Chevrolet Corvette C8

	Chevrolet Corvette
	Debut: 2020 Maker: General Motors Predecessor: Corvette C7

Published on 21 Mar 2020

Mid-engined conversion leaves more questions than answers.

Finally, after 7 generations, Chevrolet finally turns its Corvette into a mid-engined machine. It might be exciting to some. It might raise eyebrows to others. However, the most important thing is, its market positioning is unchanged. Priced from $60,000, it is just 3 grands more than the outgoing C7. This makes it a bargain, considering other mid- or rear-engined European sports cars with comparable performance cost at least double the price. Insiders said the car was originally designed to be sold at $80,000. However, since the price leap from C7 is too big, GM agrees to lose a big chunk of money to those purchasing the base model, hoping to recoup investment from those ticking heavy options or upcoming hotter derivatives like Grand Sport and Z06. The Corvette’s production continues to take place at Bowling Green, Kentucky.

Why is the Vette needs to turn to mid-engine? Over the years, its power increases exponentially. I remember when I started watching cars, the C4 produced 230 horsepower from its 5.7-liter small-block. A few years later, the very expensive, 32-valve ZR1 offered 375hp. Today, a base C7 makes 460hp, still from a push-rod V8. The Z06 and ZR1 are good for 650hp and 755hp, respectively. This is virtually more than the FR layout could handle. By switching to mid-mounted engine, more weight is put on the rear axle, improving traction hence acceleration. The smaller polar moment of inertia sharpens steering and handling responses. Moreover, the driver sits closer to the front, enjoying a better view on the road, claimed GM.

Which parts look like a Corvette?

Surprisingly, what sits at the back of the cabin is still a push-rod V8. In fact, it is the least changed element of the car. Dubbed LT2, the latest version of GM small-block keeps the same bore center spacing (which can be traced all the way back to 1955, incredibly), the same bore and stroke dimensions hence the same capacity of 6162 c.c. Its internals are much the same, too, as are the direct fuel injection, variable valve timing on its sole camshaft, as well as the fuel-saving cylinder deactivation system. It employs new stainless steel exhausts, but the biggest change is the use of dry-sump lubrication, which allows the engine to be mounted 25mm lower, improving center of gravity. The V8 produces 495hp and 470 lbft of torque, an increase of 35hp and 5 lbft, respectively. The maximum torque now appears at 5150 rpm, 550 rpm higher than before, although it doesn’t feel much different from 3000 rpm all the way to 6000 rpm. Peak horsepower arrives at 6450 rpm, 450 rpm up. Maximum rev is 6600 rpm, respectable for a push-rod V8.

A bigger departure from the old car is the transmission. Chevrolet abandons conventional manual and automatic gearboxes and adopts a brand-new 8-speed dual-clutch transaxle from Tremec. It has an unusually short 1st gear ratio for quicker launch, so to produce headline-grabbing 0-60 time. In addition to a launch control and GM’s multi-mode performance traction control (as part of the track-oriented Z51 package), the C8 is claimed to be able to cut 0-60 in less than 3 seconds, a full second quicker than the old car! And, that is despite the fact that it has gained 76kg of fat. A nicely equipped C8 with Z51 package and adaptive dampers tips the scale at 1643 kg, one of the heaviest in the mid-engined sports car field. A Porsche 911 Carrera S is 115kg lighter.

The LT2 keeps the same bore center spacing as the first GM small block born in 1955.

As before, the entire body shell is made of glass-fiber to keep production cost down, while some inner panels are made of sheet molding compounds. The chassis is still a backbone-type aluminum spaceframe structure. The prominent backbone (transmission tunnel) is the main load bearing. It comprises of 6 large pieces of high-pressure cast aluminum parts. The rest include some rails, cross members and subframes. Most of these aluminum parts are extrusions (40%) and stamping (39%), others are casting (18%). They are put together by laser welding, bonding, adhesives, flow-drilling screws and rivets. The only non-aluminum structural parts are 2 small steel struts, a magnesium instrument panel bracket, a carbon-fiber rear bumper beam and a carbon-fiber underbody panel. GM claims its torsional rigidity is up by 19 percent, so the C8 can keep the Corvette's trademark Targa-roof arrangement, whose roof panel can be detached and stored at the rear boot. A full convertible is also available.

