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MID-ENGINE SPORTS CAR

Mid-Engine Masterpiece: The Eighth-Generation Chevrolet Corvette Stingray

December 3, 2020 by admin 2 Comments


A new mid-engine layout for the venerable Corvette.


2020 Chevrolet Corvette Stingray


Decades after developing prototypes of a mid-engine variant, the Corvette assumed that format beginning in 2020, which also represents the launch of its eighth generation. Known as the C8, the latest Corvette is an absolute head turner and a veritable bargain in a sea of high-end sportscars. The Stingray is the first of what’s promised to be several versions of Chevrolet’s iconic sportscar line.


2020 Chevrolet Corvette Stingray Review


Chevrolet offers the 2021 Corvette in one Stingray model. Buyers have a choice of a coupe ($58,900) or a Convertible ($66,400). Add $1,095 for the destination charge.

From there, shoppers will find three trims: 1LT ($59,995), 2LT ($67,295), and 3LT ($71,945). These prices are for the coupe and include the destination charge; add $7,500 to the respective trims to get convertible pricing.

We mention here 2021 pricing and specifications, which are unchanged, as the 2020 model sold out in November. As for the 2021s, production begins on Dec. 8.

The eighth-generation Corvette experienced production delays in late 2019 due to a United Autoworkers Union strike. In the spring, just as production was ready to ramp up, the COVID-19 pandemic shut production once again. Since resuming production, GM has been working diligently to fill back orders. Those orders are now completed, although some customers may have elected to receive a 2021 model.

We’re not seeing additional Corvette models for 2021, such as the Gran Sport or Z06. Instead, for its second model year the C8 ushers in new color schemes, wireless Apple CarPlay and Android Auto capability, and Magnetic Ride Control as a stand-alone option apart from the Z51 Package.


2020 Chevrolet Corvette


Exterior

How best to describe the new Corvette’s exterior? One word: awesome! We were struck, no lovestruck by how beautiful this sportscar is from the front, sides, rear, and even from the top. The new model brings forward many of the design cues from the C7, but what’s also apparent is that body houses a mid-engine layout. Thus, a clear departure from the previous models is evident, but not by losing the “vettiness” that has always defined this model.

You might also confuse the C8’s look with a Ferrari and that’s never a bad thing. There are distinct differences, but the angles are more similar than not.

2020 Chevrolet Corvette StingrayChevrolet claims the latest design is fighter-jet inspired, specifically drawn from F-22 and F-35 aircraft as well as Formula One cars. The cockpit sits forward and oversized air ducts occupy the rear quarter panels. The front end is the closest to a traditional Corvette look, while the rear features a huge spoiler and a taillight pattern that builds on the C7’s fantastic expression.

We applaud Chevrolet with building coupe and convertible models, the latter a hard-top variety that simply looks fantastic. The only drawback is that the convertible’s design eliminates the engine window, a feature that makes the engine bay a prominent part of the overall design scheme.

Chevrolet offers 12 color choices with the 2021 Corvette Stingray. Eight are no-cost choices; the other four include various metallic ($500) and tintcoat ($995) upgrades. Notably, the Long Beach Red Metallic Tintcoat ($995), which was featured on our test model was also one and done, now replaced by a Red Mist Metallic Tintcoat ($995).

Further customization is possible through various Stinger stripes ($500) and Full-Length Dual Racing Stripe Package ($995) choices. Our test model did not come with striping, but it did have the very fetching Edge Red painted brake calipers ($595).

One feature worth considering is the available Front Lift Adjustable Height With Memory ($1,495) option. A switch located at the base of the center console activates the same, using hydraulics to raise the front end by nearly two inches. Specifically, “Front Lift” works in under three seconds and at speeds under 24 mph to lift the Corvette. What’s also cool about this, is that the system will remember up to 1,000 locations by GPS, enabling you to avoid speed bumps and manage steep driveways with ease.


2020 Chevrolet Corvette Stingray
2020 Chevrolet Corvette Stingray


Interior

There is nothing ordinary about the Corvette’s interior. The Stingray features two distinct seating areas, with the driver surrounded by an aircraft layout and HVAC-related controls running on a panel strip from the top of the dashboard to the center console. It’s what divides the passenger section in more ways than one.

The steering wheel is unusual as it is small and squared. Yet, we never felt that it wasn’t suitable for this model. Our only qualm was with the location of the windshield washer stick – it juts out on the right side of the column and interferes with the knob controlling the console screen. While the stalk’s size is appropriate, we think relocating the control knob to the lower part of the panel would be the ideal solution.

Slip behind the wheel of the C8 and drink it all in – there is a lot going on there! Fortunately, none of it is particularly distracting. From the digital screen composing the instrument panel (and switch-controlled in the console) to handsome contrast stitching, the Corvette shows a level of sophistication we admire. Further, aluminum touches and even carbon fiber dress the cabin for success.

Depending on the trim level, you’ll find various seating options. From Mulan leather (1LT) to Napa leather (2LT), the seats are just what’s needed for this vehicle. Move up to the 3LT and Competition Sport seats come in. There are a number of design options available, including two-tone seats, red or yellow stitching, and sueded microfiber.

