You Guys, Mid Engined Vette Is Happening, For Real Doh!

"Andrew T. Maness" (theroadlessdriven)
10/05/2014 at 22:38 • Filed to: Corvette, Big News, Road & Track, Car & Driver, GM, C8 Corvette, Breaking News, Jalopnik, Oppo

Road & Track has confirmed that Mark Reuss has confirmed that GM has confirmed that a guy somewhere on the planet earth is working on the next gen Vette. It will not be evolutionary, it will be revolutionary. I hope it comes out looking close to these renders because I'll finally have an American super car poster to put on the wall. That's right, I'm calling it a super car because you know what, it's going to be fucking super and it's a car. That makes it a super car doesn't it?

Road & Track has the scoop and a really cool breakdown of how GM might go about the project if they were to go about the project. This is more than wishful thinking, it's research backed speculation. I've quoted the whole article below so you don't have to click through to R&T but if ya got time to spare I recommend poking around their site as they've got some other tasty treats on there, like details on the upcoming BMW 8 Series revival. Just dig around, it's on there, I promise.

I scrolled all the way through today's posts on Oppo and Jalopnik, haven't seen anything else about this. Frankly I'm surprised given how many fans of the Vette there are on here and how many of us love to be the first to post something. I only wish that Mark Reuss had personally emailed me before anyone else. I guess he's forgotten how I singlehandedly saved GM from bankruptcy a few years back by telling my homies in congress to bail em out. Oh well, he'll probably make it up to me by making sure there's a next gen CTS V wagon and that I get the first one.

Secret, mid-engined C8 Corvette to be THE American supercar

Serious dirt on the revolutionary next-gen Vette.

By Don Sherman October 5, 2014 / Photos by Nick Kaloterakis

GM's head of global product development, Mark Reuss, confirms that the company is working on the next !!!error: Indecipherable SUB-paragraph formatting!!! . Our sources elaborate on this salient piece of information, telling us that, after 61 years of evolution, the C8 will be revolutionary. The new Corvette will be the mid-engined American Dream Machine that Chevy couldn't, until now, muster the courage to build. In truth, the factory is still not prepared to detail what's coming, which is why you're looking at the 2017 model year through our freshly waxed crystal ball.

Why mid-engine? Because the C7 Corvette, especially !!!error: Indecipherable SUB-paragraph formatting!!! , is tapped out. Adding more power to a front-engine design only accelerates the conversion of rubber into smoke at the rear. Moving the engine's mass closer to the drive tires is the most effective means of improving Corvette acceleration and braking.

The second reason is less engineering-driven: Chevy wants to finally move the Corvette past the basic proportions and form language it has used since the C3. Today's Stingray is a dream car for men on the wrong side of 50. But by updating the exterior with a radical remix of its visual masses, the Corvette could sweep the odd !!!error: Indecipherable SUB-paragraph formatting!!! , !!!error: Indecipherable SUB-paragraph formatting!!! , !!!error: Indecipherable SUB-paragraph formatting!!! , and !!!error: Indecipherable SUB-paragraph formatting!!! posters off adolescents' bedroom walls. As Chevy well knows, kids grow up quickly, and the fortunate ones convert their salaries to sports cars. Read on for how the C8 will take shape.

Nick Kaloterakis

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THE PLAN

The C8 flagship, the Zora ZR1, will debut the new mid-engine architecture. Launching as a 2017 model, it will define the top of the Corvette hierarchy just as its precursors did in the 1990–1995 C4 generation and 2009–2013 C6 model years. As before, the ZR1 will be low volume, roughly 1500 units per annum, and high priced. We figure around $150,000. It'll be a stand-alone special that will peacefully coexist in Chevy showrooms with C7 models for a few years. The new platform, with appropriate bodywork and cockpit changes, could also support a revived !!!error: Indecipherable SUB-paragraph formatting!!! (with better sales success than the last one, we hope). By 2020, we expect the C7 to take its rightful place in the !!!error: Indecipherable SUB-paragraph formatting!!! and that all future models—yes, even the base Corvette—will shift to the mid-engine platform.

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THE ENGINES

Those who fear the demise of GM's immortal small-block can relax because V-8s will surely propel the eighth-gen car. Using a single cam in the block plus pushrods offers weight, bulk, and cost incentives too valuable to squander. And the direct-injection, modular-displacement (cylinder shutdown), and variable-cam-timing technologies implemented for the C7 give this engine another lease on life. While it's premature to quote displacement, power, and aspiration details, we expect the C8 to soundly beat today's !!!error: Indecipherable SUB-paragraph formatting!!! (zero to 60 in 3.9 seconds), its 181-mph top speed, and its fuel-economy bogies.

