Is Peitz Performance going to have the first Flat Plane Crank 2020 C8? Check out this YouTube video from Chevy Dude to learn more.
Alex with Peitz Performance in Houston, TX bought his shop a 2020 Corvette. He is ripping the engine out and putting in a flat plane crank instead of the LT2 that comes with the car. He is also the person doing the Twin Turbo build for Emelia Hartfords C8 Car.
Hat tip to Jalopnik and Hagerty for sharing this info on the leaked Corvette C8 Production schedule that shows GM bringing us the C8 Z06 in 2022 and a 1000HP C8 in 2025 named “ZORA”!
Hagerty has gotten its hands on a supposedly leaked schedule of release dates for each upcoming trim of the new mid-engine C8 Chevy Corvette. It shows a range-topper is due to drop in 2025 as a 1,000 horsepower hybrid called the “Zora,” so that’s cool.
Here’s what’s on the document Hagerty claims to have come across:
Model Year, Engine, Power (est.)Torque (est.), Likely Application
So at the top we have your standard, current C8 Corvette. No real surprises with the Z06 or ZR1, though they both look like winners already. The big news is not just one, but two hybrid Corvette models. The Grand Sport comes two years before and about 400 horsepower shy of the second hybrid—the range-topping 1,000 HP model supposedly called the Zora.
If this document is a real leak, and if this outline stays true through to production (with possible covid-19 delays coming), then we got some early reports a little wrong about what motors went in which Corvettes.
Many reports believed the ZR1 would be the range-topper, as has been the case in the past, and assumed the high-performance hybrid gear would naturally go in that model. But it appears the Zora will be something new, so that’s fun.
With C8 corvette production halted at least until May and only 2,700 C8s produced prices are skyrocketing right now. On top of it we all know GM under-priced this car in comparison to Lamborghini, Ferrari, Porsche, and Mclaren mid engine cars. Even the 2017 Acura NSX used is over 100k so for a starting price of $59,999 and most people going with the 2LT, 3LT and Z51 packages that take the new C8 to $70k-100k people are getting a steal for this car value wise.
Not surprised these C8s are going for so much are you?
Check out this 2020 Chevrolet C8 Corvette Review by The Straight Pipes YouTube Channel.
his C8 Corvette review was filmed on the roads without the Z51 Package and on the track with the C8 Corvette Z51 package. The C8 Corvette is pumping out 495hp and 470lb-ft tq from a 6.2L V8. At $58,900, would this be your pick over the Porsche Cayman, Porsche Boxster, Toyota Supra, McLaren GT, McLaren 570S, Ferrari 488, Lamborghini Huracan, Audi R8, Acura NSX?
Also, we contacted another dealer listing a C8 3Lt for $74000 but no one called or emailed us back so maybe they are just using this listings as a fake listing or in anticipation of maybe gettings these cars eventually and gathering leads in the meantime by being the first listings.
Then we checked AutoTrader.com (there were no current C8 Corvette listings)
and Cargurus.com and found they don’t even have a 2020 drop down yet for corvettes like the C8 and only are listing the old C7 2019 new corvettes
Updated: September 21st, 2020
Thanks to Covid 19 and the limited availability C8 Corvettes are still being marked up.
There is a used 3LT C8 Corvette for Sale for $115,000 with 5k miles. This spec was most likely in the $84-90k range. So this has a 25-30k mark up.
It does look like it has aftermarket wheels but not much else different from factory.
Chevrolet Confirms 2020 Stingray Quickest in its History
LT2 V-8 engine and dual-clutch transmission combine for unprecedented performance
DETROIT — Jaws dropped when Chevrolet first announced the 2020 Chevrolet Corvette Stingray coupe would accelerate 0 to 60 mph in less than three seconds with the available Z51 Performance Package. Today, the brand confirms the sportscar with the available Z51 Package can reach 60 mph in 2.9 seconds and cross the quarter mile mark in 11.2 seconds at 121 mph.
