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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


Daily Driver 2019 Corvette ZR1 Runs the Quarter Mile in 8 Seconds

With the C8 Corvette on the way, the 2019 Corvette ZR1 has sort of slipped from our collective consciousness, yet every once in a while a video comes along that snaps our focus back to the most powerful Corvette ever made.

It took the tuners over a year to unlock the secrets of the ZR1’s ECU, but thanks to HP Tuners and shops like Houston’s Late Model Racecraft, the true potential of the supercharged LT5 V8 has finally been unleashed.

YouTube channel High Tech Corvette calls this ZR1 one of the fastest in the country right now and we agree as we watch it blast through the quarter-mile in 8.7 seconds at over 155 mph.

With the drag radials on the car, this ZR1 hooks up so well that even removing the rear high wing only saves a few hundredths on the clock.

From High Tech Corvette via YouTube:


Hennessey Performance Offers First Look at Packages to Tune the C8 Corvette Up to 1200 HP

Texas tuning shop Hennessey Performance has shared some initial information and photos today as they begin to detail their plans to tune the 2020 Corvettes with the top package offering a whopping 1200 HP.

The HPE1200 package will feature a specially-built twin-turbo LT2 V8 with upgraded internals including forged aluminum pistons and forged steel connector rods. The HPE1200 Twin Turbo C8 Corvette will also see its factory dual-clutch transmission upgraded and fortified to handle the additional power.

“We expect the new C8 Corvette to be an excellent platform from which our clients can further personalize their cars, which obviously includes adding more power and performance,” said company founder and chief horsepower evangelist, John Hennessey. “Over the past several months we have had hundreds of inquiries from C8 buyers wanting to know what we will be offering for the new Corvette. Thus, we created an online questionnaire and have received over 250 completed forms and getting more every day. The customers are telling us what they want and big surprise – they want more power!”

Not just content to tune the engine, Hennessey’s C8 Corvette packages will also offer its signature “CarbonAero” carbon fiber body upgrades that includes a front splitter, air dam, and a rear carbon fiber wing. HPE will also offer an upgrade to the Brembo brake systems, as well as an upgraded Penske suspension, and wheel/tire upgrades.

Hennessee says a stainless-steel exhaust system upgrade is also in the works as well as a 700-hp supercharger system once the car’s computer can be accessed for tuning.

“We are very excited about the new C8 Corvette and have big plans for it,” said Hennessey. “From mild to wild, we plan to offer a wide variety of track-tested parts and upgrades that come with a warranty. We’ve modified over 500 C7 Corvettes since 2013 and expect to upgrade many more C8 Corvettes starting in 2020!”

Hennessey has a form on their website to gauge customer interest in their HPE packages for the C8 Corvette, so if you’re interested, head over to HennesseyPerformance.com.

Original source Hennessy Performance


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


Most Expensive 2020 Chevy Corvette Convertible Costs $113,955

Configurator with pricing info is up, so we’ve decided to max it out.

We’ve been periodically checking Chevy’s website for the Corvette C8 Convertible configurator ever since it went up at the beginning of October to see if there’s pricing available. You can finally know how much the desired spec is going to set you back as the configurator now has all the pricing details included. Much like we did with the coupe a few weeks ago, we’ve decided to max out the online builder in an attempt to find out how much a fully loaded Stingray Convertible costs.

We’re not going to go through each and every option as we did in the previous post because most of them are identical. It’s worth pointing out the convertible commands a $7,500 premium over the coupe and it starts at $67,495 for the entry-level 1LT. Go for the better-equipped 3LT and the price jumps to $78,945, and then you can add this $995 Long Beach Red Metallic Tintcoat paint and a dual racing stripe also priced at $995.