Beginning with the GT2 bucket seats, these chairs feature 8-way adjustment with power bolster and power lumbar. We found the front seats very comfortable and ideal for long drives.


2020 Chevrolet Corvette Stingray


Tech

The Corvette comes with an 8-inch diagonal HD screen, Bluetooth, a 10-speaker Bose audio system, HD Radio, satellite radio, USB ports, and Apple CarPlay and Android Auto smartphone compatibility.

Move up to the 2LT and the C8 gains navigation and a Performance Data Recorder, the latter works with your personal SD memory car. Here, the system captures video, audio driving statistics, date and time, and a special Valet Mode to track the car when you’re not behind the wheel. A wireless charging port is included, beginning at this trim level, and is fixed on the engine bulkhead between the seats.

Among the options available is a 4G LTE Wi-Fi hotspot for connecting up to seven devices and a head-up display with readouts for Tour, Sport and Track modes.

Safety

Most of the Stingray’s safety features appear beginning with the 2LT trim. Here, you’ll find rear cross-traffic alert and side blind-zone alert. What the Corvette doesn’t have is automatic emergency braking, lane-keep assist, or adaptive cruise control. Typically, sportscars don’t include certain advanced features we see in other models.


2020 Chevrolet Corvette Stingray
2020 Chevrolet Corvette Stingray


Performance

A familiar engine accompanies the C8 and that’s none other than a naturally aspirated 6.2-liter V8. Now in its fifth generation, this engine is also the most powerful one yet with an output of 490 horsepower and 465 pound-feet of torque. With the Z51 package, those numbers increase by 5 each, enabling this sportscar to reach 0-60 mph in just under 3 seconds.

The C8’s power comes from its engine, but it also benefits from its ability to “breathe” freely. To begin, its intake system features a low-restriction design marked by identical 210 mm runners and an 87 mm throttle body. According to its developers, the C8’s performance exhaust manifolds are low-restriction and represents a four-into-one design.

Further, the designers also worked in a dry-sump oil system, integrating that into the engine block which permits for better positioning in the form of a lower center of gravity. Moreover, the Corvette also utilizes a trio of scavenging pumps to harvest circulating oil, to ensure pressurized distribution to navigate the highest-g situations while on the track.

Sending power to the wheels is the work of a new 8-speed dual-clutch transmission. It’s an automatic arrangement with manual properties – sadly, no true manual transmission allowing for three-pedal foot action and deft shift-by-hand involvement is available this year. We think one is possible in the future, but not right now.

But shoppers should not stay dismayed for long: the dual-clutch transmission pushes through the gears faster than humanly possible. In effect, the transmission incorporates two manual computer-actuated gearboxes with clutches to mitigate torque loss. One shaft controls the even gears plus reverse, the other shaft manages the odd gears.

2020 Chevrolet Corvette StingrayTaking the C8 on the road simply opens a book to spirited driving that few other models can match, especially in the Corvette’s price range. Already the fastest Corvette made to date, the Stingray delivers on its promises consistently.

Hitting the Road

Activate the ignition and the Stingray roars to life, with a back-pressure whoosh to start things off and one accompanied by a loud idle. There’s no quiet mode here – you’ll wake the neighbors if you’re a night driver.

The Corvette simply strolls along until you’re ready to press the pedal to the floor. Once you do, the engine responds rapidly as an accompanying resonating roar fundamentally responds. No doubt about it, the C8 is quick and feels poised – weighty steering, deft handling, a comfortable ride, and firm brakes combine to make this superstar shine.

As you might suspect, we saved our fun driving for the backroads where traffic was nil. As much as we are sad the manual is no longer available, the new transmission is a keeper. We didn’t record our 0-60 mph times, preferring to simply put the C8 through the paces and do it all over again. Even as our speed climbed well above posted limits, we felt confident behind the wheel – the Corvette hunkers down, hugs the road, and almost begs to be driven hard.

And hard is the way to go – we were quite pleased with how much power is thrown down when passing, as the engine and transmission cooperated to find the right amount of power for the correct gearing. We were in awe time and again as the C8 pushed hard and rewarded us with neck-snapping responses.

What shouldn’t be overlooked is the Corvette’s weight distribution. While the previous model had an ideal near 50:50 (front to rear) weight distribution, the mid-engine layout makes it 40:60. The rear bias, though, changes the driving dynamic by improving traction and straight-line performance. That’s more power sent to the pavement than any previous model, including those with 755 horsepower (C7 Z1, that is).

Z51 Performance Package

You don’t believe for a moment Corvette shoppers will settle for a base model, do you? It’s doubtful you’ll find one anyway as the popular Z51 Performance Package ($5,995) just shouldn’t be overlooked.

What makes the Z51 worthwhile? First of all, it’s required for track use. The standard model does a lot of things quite well, but if you’re planning on track time, an upgrade is in order. Certainly, you could forgo the upgrade, but chances are you won’t – track time planned or not.

The package is composed of several features including performance Brembo brakes, a performance suspension system, performance exhaust, performance rear axle ratio, and an electronic limited-slip differential. Further, the package includes a heavy-duty cooling system, a Z51-specific front splitter and rear spoiler, and Michelin Pilot Sport 4S tires. The staggered tires measure 245/35ZR19 in the front and 305/30ZR20 at the rear. Specifically, they’re high performance, run-flat, and summer-only tires.


