The Beach Boys wanted one, Prince sang about a little red one and Luke Skywalker… sorry, Mark Hamill, made Corvette Summer, a movie about one (56 per cent on Rotten Tomatoes, by the way).
Chevrolet’s Corvette, like the pop culture it’s so firmly embedded in, has been exported from America to the world for decades.
But the current, eighth-generation ‘Vette is the first to officially come to Australia and it’s gone seriously supercar with a mid-engine layout superseding the two seater’s traditional front-engine, rear-drive arrangement.
It's been a while since we’ve been behind the wheel, so we jumped at GMSV’s invitation to steer the current line-up - the iconic Stingray, just-released hybrid E-Ray as well as the monstrously rapid Z06.
So, stay with us to see if ‘America’s Sports Car’ is your kind of high-performance super muscle machine.
Chevrolet Corvette 2024: Stingray 2LT
Engine Type | V8, 6.2L |
---|---|
Fuel Type | |
Fuel Efficiency | 0.0L/100km (combined) |
Seating | 2 |
Price From | $175,000 |
Does it represent good value for the price? What features does it come with?
9 / 10
There are two Stingray grades in Australia, the 2LT coupe kicking things off at $182K, before on-road costs, which puts it in the same ballpark as the Audi RS5, BMW M4 and Jaguar F-Type as well as the Porsche 718 Boxster and Cayman. The 2LT convertible sits at $199,500, then the 3LT adds a more premium interior package, pricing the car at $197,000 for the coupe and $214,500 for the convertible.
The Stingray’s standard equipment highlights are dual zone climate control, 14-speaker Bose audio, Nappa leather trim, wireless Android Auto and Apple CarPlay, a 12-inch digital instrument display, an 8.0-inch multimedia touchscreen, interior mirror camera, a leather-trimmed steering wheel, heated and ventilated eight-way power seats (with memory), and a head-up display.
There’s also auto LED headlights, heated exterior mirrors, a hi-def reversing camera, cruise control, a performance data recorder and the ‘Z51 Performance Package’, the details of which we’ll get to shortly. But suffice it to say the Stingray goes toe-to-toe with its key category competitors on spec.
Then, to go with its mega hybrid performance boost the E-Ray adds a cool hundred grand to the cost-of-entry at $275,000, although it’s in primo 3LZ trim adding things like the ’track-ready’ ZER pack, monster carbon-ceramic brakes, a carbon-fibre and leather-detailed heated steering wheel, and even bigger rims.
And if you’ve popped a couple of brave pills the finely-tuned, track-ready Z06 sails over the $300K threshold at $336,000, before on-roads, and gets serious with additions including top-spec multimedia, Nappa leather-trimmed GT2 sports seats, borderline F1-size rubber and heaps more.
Is there anything interesting about its design?
8 / 10
What can you say about the Corvette other than it follows the classic ‘poster on the wall’ supercar wedge profile with a hint of stealth angularity in its exterior design.
There are echoes of the C7 ‘Vette that preceded it, particularly around the headlights and signature divided tail-lights, but line it up with a Ferrari, Lambo or McLaren and the Corvette fits right in.
Part of the motivation for the Corvette’s move to mid-engine is greater appeal to a younger demographic and the wider, even wedgier E-Ray and Z06 feature more pronounced side air intakes, with the latter also copping a mildly made-over front end for better breathing as well as rear-end tweaks.
Inside, you’d be hard pressed to find a more driver-focused layout with an elongated, slightly profiled section clearly defining a driver’s cockpit with twin screens for media and instrumentation at the top.
A long line of buttons to the driver’s left controls AC as well as seat heating and ventilation and the push-button gearshift is clearly inspired by the exotic Italians.
It’s all very racy but works well from an ergonomic point-of-view and if you’re in the market for a high-profile machine like this, the look and feel is spot-on with high-quality touch-points throughout.
How practical is its space and tech inside?
8 / 10
Practicality is a relative term when you’re talking about a two-seat sports car and it’s competitors like the Jaguar F-Type and Porsche 718 Cayman we’re looking at here for comparison.
At just over 4.6m long and a little more than 1.9m wide the Corvette is appreciably bigger than both of those, and the E-Ray and Z06 are longer (+58mm) and wider (+92mm) again, although they share the Stingray’s height and wheelbase.
