Marc Urbano  Car and Driver
Read all we know abou t the mid-engined Corvette C8 here.
Under observation is the continuous low-frequency thrum of a Chevy small block that rises and falls through its rev range. It is interrupted often but briefly by shifts from eight-speed dual-clutch Tremec transmission-quickened by cutting engine spark-where it bolted. And now, finally, the source of that thrum-a fifth generation 6.2-liter V-8 named, of course, LT2-is from the back of our heads.
We are riding a shotgun on mid-engined development mules of the Corvette Stingray on rural roads in l ikod ng Michigan. The three carboats represent the full range of Stingray chassis options. There is a FE1 base car; an FE3, incorporating the Z51 performance pack with passive dampers and Michelin Pilot Sport 4S summer gears; and a FE4, which is the top-level Stingray that combines the Z51 package with magnetorheological adaptive dampers. Like the previous C7, the Z51's C8 package adds an electronic limited-slip differential, larger (iron) brake rotors and calipers, and different transmission ratios. But now every C8 Corvette gets a dry-sump-equipped engine.
Chief engineer Tadge Juechter and vehicle manager Alex MacDonald headed the C8s to get the final fix for the difference Try the Tour, Sport, and Track Drive modes. Unofficial, engineers, and to some extent cars, are here to share the mid-engined Corvette back story, technical details, and the opportunity to ride on the first Corvette production to put its engine on back driver and passenger. We are the first non-GM-employee in the car, well, just gravy.
But this is an admittedly difficult environment in which to draw impressions. Cars are still wearing camouflage-both inside and outside-and we balance question interviews, capture notes, and a voice recorder simultaneously. Additionally, the risk of drawing conclusions from what we know that a car in the middle of the car should be good-to fall into the effects of placebo-is true.
However, for the first time the new two-spoke steering wheel has a goal-through a T-shaped intersection at a moderate speed-the C8 shows a lightness and allowing rotation that is common in cars that they Time is centralized behind passengers. There is a speed, a pen on it which is evident only in this layout; the wheel is open, and the pivots of the car immediately and directly to the corner. If the C7 is a skies in the air, capable of developing, then the C8 is a falcon-purpose and purpose of the mission.
A Real Automatically. Finally
MacDonald fired a battery of upshifts, pointing out that the new eight-speed dual-clutch transmission of Tremec provides all engineers with an expectation of a DCT, especially the speed of transmission and response time. More importantly, there is no dramatic reduction in accelerating between shifts, and MacDonald said they are enough to not be seen in a 100-hertz data logger.
What's more, every tap of the paddles is only met with a muted blat from the exhaustion while the next gear is geared. This is a tremendous advance from the previous metallic-converter-equipped eight-speed planetary automatic, which may now be retired to the museum in which it belongs. He demonstrated the effectiveness of the DCT by pushing the left paddle three times in successive order, replacing three hard rev-matched downshifts.
Perhaps the most evident dynamic change from the passenger seat is the ability of the C8 to put power as it turns out. Leaving the crowded surrounds of the next 90-degree intersection, MacDonald has throttle hard hammers. It's a move that can be pushed to the C7-any C7-hard against the unconditional hand of physics, where the car has only one option between rotating his wheels or stepping in on stability control.
Instead, more than the weight of the C8 on the drive axle, we were launched effortlessly and badly forward and around the corner, snapping the second gear before the C7 removed the painful. Corvette's new stability in stability is clear from the passenger seat while the C7 slower, predicting the rotation from the driver's seat.
More You Want To Fast Fast Hand
And that's the thing no one else says: the point is not a single Corvette engineer or, that thing, a single The representative of the chevy, is talking about. A mid-engined Corvette is probably a more difficult-to-drive Corvette. Moving the mass to the middle means the need for faster hands is true and getting a more stable car requires faster reactions. It is the double-edged sword of physics, the potential burden of a nimbler Corvette.
But it's probably not. The truth is that the Corvette team is full of capable, investing engineers armed with the huge technological capabilities of The General. They, undoubtedly, tune the C8 Performance Management Performance to eke every last bit of grip and balance from its new athletic chassis. They will make it save thousands of donkeys out of thousands of Americans while YouTube viewers pay for the inconvenience of millions of suggestive comments. The C8, in different ways and better than the previous C7, is likely to be a noticeable car.