The most expensive options available for the C8 Convertible are the $5,000 Z51 Performance Package and the $4,850 Grounds Effect Kit, but on top of these, you can also add the $2,095 grille insert and $1,145 side mirror caps both finished in visible carbon fiber. Another pricey option is the $2,695 wheel set measuring 19 inches up front and 20 inches at the rear, with a five-spoke design and a Performance Pewter-painted finish.

If you truly want to go all out with the configurator, Chevy will be more than happy to provide you with a two-piece leather travel bag set for $1,450 as well as indoor and outdoor car covers each priced at $460. Inside, a carbon fiber trim adds $1,500 to the final bill, while the Competition Sport bucket seats are an additional $500.

With all the boxes ticked, you’re going to end up with a 2020 Corvette Stingray Convertible that costs $113,955, plus an additional $110 worth of dealer-installed

As you’re probably aware by now, production of the C8 has been delayed until February 2020, so it’s going to be a long wait to park the new Corvette in your garage.

Hit the source link below to play with the configurator and see if you can beat our price.

Hit the source link below to play with the configurator and see if you can beat our price.

Original source: Adrian Padeanu; Motor1


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.


How the C8 Corvette’s Dual-Clutch Has Changed Since We Drove the Car

The new Corvette has an eight-speed Tremec DCT. We weren’t crazy about it in the pre-production C8 we drove, but engineers tell us the final version will be better.

For the C8 Corvette, Chevrolet abandoned the traditional manual and torque-converter automatic for a new, eight-speed Tremec dual-clutch. And in our Performance Car of the Year testing, the gearbox was the weakest component in the pre-production C8 Stingray we had on hand. It’s part of why the Corvette didn’t win.

In automatic mode, the DCT dolled out nice, snappy shifts, but when using the paddles, it could be clumsy. Too often we found ourselves running into the rev limiter, or having downshifts denied after a paddle pull. But, the C8 we drove wasn’t a finished product. There’s been development work since we drove the car, and that work will continue for the foreseeable future. At a powertrain engineering seminar held by Chevy last week, we asked Glen Hoeflinn, controls program manager for the DCT, what will change from the car we drove.

“Maybe you get some humpy-bumpy shifts here, you get a little bit of that there. That all gets refined out,” Hoeflinn said. “It’s in final refinement, and then it’s in final checks and looking what we’re doing and making sure that it’s behaving exactly [how] we want.”

“That’s what we’ve done since the car that you had. Doing all that refinement and making sure it’s ready to go for everybody across the all the cars.”

A dual-clutch presents unique challenges, no matter what sort of car it’s in. “There’s a lot of pre-selection interaction that goes on in the background,” Hoeflinn said. “It’s the same choreography” between the engine and transmission, he added, but without the “luxury” of a torque converter, there’s a lot more programming work involved.

As you’d expect, the transmission has different automatic shift strategies for the various drive modes, which adapt in real time. The more aggressive, the more spirited you drive, the more aggressive the car’s going to respond,” Hoeflinn said. “As you start to relax, the car’s going to start to relax.”

The DCT uses latitudinal and longitudinal accelerometers, and looks at information like throttle position and steering angle to gauge how the car is being driven, and react accordingly. For example, in Track mode with the transmission set to automatic, the car will downshift aggressively when the driver is braking hard into a corner, and hold upshifts until corner exit.

The C8 has two manual modes. If you pull a paddle while in Drive, you get a temporary manual mode, which automatically times out, or can be exited sooner by holding the upshift paddle. In this mode, the car will automatically upshift at redline. If you press the M button in the center console, you get full manual mode. There’s no time out, and the car won’t upshift at redline.

There are two other neat tricks available for drivers to exploit. First, if you hold the downshift paddle, the DCT will serve up the lowest possible gear. Do that while braking, and the transmission will keep downshifting as engine speed allows. And second, pulling both paddles at the same time is equivalent to pushing in the clutch pedal on a manual car, which allows you to rev the C8’s new V-8 as much as you want.