2020 Chevrolet Corvette


Competitive Set

The Corvette is in a league of its own, at least where it concerns domestic product. Some may point out the Ford GT as a competitor, but they’re wrong. The GT is a restricted-volume sportscar, while the Corvette doesn’t have such limits. Further, the GT is best pitted against the Ferarri 488 GTB, McLaren 675 LT, and the Porsche 911 Turbo S.

While the Ford Mustang, Chevrolet Camaro, and Dodge Challenger have high-performance versions (and some that are quicker than the Corvette Stingray), these models fall under the “Grand Touring” label. As such, they simply are not truly sports cars.

The nearest competitor to the Corvette is the Porsche Cayman. Previously, the Porsche 911 would have qualified, but since moving to its mid-engine platform, the Corvette and Cayman are now much more alike than different. We also recommend comparing the C8 to the Acura NSX.

Other models to consider include the exotics mentioned above, at least in performance, not price. The Corvette easily undercuts the cost of the priciest models, selling at a fraction of the total thereof.


2020 Chevrolet Corvette


Our Recommendation


Start your search with the 2LT trim and you’ll find a solid foundation to build from there. Once you decide between coupe or convertible, you’ll begin a level of personalization that suits your needs.

Our test model pushed the $84,000 mark and that includes the main upgrades – Z51 performance package, upgraded bucket seats, front lift, special exterior color, and red brake calipers. That’s $16,380 in upgrades for the convertible. You could go higher, but we think we found the sweet spot.

Looking ahead, the Stingray will be followed by far more costlier models. Those will roll out separately over the next five years, including an all-electric variant. For the majority of shoppers, though, the Stingray will suffice – acquiring one will mean an extended wait time as demand easily outstrips supply of this venerable model.


2021 Chevrolet Corvette Stingray Specifications


Chevrolet 2021 Corvette Stingray
Segment Sportscar
Price Range From $58,900 to $66,400
Destination Charge $1,095
Standard Engine 6.2-liter, V8
Transmission 8-speed dual-clutch
Horsepower 490/495 @ 5,700 RPMs
Torque (lb.-ft.) 465/470 @ 5,150 RPMs
Seating 2
Curb Weight (pounds) From 3,366
Wheelbase (inches) 107.2
Length (inches) 182.3
Width (inches) 76.1
Height (inches) 48.6
Headroom (f,r — inches) 37.9
Legroom (f,r — inches) 42.8
Shoulder room (f,r — inches) 54.4
Hip room (f,r — inches) 52.0
Storage (cubic feet) 12.6
Gross vehicle weight (pounds) NR
Towing (pounds) NR
Payload (pounds) NR
Fuel Premium
Fuel Tank (gallons) 17.4
EPA Fuel MPG (city/highway/combined) 15/27/19
Manufacturing Plant Bowling Green, Kentucky

2020 Chevrolet Corvette


See Also — So Long, Farewell to the C7 Corvette

Images copyright Auto Trends Magazine. All rights reserved.

Filed Under: New Car Reviews Tagged With: Chevrolet, CHEVROLET CORVETTE STINGRAY, Chevy, CORVETTE, dual-clutch transmission, MID-ENGINE SPORTS CAR, rear-wheel drive, V8 engine

Mid-Engine Marvel: C8 Corvette Debuts

July 19, 2019 by admin 2 Comments

The all-new Corvette on stage in California Thursday night.

Fifty years after NASA launched its first moonshot, GM follows with one of its own. An all-new Chevrolet Corvette was unveiled last night, the first mid-engine version of this super Chevy. An old military aircraft hangar in Tustin, California, served as the venue for the eighth-generation (C8) Corvette’s debut, with NASA astronauts, company workers and officials, and media in attendance.

New Ground for a Standard Bearer

The 2020 Chevrolet Corvette not only breaks new ground, but it underscores GM’s investment in cutting-edge technologies, including those that will help the company transition to autonomous vehicles. Not surprisingly, the new Corvette keeps one important tradition alive: it will once again be powered by a naturally aspirated 6.2-liter V8 engine, a rarity in a segment where boosting with superchargers and turbochargers represents the standard.

The engine, though, is new (dubbed LS2) and designed specifically for the Corvette. With the available Z51 package, it has an output of 495 horsepower and 470 foot-pounds of torque, and works with a Tremec-supplied 8-speed dual-clutch transmission. This is the first time in decades a Corvette debuts without a manual transmission. We do not know whether one will be offered in the future.

How fast will the Corvette Stingray go? GM says it has an estimated 0-60 mph time of under 3 seconds, placing it in lofty company. Models such as the Porsche 911 GT3 RS, Ferrari F12tdf, and even the current Chevrolet Corvette Z06 all slip just under the 3-second threshold. Remember, this speed number applies to the base model — GM made no mention of the other models which are certain to follow.


Key aspects of this model include large side air intakes for engine cooling and aerodynamic performance. You’ll also note the door, hood and hatch releases are hidden.

