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Two Americans in top 10 of women’s skeleton World Cup in Koenigssee

KOENIGSSEE, Germany (Jan. 24, 2020)– The U.S. women’s skeleton team posted impressive performances in this morning’s World Cup race in Koeniggssee, with Megan Henry (Roxbury, Conn.) finishing sixth, Savannah Graybill (Denver, Pa.) ninth, and Kendall Wesenberg (Modesto, Calif.) 14th.

“Our athletes did a great job of getting each section nailed down this week during training and trusting that they could put it together on race day,” said USA Skeleton Technical and Development Lead Coach Caleb Smith. “Megan hasn’t been here in four years, and she did an exceptional job of piecing it together today. Savannah struggled with a combination on the track, and ripped through the door on her second run today. It was really great to see those breakthroughs.”

Henry said training was challenging this week, and that she nearly crashed a few times.

“I really struggled with Kreisel this week and almost lost my sled a couple times,” Henry said. “It made me super anxious, but those types of things need to happen. I was squeaking by early in the week, but I wasn’t doing the correct things. Almost crashing made me hyper focus.”

Henry is fresh off her first career World Cup medal, bronze, in last week’s race in Igls, Austria, and she was knocking on the door of the medal stand again today. Henry has raced in six Intercontinental Cup competitions in Koenigssee before this week, but never a World Cup. Henry posted push times of 5.06 and 5.01 seconds, fifth best of both heats, to put her in medal contention from the start. She was in seventh position after a first downtime of 51.98 seconds, and moved up a spot with a second heat run of 51.87 seconds. Henry finished sixth with two-run total of 1:43.86.

“My goal today was to have two consistent runs, and I’m really happy with where I ended up,” Henry said. “When I crossed the finish line and Tuffy (Latour) told me my time, I said, ‘what, that sounds pretty good.’ It was really exciting. I was not expecting to be in the top six, and I can’t be disappointed with that.”

Team Germany finished 1-2 today. Tina Hermann broke the track record in the second heat with a downtime of 51.24 seconds on the way to securing the gold medal with a cumulative time of 1:42.79. Jacqueline Loelling finished second in 1:42.97, followed by Russian Elana Nikitina in third with an aggregate time of 1:43.20.

Graybill started off with the 20th best start time of 5.22 seconds, and drove herself up into 12th position with a downtime of 52.24 seconds. She bettered her start to 5.18 in run two, and threaded together a flawless run of 51.80 seconds. Smith pumped his fist in the coach’s box in celebration when Graybill crossed the finish line. Graybill’s combined time of 1:44.04 moved her up three spots into ninth for her best finish this season, and her best career World Cup result in Koenigssee.

In her eighth career race in Koenigssee, Wesenberg finished 14th with a two-run total time of 1:44.72. Wesenberg posted start times of 5.25 and 5.26 seconds for runs of 52.30 and 52.42 seconds, respectively.

Racing continues this afternoon with the men’s skeleton competition at 3:30 p.m. local time. NBC Sports and Olympic Channel will have broadcast and digital streaming coverage. Fans can catch all the action in spectacular high definition via NBC Sports online at NBCSports.com/Live, or through the NBC Sports app. Additional coverage will be available on OlympicChannel.com and the Olympic Channel app.

Please contact USABS Marketing & Communications Director Amanda Bird at 518-354-2250, or amanda.bird@usabs.com, with media inquiries.

Results

1. Tina Hermann (GER) 1:42.79 (51.55, 51.24);
2. Jacqueline Loelling (GER) 1:42.97 (51.64, 51.33);
3.  Elana Nikitina (RUS) 1:43.20 (51.61, 51.59);
6. Megan Henry (USA) 1:43.86 (51.98, 51.87);
9. Savannah Graybill (USA) 1:44.04 (52.24, 51.80);
14. Kendall Wesenberg (USA) 1:44.72 (52.30, 52.42);

About USA Bobsled & Skeleton
USA Bobsled & Skeleton (USABS), based in Lake Placid, N.Y., is the national governing body for the sports of bobsled and skeleton in the United States. USABS would like to thank its sponsors, suppliers and contributors for their support: BMW of North America, Under Armour, Omaze, Kampgrounds of America, BiPro, Boomerang Carnets, Hudl, Tesa Tape, PVS International, Ferris Mfg. Corp, Machintek, deBotech and Carpenter. For more information, please visit the USABS website at www.usabs.com.

Source: Team USA


Koenigssee hosts sixth stop of IBSF Bobsled & Skeleton World Cup tour

Mike Kohn

KOENIGSSEE, Germany (Jan. 22, 2020)– Koenigssee will host the sixth of eight stops of the IBSF Bobsled & Skeleton World Cup tour this week. The German track was completed in 1968, and was the first artificially refrigerated track in the world.

The competition schedule is as follows, with all times listed in local time:

Friday, Jan. 24

11:30 a.m.: Women’s skeleton run #1

1 p.m.: Women’s skeleton run #2

3:30 p.m.: Men’s skeleton run #1

5:15 p.m.: Men’s skeleton run #2

Saturday, Jan. 25

12 p.m.: Women’s bobsled run #1

1:30 p.m.: Women’s bobsled run #2

3 p.m.: Men’s two-man bobsled run #1

4:30 p.m.: Men’s two-man bobsled run #2

Sunday, Jan. 26

1:30 p.m.: Four-man bobsled run #1

3 p.m.: Four-man bobsled run #2

Fans can watch the action live and on demand. NBC Sports and Olympic Channel will have broadcast and digital streaming coverage of the IBSF Bobsled & Skeleton World Cup in Koenigssee. Fans can catch all the action in spectacular high definition via NBC Sports online at NBCSports.com/Live, or through the NBC Sports app, which is available on the Apple App Store, Google Play, Windows Store, Roku Channel Store, Apple TV and Amazon Fire. Additional coverage will be available on OlympicChannel.com and the Olympic Channel app.

Savannah Graybill (Denver, Pa.), Megan Henry (Roxbury, Conn.) and Kendall Wesenberg (Modesto, Calif.) will compete for Team USA in women’s skeleton. Henry is fresh off her first career World Cup medal, bronze, in last week’s race in Igls, Austria, and she’s hungry for the medals once more. Henry has raced in six Intercontinental Cup competitions in Koenigssee before this week. Graybill has the most experience of the three women with eight races in Koenigssee on her resume, including a 16th place finish in the 2017 World Championships. Wesenberg has raced on the German track seven times, including fourth place finishes in the 2014 European Cup that helped her secure the 2015 overall title.

Andrew Blaser (Meridian, Idaho), Austin Florian (Southington, Conn.) and Alex Ivanov (Carlisle, Mass.) will follow the women on Friday in the men’s skeleton competition. This is Blaser’s first time in Koenigssee, and only Florian’s third. Ivanov has competed in Koenigssee six times in various European Cup and Intercontinental Cup races.

In women’s bobsled, Kaillie Humphries (Carlsbad, Calif.) will again team with Sylvia Hoffman (Arlington, Texas). The duo claimed bronze together in last week’s Igls race. Humphries is no stranger to success in Koenigssee– she’s earned seven World Cup medals and two World Championship medals on the track. The last time she raced the German course was in January 2018, when she finished second for Team Canada.

Hunter Church (Cadyville, N.Y.) is once again learning a new track. The 23-year-old will race with Kyle Wilcox (Tampa, Fla.) in Saturday’s two-man competition. Church’s four-man crew for Sunday will be Josh Williamson (Lake Mary, Fla.), Jimmy Reed (Garmisch, Germany) and Kris Horn (Pembroke, Mass.). Church had a breakthrough last weekend, when he claimed his first career four-man bobsled World Cup bronze medal with Williamson, Reed and Horn. It was the first World Cup medal in three years for a U.S. men’s team on foreign soil.

Please contact USABS Marketing & Communications Director Amanda Bird at 518-354-2250, or amanda.bird@usabs.com, with media inquiries.

About USA Bobsled & Skeleton
USA Bobsled & Skeleton (USABS), based in Lake Placid, N.Y., is the national governing body for the sports of bobsled and skeleton in the United States. USABS would like to thank its sponsors, suppliers and contributors for their support: BMW of North America, Under Armour, Omaze, Kampgrounds of America, BiPro, Boomerang Carnets, Hudl, Tesa Tape, PVS International, Ferris Mfg. Corp, Machintek, deBotech and Carpenter. For more information, please visit the USABS website at www.usabs.com.

Source: TeamUSA


Ultimate Corvette Expected to Go PHEV

General Motors is plugging into EVs in a big way. And, among a wide range of electrified models set to come out over the next several years, one is expected to wear the Chevrolet Corvette badge.

GM CEO Mary Barra has repeatedly said the automaker is on a “path to an all-electric future.”

Several officials have acknowledge the C8 Corvette was designed to be electrified, though they have to confirm what form that will take.

A plug-based ‘Vette would focus on performance – likely nudging 700 hp or more — rather than mileage, though it likely also would be the most efficient version of the sports car.

When “spy shots” began circulating last week showing a plug hanging out of the nose of a new Corvette undergoing winter testing its was initially reported this was the rumored battery version of the sports car.

Parent General Motors subsequently explained that the pics had caught a conventional, gas-powered 2020 ‘Vette,” but the episode only underscores expectations Chevrolet is, indeed developing an electric Corvette — something an assortment of executives, including GM President Mark Reuss have taken pains not to deny.

If anything, Reuss effectively confirmed it is only a question of time, noting last July that the eighth-generation Corvette just coming to market will have to comply with the company’s “strategy of 0-0-0: zero emissions, zero crashes, zero congestion.”

But exactly what that means – or, more precisely, what form that would take – is far from certain.

GM officials have made it clear there will continue to be an assortment of different ‘Vette variants, perhaps more than we’ve seen in the past. During the July unveiling of the C8, several Corvette insiders told Ride that the new, mid-engine platform was specifically designed to allow the use of electric drive, with a battery pack placed below the load floor. What type of system it will be is the real question.

Only a few years ago, GM seemed focused on both conventional and plug-in hybrids, the original Chevy Volt being a good example of its PHEV strategy. But it has pulled the plug on Volt and is, for the most part, moving towards pure battery-electric vehicles. The current example is the Chevrolet Bolt EV, with an all-electric Cadillac SUV dues later this year. Among the nearly two dozen other BEVs under development: a battery pickup expected to revive the Hummer name.

For those who still think of battery drive as slow and boring, no need to worry, however. Making 100% of their torque the moment they start spinning, electric motors can deliver insane levels of torque given enough power. The “conventional” hybrid Acura NSX is one example. The plug-in Lincoln Aviator is the fastest and most powerful version of that SUV. And whether you’re talking Tesla Model S with Ludicrous Mode or the new Porsche Taycan Turbo 4S, pure BEVs can be blindingly fast.

