The new Corvette, the C8. We had to wait for it for quite a while, since it was introduced almost two years ago. Before the coronavirus.
This is the first time we're driving it in Europe, in European spec. And that's a different version, because the European emission standards are stricter.
That means this 6.2-litre V8 had to be equipped with a particle filter in the exhaust, which means the power went down from 500 to 482 horsepower.
It's still a new, mid-engined Corvette. But I'll get to that later, I first want to take this for a spin on the Autobahn. The car wants to as well.
482 horsepower might not sound like a lot in current sports car-norms, but it only weighs 1.500 kg and the specs are still really good.
It does 0-100 km/h in 3,5 seconds and Corvette says it can do 296 km/h. So let's find out if we're able to reach that speed.
It's got a double clutch 8-speed automatic gearbox, which is a first for a Corvette. It changes back very quickly.
200... 207... The acceleration isn't that impressive, and the noise is very civilized for an American car.
The gearbox is very good though. The gear changes are very quick, which is good because you can't get a manual gearbox anymore.
230... 252... 260... And a BMW in front of me. I always think it's fun to drive a non-German car very fast in Germany.
Let's try again. Come on.
I'm driving in the Loud-mode, that's why it's so noisy in here. 270... 277... And braking very hard now.
At first, I didn't think the brakes were that bitey, but considering how fast I braked just now, it's not bad at all.
It didn't feel as stable, but the way I went from 270 to 138 km/h was very neat.
Let's go again.
The European version has less torque than the American version, but it's available a little earlier, at around 4.500 RPM. The American version has more torque...
at around 5.100 RPM. Slightly different specs, but still. This is supposed to be the entry-level Corvette, and it's still very fast.
Right, I've put the top down. That's right, we aren't driving the regular Corvette which comes with a targa-roof as standard.
Instead, this is the convertible, and remarkably it has a foldable hard-top. No fabric roof, and that's becoming very rare these days.
This car does have one, and it's not that much added weight either. There's only a weight gap of around 50 kg with the Targa.
It's not that bad, and like I said, the Corvette is pretty light. Only 1.500 kg, something the Corvette has always been renowned for.
I was just driving on the motorway and I was complimenting the gearbox and the fact that the car was very rapid, but not too fast,
and it stands out that it can be very soft in all of those driving modes. Right now, I'm in Tour-mode, and it really feels like a daily driver.
Almost like I'm driving the American Porsche 911 here. So what do we notice from the mid-engined setup?
Well, back in the day, Corvettes used to be incredibly wild. The Corvette C6 Z06 is one of the few and only cars that almost scared me.
That's how wild that monster was. And three years ago, I drove the C7 Stingray convertible, which already surprised me with its sharpness.
It was a very pure sports car, especially compared to the car I was putting it up against: the Mercedes-AMG GT Roadster.
And now I'm driving the mid-engined evolution, and it makes it clear immediately. I'm driving across German roads in a dynamic driving mode,
and when you steer into a corner at first, you'll doubt a little if its going to make it. After that, it will follow your direction and that's when the...
mid-engined configuration comes into play. It's incredibly stable, very balanced, much more hardcore than I expected.
The noise is very audible right now.
With a manual gearbox, I would've enjoyed it more I think. You can get it to bark whenever you change down, and it will remind...
you that it's actually able to perform.
Corvette has also been thinking about downsizing and reducting their carbon footprint, so this Corvette has cylinder deactivation.
If you're just cruising around, you can spot the V4-symbol in your instrument cluster. That's when it runs on four cylinders.
That's when it changes back to the easy, comfortable car, but I absolutely prefer the car I'm throwing around. Just listen to the noise.
It does better than I expected.
When I first got in, I thought the seat was a little high up. I wanted to lower it a little. It means you've got a weird driving position.
I do like the steering wheel, the angles give me a Knight Rider-vibe. Also, it's got flappy paddles behind the steering wheel.
There's a button for the Z-mode over here, which is to sharpen everything up.
Other than that? In front of you, you've got a digital instrument cluster, with a big rev counter as the center piece. There's a head-up display as well...
and the rev counter will redline at around 6.500 RPM. And if you're in Manual-mode, you actually have to change up.
It won't take over when you reach the rev limit. Additionally, you have a very high middle console. That gives you a real sports car-feeling.
And over here, you've got a central screen, but what's there to talk about? It's not that impressive, so I think the interior will be outdated quite quickly.
And then the big question: is the Corvette C8 still a proper Corvette? Well, if I look at the rear lights, it's clear they've tried to make it...
resemble the previous generation. But if I look at the middle part, it's so incredibly different. When I first saw the pictures, I thought it resembled...
the Honda NSX. That's mostly because of the vents here, but I never saw that on a Corvette before. So I don't get a lot of Corvette-vibes from it.
The nose however does remind me of the previous Corvette.
Right, the Corvette in the Netherlands. Quite a difficult story to be honest, because it's powered by an atmospheric 6.2-litre V8. No downsizing...
with turbo's to reduce the CO2-emissions. And looking at the American prices, we're talking about less than $60.000, which is around €55.000.
German prices aren't that bad either. Prices start at €88.000 and for a convertible, you'll have to look at €100.000. And you always have...
the Z51-pack with Brembo-brakes and a lowered chassis. But then there's the Dutch situation. We haven't received a full price specification yet,
but because of the added taxes, you should count on €160.000. And a convertible like this will probably set you back €200.000.
I already saw an American gray import in the Netherlands being offered for €200.000. And for that kind of money, I don't think this is very...
impressive. It just doesn't get me like a car that's worth that kind of money is supposed to get me.