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
SOURCE: Aaron Young for HotCars.com
Ranging from pure performance monsters to cool and unique designs, here are some of the coolest forms the Corvette has taken over the years.
Long live America’s sports car – first shown to the world at GM’s Motorama in 1953, the Corvette is nearing its 70th anniversary as the premier American sports car, and one that has come to represent the American performance game. With its signature V8 power, and price that makes it a great value for the performance, the Corvette has stuck around in the hearts and minds of enthusiasts, even through its darkest years during the Oil Crisis.
Along the way through, the Corvette has also been defined by a multitude of special editions. Ranging from pure performance monsters to awesome looking aesthetic changes, the special edition Corvettes have been some of the coolest forms the car has taken over its long life. These 10 though, are among the sickest special edition Corvettes to ever hit the street.
The greatest of all classic Corvettes, the L88 is an absolutely wicked, special, and rare ‘Vette that now commands millions of dollars at auction.
Unleashed onto the world in 1967, the L88’s development was carried out under command of Zora Arkus-Duntov himself. Packing plenty of racing-oriented modifications, the L88 was intended to help further the Corvette’s status as a motorsports icon. But, what was truly special about the L88, was its engine. Thoroughly modified, the legendary 427 V8 inside the ‘Vette was brought up to a truly wild number of around 580 hp.
Stripped of most comfort based options and features, GM tried to scare people away from buying the monstrous car. Down-rating it, and claiming the engine had 435 hp, intentions were for people to be scared off by the lack of “civilized” features, and opt for another performance package that included them while having similar power. Mostly ending up used as race cars (to GM’s relief), only 20 L88 Corvettes were made in 1967, making them one of the most powerful, and rare special editions in the Corvette’s history.
A familiar name in the modern Corvette’s legacy, the ZR1 began life as a successor to the earth-shattering L88, and still stands for the ultimate performance edition a Corvette can have.
Sold under a Regular Production Order (RPO) from 1970 until 1972, the ZR1 was similar to the L88 in that ordering it meant you had to sacrifice many comfort-based options such as air conditioning, the radio, and power steering. What you got in return though, were specialized performance parts like beefy suspension, a performance transmission, and big brakes. More importantly, though, the ZR1 gave you the special LT1 small-block V8 laying down 370 hp, turning the C3 Corvette into a monster. Yet, only 25 ZR1s were sold in 1970, making it among the rarest special edition Corvettes.
With the Corvette losing most of its performance and overall greatness during the tail end of the C3 generation, and the first years of the C4, the 1990 ZR1 came about to reclaim the nameplate’s glory as a performance monster.
Named “King of the Hill” during its development, this revival of the ZR1 would live up to that name in spades. Forgoing the standard V8 that had been powering the C4, a special 5.7 L LT5 V8 making 380 hp was mounted inside – developing over 400 hp by the end of its run. Not just powerful though, at the time GM owned Lotus and brought them on to make the ZR1 handle as well as it accelerated. An instant success, the 1990 ZR1 was one of the fastest cars of the early ’90s, helping rekindle the Corvette’s flame, and remaining on sale until 1995.
1966 Grand Sport
While somewhat overshadowed by the 1990-95 ZR1, the 1996 Grand Sport was an awesome way to send off the C4 generation Corvette.
Built as an homage to the ’60s Grand Sport Corvette racecars, the 1996 Grand Sport was situated in a tough position. With the C4 ZR1 ending in 1995, and the all-new C5 ready for release in 1997, Chevy needed to make a splash with a special edition for the C4’s retirement.
While not the performance beast that the ZR1 was, the Grand Sport was one of the coolest C4 Corvettes to be released. Tuning the LT1 V8 to 330 hp, and renaming it the LT4, the Grand Sport was genuinely quick for the late ’90s. Sporting the iconic blue and white paint with red fender marks, the 1996 Grand Sport did its job of sending off the C4 with great style and set the tone for later Grand Sport editions of the Corvette.
2004 Z06 Commemorative Edition
Similar to the 1996 Grand Sport, the 2004 Commemorative Edition was a send-off for the C5 generation of Corvette, and focused on a flashy red, white, and blue paint job.