In the C8, the paddles are directly wired to the transmission control module (TCM) for quicker response times. “In other applications, from the paddle, the wire will go to the body control module and then from the body control module back over to the transmission. You have obvious latency there,” Hoeflinn said.

“It could be 25, 30, 40 milliseconds from the time you pull, to the time that transmission actually got the message. When you wire them directly from the paddle straight to the TCM, we’re getting the message instantaneously.” This doesn’t mean the paddles will give you a downshift that over-revs the engine—the TCM prevents that—it just helps reduce delay.

One of the headline figures of the C8 Corvette is its incredible acceleration. We timed a pre-production Z51 Stingray as hitting 60 mph in 2.8 seconds and running the quarter-mile in 11.2 seconds at 122 mph. With the C8’s Performance Launch mode, the car will actually use the inertia of the engine coming down between revs to propel the car forward. Chevy calls these “Boosted Shifts,” and they’re only used with a Performance Launch. In any other mode, they make the car feel unsettled.

From a mechanical standpoint, this new Tremec transaxle isn’t a radical departure from other DCTs. There are concentric clutches and input shafts for the odd and even gears. The even gears and reverse live near the front of the transmission, while the odds are at the back. A limited slip-differential is integrated within the unit. Base Stingrays get a mechanical diff with a 4.89:1 final drive ratio while Z51-pack cars get an electronic LSD with a 5.17:1 ratio. The overall gear ratio spread of 8.8:1 is the same regardless of differential.

The packaging of the transaxle is such that there’s a common oil sump—filled with 11 liters of Pentosin FFL-4 fluid—for all components. A cooler mounted to the top of the transaxle assembly means there’s no need for additional hydraulic lines, while two filters keep things clean. An externally mounted pressure-side filter requires replacement every 20,000 miles, while the internal suction filter mounted to the sump is a lifetime part.

We asked about why the C8 team didn’t try to do a manual. Hoeflinn and the other engineers present gave us a similar answer to Corvette chief engineer Tadge Juechter, when we interviewed him before the car debuted. They’d need to develop a new manual just for the C8, and considering the stick-shift market is shrinking, it would be an expensive endeavor seemingly without much reward. There are packaging constraints with the Corvette’s central backbone tunnel, too, which would require a hole to accommodate the shifter and gear linkage, hurting structural rigidity. Juechter also said the pedalbox would be cramped with a clutch.

Our first experience with this DCT was less than positive, but this is a gearbox that shows a lot of promise. We look forward to driving the finished product.

Originally written by Chris Perkins; Road&Track


OFFICIAL: The 2020 Corvette Stingray Goes 0-60 MPH in 2.9 Seconds; Runs Quarter Mile in 11.2 @ 121 MPH

OFFICIAL: The 2020 Corvette Stingray Goes 0-60 MPH in 2.9 Seconds; Runs Quarter Mile in 11.2 @ 121 MPH

Chevrolet today revealed the long-awaited performance figures for the 2020 Corvette Stingray. While the various magazines and websites have been releasing their numbers, we’ve finally gotten the official word straight from Chevrolet.

The 2020 Stingray with the Z51 package will hit 60mph in 2.9 seconds and run the quarter-mile in 11.2 seconds at 121mph. The base Stingray without Z51 performs the 0-60 sprint in 3.0 seconds and covers the quarter-mile in 11.2 seconds but at 123 mph. That’s a whole lot of boogity, boogity, boogity for just $60,000. But why is the base car faster than the Z51 in the 1,320? It’s the same reason the Z51’s top speed is lower than the base car – aerodynamics. All that aero that keeps the car planted in the corners holds it back at high speeds in a straight line.

“The performance of the 2020 Stingray has far exceeded our expectations,” said Alex MacDonald, Chevrolet vehicle performance manager. “Moving more weight over the rear wheels helps us get off the line quicker, but it’s the integration between the powertrain and chassis that really takes the performance to new levels.”

