indicating that the top speed is limited to 26 mph. In addition, the operation of the hood release on the key fob will be modified to reduce the likelihood of inadvertent hood release actuations. The interior door trim switch and release button located inside the front trunk compartment are also modified to require a longer press-time.
The Z06 is coming and it’ll be motivated by a powerful, twin-turb o V-8 engine.
If the Chevrolet Corvette Stingray‘s nearly 500-hp V-8 engine fails to entice you, then the forthcoming Corvette Z06‘s 650-hp V-8 ought to do the trick. And it’s not just the horsepower output that’s changed. The Z06’s engine will be an entirely different animal from its lesser sibling, increasing performance and bringing an entirely different character to the car. Read on to find out why.
2022 Chevrolet Corvette Z06: Twin-Cam, Twin-Turbo, Flat-Plane
Unlike the LT2 engine of the Stingray, the Z06’s V-8 will forgo pushrod valves and a cross-plane crank for dual-overhead cams and a flat-plane crank. The resulting engine should possess the rev-happy nature and aural thrills of the Corvette C8.R’s V-8, which also happens to use twin cams and a flat-plane crank.
While Chevy will not drop the C8.R’s 5.5-liter engine into the Z06, the two Corvettes’ V-8s are expected to share a number of common pieces. The Z06’s V-8 should be smaller than its race car kin, reportedly sharing parts (and perhaps its entire block) with Cadillac’s Blackwing V-8 engine. We’d wager it’ll ultimately displace in the neighborhood of 4.2 liters. V-8s using flat-plane crankshafts lack the natural balance of a cross-plane crank, and larger displacements exacerbate the vibration and harshness of this arrangement. By limiting the displacement, employing lightweight pistons, and using a short-stroke crank, we expect the Z06 to be tolerable for owners who regularly drive their cars in traffic.SPONSORED CONTENTValvoline. The Original Motor Oil.By Valvoline
To compensate for its lesser displacement, the Z06’s engine is due to adopt a pair of turbochargers. Unlike Cadillac’s Blackwing engine, which houses two turbos in the valley between its heads, the Z06’s V-8 is expected to rely on outboard-mounted turbos. All in, the high-performance Corvette model purportedly produces 650 hp. Like the Stingray, look for the Z06 to rely on an eight-speed dual-clutch automatic gearbox to send all those horses to its rear wheels. Revisions to the car’s suspension and a set of sticky summer tires—that are properly wide at the rear—are sure to keep the Z06’s power from overwhelming its drive wheels and chassis.
2022 Chevrolet Corvette Z06: Carbon Fiber Fever
In addition to the added power, the 2022 Corvette Z06 will welcome a number of weight-saving measures. Don’t worry, creature comforts will still abound, and there’s no indication the Z06 will ditch the likes of the Stingray’s large digital gauge cluster or touchscreen infotainment system.
Nevertheless, look for the model to feature a number of lightweight materials for items such as the exhaust, rear wing, front splitter, and even its wheels. Specifically, the 2022 Corvette Z06 will offer buyers the option to equip it with a set of carbon-fiber wheels. While such a setup is not new (vehicles from Porsche and Ford offer carbon fiber wheels), it’s still a relatively rare—and surely expensive—way for road-going cars to go about shedding mass.
2022 Chevrolet Corvette Z06: Shut Up And Take Our Money!
Although we hear the current pandemic is forcing Chevy to push back the Corvette Z06’s debut, we’re still hopeful the brand manages to take the wraps off the car in early 2021 and ship it to dealers before the end of the year as a 2022 model. That said, it’s possible the Z06 won’t arrive until sometime in 2022 as a 2023 model.
Regardless, prepare to spend a good chunk more change to get into the car. Frankly, we’ll be surprised if the Z06 stickers for anything south of $80,000. That’s pricey for a Corvette (consider the Stingray starts at $59,995). Still, compared to the 572-hp Porsche 911 Turbo, which starts at more than $170,000, the Z06 is sure to be a relative steal given its performance capabilities.
Antonio Garcia, Jordan Taylor hold on for Corvette Racing’s fourth straight win…
Corvette Racing has scored its fourth consecutive IMSA WeatherTech SportsCar Championship class victory following late-race drama for Porsche in Saturday’s Michelin GT Challenge at Virginia International Raceway.