With the C6 on the horizon for 2005, and the C5-R Corvette racecar scoring consecutive class wins at the 24 Hours of Le Mans, the Commemorative Edition sent off the C5 generation by celebrating those Le Mans victories.
Available on either the coupe, convertible, or Z06 flavors of Corvette, the Commemorative Edition was mostly just aesthetic changes. Painted in the same base scheme as the Le Mans C5-R, the Commemorative Edition came with plenty of cool touches like badges and seat embroidery. One performance touch present though, order the Commemorative Edition Z06, and you had the option to add a carbon fiber hood.
Bringing the special edition ZR1 nameplate back for its third shot at crushing the performance game, 2009 saw it return with the greatest power of any road-going Corvette before it.
Gone from the market since the previous one’s end in 1995, the ZR1 returned with ferocity after 14 years. Like the previous ZR1s it followed in the footsteps of, a monstrous and unique engine was placed inside – the supercharged LS9 V8 spitting out a whopping 638 hp. With features like a window in the hood that displays the supercharger, the most power a stock Corvette had up until it, and a 200 MPH+ top speed, the 2009 ZR1 helped prove that the Corvette was a competitive force in the modern car industry.
2011 Z06 Carbon Limited Edition
Another special edition that celebrates the Corvette’s long-lived presence at Le Mans, the Z06 Carbon Limited Edition does more than just add a special paint job though.
Limited to just 500, the Z06 Carbon Limited Edition takes the already performance-oriented Z06 and imbues it with performance parts from the monstrous ZR1. Included in the Carbon Limited Edition are the big carbon-ceramic brakes, adjustable shocks, wheels, and tires from the ZR1. But that’s not all, as the “Carbon” in its name also refers to the carbon fiber front splitter, hood, and roof panel it comes with. Only available in a special shade of blue or orange, the Carbon Limited Edition is one of the coolest modern Corvette special editions.
2013 427 Convertible
A number that will be instantly recognizable to Chevy fans, the 427 Convertible pays tribute to the legendary 427 big-block V8 of Chevy’s muscle car past.
While the Z06 is a favorite amongst Corvette fans for its balance of performance, affordability, and ease of street use, one of its best features on the C6 generation was the 505 hp LS7 V8. Although the Z06 and its LS7 didn’t come in convertible form – the 427 Convertible changed that.
While missing Z06 exclusive features like its aluminum frame, the 427 Convertible drops the LS7 into a convertible Corvette and adds touches like a special paint scheme, and the rear axle and shock absorbers from the Z06. Back to the name though, the LS7 is technically a 427.7 cu-in engine, but Chevy rounded down to pay tribute to their classic big block, it’s a technicality that’s easy to forgive though, especially when the car is this cool.
The 4th, and most powerful iteration of the legendary ZR1, the C7 based edition is also the last time ZR1 will be used on the Corvette’s traditional front-engine layout.
Even better, or worse – depending on your perspective, the C8 ZR1 is confirmed to be a hybrid. But back to the C7 ZR1 – serving as the 4th time the special edition ZR1 has graced Chevy showrooms, the 2019 ZR1 evolved from the 2009 version with even more ridiculous amounts of power. Capable of a 0-60 MPH time of 3.0 seconds thanks to the 755 hp its supercharged LT5 V8 produces, the 2019 ZR1 is the most powerful and most insane stock Corvette so far – though, the C8 ZR1 is said to be shooting for 900 hp.
2016 Z06 C7/R Edition
A team with many decades of racing legacy, Corvette Racing’s C7.R is the focus of this special edition, using a Z06 to pay tribute to the full-on racecar and its iconic yellow paint.
Limited to only 500 units, the C7.R edition was available on Z06 Corvettes and offered the Z07 Performance Package with its carbon-ceramic Brembo brakes. Otherwise, the C7.R Edition is mostly an aesthetic one, packing Corvette Racing Yellow paint, special graphics, wheels, yellow brake calipers, as well as a black interior with yellow contrast stitching. Equipped with the C7 Z06’s supercharged LT4 V8 with 650 hp, the C7.R Edition is one of the coolest for fans of the Corvette Racing team.