The 2020 Corvette Stingray Goes 0-60 MPH in 2.9 Seconds; Runs Quarter Mile in 11.2 @ 121 MPH

All that performance is the result of harmonization between the 495hp LT2 engine and the 8-speed Tremec DCT. The transmission is built at Tremec’s Wixom, MI facility utilizing components produced Belgium, Mexico, and other locales. The DCT itself is a complex unit that contains the rear differential, final drive unit, its controls system, various sensors, its lubrication system, and the cooling hardware. It’s a combination of all these items in addition to the inherent advantages of mid-engine architecture that allow the C8 to achieve its mighty performance.

“The goal from the beginning was to design a transmission worthy of an exotic supercar that is fun to drive everyday,” said Terri Schulke, GM global chief engineer of transmissions. “We achieved that goal by combining the best attributes of the LT2 and the DCT, and I think the impressive performance numbers speak for themselves.”

We expect to hear more details, including official fuel economy ratings, now through the car’s February start of production.

The 2020 Corvette Stingray Goes 0-60 MPH in 2.9 Seconds; Runs Quarter Mile in 11.2 @ 121 MPH

Chevrolet Confirms 2020 Stingray Quickest in its History
LT2 V-8 engine and dual-clutch transmission combine for unprecedented performance

DETROIT — Jaws dropped when Chevrolet first announced the 2020 Chevrolet Corvette Stingray coupe would accelerate 0 to 60 mph in less than three seconds with the available Z51 Performance Package. Today, the brand confirms the sportscar with the available Z51 Package can reach 60 mph in 2.9 seconds and cross the quarter-mile mark in 11.2 seconds at 121 mph.

Even without the available Z51 Package, a base Stingray, starting at $59,995 (including destination charges, excluding tax, title, license, and dealer fees), can reach 60 mph in three seconds flat and cross the quarter mile mark in 11.2 seconds at 123 mph. Performance numbers may vary, as different climates, tire conditions and road surfaces may affect results.

“The performance of the 2020 Stingray has far exceeded our expectations,” said Alex MacDonald, Chevrolet vehicle performance manager. “Moving more weight over the rear wheels helps us get off the line quicker, but it’s the integration between the powertrain and chassis that really takes the performance to new levels.”

A full chart of the above performance specs is listed below:


This groundbreaking performance is achieved through a formula of rear weight bias, tire technology, aerodynamics, chassis tuning and of course, the powertrain. The 6.2L LT2 Small Block V-8 engine and eight-speed dual-clutch transmission are in many ways the stars of the show.

Chevy’s Small Block Hits the Gym

The LT2 is the only naturally aspirated V-8 in the segment and is SAE-certified at 495 horsepower (369 kW) and 470 lb.-ft. (637 Nm) of torque when equipped with performance exhaust, making it the most-powerful entry Corvette ever.

“The LT2 is one of our best efforts yet in Corvette’s history of naturally aspirated high-performance Small Block V-8 engines,” said Jordan Lee, GM’s global Chief Engineer of Small Block engines. “This engine is incredibly powerful and responsive. Power is readily available when the driver needs it.”

The standard engine-mounted dry sump oil system boasts three scavenge pumps, which help make this the most track-capable Stingray in history. The LT2’s lubrication system keeps oil in the dry sump tank and out of the engine’s crankcase. It provides exceptional engine performance even at lateral acceleration levels exceeding 1g in all directions. The low profile oil pan is high-pressure die-casted – similar to some of Corvette’s large body structure parts – to reduce mass and is only 3.5 mm thick. The LT2’s pan-mounted oil filter and cooler assembly has cored oil and coolant passages, allowing for a 25 percent increase in cooling capacity over the LT1.