C8 Corvette Dissection

GM’s hour-long news conference followed a half-hour primer of all things Corvette. Much information about the C8 Corvette was shared, although a few things were not mentioned. Among the highlights are the following:

1. Price and ordering details. GM threw open the order books for the 2020 Corvette, allowing shoppers to “request a reserve” of the new model. Production begins late this year at the company’s Bowling Green, Kentucky, manufacturing plant, with the first deliveries taking place in early 2020. Although pricing details weren’t delineated, the automaker stunned everyone by mentioning the starting price will begin under $60,000. That price point will play a big role in keeping the Corvette attainable for enthusiasts.

2. Slightly larger and heavier than the outgoing model. GM employs many weight-saving measures with the all-new Corvette, including greater use of aluminum, carbon fiber, composite materials, fiberglass, and steel. However, the C8 gains a half-inch between the wheels and is nearly 5.5 inches longer overall. It is slightly heavier too, weighing 3,366 pounds to the current 3,298 pounds of the C7. The cabin is a bit larger too with an extra inch of seat play possible.

3. Rear-wheel drive only. Rumors that the new Corvette would feature all-wheel drive, at least as an option, apparently was just that…a rumor. Power is routed to the rear wheels in the traditional Corvette way. But the debut involved the Corvette Stingray only with no mention of other models certain to follow. A twin-turbo V8 has long been touted as a possible option, likely to power a future ZR1 model. We also know that some type of electrified variant is in the works. If a hybrid Corvette does appear, there’s always a possibility some power could be routed to the front wheels, making it an all-wheel-drive model. One more point: for the first time the Corvette will be manufactured with available right-hand drive, expanding the Corvette’s range to such countries as Japan and the United Kingdom.


Take note of the placement of the quad-tip exhaust pipes.

4. A state-of-the-art suspension system. A sports car is nothing without cutting-edge steering and handling. The 2020 Corvette will showcase several improvements, including coil-over dampers, an upgraded electric steering system, and electric-powered brakes. An important feature is an automatic suspension lift for the front end — this system raises the car’s front end by two inches, helping the Corvette avoid pavement scraping. Importantly, the system can be programmed to store as many as 1,000 locations tracked by GPS. This means if you’re accessing a steep driveway known for scraping the front end, the car will automatically lift as you make your approach thanks to your pre-set.

5. An all-new interior. We’ve seen Corvette interiors improve over the years. Early on, Corvette cabins were relatively disappointing, not rising to the level of a premium sports car. For 2020, Chevrolet promises to deliver improvements, including real metal inlays, cut-and-sewn leather, steel speaker grilles, and available carbon-fiber trim. Customers will have a choice of six interior color themes (along with a dozen exterior colors). A long row of buttons on the center console will control most interior functions. Three types of seat choices, digital displays, and a 14-speaker Bose audio system are among this model’s features.

6. Stellar storage space at the ready. With the engine sitting in the middle, much interior space is now free. Indeed, the cockpit is placed 16.5 inches forward over the C7 Corvette. In front and again the back, there is a pair of trunks, offering a total of 12.6 cubic feet of storage space. GM says the C8 Corvette can hold two sets of golf clubs or several pieces of luggage.


Multiple color choices, two stitching options, and three available seat designs
accompany the all-new Corvette Stingray.

The Future is Here

Zora Arkus-Duntov, known as the “father of the Corvette,” long had a mid-engine Corvette in mind. Indeed, several prototypes were built, but Arkus-Duntov never saw a production version. He died in 1996.

We’ve now gotten our first glimpse of the new Corvette, one that takes this iconic sports car in a fresh direction, even as demand for such models falls. The C8 Corvette represents GM’s moonshot, what the automaker hopes mirror the “right stuff” that propelled NASA to lunar greatness.


See Also — So Long, Farewell to the C7 Corvette

Photos copyright GM Corp. Special thanks to Automotive News, which supplied inspiration for many of the details outlined herein.

Filed Under: Automotive News, New Models, Special Tagged With: AUTOMOTIVE NEWS, C7 Corvette, C8 Corvette, Chevrolet, CHEVROLET CORVETTE, Chevy, GM, MID-ENGINE SPORTS CAR, rear-wheel drive, SPORTS CAR, V8 engine

So Long, Farewell to the C7 Corvette

July 18, 2019 by admin 4 Comments

The Corvette Grand Sport is the second of four trims for this sports car model.

America’s love affair with the Corvette began in 1953 and continues today. It is this country’s quintessential sports car, something neither the Ford GT nor the Dodge Viper can rightfully claim. Indeed, aside from skipping the 1983 model year, the Chevrolet Corvette spans seven generations, with the eighth-generation model set to debut.

Fittingly, a 2019 Chevrolet Corvette Grand Sport coupe found its way to me, then left on the eve of the C8’s unveiling. In between, I reveled in all things Corvette, by thoroughly enjoying the model at hand while eagerly anticipating what’s on the horizon.

The Last Hurrah: 2019 Corvette Line

So, exactly what is a Corvette? Today, it represents a line of sports cars with each model (or trim) appended with a unique name. Every model of this front-engine, rear-wheel-drive, two-seat sports car has a 6.2-liter V8 engine. The engine is either naturally aspirated or supercharged, depending on the trim. Customers have a choice of 7-speed manual or 8-speed automatic transmissions.