SOURCE: Aaron Young for HotCars.com
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.
Kids have been hanging out of car windows screaming, grown adults stopping in my driveway to take photos, and minions asking lists of questions at gas stations. Any number of fellow drivers waved their hands for me to roll down my window. “Is that the new Corvette,” they screamed. When I confirmed it was, the overwhelming sentiment was, “I thought it was, but it didn’t look right.” That’s because the engine has changed its latitude from front to behind the driver. The rest of the car is just as dramatic.
Paint To Light The Night
It flares its presence with Sebring orange metallic paint and Carbon Flash black accents that include 19-inch/20-inch wheels front/rear. It’s all good, but moving the engine location changes proportions, shortening the nose and lengthening the rear roofline that ends in a high wide deck. Peaked fenders, pointy nose, and quad taillamps all whisper “Corvette” while the rear window becomes a viewing platform for the engine. It’s all familiar, but oh so different.
Hallmarks of previous generation Corvettes have been their roomy interiors, generous cargo space, and all-day comfort. Unlike most supercars, Corvettes could be driven to work with ease. Even drivers of advancing years and generous proportions fit inside. Mid-engine cars tend to be cramped and uncomfortable. Designers knew they would have to overcome those deficiencies to meet Corvette enthusiasts’ expectations.
Drivers feel like they’re commanding a warp-speed starship when facing the reconfigurable flatscreen instrument cluster, heated squircle steering wheel, and flatscreen infotainment system. A large head-up display changes configuration with the drive modes. Climate controls are housed in a thin panel running from dash to console. Tech includes a 14-speaker Bose Performance series audio system, wireless phone charging, Apple CarPlay, Android Auto, and 4G Wi-Fi hotspot. Seeing out was bound to be more difficult, but a rearview camera mirror, front camera, rear parking sensors, crosspath detection, and blind zone alert alieve any concerns.
Passengers sit further forward in the chassis than in previous generations, but there’s still ample space. Drivers get wide footwells with a proper dead pedal. Heated and ventilated seats feature power side bolsters and lumbar while a roomy trunk behind the engine and deep frunk in the nose provide nearly as much cargo space as the C7. The roof panel still fits in the trunk. So does a set of golf clubs.
Fastest Vette Yet
Fully exposed, the engine is one potent device. The 6.2-liter V8 spins out 495 horsepower and 470 lb. ft. of torque. It all gets to the rear wheels through an 8-speed dual clutch automatic transmission. There’s no manual option, so pat the paddles to shift yourself. If you want a selfie, click quick as the fastest ever Vette evaporates 0-60 mph in under three seconds and terminates just shy of 200 mph. Fuel economy rates 15/27-MPG city/highway.
So why, after nearly 70 years, did engineers move the engine from front to middle? Well, they kept adding power to the front-engine cars, but could not get them to go appreciably faster. They just couldn’t get weight to transfer to the rear wheels. This one hooks up and is far better balanced on the track.
Shred curvy backroads and you can almost think it through. It’s an easier car to drive, especially with Tour, Sport, and Track modes that change the steering weight, throttle sensitivity, and transmission shift points. The Z51 package adds performance brakes, suspension, exhaust, and electronic limited slip differential. There’s a slight hesitation before unholy acceleration as the e-diff sorts itself, but after that, bliss. Even with the stiffer suspension, it’s not brutal. I’d drive it anywhere.
Chevrolet could have served up another very competent front-engine Corvette, but instead delivered a car that’s still clearly a Corvette, but one that causes teenage boys to swoon and little girls to scream. Continuing another Corvette tradition, the C8 is one a heck of a deal. Base models start at $58,900, but rose to $79,315 as tested. That’s a pittance compared to the Porsche Boxster, Acura NSX, and Ford GT.
