Configurator with pricing info is up, so we’ve decided to max it out.
We’ve been periodically checking Chevy’s website for the Corvette C8 Convertible configurator ever since it went up at the beginning of October to see if there’s pricing available. You can finally know how much the desired spec is going to set you back as the configurator now has all the pricing details included. Much like we did with the coupe a few weeks ago, we’ve decided to max out the online builder in an attempt to find out how much a fully loaded Stingray Convertible costs.
We’re not going to go through each and every option as we did in the previous post because most of them are identical. It’s worth pointing out the convertible commands a $7,500 premium over the coupe and it starts at $67,495 for the entry-level 1LT. Go for the better-equipped 3LT and the price jumps to $78,945, and then you can add this $995 Long Beach Red Metallic Tintcoat paint and a dual racing stripe also priced at $995.
The most expensive options available for the C8 Convertible are the $5,000 Z51 Performance Package and the $4,850 Grounds Effect Kit, but on top of these, you can also add the $2,095 grille insert and $1,145 side mirror caps both finished in visible carbon fiber. Another pricey option is the $2,695 wheel set measuring 19 inches up front and 20 inches at the rear, with a five-spoke design and a Performance Pewter-painted finish.
If you truly want to go all out with the configurator, Chevy will be more than happy to provide you with a two-piece leather travel bag set for $1,450 as well as indoor and outdoor car covers each priced at $460. Inside, a carbon fiber trim adds $1,500 to the final bill, while the Competition Sport bucket seats are an additional $500.
With all the boxes ticked, you’re going to end up with a 2020 Corvette Stingray Convertible that costs $113,955, plus an additional $110 worth of dealer-installed
As you’re probably aware by now, production of the C8 has been delayed until February 2020, so it’s going to be a long wait to park the new Corvette in your garage.
Hit the source link below to play with the configurator and see if you can beat our price.
Hit the source link below to play with the configurator and see if you can beat our price.
Original source: Adrian Padeanu; Motor1
Late USA driver in two-man and four-man bobsleigh teams upgraded from bronze at Sochi 2014 after disqualification of Russian medallists
Two and a half years after his untimely death, the family of bobsleigh driver Steven Holcomb will receive two silver medals from Sochi 2014.
Holcomb piloted the USA two-man and four-man bob teams which finished third at the Games.
But they were promoted to silver in both events after Alexandr Zubkov, the driver of Russia’s original four-man and two-man gold medal sleds, was disqualified for doping offences with brakeman Alexey Voevoda also subsequently excluded.
Holcomb, who led his country to its first four-man title in 62 years at Vancouver 2010, died in his sleep at the Olympic training centre in Lake Placid in May 2017 aged 37.
Steven Langton, brakeman in the two-man and a pusher in the four-man, are also set to receive two silver medals at Tuesday’s Team USA Awards in Los Angeles with pushers Chris Fogt and Curt Tomasevicz collecting four-man silvers.
USA’s greatest bobsledder of his generation
A native of Park City, Utah, Holcomb started out as a ski racer before switching to sliding in his late teens.
He was originally a pusher and was part of Brian Shimer’s team ahead of the 2002 Games in his hometown of Salt Lake City before a hamstring injury at the worst time saw him replaced by Dan Steele.
Holcomb then switched to driving but there was a problem – his eyesight.
After laser surgery in 2000 had failed to make a difference, he was diagnosed with the incurable degenerative eye disease keratoconus which leads to the thinning of the cornea.
Deciding not to tell anyone, Holcomb wore hard contact lenses and ahead of Turin 2006 found that his sight was getting progressively worse to the point that he thought he could go blind.
In his autobiography, ‘But Now I See: My Journey From Blindness to Olympic Gold’, Holcomb admitted he should have said something sooner but that “because the only lengthy conversations I’d had about my disease had been with myself, I always came up with the most horrific scenarios for what would happen if I confessed now”.
Having managed to pass a vision test for international competition by memorising the letters on the eye chart, he took sixth place in the four-man bob and 14th in the two-man in his first Olympic Games.
But his eyesight soon deteriorated to the point that contact lenses were not up to the task making cornea transplants in both eyes, and four years out of the bob, the only feasible course of action.
