2020 Corvette Stingray's Earth-Shaking Engineering: The Science of Zero to Sixty in Three Seconds

Due to the mid-engined layout alone, many car professionals knew that the 2020 Chevy Corvette Stingray was going to offer mind-blowing performance and aggressive acceleration in standalone form. Even fans we had kept close touch with here at Chuck Hutton Chevy of Memphis that had been in the loop for years regarding development were astonished by its 0-60 mph time. When equipped with the Z51 package and performance exhaust, this 495-horsepower mid-engined marvel gets there in a mind-blowing 2.92 seconds. To gain the proper perspective on the matter you have to realize that today's 755-hp Corvette ZR1 can accomplish this, but the price tag is nearly double.

Engineering expert Jason Fenske dedicated a full episode of Engineering Explained to provide the inside scoop on just how Chevy got there, and at such a lower cost factor. A car needs a pretty massive amount of power to achieve a 0-60 mph time, and the 6.2-liter V8 situated in the middle completes the horsepower task. Next, the car needs a transmission that shifts quickly, and the C8 Corvette tackles this problem with an 8-speed dual-clutch automatic. It shifts lightening-fast and has rations that keep the engine properly within its power band, but the most prominent advantage of the DCT is that power delivery between gears doesn't halt, and the car is always acceleration with the throttle at fever pitch.

Tires are another huge factor when it comes to track times that smoke and sizzle with a frenzy, and this is where the calculator is busted out. The frictional coefficient of the tires that are mounted on the new Corvette, Michelin PS45 rubber, at a rate of 1.336 gs. This helps solve the puzzle of the force equation, being the absolute top of the rim for maximum force that the car can accelerate. Force is the result of the frictional coefficient of the tires multiplied by the weight pushing down on the tires.

Under the guise of a 40/60 front/rear weight distribution, a center of gravity similar to that of the C8's, and taking into consideration factors regarding the car's new wheelbase, there's a solution for the quickest possible acceleration time. That figure sits at 2.76 seconds with a max acceleration of .99 Gs. The outgoing base Corvette model sits at 3.31 seconds, with the max acceleration at .826 Gs. Jason also claims here that the quickest possible acceleration with stickier tires is an astounding 2.5 seconds, which could be accomplished with a future Z06 or ZR1.

The 2020 Corvette's brand-new layout could also pave the way for a braking distance even shorter than the Porsche 911 GT2 RS's 87 feet from 60 down to 0 mph. There is something to be said for a car that is so entirely all-American, laced with raw power, and is as visually stunning as the new mid-engined 'Vette. We have to admit that it's almost unthinkable to ponder what would have happened if the go-ahead for this design would have occurred years ago: track enthusiasts and would have been at the edge of their seat, and heavily devoted to the cause. There's been a lot to be excited about this summer regarding the C8: this is one display of engineering expertise and prime patience level that is off-the-charts and stunningly poised to make a memorable mark in automotive history!

Mid-engined 2020 Corvette Hailed by Car and Driver as ”An Engineering Moonshot”

It's undeniable that all of us here at Chuck Hutton Chevy of Memphis have been waiting for the C8 Corvette's official arrival even more intently than a golden retriever watching for their beloved owner by the window! The seasoned car specialists on duty at Car and Driver provided an in-depth look at the C8 on their blog this past week and wondered aloud if the job of playing with this new toy will exceed the 60 or so years of anticipated excitement surrounding its release.

Since it's mid-engined, it bears resemblance to amazing and eye-popping autos such as a Ferrari F8 Tributo or a McLaren 720S, with some sweeping visual lines that put it in a completely separate category right off the bat from the outgoing C7. There's no manual transmission this time around, which we know some purists won't greatly appreciate. Believe it or not, the very first 'Vette back in 1953 only offered an automatic, and the current model sports an 8-speed dual clutch made by industry masters Tremec. Leaf springs are finally completely a thing of the past, and all four corners are on coil springs between control arms.

While situated in an entirely new location in the frame, the V-8 itself is a pretty familiar staple: dubbed the LT2, most internal grave details and fundamental structure remains the same as the LT1's. The engine now breathes from the rear, courtesy of stainless steel exhaust manifolds, and every model has a dry-sump lubrication system. The ante is upped aggressively to 495 horsepower for total output, with 470 lb-ft of torque. The word on the street and deep in the pits is that the Z51 Performance Package allows the C8 to complete the zero to 60 spring in less than 3.0 seconds, which easily makes it one of the fastest Corvettes ever built.