2020 Chevrolet Corvette Z51
- Two-passenger, RWD Coupe
- Powertrain: 6.2-liter V8, 10-spd trans
- Output: 495hp/470 lb.-ft. torque
- Suspension f/r: Ind/Ind
- Wheels f/r: 19”/20” alloy
- Brakes f/r: disc/disc
- Must-have features: Comfort, Performance
- 0-60 mph: 2.9s
- Fuel economy: 15/27 mpg city/hwy
- Assembly: Bowling Green, KY
- Base/As-tested price: $58,900/$79,315
Casey Willams – WFYI
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
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.
That certainly sounds like a flat-plane engine.
The Corvette switching to a mid-engine layout is huge news, but it’s not the only major change happening with the car. In October, Chevy revealed the race-ready C8.R, now packing a naturally aspirated 5.5-liter flat-plane crank V-8 engine—a big step away from the pushrod V-8s found in the new road car and last-generation race car. A Chevy engineer confirmed the engine would make its way to a road-going Corvette, and this test car is likely it.
GMAuthority.com managed to snag a video (above) of what seems to be the next-generation Z06 accelerating through the entrance of General Motors’ Milford Proving Grounds back in June. The car’s looks aren’t what interests us—it’s the sound. Unlike the normal Corvette, which has a traditional, deep pushrod V-8 noise we’re familiar with, this one sounds more like the flat-plane C8.R. It has more in common sound-wise with a Ferrari 458 than it does with any Corvette.
Though Chevy hasn’t officially confirmed it, the dual-overhead-cam flat-plane V-8 will likely be the engine powering the C8 Z06. In the race car, it uses direct injection, and makes around 500 horsepower and 480 lb-ft of torque, according to engineers. It’s expected to make more in the road car. We’re curious to see what Chevy has in store.
This isn’t the first time we’ve heard this engine. Back in January, Facebook user Jim Lill shared a video (below) to the C8 Corvette Owners group showing what looks to be a heavily camouflaged Corvette testing in the mountains east of San Diego on a cloudy afternoon.
Though Chevy hasn’t officially confirmed it, the dual-overhead-cam flat-plane V-8 will likely be the engine powering the C8 Z06. In the race car, it uses direct injection, and makes around 500 horsepower and 480 lb-ft of torque, according to engineers. It’s expected to make more in the road car. We’re curious to see what Chevy has in store.
Brian Silvestro for Road and Track
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.”
Appears in Print as: ‘Part 2: Beauty, speed, luxury — 2020 Corvette ‘
Earlier this year, the first installment of eighth-generation Chevrolet Corvette sports cars (C8s) from General Motors Co. (GM, Detroit, Mich., U.S.) came rolling off GM’s Bowling Green, Ky., U.S. assembly line. Described as the “fastest, most powerful entry Corvette” in the model’s 67-year history, it’s also the most composites-intensive Corvette, and the first to feature a mid-engine configuration. Not only is the 2020 Corvette Stingray beautiful and fast, but it’s tricked out with a host of luxury features. However, don’t let good looks and fast track times fool you: there’s plenty of composites innovation on this car. CW’s two-part coverage of composites use in this vehicle began in the July 2020 issue. This is part 2.
Body structure: part B
The new Corvette features not one but two trunks that, combined, hold 12.6 cubic-feet/0.36 cubic meters of cargo. Both trunks are produced in 42 wt-% chopped fiberglass/vinyl ester-unsaturated polyester (VE-UP) resin, but use different processes driven by geometry and mechanical requirements. The front trunk (frunk) is compression molded 0.95-specific gravity (SG) “float” sheet molding compound (SMC), while the rear trunk is formed via the proprietary PRiME (Prepositioned Reinforcement ensuring Manufacturing Excellence) process, a liquid compression molding (LCM) variant. The float SMC and the PRiME process were developed by processor Molded Fiber Glass Co. (MFG, Ashtabula, Ohio, U.S.). MFG produced all structural SMC and LCM’d parts on the car.
“Although both spaces are characterized by shallow-draft, long-draw walls, the frunk is smaller than the rear trunk, and could be compression molded,” explains Chris Basela, Corvette body structure lead engineer. “The rear trunk needed higher mechanical performance and was a tough geometry to fill with an SMC charge. Because the PRiME process lets us change fiber length, we could use longer pre-positioned reinforcement in our preform. Flowing the resin [not the glass] proved the best approach.”