Even without the available Z51 Package, a base Stingray, starting at $59,995 (including destination charges, excluding tax, title, license, and dealer fees), can reach 60 mph in three seconds flat and cross the quarter mile mark in 11.2 seconds at 123 mph. Performance numbers may vary, as different climates, tire conditions and road surfaces may affect results.
“The performance of the 2020 Stingray has far exceeded our expectations,” said Alex MacDonald, Chevrolet vehicle performance manager. “Moving more weight over the rear wheels helps us get off the line quicker, but it’s the integration between the powertrain and chassis that really takes the performance to new levels.”
A full chart of the above performance specs is listed below.
0 – 60 mph (sec)
Quarter-mile accel (sec)
11.2 at 123 mph
2020 Stingray with Z51
11.2 at 121 mph
This groundbreaking performance is achieved through a formula of rear weight bias, tire technology, aerodynamics, chassis tuning and of course, the powertrain. The 6.2L LT2 Small Block V-8 engine and eight-speed dual-clutch transmission are in many ways the stars of the show.
Chevy’s Small Block Hits the Gym
The LT2 is the only naturally aspirated V-8 in the segment and is SAE-certified at 495 horespower (369 kW) and 470 lb.-ft. (637 Nm) of torque when equipped with performance exhaust, making it the most-powerful entry Corvette ever.
“The LT2 is one of our best efforts yet in Corvette’s history of naturally aspirated high performance Small Block V-8 engines,” said Jordan Lee, GM’s global Chief Engineer of Small Block engines. “This engine is incredibly powerful and responsive. Power is readily available when the driver needs it.”
The standard engine-mounted dry sump oil system boasts three scavenge pumps, which help make this the most track-capable Stingray in history. The LT2’s lubrication system keeps oil in the dry sump tank and out of the engine’s crankcase. It provides exceptional engine performance even at lateral acceleration levels exceeding 1g in all directions. The low profile oil pan is high-pressure die casted – similar to some of Corvette’s large body structure parts – to reduce mass and is only 3.5 mm thick. The LT2’s pan-mounted oil filter and cooler assembly has cored oil and coolant passages, allowing for a 25 percent increase in cooling capacity over the LT1.
Much of the LT2’s additional power can be attributed to how much better it breathes. The intake system is a low restriction design and incorporates identical 210mm length intake runners and an 87mm throttle body. The performance header exhaust manifolds are also low restriction and feature a stylized four-into-one design with twisted runners to allow for thermal expansion. The camshaft now has 14mm gross lift on the intake and exhaust with an increased duration for both profiles, which helps the combustion system take advantage of the extra flow capacity. The LT2 retains variable valve timing, with 62 crank degrees of cam phasing authority.
The LT2 has a very low-profile oil pan. This allows the engine to be mounted low in the vehicle for a low center of gravity and improves handling and track performance. The DCT’s flywheel dampener was even reduced in diameter to allow for the lower engine position.
Bespoke DCT Puts the Power Down
Chevy’s first eight-speed dual-clutch transmission was designed to do two things – put the LT2’s power down and put a smile on every driver’s face. The bespoke, transaxle transmission was developed with Tremec to provide uninterrupted torque delivery whether setting a new lap record or heading out on a roadtrip.
“The goal from the beginning was to design a transmission worthy of an exotic supercar that is fun to drive everyday,” said Terri Schulke, GM global chief engineer of transmissions. “We achieved that goal by combining the best attributes of the LT2 and the DCT, and I think the impressive performance numbers speak for themselves.”
Engineering decided to use a dual-clutch design because it better supports the Stingray’s new mid-engine architecture and desired performance. The DCT aids vehicle performance with a very low center of gravity, enables desired weight distribution and offers maximum traction under acceleration. It is a highly integrated system, as it houses the differential, final drive, controls system, sensors, lubrication and cooling hardware.