Bill Auberlen, meanwhile, became the winningest driver in IMSA history with a long-awaited victory in GT Daytona.
Antonio Garcia limped the No. 3 Chevrolet Corvette C8.R to the win in the two-hour and 40-minute GT-only contest despite a loose floor on his mid-engined machine.
Garcia took over the lead when the pole-sitting No. 911 Porsche 911 RSR-19 of Nick Tandy was forced into the pits due to a left-rear tire issue with 18 minutes to go.
Co-driver Fred Makowkecki had rebounded from an early left-rear puncture to take over the lead thanks to a fuel-only stop during the race’s second full course caution.
A pit lane miscue with tightening the right-rear wheel saw Jordan Taylor lose time during the same round of stops but benefitted from misfortunes from both CORE autosport-run Porsches.
The No. 912 car of Earl Bamber battled a loose diffuser, caused by contact with the No. 25 Team RLL BMW M8 GTE of Connor De Phillippi, relegating the defending GTLM champions to a fifth place class finish after multiple stops for repairs.
Tandy and Makowiecki ended up finishing third, despite the Englishman nearly getting around the No. 25 BMW of Bruno Spengler on the final lap.
Up front, it marked Garcia and Taylor’s third win in the last four races and has extended their championship lead.
The No. 4 Corvette of Tommy Milner and Oliver Gavin, who had an off-course excursion with 1 hour and 32 minutes to go, came home fourth in a race that saw nearly every GTLM car hit trouble.
It included the No. 24 BMW, which lost nearly 20 laps in the opening hour due to a mechanical issue.
Auberlen Makes History With 61st IMSA Win
Turner Motorsport claimed top class honors in GT Daytona, with Auberlen and Robby Foley winning for the first time in nearly a year.
Foley led from the early stages of the race before handing over the No. 96 BMW M6 GT3 to Auberlen with one hour to go.
While coming under attack from the No. 86 Meyer Shank Racing Acura NSX GT3 Evo of Mario Farnbacher, a mistake by the German under braking into Turn 1 initially dropped him to fourth.
Farnbacher managed to charge his way back to second, getting by the No. 48 Paul Miller Racing Lamborghini Huracan GT3 Evo of Bryan Sellers on the final lap through traffic.
Auberlen, meanwhile, became the most successful driver in IMSA competition, with his 61st win.
It marked Turner’s first class win since Motul Petit Le Mans last year when Auberlen tied Scott Pruett with all-time wins at 60.
Sellers and co-driver Madison Snow completed the GTD podium in third, ahead of the No. 74 Riley Motorsports Mercedes-AMG GT3 Evo of Gar Robinson and Lawson Aschenbach, who was in the fight for second in the closing laps.
The No. 14 AIM Vasser Sullivan Lexus RC F GT3 of Jack Hawksworth and Aaron Telitz completed the top-five in class.
RESULTS: Michelin GT Challenge
#3 Corvette Racing Corvette C8.R, GTLM: Antonio Garcia, Jordan Taylor
2020 has been a hard year for a lot of folks, but it’s been pretty smooth sailing for No.3 Corvette C8.R drivers Jordan Taylor and Antonio Garcia. The pairing gave Corvette Racing its first victory with its new Corvette C8.Rearlier this year at Daytona and promptly backed it up with another win at Road America shortly after.
Now the No. 3 Corvette C8.R has taken its third win of 2020 after Taylor and Garcia took victory in Sunday’s Michelin GT Challenge at Virginia International Raceway. The victory was unexpected, with Garcia only moving into the lead in the closing laps of the two-hour, 40-minute race. The No. 911 Porsche of Nick Tandy looked like a shoe-in for the win and was leading with just 18 minutes remaining when the Core Autosport-run entry cut a left rear tire, forcing Tandy to come into the pits.
Garcia then held off the No. 25 BMW M8 GTLM of Bruno Spengler and the hard-charging Porsche of Tandy, who was now on fresh rubber, to take the victory. If the race was any longer, Garcia may not have made it, with the No. 3 Corvette C8.R suffering heavy high-speed vibrations in the latter stage of the event. The Corvette Racing crew later sourced the cause of the vibrations to a broken rear diffuser, but without knowing what the cause of the issue was, the Spaniard was understandably concerned while behind the wheel.