The suspension remains to be unequal-length double-wishbone all round, but its unique glass-fiber leaf springs have been replaced with conventional steel coil springs. Magnetorheological adaptive dampers remains an option under the trading name Magnetic Ride Control. Another option allows the front suspension to be lifted by 40mm to avoid the nose scratching with pavement. Other handling aids include standard electronic LSD and wide tires consisting of 245/45ZR19 and 305/30ZR20 Michelin Pilot Sport ALS. The aforementioned Z51 package will upgrade them to Michelin Pilot Sport 4S, in addition to larger oil cooler, retuned suspension, revised axle ratio and larger Brembo brakes. Meanwhile, a front lip spoiler and fixed rear spoiler help to produce downforce of up to 180kg. Save the push-rod motor, everything looks good enough to challenge Porsche.

Despite an aluminum spaceframe, the C8 is one of the largest and heaviest mid-engined sports cars.

The C8 has grown in all dimensions bar height. At 4630mm long and 1934mm wide, it is 135mm longer and 57mm wider than the C7, also a lot larger than a 911. Its 2722mm wheelbase is very long even for a mid-engined sports car. It does look big, but more problematic is a styling that places aggression above emotion. In my eyes, this is the world’s ugliest mid-engined exotic since Noble M600. While you can forgive the cottage industry for incompetent styling, no excuses can be said for the superpower of GM design. Its exterior is said to be inspired by stealth fighters F22 and F35, but I find it more like a mid-engined Camaro. With too many angular styling elements and busy crease lines, it does not possess the aesthetic of Italian exotics. It is even a waste of the mid-engined proportion. A mid-engined exotic shall make good use of its mechanical layout to enable a pointy nose and wind-cheating shape. On this car, the front bonnet is set so high that you might put an engine underneath it. Its nose is so blocky that it doesn't seem to slice through the air easily. Since the waistline is set too high, the glasshouse looks small and the car feels heavy. The side engine intakes are arbitrarily shaped, with no style to speak of, and their black linings look rough and fragile. Turn to the back, all the squares and polygons highlight the inelegant surface treatment and the low quality of glass fiber panels. I remember TVR was good at using overlapping curvy surfaces to hide the inconsistent panel gaps of glass-fiber. In contrast, the designer of C8 uses thick edges to remind you that this car uses a cheap glass-fiber body, not aluminum or carbon-fiber. Modern sports car designs cannot be much worse than this one.

Yes, this is really disappointing. For decades, countless of designers and car lovers dreamed of how a mid-engined Corvette would look like. Unexpectedly, GM's designers have screwed up a golden opportunity. They just built a mid-engined muscle car.

GM's designers have screwed up a golden opportunity. They just built a mid-engined muscle car.

Don’t get me wrong, I have been an admirer of Corvette since the days of C4. Corvettes from C4 to C7 might not be the best to drive, but they all looked fantastic – fast, pure and tasteful. Whenever we mention “American sports car”, the first to come in mind is their iconic shapes. Sure, to modernize an icon is never easy, but it is not impossible. Porsche succeeded in evolving the classic 911 to 993, then 996, 991 and today’s 992 without losing its genes. If you talk about a big change of mechanical layout, Fiat 500 and Volkswagen New Beetle prove that it is possible to transform rear-engined classics into front-engined moderns yet keep them recognizable. Ditto the rear-engined-turned-mid-engined Alpine A110. Good designers shall be able to capture the spirit of the icons and find ways to interpret that in modern mechanicals. If I pen this car, I might give it softer lines, more curves, a faster angle nose, a lower and more flowing waist line, wrap around rear screen and quad-circular tallights. Yes, just like a mid-engined C5 ! Make it pure and simple, and you will have something to give Ferrari a lesson.