If anything, says Sam Abuelsamid, principal auto analyst with Navigant Research, “no doubt about it,” a battery-based Corvette will be the quickest ever, “easily getting into the 700 horsepower range, with over 1,000 NM torque, and launching from 0 to 60 in under 2 seconds.”

A conventional hybrid, even one as exotic as the NSX, is unlikely, various sources indicate. The question, then, is whether Corvette goes all-electric or plug-in hybrid. Abuelsamid is one who believes it will be a BEV, though the evidence is still too vague to be certain. One high-level insider cautioned Ride last July it would be difficult to squeeze in enough batteries to deliver the range BEV buyers would expect. But pulling out the internal combustion engine and transmission could solve that.

Do expect the electric drivetrain to be all-wheel-drive, with motors front and back, every source has agreed upon, something critical in order to get all that power to the pavement.

Another unanswered question is what an electrified Corvette might be called. Some sources have hinted this will be the next-generation Z06, others that it might replace the old ZR1, the traditional pinnacle of the Corvette line-up. There has long been speculation Chevy might be working up a Corvette Zora, an homage to the sports car’s legendary first chief engineer, Zora Arkus-Duntov, and what better way to do that?

How soon? “A bit more than” 24 months was the best answer we could get from insider GM. That’s a bit further out than many expected, but the GM strike last autumn appeared to have pushed back development efforts.

WHY THIS MATTERS

The C8 is the first production Corvette to adopt a mid-engine layout, boosting performance to supercar levels at a fraction of the sale price global competitors demand. An electric ‘Vette, whether PHEV or BEV, would pose an even bigger challenge to exotic brands like Ferrari, Lamborghini and Aston Martin.

Source: Paul Eisenstein for Ride.Tech.


Corvette C8.R vs C7.R sound comparison

DAYTONA INTERNATIONAL SPEEDWAY, UNITED STATES OF AMERICA – JANUARY 03: #3 Corvette Racing Corvette C8.R, GTLM: Antonio Garcia, Jordan Taylor, Nicky Catsburg during the Daytona January testing at Daytona International Speedway on January 03, 2020 in Daytona International Speedway, United States of America. (Photo by Richard Dole / LAT Images)

Sports car racing fans have come to know the sound of Corvette Racing’s menacing V8 engines as one of IMSA’s most unmistakable soundtracks. The punch to the chest delivered by the Corvette C7.R through the 2019 season, and all of its predecessors dating back to the program’s debut in 1999, was as unique as it was thrilling.

It makes the brand’s greatest shift with its mid-engine C8.R (pictured above) — which debuts in competition this week at the Rolex 24 At Daytona, featuring a fresh V8 motor with an entirely different voice — a new experience for Corvette fans. Thanks to the move to a flat-plane crankshaft in the 5.5-liter naturally-aspirated powerplants, the C8.Rs strike the ears with a higher pitch that, in typical Corvette Racing fashion, is unlike anything else in the field.

Which exhaust note sounds better? Take a listen to the C8.R from testing at the Roar Before The 24, and from a C7.R during December Daytona testing in 2016, and you decide.

C8.R
C7.R

Original Source: Marshall Pruett for Racer.com


2020 Corvette Convertible Order Banks Are Officially Open

Expect to see them on dealership lots by summer.

As the world prepares for the new Chevrolet Corvette to finally enter production, many people may not realize that it’s only part of the 2020 C8 story. Corvette Blogger reports that Chevrolet dealerships are now able to place orders for the 2020 Corvette Convertible. We’ve confirmed with a GM representative that order banks are indeed open.

The convertible debuted a few months after the official C8 launch, but in many ways it’s been overshadowed by another Corvette model that hasn’t been revealed just yet. The C8.R race car made a surprise appearance at the end of the convertible’s debut event in Florida, and while it’s not a production-ready machine, its high-revving, DOHC flat-plane-crank V8 is virtually guaranteed to appear in a future ‘Vette. The likely candidate is a new Z06, but we still aren’t sure when it will arrive. In the meantime, the irony of the C8.R stealing the show at the convertible’s own reveal isn’t lost on us.

We suspect Corvette buyers aren’t overlooking the convertible, however. Chevrolet has said that 2020 C8 preorders are all but filled, so the drop top could be the last chance for buyers to get in on the mid-engine Corvette’s first production year. Opting for the convertible is a $7,500 premium over the hardtop, and it’s available with all the same options and trim levels. That includes the Z51 performance package which bumps the 6.2-liter V8 to 495 horsepower, and since the Corvette was designed from the beginning to be a convertible, Chevrolet says there’s no loss in performance when going roofless.

According to Corvette Blogger, there are no restrictions on convertible orders save for the number of cars a dealer is allocated. Rumors says that convertible production will begin in April, which would have them on dealer lots just in time for summer.

Source: Corvette Blogger via CNET Roadshow


Blaser leads USA Skeleton in fifth career World Cup

IGLS, Austria (Jan. 17, 2020)– Andrew Blaser (Meridian, Idaho) led the U.S. in this morning’s men’s skeleton World Cup in Igls with an 18th place finish. It was the first time Blaser has raced in Igls. Austin Florian (Southington, Conn.) and Alex Ivanov (Carlisle, Mass.) finished 26th and 28th, respectively.

This is Blaser’s World Cup debut season, and his first time racing the European tracks. Today was the fifth World Cup race of Blaser’s career, and the first time he’s qualified for the second heat. Blaser was the only North American to make the top 20 today.

“We knew it was going to be a development year for me,” Blaser said. “It was my first time in La Plagne (France), my first time in Winterberg (Germany), my first time here– I’m getting those first runs under my belt this season. It was overwhelming at first, but it’s exciting and things are starting to come together over time.”

The Igls track favors fast starters, which gave Blaser a boost today. He posted a first run start time of 5.01 seconds, which was 10th best of the field, and raced to the finish in 53.27 seconds for 19th place to qualify for the second heat. Only the top 20 athletes after the first heat are granted a second run.

“I was elated,” Blaser said.

He nearly matched his first run start time in heat two with a push of 5.02, and moved up a spot with a downtime of 53.05 seconds. Blaser finished 18th with a combined time of 1:46.32.

When USA Skeleton Head Coach Tuffy Latour handed Blaser the phone for this interview, his first reaction was, “Did my mom get Tuffy’s number?”

“This is all new to me,” Blaser said.

Latvian Martins Dukurs was today’s winner in 1:44.50. Reigning Olympic champion Sungbin Yun of Korea was a distant 0.42 seconds behind in second place with a total time of 1:44.92. Russia’s Alexander Tretiakov claimed the bronze medal in 1:44.94.

Florian and Ivanov both missed the top 20 cutoff for the second heat. Florian clocked the 22nd best start time of 5.11, and slid to the finish in 53.63 seconds for 26th. Ivanov was 28th fastest off the start with a push time of 5.17, and he maintained 28th place at the finish with a downtime of 53.74.

The women’s skeleton race is up next at 2 p.m. local time. NBC Sports and Olympic Channel will have broadcast and digital streaming coverage of the Igls races. Fans can catch all the action in spectacular high definition via NBC Sports online at NBCSports.com/Live, or through the NBC Sports app. Additional coverage will be available on OlympicChannel.com and the Olympic Channel app.

Please contact USABS Marketing & Communications Director Amanda Bird at 518-354-2250, or amanda.bird@usabs.com, with media inquiries.

Results

1. Martins Dukurs (LAT) 1:44.50 (52.34, 52.16);
2. Sungbin Yun (KOR) 1:44.92 (52.66, 52.26);
3. Alexander Tretiakov (RUS) 1:44.94 (52.53, 52.41);
18. Andrew Blaser (USA) 1:46.32 (53.27, 53.05);
26. Austin Florian (USA) (53.63, DNS);
28. Alex Ivanov (USA) (53.74, DNS):

About USA Bobsled & Skeleton
USA Bobsled & Skeleton (USABS), based in Lake Placid, N.Y., is the national governing body for the sports of bobsled and skeleton in the United States. USABS would like to thank its sponsors, suppliers and contributors for their support: BMW of North America, Under Armour, Omaze, Kampgrounds of America, BiPro, Boomerang Carnets, Hudl, Tesa Tape, PVS International, Ferris Mfg. Corp, Machintek, deBotech and Carpenter.


World Cup makes fifth stop in Igls, Austria

Photo credit: Mike Kohn

IGLS, Austria (Jan. 16, 2020)– The fifth stop of the bobsled and skeleton World Cup tour will take place in Igls, Austria starting tomorrow through the weekend. The detailed schedule is as follows, with all times listed in local time:

Friday, Jan. 17

10 a.m.: Men’s skeleton run #1

11:45 a.m.: Men’s skeleton run #2

2 p.m.: Women’s skeleton run #1

3:30 p.m.: Women’s skeleton run #2

Saturday, Jan. 18

10 a.m.: Women’s bobsled run #1

11:30 a.m.: Women’s bobsled run #2

2 p.m.: Two-man bobsled run #1

3:30 p.m.: Two-man bobsled run #2

Sunday, Jan. 19

1:30 p.m.: Four-man bobsled run #1

3 p.m.: Four-man bobsled run #2

Andrew Blaser (Meridian, Idaho), Austin Florian (Southington, Conn.) and Alex Ivanov (Carlisle, Mass.) will kick off the Igls event in the men’s skeleton race tomorrow morning, followed by Savannah Graybill (Denver, Pa.), Megan Henry (Roxbury, Conn.) and Kendall Wesenberg (Modesto, Calif.) in tomorrow afternoon’s women’s skeleton race. This is the first time racing in Igls for Blaser, the fourth for Florian, and the sixth for Ivanov. Graybill has the most experience of any U.S. skeleton athlete on the roster in Igls. This will be her 14th competition on the Austrian track. It will be the ninth race for Henry in Igls, and the eighth for Wesenberg.

In women’s bobsled, Kaillie Humphries (Carlsbad, Calif.) will team with Sylvia Hoffman (Arlington, Texas) for the first time. The last time Humphries raced in Igls was in 2017, when she finished fourth. The two-time Olympic champion has claimed three World Cup medals in Austria over the years, and the 2016 World Championship silver medal. Humphries also won the women’s four-man bobsled exhibition race in 2016. Hoffman was a participant in season 2 of “The Next Olympic Hopeful,” and she excelled as a rookie last season.

Hunter Church (Cadyville, N.Y.) once again learned another new track this week. The 23-year-old will race with season 1 winner of “The Next Olympic Hopeful” Josh Williamson (Lake Mary, Fla.) in two-man on Saturday. Jimmy Reed (Garmisch, Germany) and Kris Horn (Pembroke, Mass.) will join Williamson as Church’s four-man push crew on Sunday.

