Proof of Concept
2020 Chevrolet Corvette Stingray Convertible
While the 2020 Corvette is all new, the idea behind it isn’t. The mid-engine design that’s the star of this car was first floated over sixty years ago. Corvette’s founding father - Zora ArkusDuntov - laid the groundwork, with engineering prototypes like the CERV-I and CERV-II, and concept cars like the Astro II. Finally, concept becomes production reality in the 2020 Stingray. Visually, there’s a lot to take in with the eighth generation (C8) Corvette. Collectively, it’s exotic, ultra low, with creases galore and nary a flat panel. The car has the cab-forward profile common to many modern supercars. But, after decades of long nose/short deck ‘Vettes, the new look comes as a surprise to the eyes.
Two body styles are offered. The coupe has a removable, Targa roof panel that stows in the trunk. In the convertible, the Targa top is retractable, powering down beneath a reverse opening tonneau. Coupe or convertible, the c-pillars remain fixed. The top can be raised or retracted at speeds up to 30 mph. The process takes about 16 seconds, with the touch of a button. Top up, the cabin is quiet. And with the roof
2020 Chevrolet Corvette Stingray Convertible MSRP: $58,900 (Coupe) $66,400 (Convertible) $82,680 (As Tested)
razed and windows up, the amount of wind buffeting is impressively light. Conversations are easily held, and the sound system can be clearly heard.
Both models are offered in three trim levels (1LT, 2LT, 3 LT). The 1LT trim has a solid baseline of standard equipment, though side blind zone alert is (surprisingly) neither standard nor available. The 2LT level is desirable because of its increased roster of standard gear (e.g. side blind zone alert, rear camera mirror, heated/ventilated seats, upgraded (14-speaker) Bose system, head-up display, etc.), and it also unlocks access to another tier of options.
Power for the C8 is provided by a fresh engine and transmission. The motor is a naturally aspirated, small block 6.2L V-8. It’s rated at 490 h.p. @ 6,450 r.p.m. and 465 lb.-ft. of torque @ 5,150 r.p.m. Either model can opt for the Z51 Performance package ($5,000). This bundle specifies beefier brakes and suspension, a heavy-duty cooling system, run-flat tires, a shorter, final drive ratio, electronic limited slip differential, rear deck spoiler and a performance exhaust system. In addition to improving the mechanical soundtrack, the freer flowing exhaust also bumps the power ratings up to 495 h.p. and 470 lb.ft. of torque. Chevy says that the 0-60 time for a Z51 C8 is 2.8 seconds, which makes this the quickest showroom stock Corvette ever – rare air. Convertibles are expected to be fractionally behind that number. And for those for whom nothing succeeds like excess, hotter versions of the C8 motor will undoubtedly follow.
Regardless of power output, the engines are matched with an 8-speed dual clutch automatic transmission. This is the first DCT ever offered by GM. It’s also the first Corvette not have an available, manual transmission since 1954. A moment, here, to note the passing of the stick. Set the Wayback Machine to 1970. Fifty years ago, 70% of all Corvettes sold were stick shift cars. In contrast, by the end of the last (C7) generation, the take rate on manuals had dropped below 20% - too little to justify the added engineering expense, on the mid-engine design. As a long time sports car owner (including a number of Corvettes over the years), I’ve always felt that driving any car with a stick makes me feel more in tune with the car; more participant than passenger. But, that’s increasingly a minority opinion.
Refined and redefined, the new C8 may well be the best ‘Vette yet.
That said, as automatics go, the new GM offering is impressive. Shifts with the dual clutch transmission are quick and crisp, in either full automatic or manumatic mode.
The C8’s cabin design has a strong, cockpit vibe. The driver is flanked by the door on the left, and a wall on the right, curling down from the top of the center stack, to the center console. The edge of the wall is studded with 17 buttons and switches, controlling HVAC functions and seat heat/ventilation. The layout is logical, but the line is long. So much so, that you’ll need more than one peek to make the desired adjustment. The wall also has the effect of isolating the passenger, so don’t be surprised if your copilot’s views on the interior are less than positive. The other, first impression inside is made by the steering wheel. Shaped like a rounded rectangle, it’s advantage is that it gives you a clear look at the dash gauge displays. But, placing your hands at the traditional 10 and 2 positions lands them at angle points on the wheel, rather than the curved grip we’ve all grown accustomed to. Eccentric steering wheel designs have been tried before, but - other than flat bottoms - they’ve never caught on. It’ll be interesting to see how this is received by Corvette buyers. Elsewhere inside, gear selection for the automatic is made via inline, multi-level, push-button shifter. The infotainment system is accessed through an 8” HD color touchscreen. Screen placement is within easy, finger tip reach of the driver, and the system is straight forward operationally. It’s compatible with Apple Carplay and Android Auto. The 12” diagonal driver information display is programmable and legible. Coupe or convertible, drivers contend with rear-¾ blind spots and limited straight back visibility. Technology provides a partial workaround in the form of an HD rear camera mirror (standard on 2LT and 3LT, unavailable on 1LT). Flick a switch on the mirror, and you get a much improved, less obstructed, wide angle look at what’s behind you. The only caveat here is that - in the convertible - the camera mirror doesn’t work, when the top is down. Lane merges in highway traffic are approached with caution.
Three seat choices are available. Seating is a subjective matter and reasonable spines may differ, so test before you buy. Inboard cabin stowage spots are in short supply. As for larger items, being a mid-engine car, the Stingray has two trunks – smaller up front, larger in the rear. Taken together, they add up to 12.6 cu.-ft. of space. I’m not a golfer, but the convertible’s rear trunk looks large enough to hold a pair of smaller, carry bags. Luggage-wise, one full size roll aboard and a carry-on will fit in back, along with soft bags. Up front, a carry-on and a duffle or briefcase fit well.
I’d estimate that 99% plus of all Corvettes (as well as other sports/exotics) that live in the northeast never see a track; they’re used primarily for three season, pleasure driving. Viewed through that prism, the C8 impresses as a first rate, two seat touring car – the best I’ve driven in recent memory. It’s a balanced blend of fine acceleration, braking, handling and ride quality. The electronic mode selector allows the driver to customize performance features to suit their needs; the Touring setting is ideal for daily driving. The car is the very definition of sneaky fast, and its shape attracts attention – of all kinds. Corvettes have long been known for their fine, bang for the buck performance. Refined and redefined, the new C8 may well be the best ‘Vette yet.