Brett Affrunti

Alternative power sources are planned to keep the Corvette viable when regulations clamp down more aggressively on fuel consumption. Potent V-6s with and without boost are inevitable. Moving the engine behind the cockpit clears space for an electric motor to drive the front wheels; by 2020, a four-wheel-drive Corvette hybrid is a distinct possibility.

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THE PACKAGING

Porsche's !!!error: Indecipherable SUB-paragraph formatting!!! and !!!error: Indecipherable SUB-paragraph formatting!!! are worthy case studies for the next Corvette because they've astutely answered knotty questions, such as "How do you construct a mid-engined roadster?" and "What about trunk space?"

Lacking million-dollar computer-drafting tools, we instead conducted our packaging study in 1/24 scale with help from Sam Haase, a crack model builder from Belleville, Michigan. The small-block V-8 he pirated from a Corvette kit didn't quite fit the hole intended for the Boxster S's 3.4-liter flat-six (full-scale measurements reveal that the V-8 is 3.5 inches longer, 2.3 inches taller, but 6.0 inches narrower than the Porsche flat-six). This necessitated a 4.0-inch scale wheelbase increase, yielding a C8/Porsche mock-up about the same length as today's Corvette but with a 5.3-inch shorter wheelbase.

Nick Kaloterakis

The radiator required to cool the Corvette's larger engine would diminish the size of the Porsches' five-cubic-foot front trunk—assuming said radiator is located in the nose. A viable alternative is to position all heat exchangers, including those for the engine, transaxle, and air conditioning, at the sides of the car between the door openings and the rear wheels, !!!error: Indecipherable SUB-paragraph formatting!!! –style. A benefit of this arrangement would be shorter plumbing runs, but the C8's aerodynamic engineers would have their work cut out coaxing enough airflow through such radiators.

A Corvette-sized muffler would fight for the space occupied by the Boxster's five-cubic-foot rear trunk. This will surely disappoint golfers who drive their C7s to the links with more than one set of clubs in their 10-to-15-cubic-foot cargo holds. The new Zora ZR1 will be for those who enjoy long drives without using clubs.

Another packaging issue is the fuel-tank location. Porsche stuck with its historic ahead-of-the-cockpit spot for balance, but we imagine GM is more likely to tuck the C8's gas tank in a center tunnel where it could share space with coolant plumbing.

Nick Kaloterakis

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THE TRANSAXLES

This is the trickiest part of the C8 engineering equation, because the choices available and the execution costs related to transaxle design are daunting. Will a conventional manual transmission survive? Would a paddle-shifted dual-clutch automatic appeal to traditional Corvette enthusiasts? Can any torque-converter/planetary-gear automatic provide the rapid reflexes a modern sports car deserves?

Our snooping suggests that the Corvette engineering group will develop just one transaxle for the initial phase of the C8 program, and that a dual-clutch automatic will be its choice. Given the years it took GM to develop Hydra-Matic six- and eight-speed automatics, appointing an outside supplier to design and manufacture the Zora's transaxle makes the most sense. There are at least six specialists up to that task. We're betting that Oerlikon Graziano—a proven supplier to Aston Martin, Lamborghini, and McLaren—will supply the C8's seven-speed dual-clutch transaxle. After the inevitable weeping over the demise of the manual, life in Bloomington will continue. Mourners will probably be in the minority anyway—65 percent of new Stingrays are delivered with automatics.

Brett Affrunti

THE STRUCTURE

Today's aluminum space frame will need a heavy massage to provide the C8 with strong, stiff bones. But it's doable: The robotic frame fabrication GM tooled up for the C7 can be expanded and reprogrammed to serve the coming car. Also, GM has recently developed advanced processes for magnesium casting and sheet forming that could be useful for the Corvette's structure and help drop the C8's curb weight below today's 3450 pounds.

THE CHASSIS

Expect the current control-arm suspensions, composite leaf springs, adjustable magnetic dampers, and Brembo brakes to carry on with appropriate revisions. Shifting weight rearward to improve acceleration and braking will necessitate new wheel and tire sizes. Expect Michelin to continue as the tire supplier.