At times, the C8 gives me an impression that it is not a true Corvette. Just because some GM engineers have the ambition to build a poor man’s Ferrari, they make use of the C8 budget to realize their dreams. It has a very different personality from any Corvettes we know.

The interior is a huge step forward in style and quality perception.

Not all changes are as poorly executed as the exterior. The interior of C8 is a really a huge step forward in style and quality perception. Its jet-fighter cockpit design is even more spectacular than that of the C7. Materials feels expensive if you take the 3LT premium package, with almost every surface trimmed with leather, Alcantara or carbon-fiber. The smell of resin and plastic is gone. The driver-oriented touchscreen and reconfigurable instrument display look sophisticated and work well. Ditto the square steering wheel which gives you a better view to the instrument display. Although fit and finish or the tactility of controls still fail to match Porsche, this place feels expensive for the first time in the 67 years history of Corvette!

On the downside, ergonomics is still somewhat flawed. You certainly sit farther forward than the case of any front-engined Corvettes, but forward visibility is no better, because the windscreen is not wrap around like Lotus or McLaren, and the bonnet is set high, blocking part of the view ahead. Car & Driver did a measurement and found it actually see 3 feet less of the road ahead compared with the C7, which is ridiculous. The long dashboard also reflects on the windscreen under sunlight. The slim row of gloss buttons on the sloping transmission tunnel might look a statement of style, but under light reflection they are rendered unusable.

Space is also a problem, unexpectedly. Despite the increase of exterior dimensions and weight, the C8’s cockpit offers a bit less legroom, shoulder room as well as hip room than the C7. Its driver seat is mounted unusually high, presumably to lessen the visibility problem. Even when set to the lowest position it feels too high for a sports car. It also robs the driver headroom, making the C8 unsuitable for taller drivers. The passenger is no much better. Although the seat is mounted lower than the driver’s, the prominent transmission tunnel leaves the passenger no space to put his left arm.

High-mounted driver seat leaves little headroom.

Luggage space also suffers from the switch to mid-engine. While the C7 has a 424-liter boot, the C8 can swallow only 357 liters, and it is split between a very small front boot and a still quite small rear boot.

On the Road

Well, a mid-engined exotic is not supposed to be as practical as a performance saloon. What matters is how good it drives. Surprisingly, the C8 thinks itself as a performance saloon when you call for excitement.

Is it quick? No doubt, the figures don’t lie. Both Car & Driver and Motor Trend timed a C8 with Z51 package’s shorter gearing to sprint from 0-60 in 2.8 seconds, a shocking figure for a car so affordable. The mid-engined machine’s 61-percent rearward weight bias plays a key row here, as do the 305-section Michelin PS 4S rubbers and the very effective launch control. Up to 100 mph, the C8 can still go head to head with a 911 GT3, a Honda NSX or a Nismo GT-R. Thereafter, it slips back a little, but still it is faster than it has any rights to be.

The problem lies in not the objective measurement but how you feel sitting inside the car. The C8 never feels half as quick as it goes. Power delivery of the push-rod V8 feels flat, with no particular surge or change of tone when you wind it up. 6000 rpm doesn't feel much different from 4000 rpm, except that the scenery outside moves faster, so why bother to push it? The exhaust note of the V8 is subdued, lacking the scream and roars you would expect for a high-performance sports car. At low speed and on cruising, it is even as whisper-quiet as a luxury car. Ferrari and Porsche just won’t tune their engines like that. Not the C7, too. A sports car has to feel special all the time.

The C8 never feels half as quick as it goes, and it steers like a front-wheel-drive car...