For 2019, you’ll find the standard Corvette Stingray ($55,900), followed by the Corvette Grand Sport ($65,900), Corvette Z06 ($80,900), and the pace-setting Corvette ZR1 ($123,000). Add $1,095 for the destination charge.

If you prefer a convertible, your base price rises by $4,500 across the model line. Lastly, the ZR1 incurs a $2,100 gas guzzler tax, the only Corvette model so punished. Then again, with 755 horsepower at the ready, the tax is a trifle inconvenience to deep-pocket individuals.


Corvette shoppers have a choice of coupe or convertible styles.

Corvette Grand Sport Style

What’s so special about the Corvette Grand Sport? Well, as Chevrolet would tell it, this model has Corvette Racing DNA. Corvette Racing, which launched in 1999, represents the on-track performance aspirations of this sports car thanks to Pratt & Miller Engineering, which builds Corvette race cars and operates the program for Chevy Racing.

Notably, Corvette Racing has garnered more than 100 first-place finishes down through the years and is a regular participant in the 24 Hours of Le Mans and the IMSA season, the latter known as the WeatherTech SportsCar Championship.

Inspired by Corvette Racing, the Grand Sport pulls in several special features, including an aerodynamics package, performance suspension components ported from the Z06, and Michelin Pilot Super Sport performance tires. The naturally aspirated V8 engine benefits from a few tweaks too, which pushes it to 460 horsepower and 465 pound-feet of torque (compared to 455 h.p. and 460 lbs.-ft. in the Stingray).

Beyond the aero kit upgrades, the Grand Sport has model exclusive front fender inserts, a Z06-style grille, and wider rear fenders. Inside, the Grand Sport has lightweight and supportive GT bucket seats. For $1,995, Corvette fans may upgrade to a set of Competition Sport bucket seats, which are ideal for performance driving. Specifically, these seats offer enhanced fit and bolstering for high g-cornering.

Leather seats are the standard, although various upgrades bring in perforated Napa leather, including some with sueded microfiber inserts. Both seats offer 8-way power control and, to my surprise, supply enough room to maneuver to make it possible to enhance comfort — the lumbar controls are most certainly welcome. Also, a tall driver can sit inside without compromise and that’s not something every sports car offers. Yes, the power-controlled steering column helps here.


The Grand Sport has 19-inch wheels in the front and 20-inch wheels in the back.
Red brake calipers are available.

Let’s Go Racing!


I’ve been asked whether I take models such as the Corvette to the track. The answer is a resounding no. My only allowable track time is under the auspices of the manufacturer and that happened only once: at Rockingham Speedway with the 2014 Lexus IS sedan.

Let’s just say I’ve gone faster on the street than I have on the track, including in a few non-performance models. Even so, I’m much more cautious about my speed after getting ticketed when driving the Charger Hellcat last summer. Why haven’t you heard about this before? I have my reasons!

Within the confines of the law, there are a few things you can do with this Corvette that aren’t likely to raise the hackles of law enforcement personnel. Tackling a freeway ramp is one such pastime, including the twisty on-ramp to Route 1 near my home. When the coast is clear, it offers an ideal test of this model’s 0-60 mph time and supplies a taste of its steering and handling capabilities. Under full throttle the Corvette sighs and booms, its quad exhaust system drawing attention.


A driver-centric cockpit places all controls within easy reach of the driver.

A head-up display provides a host of driver information.


The Vette’s low-to-the-ground placement, wide stance, and big tires (285/30ZR19 (front) and 335/25ZR20 (rear), combine to provide excellent connectivity to the pavement. It’s stupid easy, actually: all you have to do is apply pressure to the pedal and a slight touch to the steering wheel — the Corvette makes a novice driver seem like a professional.

I’ve driven this generation Corvette with both the seven-speed manual and the eight-speed automatic. My test model had the automatic which does, of course, remove an important element from the driving experience. Oddly, though, I would have preferred just six forward gears with the manual — the seventh seems unnecessary, an arrangement the Porsche 911 uses too. Sadly, this may be the last Corvette with an available manual.

One thoroughly nifty tech feature is the available performance data and video recorder. This system records video and real-time performance data for playback and analysis. You can even share the results. The way this works is through a windshield-mounted HD camera which captures everything for replay on the color touch screen or saved to an SD memory card.

When operating the Corvette in track mode, it records video, audio and synchronized performance data, including your speed, g force, track maps, lap times, and start/finish line. The Sport mode simplifies the data, including speed and g force information. The Touring mode simply records your scenic drives.

There is also a performance mode, which may be the most useful of all: it records your 0-60 mph, quarter-mile and elapsed time as well as your 0-100 and 100-0 runs. Finally, owners should be pleased with the valet mode as it effectively spies (records) what others are doing with your car when not in your hands.

When not lapping or taking in the many performance attributes of the Corvette, it performs as a nice cruiser. Yes, it can serve as your daily driver — it is that comfortable and in some ways it is economical for a V8. Thanks to cylinder deactivation technology, the Corvette shuts down half its cylinders, operating as a V4 during those times. The changeover is apparent right on the instrument panel, but it can also be felt while driving. Switch on cruise control while on your journey and operate in economy mode and you’ll soon average about 20 mpg. That’s better than your fuel-gulping pickup truck and nearly equals some turbocharged six-cylinder models.