Brett Affrunti

THE COCKPIT

Since the engine no longer impedes the driver's view ahead, a lower seating position is practical. A much shorter hood would also improve forward sightlines. This is the designer's delicate balancing act, because rear visibility will be hampered by the new engine location.

We'd also love to see a larger touch screen in the center dash to take over additional secondary-control functions. This would be an ideal opportunity to switch from the common landscape format to a portrait-mode (taller, narrower) screen, à la !!!error: Indecipherable SUB-paragraph formatting!!! . As long as round knobs for basic entertainment and HVAC functions remain, we'll be happy. The absence of a traditional gear-stirring stick means that new space will be available for a smartphone dock, storage bins, and the requisite cup holders.

We're hoping that the lessons learned from today's GT and Competition Sport seats help the Corvette team home in on one improved bucket suitable for both soft- and hard-core users.

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THE BODY

Doors are the next logical candidate for conversion from sheet-molded fiberglass to lighter, stiffer, crash-resistant carbon-composite assemblies. Current Corvette supplier Plasan Carbon Composites manufactures carbon-fiber panels for both the Corvette and the !!!error: Indecipherable SUB-paragraph formatting!!! , and this firm has the interest and ability to supply additional parts using its advanced pressure-press processes.

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THE STYLING

Every candy bar needs an enticing wrapper, and every prom queen deserves a gorgeous gown. The Corvette is no different: It's an automotive candy bar, a V-8–powered prom queen. To give the Zora shape and form, we held a design contest and invited three world-class automotive artists to draw their visions of the C8. To pick a winner, two dozen C/D staff members pored over the submissions. The bake-off got heated at times, but the win was decisive. Their renderings are below.

KEN OKUYAMA

Ken Okuyama

Japan native Ken Okuyama's portfolio includes the original !!!error: Indecipherable SUB-paragraph formatting!!! and the !!!error: Indecipherable SUB-paragraph formatting!!! . He was Pininfarina's creative director for two years and worked on the !!!error: Indecipherable SUB-paragraph formatting!!! and C5 Corvette at GM. During a stint at Porsche, he helped sculpt the !!!error: Indecipherable SUB-paragraph formatting!!! and the original Boxster.

Okuyama's views of the next Corvette are, shall we say, uninhibited. He explains: "As C2 to C3 took a radical departure in styling, I thought it's about time to do so for C8. For C3, designers Bill Mitchell and Larry Shinoda were inspired by stingray fish. This time, I was inspired by Le Mans prototype hybrid racers.

Ken Okuyama

"The mid-engine model shown here takes a step upmarket," Okuyama says, "to boost the Corvette's image, plus GM's as a whole, as the Enzo did for Ferrari."

Advanced materials, such as polycarbonate and carbon fiber, are built into the design to allow more aerodynamic shapes for the cabin and fenders. A rear-mounted radiator draws cooling air from both internal and under-car flow.

"These special features will advance Corvette to the top of the super-sports category and ahead of any European competitor," he says. We say Okuyama's ZR1 is too extreme for series production and that it better suits a hypercar than a mere supercar. But we love the wildness of it.

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PETER STEVENS

Peter Stevens

At Lotus, Peter Stevens designed the 1988 Esprit and the 1990 Elan. Moving to Jaguar Sport, he penned the XJR-15 roadgoing racer. But he's best known for designing the ultimate automotive moonshot, the !!!error: Indecipherable SUB-paragraph formatting!!! , which is still one of the most sought-after cars ever created.

Referring to America's two-seat sweetheart, Stevens notes: "People don't buy a Corvette after considering a Porsche, Ferrari, or McLaren. They buy one because they know this is what they want. They're either replacing an older model or buying the car they've always wanted.

Peter Stevens

"To introduce these people to a mid-engined Corvette," he continues, "means making sure they know what it is with visual familiarity. The designer has to respect the current design language for at least the first new iteration of the car." After that, he says, things can take off in a more dramatic way.

"The Vette never took major design side trips," Stevens says. "That's why this proposal respects the existing design culture."

Our Goldilocks panel thought this porridge was a bit too cold. But that's not to say that it isn't cool. Maybe we just couldn't get past the taillamps.

CAMILO PARDO

Camilo Pardo

Camilo Pardo earned our cover and cash prize with a Corvette proposal that's fresh yet familiar.

