Photography Courtesy of GM
In mid-July, Chevrolet unveiled the 2020 Stingray, the brand’s first-ever production mid-engine Corvette.
So why did Chevy go mid-engine? A few key reasons:
- Better weight distribution, with the rear weight bias enhancing performance in a straight line and on the track
- Better responsiveness and sense of control due to driver positioning closer to the front axle, almost on top of the front wheels
- Fastest 0-97 km/h time of any entry Corvette ever — under three seconds when equipped with the optional Z51 package
- Race car-like view of the road due to lower positioning of the hood, instrument panel and steering wheel. Excellent forward sightlines throughout the vehicle for both driver and passenger
- Enhancement of Corvette’s traditional utility strengths, with dual trunks for a total of 357 litres of cargo volume, which can accommodate two sets of golf clubs.
The 2020 Stingray’s heart is Chevy’s next-generation 6.2-litre Small Block V8 LT2 engine, the only naturally aspirated V8 in the segment. It will produce 495 horsepower and 470 lb-ft of torque when equipped with performance exhaust — the most horsepower and torque for any entry Corvette.
The powertrain’s low position enables a low centre of gravity for optimal handling. Perhaps the biggest update is found in the lubrication and ventilation system. For the first time ever, the base Stingray will use an engine-mounted dry sump oil system and three scavenge pumps for improved track performance.
During serious track driving, oil volume remains high to avoid diminished performance. The new Stingray’s lateral capability is greatly improved, so the LT2’s dry sump lubrication system had to be redesigned to provide exceptional engine performance even at lateral acceleration levels exceeding 1G in all directions.
A lightweight, 3.2 mm-thick glass panel on the rear hatch allows owners to show off the engine. This panel features a cantilevered trailing edge to evacuate heat from the LT2 engine compartment.
The next generation LT2 is paired with Chevrolet’s first eight speed dual-clutch transmission, designed to provide lightning-fast shifts and excellent power transfer. This transmission is uniquely designed with TREMEC to provide the spirited, direct connected feeling of a manual and the premium driving comfort of an automatic. The double-paddle de-clutch feature allows the driver to disconnect the clutch by holding both paddles for more manual control.
The new Small Block V8 has a torque curve optimized to take advantage of the bespoke DCT’s lightning-fast shifts. Engineers set the DCT up with a very low first gear to leverage the additional traction to get the car off the line quickly, and its close-ratio gears 2 through 6 keep the engine near the power peak on track. Tall seventh and eighth gears are set for long-distance cruising with low mechanical stress and improved fuel economy.
The DCT is mated to a new Electronic Transmission Range Selector. With this electric shifter there’s no mechanical interface between the shift lever and the transmission. The Corvette’s electric shifter incorporates two pull toggles for Reverse and Drive and push buttons for Park, Neutral and Low/Manual. The shifter has been designed to be more attractive and compact than a standard shifter.
The 1LT will start at $59,995, the 2LT trim package will start at $67,295 and the top-level 3LT trim package on the 2020 Corvette Stingray will start at $71,945 (including DFC, excluding tax, title, license, dealer fees and optional equipment).
PHOTO GALLERY
Related Articles
Throwback: 5 Vehicles from PASMAG in 2011
Magic Tricks: Raymond Tsang's FD3S RX-7 is a Dream Come True
PAS365 Editorial Desk - Episode 7
Swapped, Chopped, and Dropped: Paul Sagnay's Rotary-Swapped S13 Vert
PAS365 Editorial Desk - Episode 6
Throwback: 5 MORE Vehicles from PASMAG in 2010