“It took me a little bit (to know what was wrong), but the whole car was shaking a lot,” he said. “About 200 kph, the whole car was shaking a lot. It was coming from the rear.”
“I thought it was terminal because it was vibrating really bad,” he added. “But once I got used to it and knew it wasn’t interfering with the performance, I knew I could handle it. With the gap I could manage to the BMW. It was stressful not knowing what would happen if the rear diffuser would have fallen off, but the C8.R held on.”
Garcia also praised the Corvette C8.R for retaining a good degree of downforce and drivability even without a rear diffuser.
“So, the C8.R is also good with almost no rear diffuser or rear splitter. I’m very proud of that,” he said. “Very proud that everything stayed in one piece even though it was very challenging to drive there at the end.”
Spengler crossed the finish line second in the No. 25 BMW, while Tandy completed the podium after setting the fastest lap of the race on his charge back to the front. The No. 4 Corvette C8.R of Tommy Milner and Oliver Gavin finished fourth after Gavin went off-track following a restart earlier in the race.
Click here for full results from the 2020 Michelin GT Challenge from VIR.
Sam McEachren for GM Authority
With its exotics looks, mid-engine layout and near 500 horsepower V8 engine, the C8 Corvette Stingray was always going to be a car that attracted rock stars, professional athletes and actors and actresses as owners.
Among the celebrity owners of the new C8 Corvette is KISS rhythm guitarist and co-lead vocalist Paul Stanley. In a post shared with his Facebook fans this week, Stanley had the following to say about his new mid-engine ‘Vette:
“For years the auto industry said “Buy American” (and) I said ‘when you manufacture world-class cars I’ll buy them.’ For me the 2020 Corvette C8 is beyond that. It raises the bar with cutting edge technology. It’s a machine I’m proud to drive AND it’s drop dead GORGEOUS. I LOVE mine!”
Stanley’s C8 Corvette appears to be a Summit White model with the Morello Red interior upholstery and black 5-spoke trident wheels. He also appears to have equipped the ‘Vette with the available Bright Red brake calipers and Carbon Flash painted mirrors but opted against the Z51 performance package, judging by the lack of the lower front splitter.
While Stanley indicates that he has avoided owning American cars in the recent past, this isn’t the first time his name has been associated with the iconic Chevrolet Corvette. Back in 2014, Stanley worked with Chevrolet Accessories to develop the 2015 Corvette Stingray Paul Stanley Concept, which featured candy red exterior paint, a silver painted roof, a silver grille insert, quilted parchment leather seats and more. At the time, Stanley said the C7 Corvette was“undeniable in terms of its aesthetics,” and “a world-class piece of machinery.”
At the time, Chevy’s vice president for performance vehicles and motorsports, Jim Campbell, said Stanley’s passion for cars made him an easy fit for the 2014 collaboration.
“It was great working with Paul Stanley, because of his vision and passion for design and automobiles,” Campbell said.
So there you have it, not only is Paul Stanley a fan of the C8 Corvette – he liked the sports car so much he decided to put one in his garage.
Source: SAM MCEACHERN
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
Expected this week from the Corvette Team is the 2021 Corvette pricing schedule and its now available to dealers. A copy was leaked to the internet and now we can see exactly where GM will be raising prices of select 2020 options as well as setting the price for new options for the 2021 model year.
The Corvette Team made a promise back at the Virtual NCM Bash that base pricing would not change from the 2020 model year. That commitment includes the 1LT, 2LT, and 3LT pricing for the Stingray Coupe and Convertible. Those prices are unchanged* and are:
- $58,900 – 1LT Coupe
- $66,200 – 2LT Coupe
- $70,850 – 3LT Coupe
- $66,400 – 1LT Convertible
- $73,200 – 2LT Convertible
- $77,850 – 3LT Convertible
*Prices do not contain the mandatory destination fee of $1,095.