Growing up near Detroit and taking courses at the city's Center for Creative Studies (now College for Creative Studies) nurtured Pardo's passion for sports cars and modern art. Upon graduation in 1985, he joined Ford and had studio assignments in Dearborn; Turin, Italy; and Cologne, Germany.

In 1999, Pardo was summoned home for a dream assignment: catapult Ford's GT40 sports racer from the 1960s into the 21st century. The success of the resulting 2002 Ford GT concept earned him fame and the task of heading up the production model's design while serving as Ford's SVT studio chief.

Pardo owns a three-story building on Detroit's Woodward Avenue that serves as his residence, studio, and garage. When he isn't fretting over future sports cars or competing in open-road races with his nicely patinated Ford GT, Pardo exercises his creativity with oil painting, furniture sculpting, and fashion design.

Camilo Pardo

Designing Fords didn't curb Pardo's Chevy enthusiasm: "Mid-year [1963–1967] Corvettes are my favorites, especially the '66 roadster. It's a beautifully contained design, in essence a speed form with a pocket for the passengers."

And he kept the car's history in mind when looking to the future: "To build on Corvette's legacy, I created a new mid-engine speed form that's both kinetic and aggressively directional. The challenge was combining Corvette's well-known DNA with exterior sculpture that's fresh and contemporary."

We loved Pardo's ability to shift the car's proportions while maintaining a decidedly Vette-like personality. This is a sketch that could make it all the way to the street and fully establish the mid-engined Corvette as a $150,000 Ferrari killer.

Meanwhile, in Warren, Michigan, and in other GM styling studios around the globe, the real designers of the C8 are sweating the final details of this Corvette to be. However that car turns out, keep this issue handy to compare Pardo's sketch with the finished product. We bet he's gotten pretty close.

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DISCUSSION (43)

Sweet Trav > Andrew T. Maness
10/05/2014 at 22:41

Nope. Not for a while. Not with the way the C7 is being sold.

norskracer98-ExploringTheOutback > Andrew T. Maness
10/05/2014 at 22:43

Kinja'd!!!

Exclusive spy shots.

michael bleggi > Andrew T. Maness
10/05/2014 at 22:43

don't know how i feel about this

Kailand09 > Andrew T. Maness
10/05/2014 at 22:46

Oh, so Chevy is working on the next gen, that's surprising!

And there isn't any actual evidence of a mid-engined car, like always!?!? Just conjecture????

Honest, it sounds cool. I just won't believe it until I see it. Sorry for the massive sarcasm, but the horse has been beat to death so long you're just beating into the dirt it's corpse has become.

Montalvo > Andrew T. Maness
10/05/2014 at 22:46

Whatever they have planned it shouldn't be a corvette. They should make an equivalent like how Ford created the De Tomaso Pantera. If they separate it from the corvette they can experiment with more possibilities.

claramag, Mustaco Master > Andrew T. Maness
10/05/2014 at 22:48

C8 corvette?

It's super

Kinja'd!!!

Thanks for asking

NonDriftingS13 > Andrew T. Maness
10/05/2014 at 22:50

I want to believe

Jcarr > Andrew T. Maness
10/05/2014 at 22:50

The latest issue of MT has a pretty convincing write-up as well.

http://wot.motortrend.com/1408_scoop_mid…

GhostZ > Andrew T. Maness
10/05/2014 at 22:51

I would almost guarantee this is a bait-and-switch and they'll release an upmarket hypercar in the $120,000 range, possibly marketed as a Cadillac.

The Corvette is not tapped out and cars like the AMG-GT and F-Type prove that FR drivetrain does not get ruined at higher power levels or cause lots of burnouts needlessly. The Corvette's weight distribution has been close enough to 50/50 recently that there's really no benefit to going mid-engined other than inviting tons of cooling and airflow problems.

If the C8 is completely mid engined, kiss goodbye to the reliable $60k American Sports Car, because anything below the 600HP mark will have to be sold expensive to subsidize the cost of the 800+ HP mid engined models.

Arch Duke Maxyenko, Shit Talk Extraordinaire > Andrew T. Maness
10/05/2014 at 22:57

1. The next generation Corvette is going to be a ways off of a MY 2017.

2. The Corvette has always been mid-engined.

3. Moving the motor behind the driver won't give the car a better wieght balance

4. The new Z06 will do 0-60 in 2.9 seconds, and that's only 4 tenths of a second slower than the Bugatti Veyron

5. The old Z06 and ZR1 were faster around most any track than the competition

CRider > Andrew T. Maness
10/05/2014 at 22:58

Kinja'd!!!

