2020 Corvette Stingray Review ― Test Drive of the New Corvette C8


KURT NIEBUHR: You know,
there’s been a lot of buzz around this all new Corvette. It’s supposed to be mid-engine. It’s faster. It’s supposed to have a really
nice interior in it too. It’s supposed to
handle really well. It’s supposed to be a lot. I’ll believe it when I see it. [MUSIC PLAYING] If we can ignore the fact that
this new Corvette is completely new and is also a
mid-engine Corvette– try really hard to ignore the
fact that this is a mid-engine Corvette– the interior on this car is
the biggest talking point. It’s amazing. It’s really well crafted. It’s nice. It looks like no other
Corvette interior ever, and that’s a good thing. So the first thing you
really see on the inside when you sit down is
the steering wheel, which is a two-spoke steering
wheel, something you wouldn’t expect in a sports car. But it’s also a little square. And when you’re on the
road, it doesn’t really matter that much. You’re not putting a lot
of lock into the wheel. And once you start to make
U-turns or tighter turns, it does get a little
weird because you wind up grabbing a corner. It’s not the end of the world. It’s just unique. So the second thing you’re
likely to see in this car– maybe it’s the first thing– is this climate
control arrangement. And they’ve put all of the
buttons, all of the switches in a row, which is unique. When I first saw it in pictures,
I wasn’t thrilled about it. But to be honest, now that I’ve
spent some time in the car, it does work. And the climate control
system is pretty good. So you just set it, and then
you don’t even look at it. And it frees up this
whole center console area and keeps it relatively
clutter free. But like the square
steering wheel, it’s unique. Another big change with
this brand new Corvette is the digital instrument panel. And it changes with the
drive mode that you select. And some manufacturers can
get that a little tacky with explosions and weird swipes
and changes on the screen. The Corvette is very simple. And when you change the
instrument panel display, the heads up display also
changes at the same time. I think it’s kind of cool. It’s one of the better
executions on the market. So the passenger seat
in the new Corvette is what I like to call the
sit down and shut up seat, because as you can
see, you really don’t have anything to control. You have seat ventilation, seat
heating, and climate control buttons. Everything else–
that’s for the driver, kind of as it should be. Another nice touch
on this interior, and one that was
totally unexpected, are these nifty
little air vents. I’ll admit– at first glance,
they looked a little useless. But they have good airflow,
good adjustability, and they’re well-made
with a nice, oily action. I think they’re pretty cool. [ROCK MUSIC] Yeah, yeah, so who cares
about the rest of it, right? What’s it like to drive? Well, it’s got a 6.2-liter V8,
495 horsepower with the Z51 exhaust, 470 foot
pounds of torque. I mean, it’s a small
block Chevy, man. It’s great. Ah, listen to that. There’s only one
transmission offered in this, and it’s an
eight-speed automatic. Now, before you get all sad and
wish that they made a manual, I can tell you that the
time I’ve spent in this car, I have never wanted
for a manual. This transmission is very
smooth and quick acting, and the shifts are seamless. Listen to that. And as an added bonus, these
shift paddles are heavy. They’re metallic. They feel really good. It’s just– it’s
extra confidence, and it just makes the whole car
feel better and more upscale than it’s ever felt before. The way this thing shifts– downshifts really
quickly, upshifts quickly. Everything is
seamless and smooth, and the car is never
upset by the transmission. For all the power
that this car makes, that’s something to
really celebrate. I wouldn’t even buy a manual
transmission in this car if they offered it. Yeah, you can take away
my performance driving card if you want. I don’t care. That’s a Lotus Elise. How fast is it? Well, we were able to
take it to our test track and put the car
through its paces, so let’s go see how that went. [MUSIC PLAYING] First off, yes, these
numbers aren’t as quick as we were expecting. But since we didn’t have
access to 93 octane, we only get 91
octane in California, and we used a fairly
standard asphalt surface, we were limited on
outright traction. The Vet spun its wheels
through most of first gear, even with launch control, so
these are real world numbers. But hey, 3.2 seconds
to 60, 11.5 seconds, and 118.7 miles an hour
through the quarter mile is nothing to sneeze at. 105 feet from 60 miles
an hour is pretty solid. There is good consistency
and stability. Of course, wider grip
your tires would easily shave off another 10 feet. We suspect they’re saving
those for the inevitable Z06. Pulling 1.09 on the skid
pad puts the Corvette in some pretty rare
company, and that’s with Pilot Sport 4Ss and a
fairly narrow 245 section front tire. Sure, we could talk about
how it needs more tire, but this number speaks volumes
about the chassis, suspension, and differential tunings. FYI– that number was pulled in
track mode with ESC fully off. [MUSIC PLAYING] That small block V8 provides
what you’d expect out of a small block V8– a broad, meaty power
band that sounds just amazing at full
throttle, just amazing. [ENGINE REVVING] See? Amazing. Probably the biggest
change with this Corvette is how fast you can go with it. I’m not saying the other