NBC Sports and Olympic Channel will have broadcast and digital streaming coverage of the IBSF Bobsled & Skeleton World Cup in Igls from Jan. 17-19. Fans can catch all the action in spectacular high definition via NBC Sports online at NBCSports.com/Live, or through the NBC Sports app. Additional coverage will be available on OlympicChannel.com and the Olympic Channel app.

Please contact USABS Marketing & Communications Director Amanda Bird at 518-354-2250, or amanda.bird@usabs.com, with media inquiries.

About USA Bobsled & Skeleton
USA Bobsled & Skeleton (USABS), based in Lake Placid, N.Y., is the national governing body for the sports of bobsled and skeleton in the United States. USABS would like to thank its sponsors, suppliers and contributors for their support: BMW of North America, Under Armour, Omaze, Kampgrounds of America, BiPro, Boomerang Carnets, Hudl, Tesa Tape, PVS International, Ferris Mfg. Corp, Machintek, deBotech and Carpenter. For more information, please visit the USABS website atwww.usabs.com.

Source; TeamUSA


Patience and understanding are more than necessary

If you’re waiting for an all new 2020 Chevy C8 Corvette, it’s only natural that you’re wondering when your allocation is going to come up. And, with production just now kicking off, it’s easy to wonder whether yours will be considered a 2020 or a 2021 model (and what pricing implications that will have on your bottom line.) I’m sure some of you have plenty of other questions too and now, thanks to Mike Furman – one of the most famous Corvette salesman in the world – we have some answers. Keep reading for a full update on the Chevy C8 Corvette and what’s going on behind the scenes.

CHEVY ISN’T PRODUCING C8’S SLATED FOR CUSTOMER DELIVERY YET

One of the most important things we’ve learned from Mr. Furman’s latest e-mail update is that Chevy’s Bowling Green Assembly Plant is exclusively producing C8 Corvettes, but none of them are going to make it into customer’s hands. According to Furman, all of the C8’s produced so far and those produced through the end of January, are all “captured test vehicles.” Now, no clarification beyond that was mentioned, but in most cases, these are the vehicles used to fine-tune the production process, make sure everything lines up the way it should, etc. Chevy could have other uses for these vehicles, but usually, they are destroyed or recycled once their purpose has passed.

IF YOUR ALLOCATION COMES AFTER THE 2021 MODEL YEAR SWITCH, YOU’LL PROBABLY PAY MORE

We all know that the initial 2020 models will be cheaper than subsequent model years, however, the difference in cost between the 2020 and 2021 models has yet to be revealed. In his latest E-mail, Mike Furman raised a very important point.

Pricing for 2021 models will probably go up, but historically GM has not raised the price by more than $2,500 year-to-year.

So, it won’t be outrageously more expensive if you receive a 2021 model over a 2020. And, as pointed out by Furman, the C8 Corvette landed at some $10,000 less than anyone expected anyway, so you’re getting one hell of a deal for a world-class sports car anyway.

C8 CORVETTE PRODUCTION FOR CUSTOMER CARS STARTS IN THE FIRST WEEK OF FEBRUARY

If you’re lucky enough to have one of the first customer car allocations (you’re probably not,) you could be riding around in your new Vette very soon.

The production of customer-bound cars starts in the first week of February and GM will begin delivery sometime after that.

And, if you were considering skipping the museum delivery because of not having paint film protection for the ride hone, you can now get XPEL applied at NCM Motorsports Park before you head our on your maiden voyage.

CHEVY IS LIMITED ENGINE TORQUE FOR 500 MILES BECAUSE YOU CAN’T FOLLOW INSTRUCTIONS

When news about Chevy reducing torque in the C8 Corvette during the break-in period hit the net, some people lost their minds. Well, there’s a damn good reason that Chevy has to do it, and it boils down to the fact that people just don’t honor the break-in period as they should. As quoted on Mid-Engine Corvette Forum it has to do with ensuring that the break-in period is honored and, while torque will be reduced by 25-30 percent for around 500 miles, it doesn’t really affect performance that much:

“For the 8th generation Corvette, we have taken it a step farther. With more weight on the rear, the car has more traction and we take advantage of that with more aggressive gearing. That translates into more torque multiplication and more loads in the driveline. We decided for the first 500 miles to limit maximum torque in first and second gears. The torque reduction is roughly 25 to 30% depending on which transaxle (standard or Z51) and which gear. That may sound like a big reduction, but in reality the car is still really fast.”

The basic principle is that this is done to make sure the engine’s components wear properly during break-in and, ultimately, helps ensure the longevity of the engine. Apparently, Chevy is still going to ask customers to take it easy on the car during the break-in period too, so do yourself a favor and don’t get into it until you pass the golden 500-mile mark.

JAY LENO WAS THE FIRST NON-GM-EMPLOYEE TO DRIVE THE 2020 CHEVY C8 CROVETTE CONVERTIBLE Z51

ENJOY THE CHEVY C8 CORVETTE EXHAUST COMPILATION FROM DRIVE615

Source Robert Moore;Top Speed


Ro leads USA Skeleton in North American Cup finale with two gold medals

LAKE PLACID, N.Y. (Jan. 7, 2020)– USA Skeleton athletes captured two spots in the top-three North American Cup standings, and collected five medals in the Lake Placid finale this week. Mystique Ro (Nokesville, Va.) led the way for the women’s team with two gold medals and wrapped up her season ranked third overall. Chris Strup (Defiance, Ohio) concluded a successful North American Cup tour ranked second overall in the men’s field, and secured two silver medals in Lake Placid. Daniel Barefoot (Johnstown, Pa.) earned the fifth medal this week for USA Skeleton by claiming silver in today’s finale.

Two single-heat races were held yesterday, and a two-heat race concluded the skeleton North American Cup season today.

Ro struggled in yesterday’s opening heat, finishing sixth with a run of 55.96 seconds. She said one-heat races are tough because you have “one shot, so you have to make it count.”

“Once that was in the books, I had to scrap it and move on,” Ro said.

Kellie Delka of Puerto Rico won with a run of 55.50 seconds. Yuxi Li from China claimed silver with a time of 55.52, and Korean Eunji Kim was third with a downtime of 55.60. Ro was the highest U.S. finisher in sixth.

Ro rebounded in yesterday’s second one-heat race, posting the fastest run of 55.69 seconds to capture her first victory of the week by 0.01 seconds over Kim. Canadian Jaclyn Laberge earned bronze in 55.82.

In today’s two-heat competition, Ro was in third position after a first heat time of 56.03 seconds. She made up nearly half a second to overtake the lead with a second run of 55.83, earning another gold medal with a combined time of 1:51.86.

“The second win is a great feeling,” Ro said. “I tried to play it safe during my first run, but I made some mistakes. I talked to Matt (Antoine) between heats and made the adjustment before I went down for my final run. I think this was crucial for me to learn that I can be confident in my training and in the knowledge I have gained to be able to put two runs together in competition. The support of my teammates and coaches has been great. I’m excited to continue training and see how we all progress.”

Laberge finished second to Ro with an aggregate time of 1:52.06, followed by Kim in third with a total time of 1:52.18.

Ro’s Lake Placid performances helped her secure third place overall in North American Cup points, despite missing three of the eight races this season while racing the European Cup. Kim claimed the title with 373 points. Nicole Rocha Silveira from Brazil finished second overall with 301 points, while Ro was close behind in third with 290 points.

Lauren McDonald (Fairfield, N.J.) had strong performances in her first-career competitive season. The up-and-coming competitor finished 12th and eighth yesterday, and 12th again today. McDonald and Ro are two of the fastest starters on the tour. McDonald pushed a start time of 5.32 seconds yesterday, and Ro pushed a 5.33. McDonald finished the season ranked fourth with 287 points.

Michelle Toukan (Central City, Neb.) placed 19th and 10th yesterday, and wrapped up her season with an impressive sixth place finish today. She is ranked fifth overall with 271 points. Emily Schelberg (Annapolis, Md.) was 18th and 14th yesterday, and she did not finish today’s competition after a crash in the first heat.

In the men’s field, Strup cracked into the top-six in the final stop season, earning two silver medals and a fourth-place finish. Strup claimed double silver medals in yesterday’s single-heat races. His first silver medal was earned with a run of 53.89 seconds. Wenhao Chen from China was victorious in 53.52, while Ander Mirambell from Spain was third in 54.15 seconds.

Strup claimed silver again in yesterday’s second competition with a downtime of 54.33 seconds. Wenhao was golden in 53.73, and Zilong Zhu from China earned bronze in 54.37.

Strup narrowly missed the medals today, finishing a mere one-hundredth of a second from bronze with a combined time of 1:49.04 for fourth place. Strup finished the season ranked second overall with 346 points.

Barefoot was today’s men’s medalist for the U.S. The Intercontinental Cup competitor posted the fastest run of 53.98 seconds in the first heat, and fell back by just 0.06 seconds in the second heat to finish with the silver medal. Wenhao swept the men’s races. He won today with a combined time of 1:48.24, followed by Barefoot with a 1:48.30, and Zilong in third with a cumulative time of 1:49.03.

“I knew that I’ve had enough runs here to win, but I would have to be at my best,” Barefoot said. “I think that self-inflicted pressure caused some unnecessary tension, but I’m glad to have experienced that and learned how to handle it. Just a couple big mistakes spoiled my runs for races six and seven, so I was pretty happy to clean them up a bit and dip into the 53’s on an overall slower day in race eight. I’m most excited about how much our team is improving overall. Everyone is making significant progress and walking with a little confidence their steps! It’s pretty cool to be around.”

Mirambell claimed the overall title with 370 points. Strup was second, and Nathan Crumpton from American Somoa finished third with 345 points.

Barefoot was fourth and fifth yesterday, and he finished the North American Cup season ranked seventh overall. He spent most of his time racing the Intercontinental Cup, thus missed points from three North American Cup races.

Kyler Sultemeier (Fredericksburg, Texas) concluded his first competitive season ranked 14th. He finished 12th in both of yesterday’s races, and 10th today. Hunter Williams (Carnegie, Pa.) also finished his first racing season. Williams finished 17th, 14th, and 17th, and is ranked 21st.

The North American Cup will officially conclude tomorrow with three four-man bobsled competitions in Lake Placid. Please contact USABS Marketing & Communications Director Amanda Bird at 518-354-2250, or amanda.bird@usabs.com, with media inquiries.

