The mid-engined 8th generation Corvette Stingray defies the norms of what a supercar should be, and our Chief Ed thinks that we should be grateful for that

Singapore – So the guys at GM weren’t off their rockers when they decided to stick the C8 Corvette’s engine behind the driver. For every generation prior, the Chevy’s halo car has been more of a grand tourer, and at times seen by some as a glorified muscle car.

In a country where Système International d’Unités is stubbornly refused, where portions for one could probably feed an entire Asian family, and normal where means going fast only in straight lines – the Corvette, the way it had always been, was very much the aspirational car.

By positioning and the way it was engineered, the plastic-bodied coupe was seen a step or two away from the “blue collar” Camaro. Something which somehow straddled between a GT and a muscle car. The C8 on the other hand, is a vast departure from its predecessors.

Very importantly, it is the first-ever production Vette, with a mid-engine configuration, and also the first to ditch leaf springs… the latter which I am still unable to wrap my head around why it took General Motors this long.

Would turning the ‘vette into a mid-engined supercar alienate it from its customer base?

Actually, I think not. With ever increasing expectations, the new suspension setup and its inherent improved balance would be a major upgrade. But even so, GM have found that beautiful sweet spot between creating a supercar that can be taken very seriously by the usual Italian and German suspects, while keeping its very core… for a lack of a better word “American”.

What do you mean “American”?

Like most of us who grew up around East Asian and European transport, I always found cars built for the American public a little too “fluffy”. On the other hand, you could essentially daily drive the Corvette C8 Stingray in “Sport” mode, without getting even a hint of a sore back. Over here, the damping is simply more mellow than I would expect. This is largely credited to the adaptive MagneRide suspension, which plays a huge role in ironing out the bumps.

Under the hood, the Generation V Chevy Small Block dry sump 6.2 litre LT2, while unique to the Stingray and hybridised E-Ray variants, shares plenty with other LT family engines which appear in the Camaro and a number of Cadillacs. Interestingly, GM has retained the (by now medieval) pushrod design – apparently for cost reasons and better packaging.

Over here, the natural-breathing V8 puts out 490hp and 630Nm. Paired to a slick-shifting dual-clutch 8-speed (there is no stick option), the C8 Stingray clocks the 100km/h yardstick in only 2.9 seconds.

Very much like how a NA engine should feel, it feeds in linear fashion – something which is becoming increasingly refreshing, especially now that we are crossing the point of no return, going electric.

That signature crossplane rumble, paired with that throaty-metallic howl as the needle climbs past 3,500rpms is quite the visceral experience; especially if you were driving with the top off. Interestingly though, the V8 isn’t as thunderous as I’d expected it to be. Within the cabin, things are surprisingly civilised and pleasantly restrained. I hear from Corvette Singapore that the C8 is engineered with inputs from the Cadillac luxury division.

A light steering makes for a very nimble front end. You could dive into corners with a decent dab of accuracy, though in most modes the suspension comes across as rather soft. But bump the car into “Track” mode and most of the Corvette’s loose ends get tied up. Even so, I still feel that there is still quite a bit more suspension play than I would expect in this mode; which would mean that you can still expect some slip during your track day.

The weight distribution is somewhere around 40/60, therefore it pendulums slightly more than it pivots… entertaining yes. Overall, the Corvette is not going to be the sharpest tool among its entry supercar peers. Not that I would complain, since you can pretty much daily the C8 in just about any drive mode you flick the drive mode knob.

But where it differs from the current spread of European supercars, is the part where it is also rather practical, since you can shoehorn two golf bags into the space just behind the engine. Then there is the bit about fuel economy. While officially, you’re looking at 7.8km/l, there is cylinder deactivation which turns off cylinders 1,7,4 and 6, when the engine detects lighter loads. A relaxed night drive brought my numbers closer to 9km/l.

There is still a little muscle car in there

Perhaps a close point of comparison to the C8 Corvette Stingray would be the first edition of the Audi R8 V8. While Lamborghini’s German cousin would come across as more shouty and intense, the American supercar on the other hand prioritises that daily drivability I mentioned earlier. 

I used the Audi R8 for comparison for two reasons, because there are some parallels between the two. For starters, the Vette’s cockpit, which is great for driver focus, is quite reminiscent of Audi’s Monoposto cockpit design. Both cars are also seen as the apex extension of their respective brands.

But over to the Corvette, and especially with the Stingray’s old school pushrod motor, somehow you can’t just fully scrub away the Muscle Car bit. But just remember, the clock is ticking, and very soon, we will be left with cars without much of a soul.

Text & Photos: Clifford Chow

ProsCons
Engine has fab old-school character Soft suspension is a double-edged sword
Mid-engine layout, more balancedWould having it a little louder be a crime?
Soft suspension is a double-edged sword

Chevrolet Corvette Stingray 6.2

DrivetrainPetrol
Layout6,162cc, V8
Power / torque490hp / 630Nm
Transmission8-Speed Dual Clutch
Efficiency7.8km/l
Fuel Capacity70 Litres
0-100km/h2.9 seconds
Top Speed312km/h
VES BandC2
DealerAlpine Motors
PricePOA
VerdictPossibly the core of what makes Americana great?