Well, it wouldn’t matter if it cornered like a Porsche or Lotus. Unfortunately, it is not. Far from that actually. The C8 offers tremendous grip and stability undoubtedly, but it feels bigger, heavier and more inert in its response than a mid-engined sports car supposed to be. Road tests confirmed that it produces lower cornering g-force than the C7 and longer braking distance as well. Its lap time is no match for a 911 Carrera S with lower power-to-weight ratio. The car’s excessive weight is to blame, but equally responsible is the tuning strategy: GM built too much understeer into its chassis. Whether it is deliberate or not I don’t care, but the fact is this car understeers a lot mid-corner. If you think more throttle would balance the understeer and turn it into oversteer, wrong! It will understeer even more, just like a front-wheel-drive car (and a poorly tuned one!). The only way to get rid of understeer is to back off immediately, then the nose will tuck in a little, returning to neutral. Yes, just like a hot hatch. However, with so much grip on offer, such lift-off balance is not as easy to access as a hot hatch. Surely not on a narrow mountain road. The Corvette rests on a much higher performance level, so you need a track and load it very hard to get into its sweet spot, even though that sweet spot is not that sweet.

There is some talk about different camber settings. When set according to the factory’s guidance for track use, the understeer can be significantly reduced. However, the Vette is a road car. Isn’t it shall be tested with the factory road setting?

The problems don’t lie on the balance alone, but the controls are also flawed. The steering is light and accurate but lacks feedback at road speeds, certainly not what you would expect from a manufacturer giving us the feelsome racks of Camaro, CTS and ATS. The drive-by-wire brake pedal is bit non-linear, and it is easy to trigger ABS. The Tremec twin-clutch gearbox is smooth and consistent, but don’t expect the lightning shift time of Porsche or Ferrari.

Ridiculously, the C8 excels when it is driven leisurely. In Touring mode, its ride is more comfortable than Porsche. Its engine is quieter. Sound insulation is better than most sports cars. Its steering is lighter than a family car’s. I am puzzled. What kind of buyers does it target at? What does it want to achieve with this revolutionary makeover? To be the world’s most comfortable sports car? The world's first mid-engined grand tourer?

To be fair, the C8 is not supposed to rival a 911 or even a Ferrari. A well-equipped C8 with all the essential performance and interior enhancements can be bought with less than $90,000. It is about the same as a Porsche 718 GTS. The Vette is much faster in a straight line, and probably on a track as well (you will need at least a GT4 to rival it). Still, driving thrills are not the function of speed. The Porsche is definitely more fun to drive and more satisfying to own, especially now it comes with 6-cylinder power again. Meanwhile, an A110 is also a much sweeter driver's car, although it comes with only a 4-cylinder engine and it is not sold in America. The C8 is not only not much fun to drive, but not much fun to look and to listen. It is therefore a big disappointment. Let's hope the go-faster versions will adopt a different strategy.

Verdict:

Published on 30 Oct 2022

Corvette Z06

With a world-class engine, the go-faster Corvette is finally a world-class sports car.

When the new Corvette was transformed into mid-engined a couple of years ago, it was already referred to “the American Ferrari”. However, what kept it from really catching Ferrari on performance terms is its old-school pushrod "small block" V8, which produces just under 500 hp and revs to no more than 6600 rpm. That was the last tie to all the old Corvettes and a key factor to its affordable price. Logically, the go-faster version, Z06, should have used a supercharged small-block V8 like its predecessor. That would be cost effective yet produces plenty of power and torque (650 hp and lbft last time) to challenge Ferrari. Somehow, the Corvette team thought it is not exotic enough, so they buy a Ferrari 458 Italia, disassembled its 32-valves flat-plane crank V8, copied every novel feature from it and benchmarked the new Z06 against it. The result is nothing short of amazing.