However, we did guess correctly that certain options would most likely be raised for the 2021 model year. These are the returning options from 2020 with the new 2021 Pricing. I have also included the 2020 pricing in parenthesis. The most popular options receiving a price increase are the Z51 Performance Package and the E60 Front Lift:
- Z51 – Z51 Performance Package $5,995 ($5,000)
- E60 – Front Lift $1,995 ($1,495)
- 5DF – Black Trident Spoke Wheels $2,895 ($2,695)
- 5JR – Carbon Fiber Mirror Covers $1,245 ($1,145)
- RCC – Engine Cover in Red $525 ($495)
- RCD – Engine Cover in Sterling Silver $595 ($495)
- RIA – All weather Floor Liners $205 ($195)
- CAV – Contoured Cargo Area Liners $145 ($135)
Based on 2020 Sales Data the Corvette Team released during the Virtual NCM Bash in late May, the Z51 Performance Package was ordered by 74% of buyers while the E60 Front Lift accounted for 58% of all Corvettes sold. The LPO Black Trident Spoke Wheels were only ordered by 14% of buyers.
Now for the options new to 2021, Red Mist Metallic Tintcoat is priced at $995, the same as the outgoing Long Beach Red, and the FE2 Magnetic Ride Control without Z51 will cost you $1,895. Silver Flare is the other new exterior color for 2021, but there is no additional cost to select it so it is not listed below.
- GPH – Red Mist Metallic Tintcoat $995
- FE2 – Magnetic Ride Control w/o Z51 $1,895
- DSY – Orange Full Length Racing Stripes $995
- DSZ – Red Full Length Racing Stripes $995
- DTO – Yellow Full Length Racing Stripes $995
- DUH – Blue Full Length Racing Stripes $995
- DZU – Carbon Flash/Edge Yellow Stinger Graphic $500
- DZV – Carbon Flash/Midnight Silver Stinger Graphic $500
- DZX – Carbon Flash/Edge Red Stinger Graphic $500
- SFE – Wheel Locks $95
- SQU – High Security Silver Painted Wheel Locks $105
- W2D – Cargo Net Set $110
- WKR – C8R Indoor Car Cover $1,195
- PDY – Roadside Safety Package $175
We note that some of the most popular add-ons were not listed as a 2021 pricing, that being the High Wing or the three-piece Aero Kits which were discontinued and stripped from 2020 orders. We were hoping to see those again. I am also surprised to see that the NPP Performance Exhaust pricing stayed at $1,195 which is what that price as been since it was first introduced on the 2014 Corvettes. Kudos to GM for keeping that popular option from rising as well.
As we’ve discussed, ordering for the 2021 Coupes and Convertibles starts at the end of the week and it will be a busy time for dealers so make sure you have your plans together when you sit down to spec out your Corvette order. Production of the 2021 Corvettes is expected to start in November.
Corvette Racing’s Antonio Garcia and Jordan Taylor are optimistic that a C8.R can score the new car’s third consecutive IMSA WeatherTech SportsCar Championship win at Road America this weekend, but they expect a stronger challenge from BMW following the latest Balance of Performance changes.
For this fourth round of the championship, all GT Le Mans-class cars have had their fuel capacity increased – the BMW M8s by 12 liters, the Corvettes by five liters and the Porsche 911 RSRs by three liters – but the BMWs, run by Rahal Letterman Lanigan, have also had their minimum weight cut by 22lbs [10kg] and their power increased by 14hp.
This could throw a high hurdle in the way of Corvette Racing’s hopes to score three IMSA wins on the bounce for the first time since the spring of 2017. Garcia and Taylor won the second round of this season, the Daytona 240, while they finished just behind their victorious teammates Tommy Milner and Oliver Gavin two weeks ago in the Cadillac Grand Prix at Sebring.
Looking ahead to this weekend’s 2hr40min race around the undulating 4.014-mile course at Elkhart Lake, WI, Garcia said: “Tire degradation is always a key thing at Road America. This new Corvette should be a little bit better on that compared to the[2014-’19 predecessor] C7.R.
“Porsche was strong last year and they obviously are going to be strong again. At Sebring, they showed really good pace behind us. With BMW getting a break, it will be difficult to fight them.
“That will create different speeds at different parts of the track where each car will be strong. We will see where everything lines up, but for sure that should be interesting.”