Much of the LT2’s additional power can be attributed to how much better it breathes. The intake system is a low restriction design and incorporates identical 210mm length intake runners and an 87mm throttle body. The performance header exhaust manifolds are also low restriction and feature a stylized four-into-one design with twisted runners to allow for thermal expansion. The camshaft now has 14mm gross lift on the intake and exhaust with an increased duration for both profiles, which helps the combustion system take advantage of the extra flow capacity. The LT2 retains variable valve timing, with 62 crank degrees of cam phasing authority.

The LT2 has a very low-profile oil pan. This allows the engine to be mounted low in the vehicle for a low center of gravity and improves handling and track performance. The DCT’s flywheel dampener was even reduced in diameter to allow for the lower engine position.

Bespoke DCT Puts the Power Down

Chevy’s first eight-speed dual-clutch transmission was designed to do two things – put the LT2’s power down and put a smile on every driver’s face. The bespoke, transaxle transmission was developed with Tremec to provide uninterrupted torque delivery whether setting a new lap record or heading out on a roadtrip.

“The goal from the beginning was to design a transmission worthy of an exotic supercar that is fun to drive everyday,” said Terri Schulke, GM global chief engineer of transmissions. “We achieved that goal by combining the best attributes of the LT2 and the DCT, and I think the impressive performance numbers speak for themselves.”

Engineering decided to use a dual-clutch design because it better supports the Stingray’s new mid-engine architecture and desired performance. The DCT aids vehicle performance with a very low center of gravity, enables desired weight distribution and offers maximum traction under acceleration. It is a highly integrated system, as it houses the differential, final drive, controls system, sensors, lubrication and cooling hardware.

The heart of the DCT uses dual concentric wet clutches that are opened by springs and closed by hydraulic pressure. The two clutches work in tandem for uninterrupted torque delivery as they toggle between gears. A separate lube circuit is used for on-demand clutch cooling to reduce parasitic losses. Holes in the outer housing allow for the wet clutches to operate moist instead of submerged. Gear ratios were engineered to be incredibly low-end biased for maximum acceleration. First gear takes advantage of the additional traction to get off the line quickly and reach 60 mph in 2.9 seconds with the Z51 Performance Package. The Z51’s 11.2 second quarter-mile acceleration is achieved by lightning-fast upshifts and excellent low-end torque. The gear ratios are:


The final drive and differential are integrated for the first time and make for an incredibly efficient package. A mechanical slip differential is standard on all 2020 Stingrays. The mLSD has an effective final drive ratio of 4.9:1 and is intended for straight line acceleration and dynamic handling. An electronic limited slip differential is offered on the Z51 Performance Package and has an effective final drive ratio of 5.2:1. It is intended for ultimate control during track driving and commands more authority than previous generation eLSDs.

Though they have different purposes, the mLSD and eLSD were engineered together. They share a common ring and pinion gear ratio of 3.55:1. Their ring and pinion gears also use a zero offset spiral bevel as opposed to the typical hypoid arrangement, which allows for a common fluid to be used and benefits overall packaging.


Software Plays Key Role

Beyond hardware, the transmission software controls are really where customers will find the most tangible benefits. Most of these will feel familiar when toggling through varying driver modes:

  • Tour: Moves to the background to provide quiet, smooth shifts for optimal ride comfort.
  • Sport: Gives drivers altered up and downshifts for more spirited driving.
  • Track: Maximizes vehicle performance with aggressive gear selection expected to keep the engine in a peak performance window.

A proprietary algorithm will influence gear selection if the car senses spirited driving. The level of aggressiveness will change with modes, but when sensed, the DCT can downshift early on hard braking, hold gears when lifting off the throttle and alter shifts points with lateral acceleration. All behaviors are intended to increase driving enjoyment and avoid unnecessary shifting.