There’s plenty of space and breathing room for two, and storage is okay. Think door pockets with room for bottles (laid down), two cupholders (under a roll-over lid), a console box with USB-A and -C as well as an aux plug and an SD card slot plus a good size glove box and a wireless charger between the seats.
While there’s no useful space behind the seats, the Corvette is at least a match and arguably ahead of the F-Type and 718 for cabin storage.
There’s a ‘frunk’ in the nose which is deep and wide enough for a couple of decent soft bags or a modest grocery shop. Plus there’s a 12V outlet.
There’s more space in the appreciably larger rear boot for a combined total of 357 litres, both areas with cargo nets. Pretty darn good for a supercar wedge like this, but bear in mind there’s no spare; the tyres are run-flats.
What are the key stats for its engine and transmission?
9 / 10
Proudly on display like a jewel in a silk-lined box (in the coupe, anyway) through a strategically-placed rear hatch window, the Corvette Stingray is powered by Chevy’s 6.2-litre ‘LT2’ V8 sending 369kW (close to 500hp) and 637Nm to the rear wheels via an eight-speed dual-clutch auto transmission.
This naturally aspirated all-alloy unit is part of GM’s fifth-generation small block V8 engine family, featuring dry sump lubrication, direct-injection, a billet steel crank, forged conrods and variable valve timing.
The E-Ray’s nose-mounted electric motor sends an extra 119kW/165Nm to the front wheels for all-wheel drive and a combined power output of 480kW/806Nm.
Then, the track-focused Z06 is propelled by an entirely different 5.5-litre ‘LT6’ atmo V8. A highly-tuned, high-compression unit featuring dual overhead cams, titanium rods, a flat-plane crank (as opposed to the LT2’s cross-plane) and stainless steel tubular headers for peak power of no less than 475kW arriving at 8400rpm and 595Nm of pulling power.
What is its fuel consumption? What is its driving range?
7 / 10
The Stingray’s official fuel consumption figure on the combined (urban/extra-urban) cycle is 13.5L/100km, with the LT2 engine featuring ‘Active Fuel Management’ (otherwise known as cylinder deactivation) knocking out four cylinders under low loads.
On test we saw an average of 13.8L/100km over a diverse road drive in the Stingray taking in mainly B-road and some freeway running. And that’s in line with expectations for a sports car with this much performance potential.
The E-Ray features a 1.9kWh lithium-ion battery, self-replenished from coasting and braking, allowing an EV-only (and neighbour-friendly) ‘Stealth Mode’ for four to six kilometres at a maximum of 72km/h. There’s also a ‘Shuttle Mode’ which also engages just the front axle on electric power to a speed of 24km/h.
The E-Ray’s official combined cycle consumption figure is 11.5L/100km, which is pretty impressive and the Z06 is just under 16.0L/100km. We only drove them on the track so no test figures.
The good news is all three can run on 91 RON ‘standard’ fuel, although premium is recommended for the Z06 when being used on a circuit.
With a 70-litre fuel tank on board, the theoretical range for the Stingray is around 520km, reduced to about 505 kays based on our real-world result.
What's it like to drive?
9 / 10
When I first started driving the Stingray, I thought one of the windows was open. I could hear things more acutely than usual. Turns out it’s the tyres and the engine, because they’re right behind you. And I like that… a lot.
The ‘standard’ Stingray will accelerate from 0-100km/h in 3.4 secs. It is ferociously fast and you have things like a performance exhaust as a reminder that you have a traditional US V8 in close proximity to your ears.
The Stingray’s standard ‘Z51 Performance Package’ comprises Brembo brakes, a sports suspension tune, that performance exhaust, a lower final drive ratio, an electronic limited slip differential, unique front and rear splitters, a heavy-duty cooling system and Michelin Pilot Sport 4S tyres.
Claimed 0-100km/h for the E-Ray is a blistering 2.9sec, but we saw a mind-bending 2.4sec on track at Melbourne’s Sandown Raceway.
And the hybrid’s “track-ready” ZER pack includes 20-inch front and 21-inch rear alloy wheels, specifically tweaked suspension and a taller Gurney-style flap (spoiler) for circuit use.
The track-focused Z06’s LT6 V8’s flat-plane crank arrangement results in an even firing order, which is not as smooth as the cross plane-LT2 but means it revs to an 8600rpm ceiling and on the circuit you can feel the aero all over (and under) the car doing its job.
Suspension is by double wishbones front and rear, and boy does it do a good job. You’ve got different modes, the magnetic dampers meaning you can dial in Sport, Touring or Track.