Codenamed LT6, it is the first ever DOHC 32-valve V8 developed by the Corvette team – the ZR-1 running from 1990-95 had a 5.7-liter 32-valver developed by Lotus. It keeps the same 112 mm bore spacing of the existing small-block V8 for ease of installation, but it is an all-new design. The Ferrari-style flat-plane crankshaft skips counterweights of traditional V8s for reduced inertia, allowing the LT6 to rev to 8600 rpm. Displacement drops from 6.2 to 5.5 liters in the process of chasing rev, as bore is enlarged to 104.25 mm while stroke is shortened massively to 80.0 mm. The shorter stroke, in combination with using forged titanium connecting rods (another Ferrari trick), help reducing the second-order vibration known to flat-crank V8s. Vibration damper, stiffer engine mounts and a stronger transmission casing take care of the remaining vibration.

The dry-sump lubrication also copied Ferrari’s idea. The crankcase is sealed in 4 separate chambers, one for each pair of cylinders, and each chamber has its own scavenge pump. This prevents air goes repeatedly from one crank throw to another crank throw, reducing windage or pumping loss within the crankcase.

A lot of novel features are copied from Ferrari 458 Italia, the car its development team bought and studied.

The combustion chambers run at 12.5:1 compression ratio. The CNC-machined cylinder heads house carbon-coated finger followers, titanium intake valves and sodium-filled stainless steel exhaust valves. Like the Ferrari engine again, the LT6 employs 2 intake plenums (though made of thermoplastic here) which are interconnected through 3 valves to form a resonance-type variable intake system. This improves torque delivery across the entire rev range, something very important because the short-stroke engine doesn't produce as much torque as the regular small-block. The 4-2-1 stainless steel exhausts connect to a quad-tailpipe, which has been relocated from the sides to the center of the tail. Overall, the LT6 is only 14 kg lighter than the supercharged 6.2-liter LT4 unit of its predecessor, as the DOHC architecture partly offsets the loss of supercharger and displacement.

The 5.5-liter engine produces 670 horsepower at 8400 rpm, 175 ponies more than the standard Corvette. Its specific output of 124 hp per liter is among the highest in the normally aspirated world, with just a few examples could better it, e.g. Ferrari 812 Competizione (128 hp/l), Porsche 918 Spyder (132 hp/l), Ferrari 458 Speciale (135 hp/l), Aston Martin Valkyrie (154 hp/l) and Gordon Murray T.50 (166 hp/l). It also beats the 631 hp Mercedes-AMG SLS Black series to be the world’s most powerful atmospheric V8. Admittedly, aside from Detroit car makers, no one builds NA V8s anymore.

On the downside, its maximum torque drops from the standard car's 470 lbft to 460 lbft, and this is not available until hitting 6300 rpm. As a compensation, the Z06 employs a shorter final drive ratio. The Tremec 8-speed dual-clutch gearbox has strengthened clutch pack and stronger casing. An active differerential is standard, working with GM's Performance Traction Management system.

The regular C8 is already a big car, but the Z06 is bigger still – 88 mm longer and 90 mm wider. That extra width is needed to accommodate its astonishingly large Michelin Pilot Sport 4S tires: 275/30ZR20 up front and 345/25ZR21 rear. For comparison, a Ferrari F8 Tributo – an even more powerful car – uses 245 front tires and 305 rear tires. The Z06 is 111 mm longer, 45 mm wider and 29 mm taller than the Ferrari, accompanied with 72 mm longer wheelbase. As the body shell is still made of fiberglass like the standard Corvette, unsurprisingly, it stands at the heavy side of its segment, weighing 1663 kg according to the scale of Car and Driver. That’s about 200 kg more than the latest Porsche 992 GT3 RS and about the same heftier than the Ferrari.

Z07 pack lifts the Z06 to one fo the fastest cars on track.

You can make the car a bit lighter by opting for the very expensive carbon-fiber wheels. It will set you back at $10,000 but saves 18.5 kg of unsprung mass. The latter could be valuable, because the Z06’s suspension is 35 percent stiffer than the Stingray fitted with Z51 handling package. Its magnetic dampers are also set stiffer, while helper springs are employed for improved body control. The Brembo brakes get larger – 370 mm discs and 6-piston calipers up front, 380 mm and 4-pot calipers at the back.