Lightweight seat frames provide optimum support.

Parting Thoughts: C7 Corvette

Three different C7 Corvettes later and I’m still quite pleased with this model. The Corvette’s look, feel, and performance are top-notch. It isn’t perfect — the removable targa roof is heavy and the interior doesn’t rise to world-class standards (but at least it is a major improvement over previous models). What this one does is place a handsome capstone on the model range.

To appeal to a new generation of consumers, the Corvette will go through its most important transformation when the C8 model debuts and goes on sale later this year. I had thought that Chevrolet might build both models, but the end is nigh for the C7 and the next-generation model will carry the banner for many years ahead.

If you’re shopping for a Corvette, the standard Stingray is a logical place to start. The other two models above the Grand Sport supply outstanding performance, with the ZR1 representing one of the fastest production vehicles you can buy.

2019 Chevrolet Corvette Grand Sport

  • Sticker price from $66,995
  • Price as tested: from $79,530
  • Seats 2 occupants
  • 6.2-liter 16-valve V-8 gasoline engine
  • 460 horsepower @ 6,000 rpm
  • 465 foot-pounds of torque @ 4,600 rpm
  • 4.06 inches bore by 3.62 inches stroke
  • Engine compression ratio: 11.5-to-1
  • 7-speed manual or 8-speed automatic transmission
  • Wheelbase: 106.7 inches
  • Length: 176.9 inches
  • Width: 73.9 inches
  • Height: 48.8 inches
  • Passenger volume: 52 cubic feet
  • Storage volume: 15 cubic feet
  • Towing capacity: NR
  • EPA: 15/16 mpg city, 25 mpg highway
  • Premium grade gasoline recommended
  • Fuel tank: 18.5 gallons
  • Curb weight: From 3,298 pounds
  • IIHS safety rating: NR
  • Limited vehicle warranty: 3 years/36,000 miles
  • Powertrain warranty: 5 years/100,000 miles
  • Corrosion warranty: 6 years/100,000 miles
  • Vehicle assembly: Bowling Green, Kentucky
Centered quad exhaust tips supply the Corvette with a distinct look.

See Also — Book Review — Legendary Corvettes

2019 Chevrolet Corvette Grand Sport photos copyright Auto Trends Magazine. All rights reserved.

Filed Under: New Car Reviews Tagged With: CHEVROLET CORVETTE, Chevy, CORVETTE, front engine, MID-ENGINE SPORTS CAR, V8 engine

The History of the Pontiac Fiero

July 10, 2019 by admin 4 Comments

In the 1980s General Motors produced a mid-engine, two-seat sports car and named it the Pontiac Fiero. Just as the Corvette elevated Chevrolet, GM hoped the Fiero would do likewise for Pontiac. Its five-year model run started off strong, but quality problems and declining interest eventually killed what is now a classic car.


1985 Pontiac Fiero (Public domain photo via Wikimedia).

Pontiac Fiero Overview

The Pontiac Fiero was produced from 1984 to 1988. Planning for the new model began in the late 1970s with project engineers proposing a two-seat, mid-engine design that no US manufacturer had tackled before. GM launched “Project Pegasus” with the intent to develop a high-volume commuter car with sports-car-handsome looks. The Fiero name was chosen, one that has several meanings including “fierce” and “wild” in Spanish and “proud” in Italian.

To save weight, polymer body panels were used. To save money, its designers went to the GM parts bin to assemble the car. The original powertrain came from the Chevrolet Citation. It shared its front suspension with the Chevrolet Chevette and its rear suspension came from the Pontiac Phoenix. Its side view mirrors came from the Pontiac Firebird.

In all, 13 separate polymer panels were attached to the Fiero’s steel space frame by way of a mill and drill production procedure to connect the panels. That technique was later employed to build the Chevrolet Camaro and Pontiac Firebird.


A three-quarter rear view of the 1985 Pontiac Fiero GT. Attribution: Mr.choppers [CC BY-SA 3.0 (https://creativecommons.org/licenses/by-sa/3.0)]

Pontiac Fiero: First Year

The first-year Pontiac Fiero was outfitted with a 2.5-liter four-cylinder engine and paired with a four-speed manual or to an optional three-speed automatic transmission. This rear-wheel-drive model made 92 horsepower and was outfitted with four-wheel independent suspension, manual steering, upgraded brakes, a removable sunroof, and bolstered bucket seats with headrest-integrated audio speakers.

The 1984 model was available from $8,000 and in four trim levels, including the Fiero Indy. The Indy version was based on the design of the Pontiac Fiero pace car that led the 1984 Indianapolis 500 field, representing approximately 2,000 of 136,840 units sold that first model year.


See Also — Mid-Engine Marvel: C8 Corvette Debuts


Four More Years

Despite first-year sales that exceeded the company’s required 100,000-unit minimum, several changes were made to the Pontiac Fiero for its second model year. GM turned to Isuzu its Japanese partner for a five-speed manual transmission. It also made available its 2.8-liter Iron Duke V-6 engine, rated at 140 horsepower and 160 foot-pounds of torque, pairing it with a four-speed Muncie transmission.