Track mode on the road is close to masochistic, you don’t want to punish yourself. And Sport is firm, dialling everything up just that little bit more.
But Touring is fantastic, transforming the Corvette into a very composed and forgiving package. Counterintuitive for such a focused machine. Jiggle over imperfections in Sport, then switch to Touring and it just smooths everything out. Amazing.
You’ve got staggered rims on the Stingray - 19-inch front, 20-inch at the rear shod with substantial rubber and low-profile at that and it’s surprisingly forgiving.
The car’s aluminium monocoque means it’s stiff and light (while side-stepping a big-buck carbon tub). The front to rear weight distribution is 40/60 and it feels well balanced, while the 245/35 front and 305/30 rear Michelin Pilot Sport tyres deliver tenacious grip.
Worth noting the E-Ray and Z06’s monster 275/30 front and humongous 345/25 rear Michelin Pilot Sport 4S rubber. Carbon-fibre rims and semi-slick tyres are optionally available.
The steering is beautifully connected. The wheel is not really a wheel being squared off at the top and bottom, so you have a clear view into the instrument display. But the connection with the front wheels is satisfying.
The eight-speed dual-clutch transmission is as rapid as you’re going to find, particularly in manual mode.
The brakes are huge as well. The amount of power you can apply is astonishing, and we were punishing the E-Ray with the carbon-ceramic package, as well as Z06 (where the package is optional) and it stands up to that treatment brilliantly well.
The E-Ray comes with the carbon rotors and even when fitted with its standard cast iron discs, the Z06 features six-piston callipers at the front and four-piston units at the rear.
In terms of miscellaneous observations the Corvette’s standard front lift system, which raises the nose by 40mm at the press of a button, is welcome. An 11.6m turning circle in the Stingray is sizable, but that shrinks to 11.1m in the Z06.
Predictably, over-the-shoulder rear three-quarter vision is dodgy, but there’s enough camera coverage to minimise the problem for parking. And the seats in all versions of the Corvette are fantastically grippy and comfortable.
The Stingray Coupe features a removable roof panel that can be stored in the (rear) boot while the Convertible shifts to a full retractable hardtop that folds in 16 seconds and can be raised or lowered at speeds up to 48 km/h.
Warranty & Safety Rating
What safety equipment is fitted? What safety rating?
8 / 10
As is the case with most high-end, low-volume sports cars, the Corvette hasn’t been independently assessed by ANCAP but there have been some active (crash-avoidance) safety additions for the new model year.
As well as AEB and active cruise, the Stingray now features forward collision alert, lane-keeping assistance, follow distance indicator and intelligent auto high beam, joining rear cross-traffic alert, blind-spot monitoring and tyre pressure monitoring.
The airbag count is four, front and side for driver and passenger. So, safety scores well.
What warranty is offered? What are its service intervals? What are its running costs?
6 / 10
GMSV’s three-year/100,000km warranty for the Corvette is lame in 2024. Even Porsche and McLaren, which also lag the field, are at three years with unlimited kilometres, while the likes of Audi and Jag are at five years with unlimited kays.
Service is recommended every 12 months/12,000km, the average annual price for the Stingray coming in at around $1100 over the first few years, largely because the first and every second service thereafter is a major one, including things like a transmission fluid change.
That’s way lower than the mid-engine Euro exotics and it’s important to note service price will vary according to the car's use, different state and territory labour rates and other factors.
Verdict
Chevrolet toyed with the idea of a mid-engine Corvette with a series of concepts emerging over the decades, but since biting the bullet and sending it into production the C8 has only gotten better.
It retains enough muscle car personality to connect with its ancestors while poking the current crop of mid-engine supercars in the eye courtesy of its mega performance, top-shelf dynamics and cut-price positioning.
The E-Ray is epic and the wild Z06 challenges V8 hypercars getting on for three times its price.
It’s not for everyone, but if you relate to Bowling Green, Kentucky more than Modena, St Agata or Woking, this car’s for you.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
Pricing Guides
Range and Specs
Vehicle | Specs | Price* |
---|---|---|
E-RAY 3LZ | 6.2L, 8 SPEED AUTO DUAL CLUTCH | $275,000 |
Stingray 2LT | 6.2L, 8 SPEED AUTO DUAL CLUTCH | $175,000 |
Z06 | 5.5L, 8 SPEED AUTO DUAL CLUTCH | $336,000 |
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