And then there is a $9000 performance package confusingly named Z07. It stiffens the suspension by a further 8 percent, turns to Michelin Cup 2 R semi-slick rubbers and Brembo CCM ceramic brakes. To equip this pack, you need to also tick the $8500 carbon-fiber aero kits which includes a large rear wing, larger front splitter, front dive planes and underbody strakes. Chevy said it produces 333 kg of downforce at 186 mph. Not in the league of 911 GT3 RS, of course, but still pretty good.

The bad news is ballooned price. Fast Corvettes used to be performance bargain. Although the new car is still relatively cheap compared with European marques, it is no longer as bargain as before. A lean Z06 starts at $110,000 including gas guzzler tax (yes, it is thirsty), breaking into 6-figures price for the first time. Upgrade to 3LZ trim (which gets niceties like premium Hi-Fi, leather upholstery, better infotainment system and seats), add the aero package and Z07 performance pack and it will end up at $141,000. And that’s before considering carbon-fiber wheels, roof and a few carbon-finish options. The car tested by Car and Driver has a very European-like price tag of $166,000. That’s also the base price of 911 GT3. If the American car is imported to Europe, I am sure the price gap will be even narrower.

On the Road

Few cars could rival the Z06 for 0-60 sprint. While it is not the most powerful, it has a fast-shifting DCT, a good launch control, plenty of traction thanks to the mid-engined layout and, most important, a set of super wide and sticky tires, especially the Michelin Cup 2 R that comes with Z07 package. A 0-60 time of 2.6 seconds is outstanding, barely slower than 911 Turbo and Turbo S, which are rear-engined cars with 4WD. Unsurprisingly, it is faster than the old Ferrari 458 that it benchmarked, not just for 0-60 mph but all indicators up to 140 mph. The newer turbocharged 488 and F8 are faster, of course, let alone the latest 296 GTB with hybrid power, or just about any McLaren sports series. However, those are lightweight supercars and should not be compared with the relatively affordable Z06.

Interior looks expensive, but the Z06 also gets very expensive.

The LT6 feels very different from traditional small-block, with an eagerness to rev and sharp throttle response never seen before. It sounds very different, too, replacing traditional burble with a high-pitch noise. There is plenty of torque low down, but the true excitement starts from 4000 rpm, then hardens again at 6000 rpm and pushes all the way to 8600 rpm redline with a relentless manner, while the exhaust gets exponentially insane, screaming like a racing motor. Unsurprisingly, it sounds a bit like Ferrari V8s, rawer and angrier than the flat-crank V8 of Ford Mustang GT350.

The driving experience is a bit compromised by the ergonomics though. As in the standard car, you sit a little too high and visibility is not great. The long dashboard cause reflection under sunlight, as are the buttons on transmission tunnel. The square steering wheel is barely more useful than the yoke of Tesla.

The ride is quite stiff on less than smooth roads, and those beefy tires generate so much noise that cruising refinement is seriously compromised. On a mountain road, its massive width is certainly something you should watch carefully, preventing you to drive as hard as any 911s or even Ferrari. No, the Z06 is designed for a country with wide empty roads, or better still, big race tracks.

On track, the Z06 with Z07 pack drives like a dream. You get massive – I mean massive – grip and traction to rely on. Tight body control, responsive turn-in, accurate steering, mighty ceramic brakes, all qualities are up to the highest level. Not even mid-corner bumps could shake its stability. Undoubtedly, it will be extremely quick on track.

However, its biggest weakness is exactly its biggest strength: grip. Even on standard Pilot Sport 4S tires, the Z06 is so grippy that hard to get it spin. If you turn off traction control, you can ultimately push it to oversteer, but it lacks the delicate balance of the very best sports cars, so holding its slide will be difficult, let alone controlling the slide angle at your will as in a mid-engined Ferrari with Side Slip Control. And that’s on a wide race track. Don’t forget Ferrari is capable to slide corner after corner in the Swiss Pass. On Cup 2 R rubbers, the Corvette’s roadholding limit is even higher, thus you need to push even harder to break its traction. Again, it does not encourage sideway driving. More like the C8.R race car, it prefers to corner accurately, losing no time in slide. That robs it the opportunity to engage its driver with highest satisfaction.