The center tunnel of the C8 is aluminum and does away with the rails in favor of an advanced backbone structure. The rear bumper beam and underbody close-out panel are the two carbon fiber pieces that made it to production, and minus the top, the C8 is 19 percent torsionally stiffer than the C7, while also having about 100 extra pounds of weight. The FE1 is the base trim, built to be an aggressive everyday driver for those who “don't need a hero engineered into their shock absorbers or summer-only tires”. One step up from that is the FE3, which provides the Z51 Performance package, electronic limited-slip differential, larger brake discs, while still holding on to conventional shocks.

The top trim is the FE4, which takes the FE3 kit and adds the modern engineering feat of magnetorheological adaptive dampers. The front fenders still finish to that characteristic peak, and the hind end swells out before tucking almost indignantly in. The face has a bit of new unique flavor with the engine-coolant heat exchangers on the C8 mounted on each side of the nose. We have really appreciated the raw enthusiasm that has been so evident in regards to this release, and Car and Driver's wrap on the feature was the sentiment stemming from individuals who have just been gifted something profound as they claim that “it's time to rip this thing open and play hard. Very, Very hard.”

Pre-Debut Sneak Peek Display Via Car and Driver: C8 Corvette's Steering Wheel

Since the debut of the new mid-engined C8 Corvette is coming “right around the corner” July 18th, we can attest here at Chuck Hutton Chevy of Memphis that every little last detail has been wondered about, and kept appropriately under wraps. Spy shots that are passed around from blog to blog are great and all: they are one of the only ways that auto dealers like us can get any idea whatsoever about upcoming models and the way they look. Situating the engine behind the driver was a change that will resonate through the auto industry for quite some time, and Car and Driver just released on their blog this week some photos of the steering wheel.

We're pretty sure that the squared-off shape will make it more comfortable to hold, and greatly improve visibility. The top sports a leather centering strip, and the proud Corvette logo is displayed on the hub. There will be no manual transmission for the C8, and paddle shifters are situated for the one-choice-only dual-clutch automatic. On the two spokes and around the hub you can clearly count 17 different buttons and predicted controls are cruise control, voice command, audio volume, and radio presets.

On the left spoke there appears to be a mystery silver button with the letter “Z”, and we all wonder if it is for a type of drive-mode selection. Z is actually the trailing letter of the alphabet that held much special meaning in the 'Vette realm, being previously used in names like the Z51 Performance package, and the high-performing and track ready ZR1 and Z06. Many out there in mainstream America do not yet thoroughly understand that this is by no means a new concept. This ingenious idea has been kicking around the desks and design tables of engineers for decades. We particularly love the 1964 Mid-Engine XP 817 prototype shown here, with its intensely-curved front end and way in which the pipes pop up behind the driver.

Directly below it, you see the 1976 mid-engined XP 882 AeroVette: even though some claimed it looked more like a paperweight then a capable and commanding track car, the similar curve seen in both the front and back was surely defining and very unique. After its star-studded reveal in California, the C8 will also grace the Concours d'Elegance of America in Michigan from July 26-28, along with the likes of other classic cars from Cadillac, Bentley, and Ferrari. It won't be long before the inner and outer details of the C8 are made public for all to see, and there will be some very lucky car aficionados with their hands wrapped around said steering wheel for good!

Why Editors Would Pick The 2019 Chevy Colorado Spotlight: Motor Trend's Mark Rechtin

As the customer of today looks online, on the dealer's lot here at Chuck Hutton Chevy of Memphis, and through advertisements highlighting price cuts for trucks, they inevitably narrow their search down to the truck that will best work for them. Experienced auto journalists for publications such as Motor Trend can tend to be a wealth of knowledge regarding the topic, based on sheer hours spent behind various wheels, and the ability to discern what's most important. Mark Rechtin right off the bat bills himself as “not the typical pickup truck buyer”.