Corvettes were slow. The C7 was no slouch. The C6 was no slouch. Any Z06– ferocious. But you had to be really
careful with them. And unless you spent a lot
of time in an older Corvette, it took a while to
get to know the car. And they could catch you out. They could catch out
experienced drivers simply because the
front axle didn’t really tell you what was going on,
how much grip you had left. You know? In this car, it’s talking
to you constantly. I know right where the
grip is on the front end. Also unlike those
older Corvettes, the back end on this
car behaves itself. 495 horsepower in this
trim follows the front, helps power you out of corners. I am not afraid of
this car on this road. And I wouldn’t be driving
a C7 or a C6 Corvette anywhere near this quickly. In order to drive
on a road like this, as hard as you want to drive on
it, you need good brakes too. With the Z51 package,
you get good brakes. I think they’re 13.6 inch in
the front and 13.8 in the back. I hope I got that right. [DINGING] If I didn’t, I’m
sure the Corvette forums will let me know. But there’s a lot of feel
with these brakes too, and the pedal is
solid and consistent. Much like the ability to change
steering effort and weighting, this Corvette allows you to
change brake pedal pressure. So if you like a harder,
more immediate pedal, you can punch it up. Punch it up on the screen,
and you can change it. That changes with the
drive mode as well. My feet aren’t
sophisticated enough to really tell the
individual modes apart, but I spend no time adjusting
in between the modes. The brakes are intuitive
and easy to use. And when you’re going fast,
that’s the best thing to be. All of this phenomenal
grip is brought to you by rather ordinary Michelin
Pilot Sport 4S tires. These are tires you can find
on a lot of normal cars. In other words, they’re
not super hero tires. They have tread. They’re not noisy,
but they still offer near supercar
levels of grip. That just goes to show you
how good the chassis is. So this car has three
main drive modes. And I’m going to
say three because I live in LA, so I don’t need a
snow mode or a weather mode. You’ve got the
touring mode, which is what we’re in right now. And it just slackens off
the shocks a little bit. It’s really good compliance. This is a pretty bumpy road,
and I’m not that upset. It also tones down the exhaust. You get a lighter steering
feel and the slightly less jumpy throttle. Moving into sport
mode, everything gets a little bit more intense. The throttle becomes
more sensitive. The ride becomes a
little bit more firm, as you can probably see. And sport mode is a really good
all-around mode in this car. You could drive in
sport mode all the time. You can even drive it on this
road, which is fantastic, and you wouldn’t really
want for anything else. But there is track mode. The track mode is not silly. I’ve driven cars with track
modes that try and knock the fillings out of your teeth. This car, with the
[INAUDIBLE] shocks, gets tracked mode right. So I’ve got two
complaints with this car. They’re not really
serious complaints because you don’t have to get
these things, like this tan. This tan causes reflections
all through the windshield. It’s really annoying. But you can get it in black,
so just buy it in black. So the other complaint
I have are these seats. Now, these are the
competition seats. And I know that I’m not a small
man, but I’m not that big. I’m 6’1″, like 210 pounds. But these seats pinch
my legs to the point where it’s uncomfortable. But just like the tan
leather up here, you don’t have to get these seats. You have two other options– the regular seat, and
you have the GT2 seat. I’d get the GT2 seat. So the Corvettes
is an automatic. Will the Corvette do a burnout? Of course the Corvette
will do a burnout. Turn traction control off. Pull the paddles to
put it in neutral. Ride the rev limiter. [ENGINE REVVING] Oh! Proper burnout. [MUSIC PLAYING] So maybe it’s a
good thing that we didn’t have as much
time in the Corvette as we wanted to, because
I think if I kept driving that, I’d get arrested. It’s really fast. It’s so composed and so easy to
drive on any manner of roads, even on the open highway. It’s a total piece of cake. This mid-engine car has
ushered in a whole new era for Corvette, and I
think it was about time. So what does this
car compete with? It is basically a
mid-engine supercar, but it doesn’t cost as much
as a mid-engine supercar. It’s about half
the price or less. So a base Corvette is $60,000. The one that you see behind
us is pretty well optioned up, but that’s still about
$83,800, I think. In that car’s price range is
now the BMW M4, which is slower. It’s the Shelby GT350,
which is slower. It is the Porsche 718 Cayman
S, which is slower and does not have the rad V8 engine in it. And there are probably a
couple other cars in the class that I have missed simply
because I can’t remember them, because they don’t make as
much of an impression on me as this thing does. This is– it’s really that good. I’m genuinely surprised
at how good this car is. So yeah, this is a shorter
video than you’d probably like, and we really need to get into
the minutia about this car, but we didn’t have
a lot of time. But fear not. Edmunds has bought a
2020 Chevrolet Corvette. That’s right. We bought one, and we’re
going to keep it for a year. So subscribe so
that you don’t miss any of those upcoming
videos, probably late January or early February. [MUSIC PLAYING]