The 2020 Corvette is the first car to use body-structure cavities (integral to the body frame) for air-induction ductwork (above), which is fed by multiple primary cooling paths (below). The car’s naturally aspirated V8 engine needs a lot of air, so it was important to ensure good, unimpeded airflow to keep the engine cool. Source (both images) | General Motors Co.
Clever engineering and a new material were key to cooling the C8’s engine. Multiple primary cooling paths (rear inlets behind each door, front wheelhouse vents, and outboard cooling inlets) feed highly complex induction ducts that funnel air through the vehicle and across the engine, before ejection through aluminum-mesh vents and SMC appliqués on either side of the glass partition that showcases the Corvette engine. The appliqués are made with MFG’s float (0.95-SG) SMC (chopped glass/UP-VE resin). Low in volatile-organic compounds (VOCs), the material reduces emissions and eliminates the need for resonators on rear-induction ducts, while reducing cost and mass (2.4 kilograms) versus alternative technologies.
The massive, customer-visible rear surround frame — 64 by 69 by 24 inches (163 by 175 by 61 centimeters) — that surrounds the rear-half of the passenger compartment is compression molded in toughened 1.2-SG SMC. This hybrid-reinforced material features carbon fiber at 15% fiber-volume fraction (FVF) and glass fiber at 30% FVF, with a low-VOC UP resin, formulated to withstand engine-bay heat. The frame forms the dimensional foundation for all rear exterior and interior panels, yet flexible design enables it to be used for multiple model variants. Thanks to significant parts consolidation, secondary attachments were eliminated, increasing interior package space, reducing noise/vibration/harshness (NVH), providing better body structure and sealing performance, improving rear-hatch visibility and reducing mass (15%) and cost versus the outgoing frame. “Given the size of this part, which is almost 6 by 6 feet tall and 2 feet deep, we actually had to make the material flow uphill in the mold, so we were all a little worried on that first shot,” Basela recalls.
The very-large, customer-visible rear surround frame provides the dimensional foundation for all rear exterior and interior panels. Each half of the mold in which the part is formed weighs ~35,000 pounds/15,900 kilograms and was produced by Century Tool, a division of Tooling Tech Group (Fenton, Mich., U.S.). The compression press itself has 2,800 tonnes clamping pressure and a platen that measures 108 by 68 inches (274 by 173 centimeters). Despite its size, cycle time is
Equally interesting is the bulkhead (mid-window frame), which was custom-formulated by MFG to resolve high heat and noise challenges, since this portion of the cabin sits directly over the V8 engine. Fiberglass reinforcement combined with beryllium graphite filler in low-VOC VE-UP resin deadens sound transmission into the passenger compartment so effectively that it eliminated the need for secondary sound-deadening countermeasures. That, in turn, reduced costs, increased interior package space and passenger comfort, and improved body sealing and NVH. “With a specific gravity of 2.2, this is the first composite part I’ve ever been asked to add mass to rather than take it out,” laughs Basela.
Closures and trim
Exterior body panels are all bonded (inner/outer), painted, toughened 1.2-SG SMC (22-28% FVF fiberglass/UP resin, depending on component) from Continental Structural Plastics (CSP), a Teijin Group company (Auburn Hills, Mich., U.S.). By bolting on composite closures, GM achieves the C8’s aggressive styling, aerodynamics and functional cooling integration, with cost-effective lightweighting on multiple model variants using common parts. All body panels are painted inline on a “skuk system” in vehicle position, using Bowling Green’s innovative robotic wet-sanding process.
Rear service doors are molded from toughened SMC and feature a high-temperature, foam-in-place silicone gasket that provides a durable seal with excellent compression-set resistance while handling long-term exposure to engine-bay heat. Another composite — heat- and abrasion-resistant aluminized aramid fabric — is used as a heat shield to provide extra thermal protection on door interiors. | SPE Automotive Div.
Another innovation involves use of a one-part, thixotropic silicone elastomeric foam gasket applied to the back side of SMC service doors, which are located in the rear trunk (one on coupés, two on convertibles), and permit customer access to the air-filter system. Owing to proximity to the engine bay, the high-performance foam-in-place
(FIP) elastomer (Silastic 3-8186 from Dow, Inc., Midland, Mich., U.S.) was specified to survive continuous-use temperatures up to 392°F/200°C while providing a durable seal with excellent compression-set resistance, even after repeated open/close cycles. GM reports that most other die-cut foams and gaskets would either have melted or broken down under continuous exposure to such temperatures. After dispensing, the applied gasket is heat-treated at 167°F/75°C for 10 minutes to expand the foam, eliminating die-cutting cost and waste. The doors themselves are toughened SMC (42% FVF glass in a VE-UP matrix). Heat shields, produced by Gentex Corp. (Carbondale, Pa., U.S.) using heat- and abrasion-resistant aluminized Kevlar aramid fabrics (fiber from DuPont de Nemours, Inc., Wilmington, Del., U.S.), provide door interiors with extra thermal protection.
The new mid-engine 2020 Chevrolet Corvette Stingray from General Motors Co. is said to be the fastest, most powerful entry-level Corvette in the model’s 67-year history. It’s also the most composites-intensive, with a host of innovative technology. | General Motors Co.
GM also used its second-generation, fully automated precision wheel-balance system on the C8. Developed with The 3M Co. (St. Paul, Minn., U.S.) and ESYS Automation (Auburn Hills, Mich., U.S.), the high-density (5.8-SG) composite wheel weights with tailored magnetic properties replaced traditional stamped metallic weights in painted steel, zinc or lead that have specific mass and must be hand-applied to wheels.
The new system uses large spools of extruded tape with adhesive backing that contain 67% by volume post-industrial, corrosion-resistant, fully recyclable steel alloy in a fluoropolymer base. The automated system examines each wheel, then cuts and applies custom-weight tape segments in smaller, more precise increments to improve ride and reduce tire wear. It also reduces assembly time and cost, simplifies inventory, eliminates scrap and labor and is offered in more colors than metal weights.
Coupé roofs are available in three trim levels: painted, low-density toughened SMC (from CSP); clear, hard-coated polycarbonate (PC); and clear-coated/exposed-weave carbon fiber composite with painted edges (from deBotech Inc., Mooresville, N.C.). CSP also supplies several Class A, toughened 1.2-SG SMC panels for convertible-model retractable-roof systems.
Additional Corvette beauty shots. Source | General Motors Co.
Other exterior trim panels include painted thermoplastic polyolefin (TPO) front fascia upper and lower, the latter with integrated ducts to direct air to brakes (Z51 package only) and outboard heat exchangers. Outer grille and brake cooling vents are painted acrylonitrile butadiene styrene (ABS).
The upper rear fascia is molded-in-color (MIC) TPO, but the lower rear fascia assembly is Class A painted, 1.2-SG SMC (glass/UP resin), owing to the part’s close proximity to hot exhaust tips. SMC’s excellent mechanical performance enabled GM to design an unsupported short rear overhang and use larger spacings between attachments without sagging. SMC also spreads loads efficiently over a larger area during low-speed rear crashes than thermoplastics. Brackets and rear parking-assist sensors are bonded to the SMC. This is said to be the first time SMC bumper fascias have been used on high-volume vehicles.
Rear-hatch appliqués feature painted PC/ABS for the upper panel, SMC with aluminum mesh for side vents and an SMC lower appliqué to accommodate thermal loading directly over the engine. These SMC panels are produced by LyondellBasell’s Quantum Composites Inc. (Bay City, Mich., U.S.). Door-handle release switches are PC/ABS, while the rear air-intake vent is SMC. The base car sports a blowmolded, painted ABS spoiler and the rear air-exit grille is injection molded painted ABS. A-pillar and header appliqués are painted ABS, as are exterior side-view mirror caps and radiator inlet grilles. Depending on the option package, a toughened SMC front underwing and either a blowmolded TPO or carbon fiber composite front splitter/diffuser — clear-coated/visible-weave carbon/epoxy produced by deBotech using prepreg from Solvay Composite Materials (Alpharetta, Ga., U.S.) — contribute additional aerodynamic stability. A rear diffuser in toughened SMC mates to the SMC lower rear fascia in Class A painted SMC from MFG.
The premium carbon fiber trim package features various clear-coated/visible weave carbon fiber accents inside and out, including mirror caps, front grille insert, front splitter, accessory wing, engine-compartment covers, interior door switch plates, rocker moldings, instrument-panel cluster bezel, door-handle covers, quarter appliqués and ride-control plate. These components are produced by deBotech, SMI Composites LLC (Comer, Ga., U.S.) and Plasan Carbon Composites (Wixom, Mich., U.S.).
The Corvette is not only fast and beautiful but contains a host of creature comforts. For composites aficionados, the premium carbon-trim upgrade adds numerous clear-coated/visible-weave carbon fiber composite accents to exterior and interior surfaces, such as the ride-control plate shown here. | General Motors Co.
The 2020 Corvette has already won many prestigious industry awards, including 2020 MotorTrend Car of the Year, 2020 Automotive News PACE (Premier Automotive supplier Contributions to Excellence) Partnership Award, and several awards from the Society of Plastics Engineers (SPE), including 2019 Vehicle Engineering Team Award. “Although the new Stingray’s mid-engine architecture has dominated headlines, no matter where the engine is — in front of or behind the driver — for eight generations, Corvettes have always advanced the state of the art in automotive materials technology,” adds Tadge Juechter, executive chief engineer-Global Corvette. “Advancing technology is at the heart of what we do.”
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
The Gulf livery’s iconic colors make an appearance.
We’re quickly approaching the first anniversary of Chevy’s introduction of the 2020 Corvette C8, which happened on July 18. Now, less than two weeks ahead of that date, the Chevy Corvette’s official Facebook page shared a short, 14-second teaser video that hints at something new for the Corvette for the 2021 model year.
The post says, “It’s time to earn some new racing stripes,” while the quick-hitting teaser hints at what Chevy is “Adding to the [Corvette’s] legacy.” However, we have no idea what that means exactly. The teaser shows off some stylized Corvette footage with colored stripes crisscrossing the video. There are also four overhead shots of striped Corvettes that flash on the screen. Two are black, one with a pair of red stripes while the other has yellow ones. There’s a blue-on-white one, and another that mimics the iconic blue-and-orange Gulf livery.
For as much fanfare as the 2020 Corvette created, the Stingray model the automaker introduced was just the beginning. We expect Chevy to add more high-performance models to the Corvette lineup, like the Z06. But we don’t think Chevy is ready to reveal that top-tier model just yet. Instead, we’d bet that Chevy is planning to introduce a new appearance package, or packages, that help enhance the car’s appearance. It could be similar to the Competition Sport package Chevy introduced for the 2009 Corvette C6.
We know for sure that Chevy still has a ton of Corvette excitement to reveal going forward. Fans are eagerly awaiting the next Z06, and the numerous spy photos and videos don’t help. We know it should pack a 5.5-liter flat-plane crank V8 that’ll leapfrog the Stingray in power, performance, and price. We don’t expect that model to arrive until the 2022 model year, so until then, we can look forward to Chevy’s latest, which the automaker should reveal soon.
Source: Chevrolet Corvette / Facebook
General Motors said Wednesday it will keep the price of its 2021 Chevrolet Corvette Stingray the same as the introductory 2020 model.
The 2021 Corvette, which goes on sale late in the fourth quarter, will start at $59,995, matching this year’s model, which is about a $4,000 increase over the 2019 Corvette. Comparatively, the mid-engine Porsche 718 Cayman starts at $61,250. All prices include destination charges.
There will also be some new content in the 2021 model, GM said.
“Our mission was to develop a new sports car, combining the successful attributes of Corvette with the performance and driving experience of mid-engine supercars,” said Tadge Juechter, Corvette executive chief engineer. “We are thrilled with the enthusiasm the mid-engine Corvette brought following its launch and are keeping it fresh with new content for the 2021 model.”
Here is what will be new on the 2021 Corvette:
- Magnetic Selective Ride Control suspension, which is new for non-Z51 models.
- Standard wireless Apple CarPlay/wireless Android auto
- Red Mist Metallic Tintcoat exterior color
- Silver Flare Metallic exterior color
- Sky Cool Gray/Yellow Strike interior color
- New full-length dual racing stripe package colors: blue, orange, red and yellow
- Stinger Stripes in three colors: Carbon Flash/Edge Red, Carbon Flash/Edge Yellow and Carbon Flash/Midnight Silver
- Driver mode on-screen visualization and new track digital tachometer
- Standard Buckle To Drive, a safety technology that, when active, can prevent the driver from shifting the vehicle out of park if the driver’s seat belt is not buckled for up to 20 seconds
GM will also offer on the next-generation car Chevrolet’s first eight-speed dual-clutch transmission to allow for faster shifting and more power.
Here are some other engine features on the 2021 model:
- Engine: 6.2-liter LT2 V-8 with direct injection, variable valve timing and active fuel management
- Transmission: eight-speed dual-clutch with manual and automatic modes
- Six modes of Driver Mode Selector — Tour, Sport, Track, Weather, and MyMode and Z Mode customizable modes
- Brakes: four-wheel antilock, four-wheel disc, four-piston calipers (12.6-inch front rotors, 13.3-inch rear rotors)
- NEW: Available Magnetic Selective Ride Control suspension. It reads the road better, providing more precise data.
- Available Z51 Performance Package: brakes, suspension, exhaust among other features
- Z51 Performance with Magnetic Selective Ride Control, includes Performance Traction Management
- Front lift: adjustable height with memory
Jamie L. LaReau Detroit Free Press
Corvette Racing’s 100th victory in IMSA competition has been coming for more than two years. The last one came in the Acura Grand Prix of Long Beach in April 2018.
Tonight, the iconic American sports car team’s drought finally ended, appropriately enough, on the Fourth of July at Daytona International Speedway. Antonio Garcia and Jordan Taylor will go down in the history books as the driver pairing to deliver the milestone victory – also the first for the revolutionary, midengined C8.R race car – in the No. 3 Velocity Yellow machine.
Fuel strategy was the name of the game in the GT Le Mans (GTLM) class tonight at Daytona. And while every car in the class led at one point or another throughout the evening, it was the No. 3 team that hit the strategy just right.
Garcia won the high-speed game of musical chairs by 1.977 seconds ahead of defending WeatherTech Championship GTLM champion Earl Bamber in the No. 912 Porsche GT Team 911 RSR-19.
“The engineers spotted very early how close we’d have been with fuel and how early we should start working on that,” Garcia said. “Jordan did a great job and saved a lot there and I saved another one. We didn’t know about the 912. We didn’t know if they could make it or if we were fighting them and the 911.
“We were expecting the Porsche to follow the 4 car (Tommy Milner and Oliver Gavin), but we realized it was a fight. As soon as I had an opportunity early in the stint when I knew my tires were good, I waited for Earl to make a little mistake, and because I was able to follow very close I took advantage of that position. After that I worked my way through traffic really, really well.”
It was Taylor’s first GTLM win after moving from his father’s Wayne Taylor Racing Cadillac DPi team to the Corvette factory program this season. The significance of the Independence Day victory wasn’t lost on him either.
“It’s obviously very special,” Taylor said. “I was Antonio’s third driver for so many years and we finished second at Sebring, and Petit and Le Mans, and had so many podiums. It’s great to finally get a win with Antonio. And to get a win on the Fourth of July in an American car and being an American driver is pretty sweet.”
Bamber and co-driver Laurens Vanthoor finished second, matching their result from January’s Rolex 24 At Daytona. The same can be said for No. 911 Porsche co-drivers Nick Tandy and Frederic Makowiecki, who claimed their second straight third-place trophies in Daytona’s Victory Lane.