He's a middle-aged Suburban Guy with a spouse, a house, and usually the type that ponies up nearly reluctantly to succumb to the latest offerings from the crossover SUV camp. Doing a bang-up job of poking fun at himself, he laments that loading up a Chrysler Pacifica minivan with two-by-fours “ain't exactly masculine”. Since midsize trucks are now the size and overall heft of what a full-size truck was around ten years ago, his first pick was the Chevy Colorado LT, in 2WD Crew Cab, Short Box trim with the segment's latest and greatest 308 horsepower 3.6- liter V-6. He eagerly proclaims that there are many great reasons why it won Truck of the Year in 2015 and 2016, as well as a more recent comparison test on “Gettin' grimy and dirty”!

Mark claims that the Colorado is perfectly rugged even before you get into ZR2 or Bison form, very capable, and always doles out a very predictable and smooth ride. Because of the integrated bumper steps, loading and unloading is a breeze, and with the V-6 and tow package is can haul 7,000 pounds of pure lake-toy or other lug-worthy commodity. He praised the interior of the Colorado immediately for being much roomier than sworn rival Toyota Tacoma's, and also for the layout of controls making perfect sense.

The intuitive infotainment system on board is one of the best in the industry, and tech-lovers everywhere will love the plentiful USB drives on deck. As we find ourselves once again situated smack dab in the middle of summer, the A/C on board the Colorado actually is known for immediately blowing the crystal coldest of the cold. One of the reasons why Mark picked the truck with over-the-top enthusiasm as his favorite was the way in which is effortlessly and flawlessly splits the difference of being a proper truck for work and just plain getting around, a trait that was hard to find in any truck some years back.

The 2019 models now also see the addition of second in-cabin microphone for passenger, and the addition of HD Rear Vision Camera as standard on the LT, Z71, and ZR2 trims. Like all second-generation units of the Chevy Colorado, the 2019 Colorado continues to ride on the GMT 31XX platform, shared with the GMC Canyon and Trailblazer. Trucks on the smaller side are a bit easier to park and maneuver, and this is the absolute perfect choice for someone who is finally ready to take the plunge and call a brand-new and properly-equipped pickup truck their own!

2019 Chevy Colorado ZR2 Bison V-6 Rendered “Utterly Unstoppable” By MotorTrend Off-Road Test

Scott Evans of Motor Trend was quite right this past week when he lamented in his most recent article that most Americans have probably only seen the bison in a picture of the west, or featured on a menu. These days, the most bison left are situated safely on private ranches and raised for food, but before this, they could be found all over the many areas of vast expanse in the U.S., Canada, and northern Mexico. It is a very proud and deeply-woven heritage, and one that is aptly fitting for the namesake of this year's Chevy Colorado ZR2 Bison.

Even though bison are known to spend a fair amount of time standing around, they are most definitely capable of covering a large amount of ground in a pinch. The ZR2 is able to complete absolutely insane jumps and go wherever it damn well pleases for sure, and we'd think it is even more reliable than its tantrum-prone namesake. The full Bison treatment is courtesy of American Expedition Vehicles, the experts who began making pure magic when founder Dave Harriton started modifying TJ Wranglers for himself while a student at the University of Montana. Today, they are a success story with their engineering and design facility in Missoula, and an engineering/vehicle build/warehouse plant in Detroit.

It takes 7.2 seconds for the ZR2 bison to get to 60 mph, which is just a tenth slower than the standard ZR2. It carries its extra 144 lbs of weight extremely well, and all of us here at Chuck Hutton Chevy of Memphis have long known that the skidplates strategically placed on the Bison are the ultimate protectors of this well-honed and grunty number! While on the highways leading to the dirty and boulder-rich roads less traveled, the Motor Trend experts confirm that the current model's transmission is way more suited for the long concrete jaunts at 75 mph +.

What the review team really highlights well here is the way in which the ZR2 Bison feels all-in-all unstoppable. It truly possesses top-notch breakover, departure angles, and approach. With the added confidence that bumper reinforcements, locking front and rear differentials, and rock sliders offer, you simply don't ever have to worry about this dune-ready model ever not being able to get you through.

On another expedition carried through this summer, the same team took the ZR2 Bison on a trying off-road jaunt in the Mojave Desert: they encountered rocky hills, sandy riverbeds, and an ample amount of dirt two-track, and never once needed to use the differential locks. In this photo gallery, you can even witness the ZR2 Bison treading quite deep in the water: no terrain-derived threat can even come close to defeating this precisely-crafted and top-ranking rock crawler!