To achieve peak acceleration numbers on the Stingray, drivers must initiate a performance launch. Once in Track mode, double pressing the traction control button will put the vehicle in Performance Traction Management for Magnetic Ride Control-equipped cars or Competitive driving mode for all others. Once prepared, the driver can then fully depress the brake and accelerator pedal together, and then release the brake pedal once 3,500 RPM are reached. Extensive work went into ensuring the DCT felt like the best of both worlds: the spirited, direct connected feeling of a manual and the premium driving comfort of an automatic. The magnesium steering wheel-mounted paddle shifters give a premium feel when pulled. For the most responsive shifts possible, the shift signal is sent directly to the transmission control module the moment the paddle pull begins. This avoids any communications delay through other modules and allows drivers precise control of their gear selection.

Unique features of the ergonomic paddles are:

  • Double paddle declutch – pull both paddles simultaneously to simulate pressing a clutch pedal.
  • Temporary manual – simply use either paddle while in Drive, and the vehicle will temporarily switch to manual mode.
  • Lowest available gear – hold the downshift paddle and the transmission will shift to the lowest available gear for a quick burst of torque.

The 2020 Chevrolet Corvette Stingray coupe and convertible are available to order at certified Chevrolet dealerships nationwide or on Chevrolet.com.

Source:
Chevrolet.com


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.


This Is What Formula 1 Will Look Like in 2021

Formula 1 is going to see a bunch of changes in 2021. The series is implementing some major shifts to the rules, with new car designs and a budget cap for teams, all with the goal of increasing competition and making races more exciting. For the first time, we’re able to see what the 2021 F1 cars will look like.

Formula 1 revealed the finalized car design at a press conference today, outlining all the new rules and regulations that will go into effect come 2021. The cars will be slightly heavier, and wear 18-inch wheels, which should allow for bigger brakes.

The aerodynamic package is what’s most important, however, because it’ll reduce disruption through the air, allowing for closer battles and more passing opportunities, which should mean more exciting racing. There are major changes to the front and rear wings, as well as the floor of the car. The suspension has been simplified, and wheel-wake control devices have been added to smooth out flow. In August, Formula 1 said this new design will have a 45-percent decrease in airflow disruption.

One thing that isn’t getting a significant update is the powertrain layout—2021 cars will still be using a 1.6-liter hybrid-assisted turbo V-6.

Of course, the car isn’t the only thing that’s been overhauled. The series is standardizing more parts, while restricting how many times certain components can be replaced or upgraded during a race weekend. There’s also a budget cap for every team for how much can spend on performance development, set at $175 million per season. The series says it’s contracted an independent regulator to make sure the spending limit is enforced.

That’s not all. There are changes being made to the race weekend schedule as well, with the pre-race press conference now happening on Friday, right before the first practice session. Furthermore, all teams must run at least two practice sessions per year with drivers who have completed two Grands Prix or fewer. This is done to give new drivers a change to show their worth.

Formula 1 has uploaded a video summarized all of the changes in a video below.

Source: Brian Silvestro, Road&Track


Corvette C8.R At Michelin Raceway Road Atlanta

 

Source: IMSA Official


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2020 C8 Chevy Corvette spins up an eye-popping mystery on the dyno

The intrigue around the 2020 Chevrolet Corvette isn’t close to ending. Motor Trend secured a pre-production build of America’s sports car for two weeks of testing, including a trial at the Hyundai-Kia proving grounds for MT’s Car of the Year roundup. It was treated like a priceless museum exhibit on loan: MT staffers kept the Corvette throughout the day, then returned the coupe to Chevy’s PR team every night. The day before handing the car back to Chevy for good, the magazine wanted to run a real-mpg test, but the testing company didn’t have equipment to deal with square tailpipes. So MT took the red Z51 coupe to its local, oft-used dyno for what would turn out to be six confounding runs. The numbers after the first run in fifth gear run: 558 horsepower and 515 pound-feet of torque. At the wheels.

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Assuming parasitic driveline losses of 15% would mean the Corvette was putting out around 656 hp and 606 lb-ft at the crank. If we assume a 10% loss, the crank figures come to about 620 hp and 570 lb-ft. Either set represents a shocking surplus over the Corvette’s official rating 495 hp and 470 lb-ft. And the official rating isn’t Chevy putting its best foot forward — GM pays to have the Society of Automotive Engineers (SAE) certify its output figures using the SAE’s strict protocols.