Results


Women’s skeleton race #1
1. Kellie Delka (PUR) 55.50;
2. Yuxi Li (CHN) 55.52;
3. Eunji Kim (KOR) 55.60;
6. Mystique Ro (USA) 55.96;
12. Lauren McDonald (USA) 56.93;
18. Emily Schelberg (USA) 57.65;
19. Michelle Toukan (USA) 59.13;

Women’s skeleton race #2
1. Mystique Ro (USA) 55.69;
2. Eunji Kim (KOR) 55.70;
3. Jaclyn Laberge (CAN) 55.82;
8. Lauren McDonald (USA) 56.59;
10. Michelle Toukan (USA) 56.78;
14. Emily Schelberg (USA) 57.42;

Women’s skeleton race #3
1. Mystique Ro (USA) 1:51.86 (56.03, 55.83);
2. Jaclyn Laberge (CAN) 1:52.06 (55.78, 56.28);
3. Eunji Kim (KOR) 1:52.18 (55.90, 56.28);
6. Michelle Toukan (USA) 1:53.43 (56.56, 56.87);
12. Lauren McDonald (USA) 1:54.49 (56.80, 57.69);
Emily Shelberg (USA) (DNF)

Men’s skeleton race #1
1.Wenhao Chen (CHN) 53.52;
2. Chris Strup (USA) 53.89;
3. Ander Mirambell (ESP) 54.15;
4. Daniel Barefoot (USA) 54.21;
12. Kyler Sultemeier (USA) 55.32;
17. Hunter Williams (USA) 55.95;

Men’s skeleton race #2
1.Wenhao Chen (CHN) 53.73;
2. Chris Strup (USA) 54.33;
3. Zilong Zhu (CHN) 54.37;
5. Daniel Barefoot (USA) 54.62;
12. Kyler Sultemeier (USA) 55.95;
14. Hunter Williams (USA) 56.30;

Men’s skeleton race #3
1.Wenhao Chen (CHN) 1:48.24 (54.17, 54.07);
2. Daniel Barefoot (USA) 1:48.30 (53.98, 54.32);
3. Zilong Zhu (CHN) 1:49.03 (54.67, 54.36);
4. Chris Strup (USA) 1:49.04 (54.40, 54.64);
10. Kyler Sultemeier (USA) 1:51.21 (55.60, 55.61);
15. Hunter Williams (USA) 1:52.46 (56.25, 56.21);

About USA Bobsled & Skeleton
USA Bobsled & Skeleton (USABS), based in Lake Placid, N.Y., is the national governing body for the sports of bobsled and skeleton in the United States. USABS would like to thank its sponsors, suppliers and contributors for their support: BMW of North America, Under Armour, Omaze, Kampgrounds of America, BiPro, Boomerang Carnets, Hudl, Tesa Tape, PVS International, Ferris Mfg. Corp, Machintek, deBotech and Carpenter. For more information, please visit the USABS website at www.usabs.com.


Fassler impressed after first laps in new Corvette

The waiting is over for Marcel Fassler. This weekend’s Roar Before the Rolex 24 was the first opportunity for the three-time Le Mans winner to drive the revolutionary mid-engine Corvette Stingray C8.8 — either in a test or even on a simulator — and he likes what he’s found.

“I heard really good things beforehand, so I was really looking forward to my very first drive,” said Fassler. “I finally got my first chance on Friday, and I am more than positively surprised how good and how much fun it is to drive. It’s difficult to compare both cars, because they are completely different in how they were built and set up, but this is a big step forward. I’ve enjoyed every lap in this car around the track.”

Fassler won GTLM honors as part of a 1-2 outing for Corvette Racing in his Rolex 24 debut in 2016, with his car prevailing by 0.034s in the closest class finish in event history. The 43-year-old Swiss driver enjoyed the changing conditions at the Roar — which have ranging from a warm Friday to a wet Saturday to a sunny but chilly Sunday — as he tested the silver No. 4 Stingray with Tommy Milner and Oliver Gavin.

“The weather this weekend is the best we could have,” Fassler said. “Now we know hot conditions, we know wet conditions and today we’ll work with colder conditions. Experience shows that everything can happen at Daytona. It can be super warm or freezing cold, or a lot of rain like last year.”

Antonio Garcia, who shares the traditional yellow No. 3 Corvette with Jordan Taylor and Nicky Catsburg, was also pleased with the progress of the C8.R.

“It’s going the right way,” said Garcia, a two-time Rolex 24 winner. “We’ve got to gather as much data as possible to prepare for the first race of the season — the first race for the actual car. It’s going to be very difficult for us, because we don’t know how the car is going to behave, with a lot of unknowns. I think we’re as prepared as we can be, and we are using this test to be even more prepared. So far, it’s going well. But in racing, you never know. We’re probably the best team out there to get with a new car, and so far it looks good and drives good. I can’t wait until the start of the race.”

Corvette Racing Program Manager Doug Fehan shares the optimism of his drivers.

“Everything operationally has worked out well,” Fehan said. “The cars are performing well. We haven’t had any major issues in durability and reliability — things we are looking for here. Every day we come out we write another page in setup and learning about the chassis and aero on the car. So every lap’s an important lap.”

Original Source: J.J O’Malley; Racer


‘Everyday Supercar’: A New Corvette Puts a Target on Ferrari’s Back

The $60,000 Stingray pushes its engine to the middle and expectations through the roof.

The new Corvette Stingray is racking up rapturous reviews and dominating industry awards.

From its dream-car debut in 1953 at the Motorama show at the Waldorf-Astoria hotel, the Chevrolet Corvette has kept its engine up front, where sports-car tradition says it belongs.

But with sales of many fast, fun cars on the wane — blame the rise of dully practical S.U.V.s, an aging boomer audience or a declining car culture — the Corvette’s creators saw the need for a radical about-face. The 2020 Corvette Stingray has moved its engine behind the driver and passenger, adopting the physics-approved layout that brought Ferdinand Porsche his first racing successes in the 1930s. Today, this approach is associated with money-torching supercars from Ferrari, Lamborghini and McLaren.

The long-awaited “mid-engine” Corvette easily outruns its formidable predecessor, as I learned during a time-warping desert drive near Tortilla Flat, Ariz. The eighth-generation “C8” Corvette is earning rapturous reviews and dominating industry awards, as a car that can take on European exotics that cost $200,000 and more, but at a $59,995 base price that reads like a misprint.

“It’s certainly a great moment in the car business,” said Eddie Alterman, chief brand officer for Hearst Autos and a former editor in chief of Car and Driver. “It’s nothing less than the democratization of the supercar.”

At General Motors, that democratization includes a virtual decree that Chevy’s relatively blue-collar baby generate vastly more sales than, say, its Porsche 911 nemesis, enough to earn its keep in profits. Yet sales of sports cars and muscle cars have plunged by nearly half since 2000, on track for just 230,000 this year, according to analysts at Motor Intelligence. A reborn Toyota Supra, despite huge fanfare, has found a lukewarm 500 buyers a month since its summer debut, fewer than one-quarter of the expected 25,000 to 30,000 first-year sales of the Corvette.

At Porsche, a single sport utility vehicle, the Macan, finds more buyers than all the brand’s sports cars and Panamera sedans combined. Unsurprisingly, the world’s speed merchants, including Lamborghini, Bentley and Jaguar, have developed S.U.V.s into their best-sellers around the world, with entries from Aston Martin and Ferrari on the way. Some of those companies had vowed to never sully their names with a sport utility. Never mind.

Into this minefield steps Tadge Juechter. As just the fourth chief engineer in the Corvette’s fabled 67-year history, Mr. Juechter holds one of the most scrutinized positions in the American industry, his every utterance parsed for clues to the ’Vette’s future.

The previous-generation Corvette, the first to wear the Stingray badge since 1968, also generated robust sales beginning in 2014. Yet Mr. Juechter and his team saw a car nearing its end, both in technical terms and its ability to win new buyers.

“We saw an aging demographic, the same faces at Corvette events year after year,” he said.

That honking, 6.2-liter V8 up front had become an Achilles’ heel. The Corvette’s top-shelf, $121,000 ZR1 edition was already pumping out 755 horsepower, keeping pace in an unprecedented industry horsepower war. Moving the engine aftward — shifting critical weight over driven rear wheels — became the only way to apply such monstrous force to the pavement while improving traction and stability.

The move risked alienating the Corvette’s tradition-loving buyer base. At a design clinic for owners of various sports cars, Mr. Juechter discovered that current customers were split roughly 50-50 on the mid-engine switch. But among supercar owners that Chevy hoped to conquer, 90 percent favored it.

“We had to go for it,” Mr. Juechter said. “We did it purely for physics rules, but the byproduct was that it would also appeal to a new generation. We try to respect the past, but not be stuck in the past.”

G.M. had teased the faithful for decades, experimenting with a midmounted layout in a series of fanciful prototypes, beginning with the CERV 1 (for Chevrolet Engineering Research Vehicle) in 1959. Finally, for the 2020 model year, the near-mythical mid-engine Corvette is here, including the coupe’s Ferrari-esque view of its V8, provocatively exposed below a glass cover.

The public’s first glimpse of the car, in April, supported the Corvette engineering team’s confidence. Mr. Juechter drove a prototype, its body work disguised by a black-and-white pattern, through a bustling Times Square, with Mary Barra, the G.M. chief, riding shotgun. Rolling, windows down, Mr. Juechter heard younger voices yelling, “Mid-engine Corvette!”

“We imprinted on young people a super passion for this car,” he said. “Our job is to push that, that every drive can be a joy, an adventure.”

Dodging Times Square tourists and Ubers in a 495-horsepower, roughly 190-m.p.h. sports car is one form of adventure. But in my Arizona test, including roller-coaster desert curves, this new model combined moonshot acceleration, handling, tech and versatility like no rival remotely near its price. That includes a 2.8-second catapult to 60 miles an hour, on a par with a $250,000 Ferrari 488 GTB; a sharply improved, jet-fighter-inspired cockpit; and a GPS-based video data system that records street or track drives, overlays them with animated telemetry readouts and lets drivers analyze their performance with racing software.

The Corvette is notably aerodynamic, and gets solid mileage.
New sports cars are safe and approachable for amateurs, yet still rewarding for skilled pilots.

“It doesn’t have the operatic Sturm und Drang of a Ferrari or Lamborghini, but it really is an everyday supercar,” Mr. Alterman said.

Fuel economy is surprisingly decent, roughly 26 to 28 miles per gallon at a steady highway cruise. The Corvette is notably aerodynamic, and can deactivate half its cylinders to save fuel. The latest driver-adjustable magnetic suspension, a G.M.-first technology now adopted by several European exotics, lets the ’Vette drive as smoothly as some luxury cars in its Touring mode, despite the sleeping-bear V8 just over your shoulder.

“It couldn’t be just a weekend toy,” Mr. Juechter said. “A lot of people use this as their only car.”

Perhaps because do-it-all S.U.V.s are strong-arming sales — and definitely because today’s fans won’t put up with punishing rides or dodgy reliability — the worldwide trend is all about more practical sports cars that are safe and approachable for amateurs, yet still rewarding for skilled pilots.

Many mid-engine exotics lack a trunk, because the engine hogs the space. Yet Corvette designers made room for a trunk that can fit two golf bags, in addition to the Porsche-style “frunk” up front where the engine used to go.