Added Taylor: “Road America is definitely a power track, so I think [BMW’s BoP break] will be pretty major when we go there. We saw at the Rolex [24 Hours] that they had a pretty big power advantage where they were able to drive around most competitors.
“I’m not sure where their loss of performance was at the Daytona and Sebring sprint races compared to the Rolex but going to Road America that change should benefit them.”
The former IMSA Prototype champion concurred with his co-driver regarding tire life, pointing out, “Road America often has a big tire degradation part to it, so for us that could be a big part of the race strategy-wise.”
Explaining Corvette’s ‘hot streak’ with the new-for-2020 mid-engined C8.R since the restart of the IMSA season, Garcia stated: “At the Rolex 24 [in January] we were good but that was hidden by little mistakes and issues we had toward the finish. We had been competitive for the first 20 hours but had a few little things going on with the car because it was very new. The pace was there but we weren’t able to fight for the win at the end.
“Each month, there is a ton of development and we continue to show that. Even when we weren’t on the track, we continued to develop the C8.R.”
Taylor added: “It’s amazing that we’ve come out so strong after the quarantine period… It shows a lot for what Corvette Racing is about and the preparation it does behind the scenes. Even though no one could go to the race shop, the engineers were working from home and made huge strides on the C8.R. We went back to Daytona and obviously had a good race there with the win and then went back to Sebring where we were able to do a two-day test there before the quarantine and one simulator test when that period opened back up.
“For us it was an unknown for us because it was the first non-Daytona track where we were competing against all the other teams. Daytona is so unique in that you can stack up well at that track and have that not be relevant anywhere else. So it was promising that we were able to get the pole. The car was amazing all race weekend, and I think we’ve shown we can be competitive on all different kinds of tracks. I’m really looking for this one at Road America.”
Seeing, quite literally, is believing for a Canadian man named Mike Schickerowski.
At age 44, he got his driver’s license just two weeks ago.
Why the delay?
Schickerowski was born with a disorder called nystagmus, which causes the brain to see images as a blur.
“My brain would never interpret the image as a steady picture,” he explained. “It basically involves involuntary movement of your eyes. If you’ve ever taken a photo with your camera and moved it slightly or the object moved and it’s a blur, it’s the exact same symptoms.”
That means Schikerowski has been legally blind his entire life, that is, until undergoing successful experimental surgery to correct the condition in California in October 2018.
He says being able to see has changed his life in many ways, most notably allowing him to take part in the simple things of life.
“I took my son fishing last week,” he said. “I was never able to do that before on my own. I took my daughter for ice cream. It’s unbelievable.”
Of course, those trips are made even more special because Schickerowski decided to splurge on his first vehicle ever – a yellow C7 Corvette Grand Sport. So confident he would pass the driver’s license exam for the first time, he purchased the flashy sports care before he even passed the test! “it was overwhelming to think I was doing it at that age,” he said, “but I did pretty well and I just couldn’t believe it.”
While some people thought he should have bought a more practical vehicle, especially living in the province of Alberta, Schickerowski says he wanted to stand out.
“Some people said, ‘Oh, it’s Alberta, you need a truck,’ and sure I like trucks — they’re nice — but everybody’s got a truck,” he said.
Schickerowski is grateful that he is able to drive the Corvette on his own, but he was even more excited about being able to see the world clearly for the first time after the surgery was a success.
“It was beautiful to see,” he said, “but it was more the realization of what I missed my whole life. It was emotional breakdown. My mom was bawling, and my wife was ecstatic. It was never supposed to happen.”
While he says there was a “sad moment” realizing how much of his life had already gone by and “how much I had suffered,” he says he’s “still excited for the future.”
His wife, Angie, says watching Mike see things in 3D for the first time was “unbelievable – things like fireworks, there’s all these things.”
“I’ve lived a wonderful life and enjoyed every moment,” he says. “This is just the awakening to possibilities of the future and the opportunities that are there.”
Add his yellow Corvette to that list of expanding opportunities, and here’s hoping he enjoys his car for years to come.
Thanks to Bob S. for the link!