The Fiero’s available V6 engine makes 140 horsepower. Attribution: Yellowstone [CC BY-SA 3.0 (http://creativecommons.org/licenses/by-sa/3.0/)]

For its third model year, a fastback body style was introduced with the Fiero GT, while the Sport and SE editions retained the coupe layout. The V6 engine also received a transmission upgrade when a Getrag five-speed manual shifter was introduced.

Beginning in 1987, Pontiac tweaked the base coupe’s front and rear fascia and increased the four-cylinder engine’s horsepower. A new suspension system, upgraded brakes and steering, and refinements to both engines were made in 1988 in a bid to improve falling sales.

Fiero Means Fire

Early on, problems with the Pontiac Fiero began to surface. Engine fires resulting from defective connecting rods and problems with engine block casting cast a pall over the model. Consumer advocate Ralph Nader zeroed in on the problems, what affected roughly one in every 400 models built.

In 1987, GM recalled 125,000 first-year models to make engine modifications, issuing a second recall in 1989 to cover every Pontiac Fiero model produced. GM had already stopped making its mid-engine sports car the previous year as demand burned out.

The Pontiac Fiero was an innovative idea, but making that conceptual dream a production reality meant compromising along the way. Later models provided many enhancements including a V6 engine that roughly matched its persona. However, quality problems scorched the Fiero and ultimately contributed to its demise.


Built-in speaker headrests were a novelty with the Fiero, but are much more common today. (Public domain photo via Wikimedia).

See Also — Gone in a Flash: Pontiac G8

Filed Under: Classics & Discontinued Models Tagged With: CHEVROLET CORVETTE, CLASSIC CAR, Getrag, GM, MID-ENGINE SPORTS CAR, Pontiac, Pontiac Fiero, Ralph Nader, rear-wheel drive

Happy Holidays: Enjoy the Porsche Cayman S Eye Candy

December 27, 2013 by admin 9 Comments

Porsche Cayman S delivers the bite.

2014 Porsche Cayman S
Some like it hot: 2014 Porsche Cayman S.

Porsche Cayman S

Porsche is a name that is widely known, but it may not be fully understood by the motoring public outside of sports car enthusiasts. Personally, I straddle the line between the two camps, preferring sport sedans (Dodge Charger, BMW 3 Series, et al) for practical reasons: I need a back seat for my two teen boys, but my playful side immediately warms up to most any coupe outfitted with a robust engine paired with a stick shift, including one recent Christmas season visitor: the 2014 Porsche Cayman S.

Second Generation Cayman

The Cayman line has been updated for 2014, retaining the styling cues that have defined this mid-engine sports car since its 2005 debut. The Cayman is the coupe version of the Boxster cabriolet, itself introduced in the late 1990s. Thus, these two models are mechanically the same and are treated as a singular model line by Porsche itself.

Among German sports car faithful you may hear dark whispers that the Cayman does a better job of upholding the brand’s iconic good looks than the 911, the quintessential Porsche line that celebrated its 50th anniversary in 2013. Those whispers may be received as blasphemy for Porsche purists who define authentic Porsches as those with a rear-engine, rear-wheel drive layout. Yet, there is an element of truth here too: the current 911 is slightly larger than the previous generation model although its mechanical underpinnings remain true to the original Porsche.

2014 Porsche Cayman SAs for this intrepid writer, he knows better than to insert himself in any controversy that cannot possibly deliver an irrefutable response, one he prefers to leave for the purists and enthusiasts to debate. Instead, just hand him the keys and he’ll slide behind the wheel, acquaint himself with the ignition layout, start the engine and promptly take to the road and put it through the paces.

Those paces are enjoyed with the larger of two boxer (horizontally-opposed) engines sitting in the middle of this sports car: a 3.4-liter flathead six cylinder making 325 horsepower at 7,400 rpm and 272 foot-pounds of torque at 4,500 rpm. The standard Cayman is outfitted with a 2.7-liter boxer engine making 275 horsepower at 7,400 rpm and 213 foot-pounds of torque at 4,500 rpm. Both engines are paired with a 6-speed manual or can be equipped with an optional 7-speed dual-clutch automatic with steering wheel-mounted paddle shifters.

2014 Porsche Cayman S

The tested Porsche Cayman S (priced from $63,800) carried an $88,835 sticker price including a $6,730 infotainment package highlighted by a deliciously magnificent Burmester audio system — more about that later. For budget conscious shoppers, the tamer standard 2014 Porsche Cayman retails from a more attainable $52,600. Allow me to cut to the chase here: if you can afford a Porsche, opt for the Cayman S and dress it as you please. Avoid the totally pointless and needless angst that you might otherwise feel.

There is another argument about sports cars that I would like to see laid to rest: “there is no replacement for displacement.” True, higher displacement engines typically bang out more horsepower and torque, and drive faster. Then again, with direct fuel injection, turbochargers, and valve lift technology, smaller engines can provide much power too and in some cases outperform larger engines. Ford has demonstrated this point with its line of EcoBoost engines.

For Porsche, you don’t see turbochargers for the Boxster/Cayman. What you do get is direct fuel injection and VarioCam Plus, the latter combining intake-side camshaft control (VarioCam) and intake side valve lift switchover (Plus) to maximize power and improve the engine’s torque characteristics. No longer available is the Cayman R with its free-flowing exhaust system and 10-hp boost.