The heart of the DCT uses dual concentric wet clutches that are opened by springs and closed by hydraulic pressure. The two clutches work in tandem for uninterrupted torque delivery as they toggle between gears. A separate lube circuit is used for on-demand clutch cooling to reduce parasitic losses. Holes in the outer housing allow for the wet clutches to operate moist instead of submerged. Gear ratios were engineered to be incredibly low-end biased for maximum acceleration. First gear takes advantage of the additional traction to get off the line quickly and reach 60 mph in 2.9 seconds with the Z51 Performance Package. The Z51’s 11.2 second quarter-mile acceleration is achieved by lightning-fast upshifts and excellent low-end torque. The gear ratios are:
The final drive and differential are integrated for the first time and make for an incredibly efficient package. A mechanical slip differential is standard on all 2020 Stingrays. The mLSD has an effective final drive ratio of 4.9:1 and is intended for straight line acceleration and dynamic handling. An electronic limited slip differential is offered on the Z51 Performance Package and has an effective final drive ratio of 5.2:1. It is intended for ultimate control during track driving and commands more authority than previous generation eLSDs.
Though they have different purposes, the mLSD and eLSD were engineered together. They share a common ring and pinion gear ratio of 3.55:1. Their ring and pinion gears also use a zero offset spiral bevel as opposed to the typical hypoid arrangement, which allows for a common fluid to be used and benefits overall packaging.
Final Drive Ratio
Transfer Gear Ratio
Ring and Pinion Ratio
Plays Key Role
Beyond hardware, the transmission software controls are really where customers will find the most tangible benefits. Most of these will feel familiar when toggling through varying driver modes:
Tour: Moves to the background to provide quiet, smooth shifts for optimal ride comfort.
Sport: Gives drivers altered up and downshifts for more spirited driving.
Track: Maximizes vehicle performance with aggressive gear selection expected to keep the engine in a peak performance window.
A proprietary algorithm will influence gear selection if the car senses spirited driving. The level of aggressiveness will change with modes, but when sensed, the DCT can downshift early on hard braking, hold gears when lifting off the throttle and alter shifts points with lateral acceleration. All behaviors are intended to increase driving enjoyment and avoid unnecessary shifting.
To achieve peak acceleration numbers on the Stingray, drivers must initiate a performance launch. Once in Track mode, double pressing the traction control button will put the vehicle in Performance Traction Management for Magnetic Ride Control-equipped cars or Competitive driving mode for all others. Once prepared, the driver can then fully depress the brake and accelerator pedal together, and then release the brake pedal once 3,500 RPM are reached.
Extensive work went into ensuring the DCT felt like the best of both worlds: the spirited, direct connected feeling of a manual and the premium driving comfort of an automatic. The magnesium steering wheel-mounted paddle shifters give a premium feel when pulled. For the most responsive shifts possible, the shift signal is sent directly to the transmission control module the moment the paddle pull begins. This avoids any communications delay through other modules and allows drivers precise control of their gear selection.
Unique features of the ergonomic paddles are:
Double paddle declutch – pull both paddles simultaneously to simulate pressing a clutch pedal.
Temporary manual – simply use either paddle while in Drive, and the vehicle will temporarily switch to manual mode.
Lowest available gear – hold the downshift paddle and the transmission will shift to the lowest available gear for a quick burst of torque.
The 2020 Chevrolet Corvette Stingray coupe and convertible are available to order at certified Chevrolet dealerships nationwide or on Chevrolet.com.
Founded in 1911 in Detroit, Chevrolet is one of the world’s largest car brands, selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information can be found at www.chevy.com/nextgencorvette.
This means that C8 corvettes wont hit dealer lots until March or April of 2020 almost 10-11 months after the unveil.
The was a lot of hype, anticipation, and excitement for this car because of the value of a (starting at 60k more like 80k plus with Z51 package and options) mid engine corvette that does 0 to 60 in 2.8 seconds.
Now the question remains will people cancel their C8 orders? Expecially if they ordered the car the day after unveil back in July of 2019 or are paying a mark up to be on of the first?
Our guess is there will definitely be some cancelled orders and C8s available on lots next year without having to pay a mark up to get one early now.
What do you think? Share in the comments below and share this post on corvette forums.