Even the carefree convertible model doesn’t neglect its chores, with an ingenious powered soft-top that tucks away without stealing an inch of luggage space. Welcome practicality does bring a visual downside: The wide, chunky rear deck makes the ’Vette a bit back heavy.

Proper fits aside, wishful fans didn’t find a little red-ribboned Corvette under their Christmas tree: A now-settled G.M. strike has delayed production until February. For Chevy’s pampered halo car, only about 12 units each hour will roll off the production line in Bowling Green, Ky., down the road from the National Corvette Museum.

In anticipation of huge demand, more than 400 workers have been hired to fill a second daily shift, including employees laid off from Chevy’s closed plant in Lordstown, Ohio. (G.M. plans to open a new battery plant there, part of a $2.3 billion joint venture with LG Chem of South Korea.)

Mr. Juechter is confident that Chevrolet can sell every Corvette it can build, for now. The real test comes after the initial frenzy subsides. Mr. Alterman points to an increasingly short, roughly 18-month shelf life for such high-profile performers, with fickle buyers and collectors always in pursuit of the hot new thing. He sees the Corvette borrowing from Porsche’s ultra-profitable playbook, keeping the lineup fresh with myriad styles, performance upgrades and personalization options.

Though Mr. Juechter wouldn’t comment on future models, the cottage industry of Corvette rumors cites development of a hybrid ’Vette with up to 900 horsepower.

The dominance of S.U.V.s and the momentous shift to electrics has automakers playing offense.

Aside from an industry explosion of superpowered sport utilities, Ford ignited a controversy when it unveiled a Tesla-baiting electric S.U.V. and called it the Mustang Mach E. The traditional Mustang is enjoying its own golden age of performance, including a bonkers Shelby GT500 with 760 horsepower and an affordable four-cylinder model that gets 32 m.p.g. on the highway. Yet Mustang sales continue to tumble.

And while traditionalists are crying foul over the Mustang Mach E — first S.U.V.s stole customers, now they’re stealing legendary names — Mr. Alterman suggests that this heresy won’t be the last. A five-seat, Corvette-branded S.U.V. could be the most “everyday supercar” of all.

“You’ve got that sub-brand of the Mustang that’s so evocative,” he said, “so why not draw on it? There’s an opportunity for Chevy to do the same thing.”

Original Source Lawrence Ulrich; NY Times


Garcia: “Big Steps” to Come With Corvette C8.R at Roar

Corvette Racing drivers on anticipation of Roar Before Rolex 24 with new mid-engined C8.R…

Antonio Garcia believes there will be “big steps” to come in the Chevrolet Corvette C8.R’s development as the new-for-2020 mid-engined GT Le Mans class contender makes its public debut in this weekend’s Roar Before the Rolex 24.

The Pratt & Miller-built Corvette, along with Porsche’s 2019-spec 911 RSR, are the two all-new GTE-spec cars set for their first official competitive outings in IMSA WeatherTech SportsCar Championship competition during the three-day mandatory test.

While having already completed private testing at the 3.56-mile oval/road course, Garcia believe every lap will matter in their plan for the weekend.

“There is a lot to discover and develop,” Garcia said. “Usually your starting point is better than what you previously had.

“But this is completely different. We are still in the early stages with this new Corvette.

“There will be big steps for sure.

“I don’t know when we will get to the point where we will start making little steps. We need to run this car and we need to race it to find out where we are against our competition.

“We are concentrating on our own work. Whenever it becomes race time, we will know where we actually are.”

Garcia’s new full-season co-driver Jordan Taylor said they won’t necessarily be concerned about pace at the Roar, which will also set the pit lane and garage allocations through a qualifying session on Sunday morning.

The 28-year-old, who makes the switch from his family’s Wayne Taylor Racing operation, said little things, such as driver changes, will be a focal point as well once they achieve the targeted baseline.

“As many laps as we can get at the Roar and going through the program, getting all the drivers on the same page from a setup point of view and then the little things like pit stops and driver changes will be different than what we’ve had in the past,” he said.

“The car is a little more tricky to get in and out.

“Understanding that muscle memory of the process of getting in and out, where the seatbelts go, where the drinks bottle is, where the air hose goes… those little details that we haven’t refined that were refined with the C7.R are things that will show up in a 24-hour event, so those are things we will need to check off the list at the Roar.”

Gavin: “Very Structured” Plan for Weekend

Team veteran Oliver Gavin, who returns to the No. 4 entry alongside Tommy Milner, said that coming away with achieving 60 or 70 percent of their list will be considered a “big win” over the weekend.

“The team is going to have a very structured plan,” Gavin said. “And that’s one of the things that’s so good about Corvette Racing. We plan our time and fundamentally understand what all we have to work through and the list of things we need to achieve.

“The third drivers will need time in the car. We’ll all have to work through that program and procedure as best we can.

“Certainly we’ll learn a huge amount every time we go on track just with how certain tires work, how the braking package works, the aero setup, weight placement… all kinds of different thoughts that the team will look to work through.

“We know that of that list of 50 things we want to try and achieve, the chances are that if we can come away with 60 or 70 percent of that done, it’s a pretty big win.”

Original Source; John Dagys. Sportscar365


Silver No. 4 completes Corvette C8.R unveiling

Corvette Racing; Corvette C8.R test; Daytona International Speedway in Daytona Beach, Florida; November 19-20, 2019 (Richard Prince/Chevrolet Photo)

Corvette Racing completed the unveiling of its brand-new C8.Rs with the predominantly silver No. 4 entry shown in private testing at Daytona International Speedway. The yellow No. 3 driven by Antonio Garcia, Jordan Taylor, and Nicky Catsburg was revealed last week.

The mid-engine halo car from General Motors replaces the ultra-successful front-engine C7.R and its many predecessors, which delivered victories at the Rolex 24 At Daytona, Mobil 1 Twelve hours of Sebring, 24 Hours of Le Mans, and numerous championships for the factory team based in Michigan.

The No. 4 will rely upon team veterans Oliver Gavin and Tommy Milner as its full-time drivers and Marcel Fässler, who slots in for the Michelin Endurance cup rounds.

Both C8.Rs return to Daytona for IMSA’s official Roar Before The 24 test, which runs from Friday through Sunday.

Marshall Pruett; Racer


2020 Chevrolet Corvette C8 Nurburgring Lap Time Is 7:28.30: Report

There’s plenty of video evidence of the 2020 Chevrolet Corvette C8’s presence at the Nürburgring, so it’s no surprise that that at least one of the C8’s numerous laps was a timed, balls-to-the-wall affair. Surprisingly, Chevy never revealed any lap times from any of the mid-engined car’s track sessions, but now there’s a report claiming that a lap time is pretty much on par with that set by a Lamborghini Huracan LP610-4.

According to Muscle Cars & Trucks, the C8 set a lap of the Nürburgring in 7:28.3. The aforementioned Lamborghini recorded a lap of 7:28 flat when tested by Germany’s Sport Auto, and over the course of a 12.9-mile, 154-corner lap, that’s well within the margin of driver error.

One has to be slightly skeptical of this claimed time, and not just because MC&T doesn’t disclose the source of its information—although the site has proven to be right in multiple claims surrounding GM products this year. The C8’s time is only some 11 seconds quicker than that set by a C7 Z51 in poor conditions, and with the gains made to the Corvette’s transmission and 6.2-liter V-8 in the C8 generation, it feels like that margin should be much bigger. Admittedly, almost everyone who has driven the C8 near its limits so far seems to say that the car’s suspension setup is a work in progress and that there’s a ton of untapped potential in the chassis. This means that quicker times may yet be possible even without increasing the Corvette’s power output.

But since the C8 is at least semi-believably as quick around the ‘Ring as an entry-level Lamborghini, we can only fantasize about what times the faster, seemingly inevitable Z06 and ZR1 will achieve. We know that one of the two will drop the cam-in-block, cross-plane crank 6.2 for a C8.R-derived V-8 with a lightweight flat-plane crank and dual overhead camshafts, which will offer greater horsepower per liter—and potentially a broader rev range.

This engine is rumored to make as much as 600 horsepower and 620 pound-feet of torque, though there’s no telling whether it’ll arrive on the scene for the Z06 or the ZR1 (or its equivalent), which will reportedly gain an electrified front axle and twin turbochargers for a total output of 900 horsepower. The mere concept of a Corvette with McLaren P1-level performance is enough to make anyone wave the Stars & Stripes.

The Drive contacted General Motors for a statement on the C8’s alleged lap time, and we will update when we receive comment.

Source; James Gilboy- The Drive


Chevy Corvette C8 vs. Ford Mustang Shelby GT500: A Track Comparison

Forget Mustang vs. Camaro. Ford’s Shelby GT500 is ready to challenge Chevrolet’s flagship C8

Mustang vs. Corvette? Go ahead, pinch your thumb and index finger to the bridge of your nose, squint your eyes, and blink hard. When you look again, the words on the page won’t have changed.

Rarely has MotorTrend conducted (or concocted) such a bold comparison. But it’s a mad, mad new world we’re in now. Forget the Blue Oval’s sacrosanct rivalry with Camaro, which had always left the Corvette to chase the elusive, pricier Porsche 911.

Oh sure, the base pony car models will still compete, same as always. But the top-end Mustang GT500 is so excellent it deserves higher-octane competition. The final piece of evidence: The Mustang Shelby GT500 costs more than Chevrolet’s new mid-engine Corvette supercar when similarly equipped. Game on.

The C8 Corvette and Shelby GT500 have stirred up more buzz than anything else that’s come from the Motor City in recent memory. After decades of teases and concepts, the ‘Vette finally slides the engine back in the chassis to join the transaxle aft of the driver’s derriere. And after the extremely successful Shelby GT350, which finished a sharply creased second place in our 2019’s Best Driver’s Car, Ford brought in even heavier artillery with a load more horsepower and torque.

These two contenders offer different kinds of appeal, both inspiring great desire in the high-performance enthusiast world. Both offer capabilities that measure well against far pricier foreigners, without the kind of sacrifices that used to come with the label “Made in America.” Gone (mostly) are the long-muttered utterances about cheap features and fixtures, crude handling, and lack of refinement.

Of course, when you look inside these two cars, there’s an immediate difference. The Corvette is an American interpretation of a mid-six-figure European supercar; the Shelby has nearly the same interior as that rental Mustang convertible at the Hertz counter at LAX—albeit with better seats and some minor brightwork tacked on to disguise its cheesy rotary shift knob and plasticky switchgear. Ford’s interior guys still have some work to do before they can declare their Shelby variants to be world-class premium.

But this is not a comparison test for value shoppers who peruse our Buyer’s Guide, niggling over inches of legroom and warranty coverage.

This is a track test—the literal interpretation of where the rubber meets the road.

The C8 Corvette has come of age—finally, I might add—with a style and behavior that bring to mind a word like “sophistication.” The Corvette’s new shape will sit well with the German and Italian exotica in the valet lot at the country club.

