The term ” American performance car ” produces a particular image in ones head. Visions of big burly V8s tearing down a stretch of two-lane blacktop or “stock” cars travelling at high speed along a banked oval. Many may snicker at the thought of them only being able to turn left. However, a growing list of sports cars could tangle with the best from Europe and elsewhere, such as Chevrolet’s Corvette. Since its inception in 1953, the primary task of “America’s Sports Car” was to fight against the European invasion of affordable, elegant performance cars. As the years went on, so did the need for the Corvette to be higher achieving – gaining features such as four-wheel independent suspension, disc brakes, and fuel injection.
By the mid-1960s, Many manufacturers from across the pond had discovered and implemented a new drivetrain layout for their top level performers. Placing the engine and transmission directly behind the driver proved optimal for weight distribution and high-speed handling characteristics. Zora Arkus-Duntov (also known as the father of the Corvette) and his team of engineers developed a showcase dubbed the XP-882 (later called the Reynolds Aluminum Car or Aerovette after a powerplant revision). After much displeasure from John Delorean (the general manager of Chevrolet during the period) due to incurred costs and potential impracticality. Zora rushed the project for its debut at the 1970 New York Auto Show after rumours swirling of Ford selling DeTomaso Panteras through their dealership network. The project would, unfortunately, become stillborn after budget considerations.
Through a glimmer of hope, a mid-engine concept of the Corvette would emerge again, now in 1986 as the Indy Concept (later known as the Corporate Research Experimental Vehicle or CERV 3). The modernized supercar concept was spilling at the brim with technology, powered by the up-and-coming ZR1’s LT-5 with a pair of turbochargers for good measure and loaded with other unique features such as carbon composite body panels, early CANBUS, and active suspension. But unfortunately, despite being essentially ready for production, the mid-engined Vette would be shelved again due to an economic recession and further concerns about final production costs (estimated to be $350,000-$400,000).
Although the Corvette has always been a front-engined rear-drive sports coupe, according to GM, the original layout had outlived its performance potential and thus needed to be revamped to remain competitive. The “C8” takes a departure from all before it, using aluminum and carbon composite instead of fibreglass for its structure. A lower profile is cut aggressively by large intakes and a swept glasshouse to aid visibility. This new generation is an exercise in function over form, with evidence of this littered all over the coupe. The door mirrors protrude at different lengths from the body, with the passenger side being longer so that its view is not hindered by the “A” pillar. Storage capacity needed to be better considering the new powertrain placement, making the C8 the first Corvette with two trunks. One in front and another in the rear behind the engine access hatch.
Powering the thoroughly modern Vette’ is a fifth-generation small-block Chevrolet V8 dubbed the “LT2”. A 6.2 litre overhead valve V8 is explicitly designed to be mid-mounted. A dry-sump lubrication system ensures proper oiling regardless of how many G’s are attained during spirited driving. The performance mill is capable of 490hp and 465lb/ft of torque, making this the most potent Stingray. Putting the power down is an 8-speed dual-clutch transaxle produced by Tremec and includes an electronic limited-slip differential in the shared aluminum case. The Stingray is capable of 0-100km/h in 2.9 seconds, rocketing through the quarter-mile in 11.2 seconds and onto a top speed of 312km/h (194mph).
Being at the forefront of performance for General Motors meant the C8 is a display of technical handling advancement. Fully independent suspension at all four corners using unequal length forged aluminum double wishbones with monotube shock absorbers with Magnetic ride control being an optional add-on. The composite mono leaf springs from previous generations have been binned in favour of steel coil springs that can be adjusted for preload and ride height if the front axle lift system isn’t equipped. Brembo handles braking with multi-piston calipers biting down on large diameter vented floating discs (338mm front and 351mm rear on this Z51 package example) and are covered by staggered 19in front, 20in rear wheels wrapped in Michelin Pilot Sport 4S tires to help optimize the available grip.
Though the mid-engined layout has moved the Corvette into a new high-performance realm, it is still unmistakably America’s sports car. It delivers exhilaration only previously found in supercars with much heftier price tags.
