Features 6.2-litre LT2 Small Block V8
Eight-speed dual-clutch transmission
Produces 495 horsepower and 637Nm of torque
It can reach 100kph in 2.9 seconds with the Z51 Package
When Chevrolet first announced that the 2020 Chevrolet Corvette Stingray coupe would accelerate from 0-100kph in less than three seconds with the Z51 Performance Package, jaws dropped. Now, the brand has confirmed the sportscar with the Z51 Package can reach 100kph in 2.9 seconds and cross the quarter mile mark in 11.2 seconds at 195kph which officially makes it the quickest Stingray in the model’s illustrious history.
Even without the Z51 Package, a base Stingray, can reach 100kph in three seconds flat and cross the quarter mile mark in 11.2 seconds at 198kph. Performance numbers may vary, as different climates, tyre 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.”
This groundbreaking performance is achieved through a formula of rear weight bias, tyre technology, aerodynamics, chassis tuning and of course, the powertrain. The 6.2-litre LT2 Small Block V8 and eight-speed dual-clutch transmission are in many ways the stars of the show. The motor makes 495 horespower and 637Nm 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 V8 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 3.5mm thick. The LT2’s pan-mounted oil filter and cooler assembly has cored oil and coolant passages, allowing for a 25 per cent 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.
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 2020 Chevrolet Corvette Stingray will be available in the Middle East from mid-2020.