Concerning styling, the Z06 might be better looking than the standard car, thanks to wider fenders and larger wheels that make it look like lower and lighter, but the design is still too edgy and busy for my taste. Apart from engine, perhaps it should learn the great styling of Ferrari 458 as well.

Verdict:

Published on 2 Dec 2023

Corvette E-Ray

The first hybrid as well as AWD Corvette.

The C8 sets many firsts for Corvette: the first mid-engined Vette, the first to employ flat-plane crankshaft V8 (that’s for Z06), and now the first hybrid-powered as well as 4-wheel-drive Vette. Hard to imagine these just a few years back!

The E-Ray Corvette keeps using the LT2 push-rod V8 from the standard Stingray. Its output remains unchanged at 495 hp and 470 lbft, and it keeps driving the rear axle through a Tremec twin-clutch gearbox. What the E-Ray adds is a small electric motor at the front axle, which provides another 160 hp and 125 lbft. As it works through an open differential, wheelspin and under/over-steer are taken care by brake-based torque vectoring strategy.

With a combined output of 655 hp and 595 lbft, in addition to 4-wheel traction, the E-Ray is capable to storm from rest to 60 mph in 2.5 seconds, a tenth quicker than the mighty Z06, even though it carries 300 pounds more. For sure the E-Ray’s superior torque (especially at lower revs) and extra traction are the main reasons. Once the Z06 overcomes wheelspin, it will claw back the lost ground. At 150 mph, the E-Ray is not only a full second adrift of Z06, but its electric motor will be disengaged from the driveline to avoid damage, then it will climb slowly to its 183 mph top speed using its pushrod engine alone.

If you think the E-Ray must be more frugal to run than other Vettes, you will be disappointed to find out its fuel economy the same as the Stingray. That is because it uses a smallish lithium-ion battery with merely 1.9 kWh (gross) capacity. (For reference, both Ferrari 296 and McLaren Artura employ a 7.4 kWh battery.) As a result, its zero-emission range is barely 3-4 miles, and the V8 will fire up once above 45 mph. Make no mistake, this is not a green car, but a performance-oriented hybrid. It cannot be plugged in to recharge, as the battery is charged through either harvesting excess energy from engine or regenerative braking.

On the plus side, the smallish battery is both cheaper and easier to package. Chevy is able to put it in the space within the transmission tunnel without any structural modifications. The E-Ray is no lightweight at 1800 kg, but compared with the 1643 kg Stingray or 1663 kg Z06, its weight penalty is rather modest.

The rest of the car is largely based on the Z06, sharing the latter's wider body to accommodate the same oversized tires - Michelin Pilot Sport 4S, 275/30ZR20 front and 345/25ZR21 rear, although they are all-season instead of summer rubbers by default. Magnetic Ride Control dampers is standard, ditto carbon-ceramic brakes and a lithium-ion 12V battery. All these make its $104,000 starting price looks a relative bargain beside the $111,000 Z06.

However, the E-Ray has a different personality. If Z06 is Corvette’s equivalent of 911 GT3, then the E-Ray is a 911 Turbo. With endless torque on offer at any revs, you don’t need to wind up its engine to get the best out of it. Supercar performance cannot be obtained any easier. Moreover, it is easier to drive to the limits. Breakaway in fast corner is more progressive, and the front wheels will stabilize the car when the rear gives up.

Using purely as a road car, the E-Ray is easily livable. It can start and leave your garage silently in early morning. The magnetic dampers provide comfortable ride. All the comfort and practical design features of the standard Corvette remain. The only complaints are excessive tire roar (think of 345mm rubbers) and the 2-meter-plus width that makes it hard to exploit on narrower roads.

Verdict: