Chevrolet Corvette Stingray review

It would be hard to overstate the difference between the C7 and C8 on both road and track. On the street, in any of its six driving modes, especially when fitted with the sublime - but optional - active damping system, the standard C8 smooths and soothes away all but the worst road irregularities and sounds. It’s almost too quiet, the engine a faint voice of light mechanical action instead of the rousing, grumbling soundtrack we have come to expect from Chevy’s supercar. The loudest noise at 70mph is the wind and a smattering of tyre roar.

What about the Z06, though?

Surprisingly, that’s also very well mannered. You can tell it’s been thoroughly developed and polished so the edges have been buffed off. But they’re there in the Z06 if you go looking for them… just get the engine up above 5,000rpm.

How are the controls?

From the steering to the by-wire brakes, they’re all light to the touch – not Ferrari light, but lighter than ever before in a ‘Vette – requiring fingers and toes rather than fists and feet to operate. The seats, especially the new-for-C8 GT2 variants, cradle you in such a way that there are no obvious pressure points so they remain comfortable hour after hour. Put all that together and mix in an engine that will return 25mpg with ease and the C8 emerges as one of the best GT cars you can buy.

While all the above points to a car that could be too soft and silent to be any fun at the track, one twirl of the mode switch and a couple of prods of the chassis controls turns it from a mild-mannered sheep into something much more wolf-like. True, the engine noise in the cabin could – and should – be louder, but other than that the C8 leaves you in no doubt that it’s ready to party.

Like it’s 1999?

Yeah, that’s a current reference. But here we go: with a weight distribution of 40/60 front/rear, the C8 does not rotate and stick as neutrally as the mid-engined Porsche Cayman. But it’s not far off. Both ends talk cleanly to each other, it steers accurately – and requires fewer corrections to stay on your chosen line. But it lacks the ultimate feel of a 911.

It’s still a rewarding and enjoyable experience that is a world away from the C7’s dynamics. And, in a true test of the chassis, it stays that way even when you’ve turned off all the handling aids. You can’t say that with the C7, particularly the Z06, which is fine one moment and will then try to fling you into the bushes the next. So that’s progress.

The Corvette has a full braking-by-wire system, so it’s hardly surprising that the steel rotors don’t have a huge amount of pedal feel. The Corvette also triggers the ABS sooner than you might expect, especially seeing as it wears Michelin’s highly rated Pilot Sport 4S tyres.

But it’s all about the powertrain, right?

The base car’s V8 is plenty strong enough. 495bhp is the same power as Porsche gives to its 911 GT3. OK, the Corvette is a chunk heavier, but it has a good turn of speed. Just a shame the engine isn’t as charismatic as it used to be. Meanwhile the Tremec twin clutch gearbox is brilliant in 99 per cent of driving situations. It did reject a couple of manual down-shifts on track, but was otherwise perceptive enough to leave in Track mode. It’s not quite as spookily good as Porsche’s PDK, but it’s close.

But I’m guessing the Z06 is where it’s at?

Correct. It’s not as raw as Porsche’s GT3 – if anything the car actually feels over developed. All the controls work in harmony, but the edges which so often give a car character have been chamfered off. However, it’s a much more precise tool that the regular C8 Corvette. Turn into a corner on the road and you instantly feel the communication from the steering wheel to the front tyre, and the Z06 carves a beautifully clean, precise line. Once out the other side you are free to uncork that rarest of things: a truly special, high revving, naturally aspirated engine. It’s not quite as charismatic as the V10 in the Lamborghini Huracan, but it sends the Corvette down the road with equal vigour.

A better Corvette then?

One that can at last hold its head high alongside anything Europe has to offer. It’s a huge step on from the front-engined C7: better handling, faster, quieter, safer and easier to use. Yet it still demands you to drive it in a way unique to the Corvette. Make confident, deliberate inputs and you’ll be rewarded with a rapid, predictable car that will work with you. But start changing your mind mid-corner and you’ll still have to get busy with the wheel and both pedals to keep it pointing forwards. It’s not unnerving, but it does let you know when you are messing up, rather than using tech to hide your mistakes. And that’s a good thing.