Rumored to make an appearance at the 2013 Frankfurt Motor Show was a turbocharged Porsche Cayman S. With four cylinders. That vehicle did not appear nor were the rumors of an upcoming turbocharged version quelled.

So, let me say this: as delightful that its engine is, the Cayman’s performance is trumped by its exemplary steering and emotional handling. Of course the two go hand-in-hand especially when you’re pushing up the rpms. And the easy shifting transmission shifter is as balanced as this sports car is capable, what allows the driver to handle every twist and turn of the road with equanimity and the parking lot doughnuts you may try with its stability control shut off. And should you stall out the engine in one of your romps, it’ll automatically restart when the clutch is engaged.

2014 Porsche Cayman S

The Cayman looks as if it is always on the go.

Sport Chrono Package

Equipped with a Sport Chrono package, the Porsche Cayman S is best experienced by activating the Sport Plus setting, what automagically enhances chassis, engine and transmission settings, and calibrates the suspension for harder damping and controlled steering for the ultimate in road-hugging excitement. The Cayman S connects the driver to the road by providing confident steering, excellent grip and it can also take 90 degree truns brake free. And those times that you have to stop fast you’ll appreciate how quickly its braking energy is mobilized and how obedient this two-seater is on demand.

Porsche makes the most of a diminutive cabin by equipping the Cayman S with seats that are comfortable, highly supportive, and adjust in 14 ways. Insane changes in December ambient temperatures meant giving both the seat heating and cooling features a work out, mostly to extend the comfort level for those longer drives. There was no back massager present, but enough heat was dispensed to limit the attendant sports car stiffness.

Several performance upgrades and in-cabin amenities added $25,000 to the Cayman’s sticker price. It may seem difficult to fully appreciate the difference that it makes, but the Burmester Highend Surround Sound audio system provided the best audio clarity I have ever heard inside of a car or elsewhere as a matter of fact. Forget going to Carnegie Hall — the acoustics were phenomenal with every dazzling note and vibrating beat accentuated. And the timing at Christmas was especially welcome — Yes, “repeat the sounding joy!”

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Porsche Cayman S in a Mid-Engine Package

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View manufacturer details and pricing


The front and rear storage areas are small, but add up to 15 cubic feet of storage room or what the average midsize sedan delivers. You can place a pair of average size duffle bags in the rear compartment and boxes or other square containers in the deep hole found in the front compartment. Two deep covered storage trays also sit in the rear compartment, large enough to hold your stash of…. Okay, let’s not go there.

Porsche swiped the wheels from the 911, outfitting this model with 20-inch Carrera wheels. Low-profile Pirelli P-Sport tires were the right fat boys for this ride, offering a practical complement to the wheels or as one friend exclaimed, “those tires are sick! ” And the distinctive air scoops fore of the rear tires are both a strong design statement and act as air inductors for the engine. This athlete is ripped and has the six-pack abs to cover its polished frame.

2014 Porsche Cayman S.

Fat boys tires are set within beautiful 20-inch wheels.

Deciding for the Porsche Cayman S

While there yet remains clear distinctions between 911 and Cayman, it should be noted that the upstart model has its place in the Porsche line. Its design is phenomenal, delivering the requisite eye candy and enough intimidation to get everyone to notice. Its net storage areas trump the 911 and while its muscle-pumping performance is overshadowed by its iconic sibling, its driving characteristics may have you seriously considering the second generation of the newer arrival.

Come summer 2014, a fifth Porsche model will hit the market: the Macan — a small sport utility vehicle. With a starting price around $40,000, the newest model will mostly likely outsell Porsche’s current best selling Cayenne SUV. The Porsche brand is changing, but when it comes to sports cars the Porsche Cayman S has the bite and moves worthy of its name.

2014 Porsche Cayman S

  • Sticker price from $63,800
  • Price as tested: $88,835
  • Seats 2 occupants
  • 3.4-liter 24-valve six cylinder boxer engine
  • 325 horsepower @ 7,400 rpm
  • 273 foot-pounds of torque @ 4,500 rpm
  • 3.82 inches bore by 3.05 inches stroke
  • Engine compression ratio: 12.5-to-1
  • Six-speed manual transmission
  • Wheelbase: 97.4 inches
  • Length: 172.4 inches
  • Width: 70.9 inches
  • Height: 51 inches
  • Passenger volume: N/A
  • Storage volume: 15 cubic feet (5.3-ft. front; 9.7-ft. rear)
  • Towing capacity: N/A
  • EPA: 20 mpg city, 28 mpg hwy.
  • Premium grade gasoline
  • Fuel tank: 16.9 gallons
  • Curb weight: From 2,910 pounds
  • Vehicle assembly: Osnabruck, Germany

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Porsche Cayman S photos copyright Auto Trends Magazine.

Filed Under: New Car Reviews Tagged With: 2014 MODELS, 6-SPEED MANUAL, boxer engine, HORIZONTALLY-OPPOSED ENGINE, MID-ENGINE SPORTS CAR, PORSCHE 911, PORSCHE BOXSTER, PORSCHE CAYMAN S, SPORTS CAR

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