The Shelby GT500 comes from another, more purely American place, the pony car. But since the arrival of the S550 chassis in 2015, the muscular Mustang and its more powerful derivatives have risen above the hot rods of yore, to compare well with European icons.

The ‘Vette excels with exotic appearance, precise and agile handling, and balanced power with a nice rush of strong, smooth, jetlike urge. The Muscle-tang crushes like a bodybuilder with brains. Its huge forward forces do not overwhelm its chassis, as in many of the beloved classics we’ve known before.

The C8 Stingray carries a lithe, striking new shape that will grab attention from a block away. Its lines do a terrific job of conveying more of a sense of value and beauty, yet it’s still imbued with a half-century-plus of genetic identifiers. I predict this car will generate more than a few “Oh, wow!” reactions from the public long after it has gone on sale.

The Mustang is a beefed-up beast with bulging biceps, based on our well-known sporty coupe. It will light up the pony car crowd, certainly. But among the elites, the Shelby’s familiar muscle-bound shape may still result in upturned noses, window-rattling V-8 rumble or not. Where the Mustang scores more points in this contest is in its competence in motion.

At speed, the ‘Vette’s strongest dynamic assets are described in a list of two: first, low polar moment, and second, forward traction. Chevy engineers have created a machine that benefits in exactly the ways it should: more centralized mass and the resulting rearward weight bias.

The Corvette has long been the bad boy of the racetrack, the Bart Simpson of supercars: rude, loud, cheap, unpredictable, and hard to handle, but fast and fun in its own brash way. Now, the Corvette has finally grown up. The C8 Corvette is more sophisticated, capable, and mature.

When the majority of the weight in a chassis is nearer the center of gravity, the car will change direction more eagerly. Formerly carried way up front under those arching fenders, the big engine actually resisted the steering tires as they tried to pull that hunk of metal around to face the apex of a turn. The amidships engine makes the steering feel responsive, more direct, and more precise. It’s less work. The new ‘Vette slices its way into a bend in a most delightful way.

Too much, sometimes—and this is the tricky part of the setup. Quick response can overwork the rear tires and create oversteer. In several high-speed tests, and again here at Virginia International Raceway, we have found some of that in the C8’s track personality. It really will point to the apex entering a corner and sometimes overdo it and end up sideways, with the widely adjustable stability control switch fully off (thank you for providing us with that choice, Chevy).

But when you apply your American V-8 torque, then you find the greatest improvement in driving the American Sports Car: It puts ponies to pavement. The C8 hooks up. Chevy has taken advantage of placing the engine over the rear wheels, and that loading successfully creates forward thrust far better than any Corvette before. The new ‘Vette launches hard from a slow corner or a stoplight/dragstrip. Check out that 0-60 time, beating cars with far higher power ratings and even some with all-wheel drive. That, my friends, is traction.

In fact, the ‘Vette transfers weight rearward so well that it sometimes goes into another kind of slide: understeer. The front loses grip a bit prematurely as a result of the light front loads. What to do? Is it bad? No, but this is a brand-new baby, and there’s still something to be learned. We believe we will see the C8 Corvette improve further as the Chevy team learns more about this all-new mid-engine phenomenon.

In street-tuned mode dashing around VIR, the ‘Vette revealed deliciously instant steering response. It was quick and stable as I carved into a corner, and it revealed snappy trailing-throttle oversteer when I released the brake. Both are clearly influences of the mid-engine low polar moment.

As I accelerated off slow corners, like VIR’s Oak Tree, the C8’s ground-gripping traction rockets the car forward, and it remains well balanced even though it feels like it might wheelie. I found a consistent gradual side slip in third and fourth gears exiting faster sweepers. The C8 has more power oversteer at 80 mph than it does at 40, which is unusual.

The new Corvette’s braking was strong and stable with moderate nose dive. There was some isolation, if not the degree of e-pedal numbness I feared, and the brakes were cooled with some really nice Z51 brake ducts. Last, there was no more float, better suspension damping, but not harsh.

Crawling under the hood, we then adjusted the C8’s suspension to its track settings—which simply comes down to much more negative camber, front and rear. When added to the 8 degrees of caster (the same in Street or Track mode), the Corvette creates camber gain when the wheels are turned, which is especially good for tight turns, and a strong self-centering force for stability and good on-center feel.

High caster will also cross-weight a chassis because the outside wheel swings in an arc upward as the inside wheel swings down. These will both typically work to reduce the understeer that we squawked about in earlier tests.

The effect of the added camber was much improved grip everywhere, reducing but not eliminating traits of midcorner understeer and drop-throttle oversteer and raising speeds with better manners. The basic traits of midcorner understeer and trailing-throttle oversteer were still there, just not as much.

In Track setup, the Corvette’s lap times improved by 2 to 3 seconds with less falloff and better grip on a long run. Tying this all together was an eight-speed dual-clutch transmission that worked quite well at full chat, completing the performance of a much improved product. Far more than deserving of the title, this fresh offering is a 21st century new chapter, with more room to improve. One step back with the engine is a giant leap forward for the Stingray.

The GT500, on the other hand, has sprung from the loins of another highly regarded thoroughbred, the GT350. As such it comes from a known source that has been developed for years. It shows on track, especially.

Whereas the C8 is precise, the GT500 hoons. Toss it around. Grab it by the scruff of the neck. This pony encourages aggression. Its version of refinement manifests in confidence for the driver. And the GT500 works in both standard and Carbon Fiber Track Pack form. It is beautifully balanced on track. The steering stays alive all the way through a corner. Quick turn-ins show no evil twitches. Pouring on the ponies rockets it down the straights, and slides come slow and controllably. Within reason.

There’s that word again: reason. Use it when you squeeze down the Shelby’s accelerator. The supercharged cross-plane Coyote-based V-8 clearly makes all of its advertised 760 horsepower. This is another step into the Brave New World of high technology, and overeagerness with that gas pedal will be rewarded with jail and/or hospital time.

Every one of those ponies made themselves known as the Mustang devoured the long back straight at VIR, touching nearly  170 mph, lap after lap. No power fade here, unlike some other American blown V-8s making similar numbers.

The Coyote belts out a stirring bellow or calms to quiet as a mouse with just a switch of the electronic valves in the dual exhaust, allowing you to decide whether to wake the neighbors.

All that thrust goes through a new Tremec dual-clutch seven-speed that exhibited fine behavior on the street and flat out. Manual shifting during a hot lap is just a distraction, and the GT500’s auto mode rivals Porsche’s PDK (yes, really) and does everything I would do, anyway. It even had the savvy to hold a higher gear in places rather than constantly throw out raucous downshifts.

On straights, there’s a rewarding “over-torque” feature that gives a little extra shove on each shift, like a manual power shift. Yet in corners, I felt the Tremec smooth those out. Impressive. The track program is really dialed in. The Ford team should be proud.

This thrust twists a trick carbon-fiber driveshaft into a Torsen gear-type limited-slip differential—a good choice for a front-engine chassis because it doesn’t lock up much off power. This helps get the GT500 pointed into the turn, and it’s also a non-wear item, unlike the clutch-type diffs.

If the driver remains very responsible with the right pedal, the Shelby is responsive and stable. The MagneRide shock system soaked up the curbs and bumps, but it floated a bit under the loads of pro speeds. Happily, though, when the PS4S tires did break loose, it was mostly a gradual, even enjoyable experience. The GT500 has that magic combination of steering response at the limit: the ability to tighten its line while loaded laterally in the middle of a corner, without losing grip at the back.

The Shelby handles this great grunt very well—even with its traction/stability control fully disengaged. (I don’t recommend this unless you’ve completed several professional driving schools, one of which Ford offers with the purchase of a GT500, or have won Daytona at least once.) It’s an incredible thrill, breathtaking, to lay the pedal to the metal. But it requires skill to handle that thrill.

Stopping this rig were perhaps the largest rotors (16.5 inches) and Brembo calipers I’ve yet to experience. Although the big Shelby could dive deep, deep into the tight corners VIR presents at the culmination of its long straights, it was here I could find my only real complaint: a bit of a long brake pedal, which was a little disconcerting at 170 mph. No fade but some squish. They even bled the brakes for me, yet both test Shelbys felt spongy. This was surprising because I recall complaining that the GT350’s brakes were too strong, requiring only a big toe. Perfect would be somewhere in between

The incredible performance capability of the new Shelby (especially with the Carbon Fiber Track package) moves the Mustang into the supercar realm, it pleases me to claim. Both Shelby models provide such thrills that they represent good value even at these prices—driving with confidence-inspiring and consistent speed that is rare to find at any price.

So, to the numbers: Lap times for the C8 Z51 and the standard GT500 were quite comparable, though achieved in different ways. The Shelby evaporates the straights; the C8 carves the corners.

The Shelby carries the load of your family, so in spite of its fantastic, predictable balance, the Corvette can leave it in the twisties, driven precisely.

Once we tried the GT500 equipped with the Carbon Fiber Track package, however, it was all over for the street ‘Vette. The CFTP Shelby is magic on the racetrack, wearing R-compound Sport Cup 2s, carbon wheels, lower and firmer springs/bars/shocks, a proper wing and hell-yes-they-work aero fitments, and much more. Fire it up, and the Shelby is long gone in a blaze of glory.

So here’s the greatest difference between these fantastical motorcars. Shelby: raging, proficient power. C8 Corvette: precision, potential, and style. The price, similar. The choice, yours. The pleasure, ecstatic.

Source; Randy Pobst: MotorTrend


World Cup racing resumes in Lake Placid on Friday

World Cup racing resumes in Lake Placid on Friday

LAKE PLACID, N.Y. (Dec. 12, 2019)– The second week of bobsled and skeleton World Cup racing begins tomorrow at the Olympic Sports Complex in Lake Placid. This weekend will feature skeleton races for the women and men, a women’s bobsled competition, and double four-man bobsled races.

The detailed schedule is as follows, with all times listed in EST:

Friday, Dec. 13
10 a.m.: Women’s skeleton heat #1
11:30 a.m.: Women’s skeleton heat #2
2 p.m.: Men’s skeleton heat #1
3:45 p.m.: Men’s skeleton heat #2

Saturday, Dec. 14
10 a.m.: Four-man bobsled heat #1
11:45 a.m.: Four-man bobsled heat #2
2 p.m.: Women’s bobsled heat #1
3:45 p.m.: Women’s bobsled heat #2

Sunday, Dec. 15
10 a.m.: Four-man bobsled heat #1
11:45 a.m.: Four-man bobsled heat #2

Savannah Graybill (Denver, Pa.), Megan Henry (Roxbury, Conn.) and Kendall Wesenberg (Modesto, Calif.) will represent Team USA in the women’s skeleton competition, while Andrew Blaser (Meridian, Idaho), Austin Florian (Southington, Conn.) and Alex Ivanov (Carlisle, Mass.) will compete in the men’s race.