Having been thrown this stumper, MT personnel tried to sleuth it out. They called their road test editor. They called Chevrolet engineers. Their technical editor did some math. They put a 2020 Ram 2500 diesel on the dyno as a control vehicle. They spoke to Chevy engineers again and got revised gear ratios taking the limited-slip differential into account. They got explanations from those engineers about what might be happening. They performed five more runs, two of them in sixth gear even though fifth gear was the closest to a 1:1 ratio. The lowest figures came during run number five, posting 478 hp and 536 lb-ft at the wheels. Even at just 10% of parasitic losses, that’s 530 hp and a mongo 597 lb-ft of torque.

At the moment, none of the numbers add up, and none of the explanations can explain them. Head to Motor Trend to read the whole story. All we know for now is that there’ll be a lot more Corvettes put on a lot more dynos before this is through. Whenever GM can start building C8 Corvettes, that is.

Source: Johnathan Ramsey, Autoblog.


WHAT DOES THE STRIKE MEAN FOR 2020 CHEVROLET CORVETTE C8?

Are production delays possible?

Now entering its 10th day, the strike initiated by General Motors’ 50,000 factory employees across the US is causing the automaker to lose an estimated $50 million a day. Some estimates have that figure as high as $100 million. To pressure the United Auto Workers to make a deal, GM last week announced it will no longer pay for health insurance for striking workers. This means the UAW is now responsible for health benefits. Although progress is reportedly being made in negotiations between the two sides, a breakthrough has yet to happen. All the while, no new American-made GM vehicles are rolling off assembly lines but the all-new 2020 Chevrolet Corvette Stingray, at least so far, remains unaffected.

Read More at our site deBotech!

Source: CarBuzz


Corvette C8 Makes the Semifinalist List for 2020 Car of the Year

The Chevrolet Corvette C8 is on its way to potentially winning the 2020 North American Car of the Year award. The model has placed on the semifinalist list for this award along with foreign rival brands such as Volkswagen and BMW

The award

If you’re not familiar with this accolade, it’s an award given to the highest-rated vehicles in the car, utility vehicle, and truck categories. The winners of the 2020 awards will be announced in January at the North American International Auto Show. 50 judges selected from prestigious online, print, broadcast, and radio media outlets from the U.S. and Canada will evaluate the contenders to determine which three models will win the awards.

The competitive Corvette C8

The C8 Corvette Stingray is definitely deserving of the 2020 Car of the Year title, as GM Authority’s Jonathan Lopez points out. It’s one of the most anticipated sports cars to hit the market in a long time and is a stunning specimen of the new mid-engine platform that Chevy introduced specifically for this model.

More about the new Corvette

The Corvette C8 has already endeared itself to Chevy fans for a variety of reasons. For starters, the new mid-engine layout of the vehicle allows it to have a smaller extra trunk in the front. This space has the volume to accommodate a laptop and carry-on bag. It has a unique GPS-enabled tech feature that automatically lifts the vehicle’s nose when it reaches its destination, for a flashy entrance to any party or work function.

The model is also available in a variety of trendy, eye-catching exterior colors from Rapid Blue and Sebring Orange to Torch Red and Accelerate Yellow. And you can select from six different interior color themes in the cabin, for added flair.

The crowning trait of the C8 is its ability to go from a standstill to 60 mph in less than 3 seconds. The LT2 6.2-liter V8 engine yields 495 horsepower and 470 lb-ft of torque, for an exhilarating ride quality. Chevy also offers a Z51 Performance Package, which includes perks like Magnetic Ride Control 4.0, bigger brake rotors, and a shorter axle ratio for more track-ready driving dynamics.

Source: The NewsSource