The Corvette is already mid engined, and if the regular C7 Z51 isn't a supercar then the Z06 sure as hell is. Supercars (and mid engine cars) can have the engine in front of the driver.

Viggen > norskracer98-ExploringTheOutback
10/05/2014 at 22:59

You know, if Chevy did make this a production car, named the Corvette Daytona, I wouldn't be as angry at the concept of a mid-engined Vette as I am.

Jedidiah > Andrew T. Maness
10/05/2014 at 22:59

Please tell me that I'm not the only one who doesn't want this to happen.

Aaron James > Andrew T. Maness
10/05/2014 at 23:00

There has been a mid engine corvette "right around the corner" or "under development" pretty much nonstop since 1968. Not gonna believe it until i can actually touch one at the chevy dealer.

Kinja'd!!!

Leadbull > Andrew T. Maness
10/05/2014 at 23:05

They put in a lot of work recording that wishful thinking.

Arch Duke Maxyenko, Shit Talk Extraordinaire > Leadbull
10/05/2014 at 23:09

Kinja'd!!!

CAcoalminer > Arch Duke Maxyenko, Shit Talk Extraordinaire
10/05/2014 at 23:10

I agree with all your points.

Concerning point #3, I think they are predicting that its weight distribution will move closer to something like a Ferrari 458 that is 42%/58% and that the justification is that more weight over the rear tire = more traction.

CAcoalminer > GhostZ
10/05/2014 at 23:10

I think they are predicting that its weight distribution will move closer to something like a Ferrari 458 that is 42%/58% and that the justification is that more weight over the rear tire = more traction.

GhostZ > Viggen
10/05/2014 at 23:11

A production version would have to have a much taller, raised nose and a greenhouse that covered the entire car with big A pillars to fit in airbags and stuff. I imagine it wouldn't look much like that anymore.

Andrew T. Maness > Arch Duke Maxyenko, Shit Talk Extraordinaire
10/05/2014 at 23:12

What are you talking it about? It's going to be in showrooms next fall, that's what I heard anyway. I've got sources and stuff.

Andrew T. Maness > GhostZ
10/05/2014 at 23:13

Bait-and-switch, GM, nahhhhhhhhh

Andrew T. Maness > Jedidiah
10/05/2014 at 23:14

You're not the only one who doesn't want this to happen.

I do not want this to happen. But all the magazines say it's going to happen, so it's gonna happen, for sure.

Jedidiah > Andrew T. Maness
10/05/2014 at 23:15

That's unfortunate. This is the death of what the Corvette was good at: Competively priced performance bargain, ease of maintenance, and reliability.

GhostZ > Arch Duke Maxyenko, Shit Talk Extraordinaire
10/05/2014 at 23:17

I thought the Corvette had the engine over the front axle until the C4 gen? The C3 is pretty obviously an FR, not an MR. The C4 is very clearly front-mid-engined though.

Kinja'd!!!

The limitations of the corvette are in its suspension and economics (trying to meet a lower price), not the engine position.

Viggen > GhostZ
10/05/2014 at 23:18

Nah, it'd pretty much be like an Enzo or LaFerrari with a big wing. All the rollcage space would be taken up for the airbags.

Arch Duke Maxyenko, Shit Talk Extraordinaire > GhostZ
10/05/2014 at 23:21

http://oppositelock.jalopnik.com/reminder-the-c…

GhostZ > Andrew T. Maness
10/05/2014 at 23:23

Kinja'd!!!

THE GREAT AMERICAN ELECTRIC CAR BROOOOOOOOOOOOOOOOOOOO

Kinja'd!!!

SMALLER ENGINE, BIGGER PRICE TAG, BRAAAAAAAAAAAAAAH

candyfobreakfast > GhostZ
10/05/2014 at 23:25

Man, we must have a fuckton of engineers on this site! Moron.

Leadbull > Arch Duke Maxyenko, Shit Talk Extraordinaire
10/05/2014 at 23:25

"Motor Trend"

GhostZ > candyfobreakfast
10/05/2014 at 23:28

I won't argue whether or not going mid engined would improve it's performance, because I'm not an engineer. My general point is that it any performance benefit it would gain is moot under a power level that actually would necessitate a rear-bias weight distribution, but that's still dependent on a lot of stuff that can't really be assumed yet.