Wesenberg led USA Skeleton last weekend with a sixth place finish, while Florian was the top men’s finisher in 14th. Henry, Blaser, and Ivanov made their World Cup debuts last weekend. The team is eager to medal on home ice before the tour heads to Europe.

Two American sleds are entered into the women’s bobsled race. Three-time Olympic medalist Kaillie Humphries (Carlsbad, Calif.) and Olympic silver medalist Lauren Gibbs (Los Angeles, Calif.) will once again team together. Humphries and Gibbs aim to repeat their gold medal performance from last weekend’s season opening race. Brittany Reinbolt (Searcy, Ark.) and Sylvia Hoffman (Arlington, Texas) narrowly missed the top-six last weekend, and are hungry to podium on Saturday.

Hunter Church (Cadyville, N.Y.) put together two strong fifth place finishes in last weekend’s double two-man races, and the 23-year-old is eager to get back on ice in four-man, which he considers his specialty. Josh Williamson (Lake Mary, Fla.), Jimmy Reed (Garmisch, Germany), and Kyle Wilcox (Tampa, Fla.) will compete with Church in both races.

Codie Bascue (Whitehall, N.Y.) continues to battle back from a hamstring injury sustained during team trials. He will race with Blaine McConnell (Tacoma, Wash.), Adrian Adams (Reidsville, N.C.), and Kris Horn (Pembroke, Mass.) in the first race, and with McConnell, Chris Kinney (Stockbridge, Ga.), and Horn in the second competition.

Geoff Gadbois (Milton, Vt.) is scheduled to race with Chris Avery (San Diego, Calif.), Kinney, and Dakota Lynch (Boise, Idaho) on Saturday, and Avery, Adams, and Lynch on Sunday.

Please contact USABS Marketing & Communications Director Amanda Bird at 518-354-2250, or amanda.bird@usabs.com, with media inquiries. Media interested in attending either weekend of racing can apply for a credential at https://www.whiteface.com/media.

About USA Bobsled & Skeleton
USA Bobsled & Skeleton (USABS), based in Lake Placid, N.Y., is the national governing body for the sports of bobsled and skeleton in the United States. USABS would like to thank its sponsors, suppliers and contributors for their support: BMW of North America, Under Armour, Kampgrounds of America, BiPro, Boomerang Carnets, Hudl, Tesa Tape, PVS International, Ferris Mfg. Corp, Machintek, deBotech and Carpenter. For more information, please visit the USABS website at www.usabs.com.


Ode to the Burnout

Save your letters. we know better.

Thanks to the curiosities of a liberal-arts education, I found myself with a 21-credit workload in my last semester of senior year, one that included a seminar on John Milton’s Paradise Lost. Published in 1667, the epic, 10-volume poem wraps itself around the biblical fall of man, painting a picture of humanity’s temptation from Satan’s view. Our professor argued that, deep down, Milton saw temptation as a kind of litmus test for the soul.

This story originally appeared in the December 2019 issue of Road & Track.

If that’s true, Performance Car of the Year might well be the bar exam for moral fortitude. Spend a week in the world’s most spectacular cars. Visit a beckoning track and some of the country’s best roads. Don’t go weak in the knees at the soprano trill of a 600-hp, twin-turbocharged 3.8-liter McLaren V-8. Try not to think too hard about being one of the first people on the planet to get your hands around the neck of the mid-engine Corvette. Be a good boy. But as John Henry opined, a man ain’t nothing but a man. We were somewhere outside Tahoe when that wide lake of asphalt and six days of sleep deprivation finally got to me. I’d spent the better part of a week pretending to be a professional. But when I found myself alone, in the first mid-engine Corvette, with acres of empty ski-park pavement ahead, no amount of restraint or discipline could stand up to desire. I had found my garden, and the serpent was waiting.

I’m more of a middle-path kind of guy, anyhow.

Burnouts and donuts, juvenile as they may be, are as pure a celebration of the automobile as you’ll find. Sports cars are wrapped up in the quandaries of personal freedom more than any other vehicle on four wheels, in pushing the bounds of legally and socially acceptable behavior. We do the math every time we choose to take the convertible to work instead of the family crossover, when we push a brake zone a little deeper, when we lean on the accelerator while chasing shadows up a mountain. Or when we turn the rear tires to billowing clouds. Modern life is increasingly a series of confined boxes, and a sports car fits in none of them.

A good burnout isn’t entirely frivolous. If you listen, it will tell you a thing or two about the people who put the car together. In this age of eager litigation, some automakers simply deny you your inalienable right to light tires on fire. Doesn’t matter how many systems you shut off, a digital overlord will step in and pull power until you get back to acting like an adult. On a certain level, it makes sense. If you sat down and designed a sports car by bullet point, listing necessary functions on a spreadsheet, a burnout would be last on the list. Apart from drag racing, the act serves no logical function. But it’s such a fundamental question: Who’s in control of this vehicle? You or some attorney in Michigan?

This next-generation Corvette has moved the badge further from its roots than any Vette before. And from the moment I saw it sulking in the California sun, I needed to know if the thing remembered how to be America’s sweetheart. So I switched off everything and leaned into mechanical masochism. Somewhere, Satan smiled. The car performed a perfect pirouette, that pushrod small-block screaming at the sky while the tires went to vapor. A devotional to free will. Automotive enthusiasm’s shit-eating grin.

If God really wanted us to be good all the time, he wouldn’t have planted that apple tree. Or given us rear-wheel drive.

Original Source: Road&Track


The 2020 Chevrolet Corvette is Here! And the BEST C8 Content is at MotorTrend

The 2020 Chevrolet Corvette is one of the most anticipated vehicle reveals of the century so far–are you as excited as we are? For the first time, the production-spec Corvette will be a mid-engine car, opening possibilities to a much higher level of performance than we’ve ever seen from the ‘Vette. But you know all that. You’re here for world-class, comprehensive 2020 Corvette coverage and photos you can only find at MotorTrend.

So be sure to check back frequently, as we’ll be adding Corvette content after the C8’s reveal. Enjoy!

Motor Trend links:

CORVETTE CONVERTIBLE

OMG NEW CORVETTE

C8 ENGINE AND TECH

FUN STUFF

Original source: Motor Trend


C8 Corvette ZR1 Will Get 900-HP, Twin-Turbo, Hybrid V8 Engine: Report

This is the first time that we’ve heard concrete news about a hybrid version of the C8, and their source has confirmed that it is indeed coming very soon. The supposed ZR1 will utilize the engine found in the Z06, a dual-overhead-cam V8 that happens to be flat-plane-crank and twin-turbo; similar to the one found in the C8.R race car. The hybrid system will be completely performance oriented, and will place an electric motor between the engine and transmission to increase output considerably to 900 horsepower. That’s not all, apparently, the C8 Stingray has some space in the front trunk that’s reserved for a pair of front-mounted electric motors that are said to increase performance and apply torque vectoring to aid the rear axle and its electronically controlled limited-slip diff, essentially meaning that the ZR1 will be all-wheel drive. 

More Tiny C8 Details:

 2020 Corvette Stingray Almost Had A Split Rear Window: Report

Furthermore, their source indicates that the rumor of the 4.2-liter Blackwing V8 engine from Cadillac being shared with Corvette models is false; GM gave Cadillac and Chevrolet the resources to design and develop two different V8s at the same time. The hybrid system also has the consequence of added weight and proper placement to retain performance and a low center of gravity, so your guess is as good as ours as to where Chevrolet plans to mount the entire system.


2020 Corvette Stingray Shown at Spring Mountain’s SEMA Display

Spring Mountain Motor Resort and Country Club, home of the Ron Fellows Performance Driving School, is located less than hour from Las Vegas and they bring a continent of cars and people to the annual SEMA Show at the Las Vegas Convention Center.

Drivers for Ron Fellows School provide hot laps for the attendees which is hella fun if you have ever had the opportunity to catch a ride in one of the ZR1s they have. In addition to the hot laps, Spring Mountain also has booth display at SEMA and featured prominently is the 2020 Corvette Stingray wearing the Ron Fellows Driving School livery.

We asked Spring Mountain’s Todd Crutcher send us some photos of the 2020 Corvette on display as it’s the only place at SEMA outside the Chevrolet display where you catch the C8 Corvette in the flesh.

Chevy had displayed a C8 Corvette with the Ron Fellows door stickers at both the Woodward Dream Cruise and Corvettes at Carlisle, but the car on display at SEMA is much more representative of the Ron Fellows livery that also features the No. 01 car number on the front and back while Michelin stickers are also featured. A windshield banner completes the look.

This C8 Corvette is a Z51 model and 3LT trim package and inside is the two-tone Blue leather interior. The Stingray also shows off the visible carbon fiber roof panel that’s only been spotted a couple of times.

There has yet to be any kind of announcement regarding a driving school for owners of the C8 Corvette at the world-class driving school, but we’ve been told to stay tuned as things are progressing. We do know that a continent of cars will be built for the school and that they will be used as part of the official GM training for dealerships who are selling the new sports cars. While the strike has messed up the original timeline for the school to receive their cars, we expect some sort of announcement will be made in the near future.

If you have purchased a C7 Corvette in the last year, your time is limited to take advantage of the 2-day Corvette Owner’s School that’s heavily subsidized by Chevrolet. To find out more information about the Corvette Owner’s school, visit SpringMountainMotorsports.com or call Melinda or Donna for details 1-800-391-6891. All Corvette enthusiasts are invited!

Spring Mountain / Ron Fellows Driving School


2019 Chevrolet Corvette ZR1 Review: Say Goodbye to the Bad Guy

Early-build C8 Corvettes are hard at work, ginning up enthusiasm for the biggest sea change in America’s sports car since the C2 dropped the stick axle. The 2020 Corvette is an extraordinary car that makes extraordinary numbers at an extraordinary price—and we would expect nothing less. But before we rush headlong into the mid-engine era, can we stop and appreciate the outgoing C7 one last time?

Because it seems unfair, really, that the 2019 Corvette ZR1 has already become a thing of history, just another Vette in the model’s long and storied line. This is the culmination of not just the most recent generation of Corvette, but also the entire 66 years of the front-engine paradigm. Certainly, it is the costliest Corvette ever (and the highest-priced vehicle GM currently sells), with our test car ringing the bell at $142,075.

You spend that money for more power than in a regular Stingray—300 horses more. This is not unlike having an extra V-6 Camaro engine bolted to the top of your Corvette’s 6.2-liter V-8. Except the ZR1 actually employs a supercharger, with which the big, bad LT5 can blow even the brick house down, making 755 horsepower and 715 lb-ft of torque. Chevrolet says all that power comes from using both direct injection and good, old-fashioned port injection, a trick that also helps the Silverado return better gas mileage.