CLEARFIELD, Utah – A discovery on KSL Classifieds led to a family reunion of sorts for one Utah man.
Nic Samuels, who collects cars, thought his father’s 1980 Chevrolet Corvette was gone forever.
His father, Michael Samuels, sold it while Nic was serving overseas in the U.S. Air Force 10 years ago.
“I honestly thought I would never find it, it was just kind of high hopes and wishful thinking,” Samuels said. “Spur of the moment — at the time I just kind of felt like hopping on and taking a look. And little do you know. I didn’t even go to the second page. It was like the fourth one in.”
He popped the hood to verify it was his father’s car and was overcome with emotion when he saw his parents’ initials.
“He was diagnosed to live six months, and he lived like eight years with his cancer,” Samuels said.Old Row Nature Walk Pocket Tee – Maroon / XLOld Row Nature Walk Pocket TeeAd by Old RowSee More
His father died in 2014. Never did he think he would say hello to this car again, buying it to bring it back home.
“Kind of feel like he is there with me,” Samuels said.
For the man who loves to fix things, finding this car is in a sense, fixing him.
“Life’s not permanent,” he said. “Appreciate what you have while it is there. Enjoy the little things.”
Corvette Racing carries momentum to collect 101st victory in IMSA competition…
Corvette Racing’s second win in only the third IMSA WeatherTech SportsCar Championship race this season “speaks volumes” for the new Chevrolet Corvette C8.R according to Jordan Taylor.
The No. 4 entry of Tommy Milner and Oliver Gavin led home a 1-2 finish for Corvette at the Cadillac Grand Prix of Sebring, marking the team’s first sweep since Lime Rock Park in 2016.
It gave the Pratt & Miller-run factory GT Le Mans squad its 101st victory in IMSA competition after notching up the century last time out at Daytona.
Milner led home the sister car of Antonio Garcia by less than five-tenths of a second but says the final laps were not as easy as it looked.
“I know it took us a while to get to 100 but it’s nice to get over the hump and get 101 so you’re not talking about that one,” he said.
“Today was all about strategy, all about not making mistakes. It looked like we were going to have a pretty good race there with the Porsche. It was all pretty close but then it fell apart as far as that goes.
“In the end, it was just left to myself and Antonio and Olly and Jordan there to put on a show a little bit there.
“Olly really made the race for us there saving fuel and that allowed us to have a bit of a better pit stop and get out in front of the No. 3 car and that was the race for us.
“It got pretty close there at the end, he was close but he was a little bit nicer to me than he could have been.”
Co-driver of the second-placed No. 3 Corvette, Taylor, was pleased with the team’s double podium.
“It’s a great day for Corvette Racing,” he said. “It’s our third race and to get two wins, our first 1-2 since 2016, I think it speaks volumes for the team and this new C8.R.”
Porsche Incident Spoiled Potentially Close GTLM Race
While Corvette’s run was without trouble, the same could not be said for the factory Porsche 911 RSR-19s, with both the Nos. 911 and 912 car’s chances of victory being dashed in seconds.
The pair came together in the first round of pit stops which resulted in the No. 912 losing its nose and the No. 911 suffering a puncture from the contact a few laps later.
Laurens Vanthoor and Earl Bamber impressively recovered to third in the No. 912 Porsche. However, Milner believes the race would have been closer had the Porsches not collided.
“It was looking like it was going to be very close pace-wise and everything,” he said.
“You saw in the pit stop as well we came in together and we were going to leave together. In terms of strategy details, it looked like it was going to be a close race, fuel numbers, tires whatever it was.
“They’ve been fast all season and continue to be quite quick so for sure we have some work to do to find an advantage somewhere if we can and ultimately not make mistakes throughout the race.
“We saw today how one little mistake can ruin your race. We just need to be extra vigilant, no pit lane incidents like that. All those little details that aren’t quite sexy in some way but make the race for you in the end.”
Gavin was on pit road in the fast lane and was caught up in the incident but did not sustain any damage.
“I didn’t know anything about it. I just saw one of the Porsches left missing its front bumper,” he said. “I think it was all of us trying to leave together and there just wasn’t enough room.
“I was already in the lane so when it’s like that I have priority.”
Slade Perrins for Sportscar 365