But I do know business and economics, and I could sit here all day and explain to you how stupid it would be for them to make a mid engine corvette with their given infrastructure.

GhostZ > Arch Duke Maxyenko, Shit Talk Extraordinaire
10/05/2014 at 23:31

The C3 is stretching it (it was what I was thinking of, because I've been around that engine bay a little bit) because the front of the engine and cross member is over the front axle, including the radiator, even if the bulk of the engine is behind it. The rest are much more clear. I'll definitely remember this link.

I suppose it basically comes down to where the load of the engine is being supported, too, as that could change how the weight is distributed across the frame.

GhostZ > Viggen
10/05/2014 at 23:33

How expensive / low production does a vehicle need to be to be exempt from certain crash test and pedestrian safety standards in the US? I would think the issue is that if they sell it at the normal Corvette price, they'd have to conform to the regs and not be able to buy their way out of them.

Also, less about airbags and more about crumple zones. Airbags aren't very useful if the pillar they're attached to folds like paper. I dare you to imagine an overlap text with the Daytona against a 4500lb SUV.

Arch Duke Maxyenko, Shit Talk Extraordinaire > candyfobreakfast
10/05/2014 at 23:36

But we do have a fuckton of engineers on this site.

Kinja'd!!!

Jayhawk Jake > Andrew T. Maness
10/05/2014 at 23:45

TLDR but the Intel sounds like typical BS. He confirmed they are working on the next corvette, but he didn't say anything about it.

Also, look at a corvette engine bay: it's already mid engined.

I might buy into the idea of a new archetype of the corvette, positioned as a real super car, midengined. This would be a Corvette in brand name only, I'd still expect a Stingray with the engine in front.

Viggen > GhostZ
10/05/2014 at 23:46

SLS went through crash testing.

I mean it won't just be a tube frame chassis with some plastic body like an actual DP, so the crash wouldn't be as bad as say, the crash at Daytona this week.

The Mosler MT900 is the best comparison for a road car that looks like a Corvette DP now that I think about it.

Jayhawk Jake > Aaron James
10/05/2014 at 23:47

This is what I've been telling people that ask me about it. A rear mid corvette is about as likely as a mid engined 911. Not gonna happen unless it's a different car (Cayman)

GhostZ > Viggen
10/05/2014 at 23:48

The SLS also has a much taller front fascia that doesn't impale pedestrians. It's less about the safety and more about having to change the shape, size, and weight of the car to make it road legal, and how to get exempt from those regulations that might ruin it or be prohibitively expensive.

It can definitely be done, just depends on the price. I would love to see Chevy figure it out though.

Jayhawk Jake > Arch Duke Maxyenko, Shit Talk Extraordinaire
10/05/2014 at 23:51

I wouldn't be too surprised by shorter generations, but given how well received the C7 has been I tend to agree with you.

On all your other points, 100% agree. Does anyone really think the super-better are lacking in performance? Refinement has always been the issue, they've mostly fixed that.

Aaron James > Jayhawk Jake
10/06/2014 at 00:03

I could possibly believe the idea if it was a new GM model called the Zora or maybe they made the next ZR-1 a mid engine limited run, but to completely replace the formula of the Corvette that has been so successful over the last 6 decades, nope. The Corvette is an Icon and GM knows it (just like the 911 you mention). I just can't believe they would throw it all away and turn the corvette into a $150,ooo low volume pipe dream.

Jayhawk Jake > Aaron James
10/06/2014 at 00:17

If it wasn't for the total failure of it, I could see a similar scheme to SRT: separate the Corvette as a brand name with a Corvette Stingray (a la C7), a Z06, and a new configuration ZR-1 Zora

Aaron James > Jayhawk Jake
10/06/2014 at 00:33

See that could work because the brand recognition of Corvette is firmly in place, unlike SRT. I actually really like that idea, lets pitch it to GM and watch those checks come rolling in.... What if it ends up a Cadillac named something stupid like the CM8 to align with the new naming scheme.

Axial > Andrew T. Maness
10/06/2014 at 00:37

First, the concept of a mid-engine Corvette: disgusting.

Second, that title render: disgusting.

Third, I'll believe it when I see it and then go find a new car to champion.

Jayhawk Jake > Aaron James
10/06/2014 at 00:43

The problem I have with it is Corvette is a model. I don't see it as a brand name per se. It's a Chevrolet Corvette