At idle the ZR1 rumbles like a seismic event and its rips and crackles at full snort are the sounds of a natural disaster. Hang on and hope that you don’t do anything stupid, like keep your foot in it for too long or try to outsmart its eight-speed automatic. (A seven-speed manual is also available.) Things happen quickly in the ZR1 and there is no chance of running out of car before you run out of road. It may not produce the acceleration numbers of an all-wheel-drive Tesla Model S Performance, but the violence of internal combustion in the Corvette augments its own sensation of speed to produce a far more visceral drive.

Indeed, the ZR1 must rank among the baddest sports cars to ever roll on four tires. In this case, those are sticky Michelin Pilot Sport Cup 2s that owners should probably think about buying in bulk. Yet before the ZR1 was even launched, it was guaranteed to be overshadowed by the C8, just as it would be doomed to share most of its interior bits with the not-aging-so-well C7. Was it really only six years ago that this cabin seemed modern? But Chevy can’t really be blamed for spending money on interior upgrades for the new car rather than throwing good money after bad on this one-and-done special.

Behind the wheel, the view out over the vast hood of the ZR1 is like nothing likely to come again. The tops of its sharp fender creases still call to mind the outrageous C3, but they no longer seem like peaks compared to the mountain range in the center of the hood. The protruding carbon-fiber engine cover stands proud of the hood and is good for at least couple taps up on the power-seat adjuster. If the optional Competition Sport seats are too tight and the Track Performance package too stiff for the comfort of your average Corvette owner, well, those are items you add to your ZR1 when the pursuit of lap times render money no object.

Like its Z06 and Grand Sport siblings, the extra-wide ZR1 makes any road feel narrow, and makes narrow roads seem like goat paths. Thankfully its steering is prescient and immediate, giving the car an astounding athleticism. Talking about things like handling and grip after driving a ZR1 on the street is akin to holding forth on surgical techniques after binge watching Grey’s Anatomy. If the Cessna wing blocking access to the trunk isn’t a strong enough hint that exploring the limits of a ZR1 anywhere that doesn’t require a balaclava and helmet is a bad idea, maybe you’ve just sniffed too much of the ZR1’s resinous off-gassing. That cologne is yet another reminder that even at 218 percent of the price of a base Stingray, the ZR1 is still 100 percent C7.

With first tests of the C8 showing that it’s quicker to 60 miles per hour than the ZR1, the King of Corvettes has already abdicated its throne. It seems sea changes occasionally happen in the blink of an eye.

Originally written by Jeff Sabatini; Automobile


The C8 reviewed: The totally redesigned 2020 Chevy Corvette

It’s drop-dead gorgeous, with a few breaks in tradition

Oh boy, Chevrolet invited out the pitchforks with the reveal of the totally redesigned 2020 Chevrolet Corvette, or as it’s known inside Chevy: the C8. It’s a major leap of faith for those in charge at the bow tie brand. This marks the eighth generation of the iconic 2-seater. From the get-go, the introduction of every generational Corvette has been highly anticipated. So, what makes this launch any different? Well, nearly everything.

The first of two glaring changes is, for the first time since its original launch 67 years ago, the engine is located between the passengers and the rear axle. Yep, the 2020 Corvette is a midengine car. The second huge change is, it will no longer offer a manual transmission. What! That’s right, the only transmission available is an 8-speed dual-clutch automatic. A driver can still manually shift the transmission, but it’s by-wire technology. Also, for the first time, leaf springs won’t be a suspension component. Chevy went with coil springs at each wheel.

Clearly, Chevy has two key goals for the radically updated Corvette: Thrust it into the elite circle of supercars like Acura NSX, Audi R8 and McLaren 570, as well as appeal to a younger audience. In doing so, however, the threat is the loss of Corvette’s traditional owner base. Cue the pitchforks. If early orders already accounting for the first year’s production are any indication, though, Chevy doesn’t have much to fret about.

The new Corvette is priced from $59,995 to $73,040.

Forgetting the politics of such a sea change, while ignoring our own knee-jerk predispositions for maintaining Corvette traditions, we found our time behind the wheel to be a real revelation. Checking all the supercar boxes of performance, active suspension, midengine design and stunning exterior styling, the reimagined 2020 Chevrolet Corvette should win the hearts and minds of new generations of Corvette owners. As for the traditionalists, we think what the 8th-gen Corvette brings to the party will win over most of them, as well.

What’s new?

The Corvette is totally redesigned for 2020.

What we like

  • The Corvette is totally redesigned for 2020.
  • What we like
  • Drop-dead gorgeous styling
  • Radically improved handling
  • A supercar that’s an everyday driver
  • Sub 3-second sprint to 60 mph with Z51 package
  • A $59,995 starting price

What we don’t

  • Stingy cargo space
  • Hard-to-appreciate steering-wheel design
  • Will probably be in short supply for the first year or more

How much?

$59,995 to $73,040

Fuel economy

Filling the well behind the passengers is an updated version of last year’s LT1 engine. It’s the LT2 that’s a 495-horsepower 6.2-kiter V8 developing 470 lb-ft of peak torque. This is the most hp and torque on any entry-level ‘Vette yet. Chevy made a few changes, mostly to accommodate its amidships placement. One being that the air intake now originates in the rear.

The 2020 Chevrolet Corvette is all about the driving experience.

Hustling engine output to the rear wheels is an 8-speed dual-clutch automatic transmission with steering wheel-mounted paddle shifters.

As already mentioned, Chevy is claiming a 0-to-60 mph time of less than three seconds with the $5,000 Z51 package.

No fuel economy government estimates were available as of this writing.

Standard features and options

The 2020 Corvette is available in three trims: 1LT, 2LT and 3LT. When it goes on sale early in 2020, there will also be a convertible version. All prices include the $1,095 factory delivery charge.

The Corvette 1LT ($59,995) comes with Brembo anti-lock brakes with black-painted calipers, a clear engine-compartment cover, 19-in front/20-in rear aluminum wheels, power outboard mirrors with integrated turn signals, LED headlights, a 12-in diagonal color driver information center, dual-zone automatic climate control, Mulan leather seating with perforated inserts, 8-way power-adjustable seats, cruise control, keyless open and start, remote start, a leather-wrapped power tilt-and-telescopic steering wheel, Teen Driver parental controls, an HD backup camera, rear park assist, Bluetooth connectivity, 4G LTE Wi-Fi hot spot capability, OnStar connected services capability, Infotainment 3 Plus System, an 8-in HD color touchscreen, a 10-speaker Bose audio system with HD radio and satellite radio capability.

To the 1LT features the 2LT ($68,390) adds heated/autodimming/power-folding outboard mirrors, a 14-speaker Bose Performance-Series audio system, cargo nets, upgraded 3 Plus infotainment system with navigation, HD front vision camera, a head-up display, a heated steering wheel, an inclination sensor, memory driver/passenger convenience package, power-lumbar and power seat-back bolster front seats, rear cross-traffic alert, blind spot monitoring, antitheft system and wireless charging.

Stepping up to the 3LT ($73,040) adds a custom leather-wrapped interior package, upgraded seats, Napa leather seating with perforated inserts and sueded microfiber-wrapped upper interior trim.

Some features standard on a higher trim are options on lower ones. Several options, though, are across the board, like the performance exhaust, Z51 Package, the body-color dual roof, the carbon fiber roof and the transparent roof panel. There are plenty of customizing touches, too, like different color calipers, seat belts, exterior accents, interior accents and red seating.

Safety

The updated Corvette has the usual safety features like four air bags, stability control, traction control and anti-lock brakes. Also standard across the trims is a backup camera, rear park assist and Teen Driver. Standard on the 2LT and 3LT are blind spot monitoring, rear cross-traffic alert and a front vision camera.

No third party has safety or crash tested the 2020 Corvette.

Behind the wheel

The first thing you notice when climbing into the driver’s seat is the uber-low seating position. Next is the oddly shaped steering wheel that’s more of a rectangle than a circle. This is a driver-centric cabin, surrounding the driver on three sides with controls and switches of one sort or another. Things not directly in front of the driver are canted toward him or her. This is not a cockpit engineered for trips to lover’s lane. You can see and speak with the passenger from the driver’s perch, but anything beyond patting your passenger’s head is another matter entirely. The center tunnel is huge.

The Corvette has an oddly-shaped steering wheel.

Enough about the color of the drapes. We like the options Corvette provides to the driver to make the experience his or her own. There are four driver settings (Tour, Sport, Track and Weather) to dial in performance to suit the current conditions. There’s even another setting for the driver to customize things to personal taste.

At the end of the day, what the Corvette is all about is the driving experience. Thanks to the midengine arrangement, not only is the weight more evenly distributed front and rear, the engine sits lower for a lower center of gravity. The car feels more planted and predictable. You really feel in control. A function of 470 hp and a svelte 3,500 pounds of mass, acceleration is as neck snapping as you want it to be.

Chevy made every effort to make the new Corvette more rigid, which translates into better control and cornering. Whether cruising along the freeway or attacking a few curves, the 2020 Corvette is every inch the supercar Chevrolet hoped it would be. And, we still think it’s the best performance bang for the buck.

Other cars to consider

2020 Acura NSX — Don’t let the fact the NSX has a hybrid powertrain fool you. This is still a performance midengine car with impressive acceleration and excellent handling.

2020 Audi R8 — Even without Tony Stark’s endorsement, the R8 is a terrific car. Enjoying a little more horsepower and torque for 2020, it performs as well as it looks.

2020 Porsche Cayman — Hey, it’s a Porsche . Timeless styling and an available 2.5-liter turbo engine that delivers as much as 365 hp.

Autotrader’s Advice

How can you go wrong picking any combination of Corvette trims and options? Having said that, we’d recommend sticking with the 1LT and adding the Z51 Package. It keeps the price about as low as possible, but provides serious performance.

This story originally ran on Autotrader.com.


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deBotech’s August 2019 Employee of the Month- David Laws

deBotech, Inc. would like to recognize our August 2019 Employee of the Month: David Laws

David has been a member of the deBotech team since April of this year his determination and work ethic was noticed from the get-go and has landed him the position of Production Supervisor.

His dedication to work is unlike any other. David ran into car trouble early last week living in Charlotte he knew it would be difficult for him to commute to work daily so he got a hotel located on Highway 150 which is roughly five miles away from our office. Locals know how busy HWY 150 is at all hours of the day. Not only, did David make it work on time each day, but he did so by walking!  We had no idea that this was the case because David never complained, to anybody and kept this to himself.

David, we recognize and appreciate your dedicated efforts and are so happy to have YOU on our team! Your personal commitment to Quality is obvious in everything you do! Thank you for going the extra mile *literally*.

deBotech hopes others are inspired by this man’s dedication to showing up, commitment to his job and team and most importantly his positive attitude despite obstacles.