2020 C8 Corvette: 0-60 in under 3 seconds, starts below $60,000
Decades of GM engineering studies and years of development on behalf of the current Corvette team have finally led to this moment, the unveiling of the first production Corvette with a rear-mid-engine layout. We’ll spare you the history lesson and trivia—except for mentioning that this is the first mid-engine car from General Motors since the Pontiac Fiero. First impression—this one is definitely faster. Here are the details you’ve been waiting for.
Corvette chief engineer Tadge Juechter proudly proclaimed that this
is the first Corvette to use a mid-engine layout, given the clear
limitations GM was coming up against with the outgoing front-engine,
rear-drive design. But for all the changes to the C8, he made a point of
the car’s naturally aspirated small-block V-8.
The 2020 Corvette Stingray will debut with a 6.2-liter V-8
engine—codenamed LT2— that produces 495 horsepower and 470 lb-ft of
torque. It should look and sound familiar to you, because it’s simply
the next evolution of the Gen-IV small-block that we all love, although
GM claims that basically the only things that carry over are the engine
block and cylinder heads. Output is up from the C7 Stingray’s 455
horsepower and 460 lb-ft of torque, although the available figures refer
to the C8 with the Z51 package’s performance exhaust. Standard power
and torque figures with the base exhaust are unknown. Credit the boost
in power over the LT1 to improved airflow afforded by the rear mounting,
a more aggressive camshaft with increased duration to move the torque
band higher, and some beautiful tubular exhaust manifolds.
Small-block program manager Jordan Lee reminded us of the benefits of
the C8s packaging. “The inlet restriction is lower, exhaust
backpressure is lower, and the lube system really helps because we have
less oil in the system.” All LT2 engines benefit from dry sump oiling
and this is the small-block’s first application of lifter valley oil
scavenging. Keeping oil where it’s needed and away from where it’s not
keeps the cam and crank from whipping around in the oil and reduces
aeration, allowing the Stingray’s small-block to remain lubricated
through demanding track sessions.