Faced with that prospect, Holcomb’s already fragile mental health worsened and he attempted suicide by taking multiple sleeping pills washed down with bourbon whiskey.
Incredibly, he survived and decided to come clean about his sight issues.
His team-mates and coaches set to work and put him in touch with Calfornia doctor Brian Boxer Wachler who fitted special implants in 2008 which improved his vision markedly without surgery.
The procedure soon became known as the Holcomb C3-R.
Holcomb was able to return to the circuit and became world champion a year later at Lake Placid before securing his greatest triumph at the Vancouver Games of 2010, piloting the ‘Night Train’ – with pushers Tomasevicz, Justin Olsen and Steve Mesler – to gold.
Popular with his team-mates and bobsleigh crowds for his outgoing manner, and his ‘Holcy Shuffle’ dance, Holcomb built on his Olympic title with three golds at the 2012 Lake Placid World Championships – two-man, four-man and mixed team.
USA retained that mixed team title a year later before Holcomb headed to Sochi for his third Games.
Bronze medals in both the four-man and two-man saw Holcomb join Pat Martin as his nation’s most decorated Olympic bobsledder.
The next couple of seasons were not quite as successful, although Holcomb was ranked second in the 2016-17 two-man World Cup standings thanks in part to a victory over Canada’s subsequent PyeongChang 2018 two-man gold medallist Justin Kripps at Lake Placid.
He was still on course to pilot a Team USA sled at PyeongChang but in May 2017 his best friend, world champion skeleton racer Katie Uhlaender, broke into his room at the training centre in Lake Placid having not heard from him for two days and discovered his body.
Holcomb was later found to have alcohol and prescription sleeping tablets in his system having appeared to have passed away in his sleep.
His 60 World Cup, 10 World Championship and three Olympic medals made him one of the most decorated drivers in the sport’s history.
Medal reallocation from Sochi 2014
Six months after Holcomb’s death, Zubkov was stripped of his medals from Sochi 2014 for doping offences.
And in March this year, following the application of the Olympic Medal Reallocation Principles, the teams below Russia were promoted with Holcomb’s two-man and four-man teams upgraded to silver.
Langton, Tomasevicz and Fogt released a statement at the time saying, “It’s unfortunate that our results were not official in February of 2014 and that we’ve had to endure the long process to see justice finally served.
“We are happy that we now can celebrate and be proud of the silver medal accomplishments.”
Latvia’s four-man team, piloted by Oskars Melbardis, were upgraded to the nation’s first ever Winter Olympic gold medal with John Jackson’s Great Britain sled promoted from fifth to third with Russia 2 also disqualified for doping having been originally fourth.
Jackson said, “Disappointingly, it is a medal we should have received on an Olympic podium in 2014. Cheats have cost us that moment, along with other nations too.”
In the two-man, Switzerland’s Beat Hefti and Alex Baumann were awarded gold with Melbardis and Daumants Dreiskens taking bronze after Russia 2 were also excluded for doping.
The new Corvette has an eight-speed Tremec DCT. We weren’t crazy about it in the pre-production C8 we drove, but engineers tell us the final version will be better.
For the C8 Corvette, Chevrolet abandoned the traditional manual and torque-converter automatic for a new, eight-speed Tremec dual-clutch. And in our Performance Car of the Year testing, the gearbox was the weakest component in the pre-production C8 Stingray we had on hand. It’s part of why the Corvette didn’t win.
In automatic mode, the DCT dolled out nice, snappy shifts, but when using the paddles, it could be clumsy. Too often we found ourselves running into the rev limiter, or having downshifts denied after a paddle pull. But, the C8 we drove wasn’t a finished product. There’s been development work since we drove the car, and that work will continue for the foreseeable future. At a powertrain engineering seminar held by Chevy last week, we asked Glen Hoeflinn, controls program manager for the DCT, what will change from the car we drove.
“Maybe you get some humpy-bumpy shifts here, you get a little bit of that there. That all gets refined out,” Hoeflinn said. “It’s in final refinement, and then it’s in final checks and looking what we’re doing and making sure that it’s behaving exactly [how] we want.”
“That’s what we’ve done since the car that you had. Doing all that refinement and making sure it’s ready to go for everybody across the all the cars.”
A dual-clutch presents unique challenges, no matter what sort of car it’s in. “There’s a lot of pre-selection interaction that goes on in the background,” Hoeflinn said. “It’s the same choreography” between the engine and transmission, he added, but without the “luxury” of a torque converter, there’s a lot more programming work involved.
As you’d expect, the transmission has different automatic shift strategies for the various drive modes, which adapt in real time. The more aggressive, the more spirited you drive, the more aggressive the car’s going to respond,” Hoeflinn said. “As you start to relax, the car’s going to start to relax.”
The DCT uses latitudinal and longitudinal accelerometers, and looks at information like throttle position and steering angle to gauge how the car is being driven, and react accordingly. For example, in Track mode with the transmission set to automatic, the car will downshift aggressively when the driver is braking hard into a corner, and hold upshifts until corner exit.
The C8 has two manual modes. If you pull a paddle while in Drive, you get a temporary manual mode, which automatically times out, or can be exited sooner by holding the upshift paddle. In this mode, the car will automatically upshift at redline. If you press the M button in the center console, you get full manual mode. There’s no time out, and the car won’t upshift at redline.
There are two other neat tricks available for drivers to exploit. First, if you hold the downshift paddle, the DCT will serve up the lowest possible gear. Do that while braking, and the transmission will keep downshifting as engine speed allows. And second, pulling both paddles at the same time is equivalent to pushing in the clutch pedal on a manual car, which allows you to rev the C8’s new V-8 as much as you want.
In the C8, the paddles are directly wired to the transmission control module (TCM) for quicker response times. “In other applications, from the paddle, the wire will go to the body control module and then from the body control module back over to the transmission. You have obvious latency there,” Hoeflinn said.
“It could be 25, 30, 40 milliseconds from the time you pull, to the time that transmission actually got the message. When you wire them directly from the paddle straight to the TCM, we’re getting the message instantaneously.” This doesn’t mean the paddles will give you a downshift that over-revs the engine—the TCM prevents that—it just helps reduce delay.
One of the headline figures of the C8 Corvette is its incredible acceleration. We timed a pre-production Z51 Stingray as hitting 60 mph in 2.8 seconds and running the quarter-mile in 11.2 seconds at 122 mph. With the C8’s Performance Launch mode, the car will actually use the inertia of the engine coming down between revs to propel the car forward. Chevy calls these “Boosted Shifts,” and they’re only used with a Performance Launch. In any other mode, they make the car feel unsettled.
From a mechanical standpoint, this new Tremec transaxle isn’t a radical departure from other DCTs. There are concentric clutches and input shafts for the odd and even gears. The even gears and reverse live near the front of the transmission, while the odds are at the back. A limited slip-differential is integrated within the unit. Base Stingrays get a mechanical diff with a 4.89:1 final drive ratio while Z51-pack cars get an electronic LSD with a 5.17:1 ratio. The overall gear ratio spread of 8.8:1 is the same regardless of differential.
The packaging of the transaxle is such that there’s a common oil sump—filled with 11 liters of Pentosin FFL-4 fluid—for all components. A cooler mounted to the top of the transaxle assembly means there’s no need for additional hydraulic lines, while two filters keep things clean. An externally mounted pressure-side filter requires replacement every 20,000 miles, while the internal suction filter mounted to the sump is a lifetime part.
We asked about why the C8 team didn’t try to do a manual. Hoeflinn and the other engineers present gave us a similar answer to Corvette chief engineer Tadge Juechter, when we interviewed him before the car debuted. They’d need to develop a new manual just for the C8, and considering the stick-shift market is shrinking, it would be an expensive endeavor seemingly without much reward. There are packaging constraints with the Corvette’s central backbone tunnel, too, which would require a hole to accommodate the shifter and gear linkage, hurting structural rigidity. Juechter also said the pedalbox would be cramped with a clutch.
Our first experience with this DCT was less than positive, but this is a gearbox that shows a lot of promise. We look forward to driving the finished product.
Originally written by Chris Perkins; Road&Track
Hans deBot, a local businessman and entrepreneur, was inducted into the Mechanical and Aerospace Engineering (MAE) Hall of Fame at NC State University on November 1, 2013. He was nominated for this honor by his colleagues and was selected by the faculty and Dean of the MAE Department at NC State.
See full article @ www.debotech.com :