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It seems obvious that the styling is going to be beautiful.. but what I'm looking forward to is the tech, performance potential, needle move on interior, and sharing with Cadillac hopefully. I would also love to hear that this is going to not only be sold with a continuation of the FE C7 for a few more years, but also that there is an SUV coming as well. If Porsche, Ferrari, and Lambo can have one.. why can't Corvette. Corvette lovers be damned

But AMERICANS do it.. they hate themselves.. and will by majority these days let the Foreign makers get away with a litany of offenses that they would demand GM or Ford be put out of business for. Imagine GM being caught up in an Emissions scandal with the type of blatant deception VW pulled off.. The Macan starts off with a 248HP 4cyl engine for $50K. The Cadillac XT5 has a 310HP V6 and starts at $41K. How is that even cool? Even if U drop back to the XT4, it only has 11 less HP and starts off at $35K.. and I seriously don't see Porsche as a luxury Cadillac competitor. That's Audi. I do see it as Sport Corvette competitor. GM needs to jump in that portion of the game.. with both brands

Could you two juys ignore each other please? @ccap41was making a joke.

Talk about profits. GM would effectively have 4 Luxury/Premium brands.. this time with purpose like back in the day when there was Cadillac, Olds, and Buick

RIGHT! I totally agree that Corvette needs to have a performance CUV/SUV and this tech SHOULD be shared with Cadillac as part of their V Series. Other than the V Series, I think Cadillac should be the focus point for moving all things to EV as a true Tesla Destroyer and checkmate to the Germans.

Yet you know Chevrolet will never let the Corvette go away even though they have Camaro.

That is more of a cam profile issue than a valve train layout issue. To get high rpm breathing, it is necessary to have high lift and long duration cam grinds. These will have poor aspiration and low intake velocities at lower rpms, and hence reduced low end torque and probably lower peak torque as well. To have high tumble or swirl from high intake velocities, and minimal overlap induced back flow, loss of effective compression or early loss of the power stroke you MUST use a short duration cam grind with low lifts. The means toqur will fall off at high rpms and the engine wont make much power. Unless you have a camswitching system or a variable lift system, you can have one or the other or a compromise between the two,, but you cannot have both. Even with switching, there will be a step jump in the engine character when the switching occurs. This is true of pushrod engines and it is true of DOHC 4-valve/5-valve engines. The laughable thing which most people don't get is that 2-valves per cylinder is fully capable of supporting the airflow requirements for a power peak at or around 6000 rpm. Any engine that makes its maximum horsepower at or around 6000 rpm -- which includes most Toyota and Honda DOHC engines -- do not their DOHC valve train and do not benefit from the added friction, complexity and cost associated with them. For a DOHC 4-valve cylinder head to serve a useful purpose, the engine must make its peak power at or above about 7000 rpm. Then, and only then, do you need or benefit from the freer flowing DOHC heads.

You know, GM could just build engines like Lexus did with its V8 for years: Port and Direct injection. GM could also build new pushrod I4 and V6 engines, but doing both would require buying a clue first. No need to emulate questionable Mercedes Benz engineering. Horsepower is nice, but torque is a requirement. Too many DOHCs are weak on torque.

Now we can see more commercials where Chevy/GMC makes fun of Ford's (fragile) aluminum bed.

The Macan is AWD, but is still technically sitting on a FWD derived platform. Is on the same system platform as the Audi A5,A4,A6,A7,A8 , and Q5 IN ADDITION: Personally it never mattered to me in the CUV class whether it was FWD or RWD.. as long as its AWD, especially since the advent of adaptive or selective AWD systems. With the truest issue one could come up with pertains to disadvantages of FWD being that the weight distribution was front biased and thus created inferior handing versus a RWD vehicle, which was typically more balanced. All the RIGHTWD stuff aside.. when that notion comes into play.. I find it interesting that a Macan has a weight distribution of 57.2%/42.8% (F/R) while say.. the weight distribution on the Blazer RS AWD is F/R(59/41%) or say a 2017 BMW X5 X35i at F/R(49/51%) They are off.. but not that far off. Blazer RS performing the figure 8: in 27.1 sec @ 0.65 g (avg) and Lateral g at .83g vs an X5 at 26.8 sec @ 0.69 g (avg) and lateral g .81 I'm not saying its better.. but I am saying that it in no way do these vehicles deserve the label of being inferior due to being FWD based

All brands PERIOD should be tagged equally for calling a premium lux or performance brand with pathetic 4 banger or 6 banger engines as crap. I do agree that it is amazing how many will attack an American brand for a certain image and not the Euro or Asian for the same pathetic small engine in what is supposed to be performance or luxury. Reminds me of throwing stones in glass houses.

Would be fine as a base engine if it had a kick ass transmission like a PDK tuned for it., but to me Corvette has always been about the v8. I would rather Cadillac had a transverse engine CUV platform with smaller engines and Corvette had v8 versions of it if they go the CUV route.

Slippery slope of VW/Audi platforms... Not exactly RWD based. Not exactly FWD based either. But definitely AWD. Albeit the Macan's platform, the engine is longitude, not tranverse...which seems to be the defining signature of RWD based over FWD. But what Casa seems to be saying, and what I said in my post about North American Eurosnobs, is that certain European manufacturers get a pass on certain no-nos that GM always gets their cheeks slapped... Case in point... The Macan, a Porsche...get a pass from offering a 4 cylinder in their CUV... 2 things wrong here: Porsche is offering a: 1. A small CUV 2. In that small CUV, Porsche is offering a less than 250 horsepower and ironically, the same amount of ft.lbs of torque that CCAP's post deems to be lackluster. Albeit, I understand that the 4 cylinder in the Macan is turbocharged and therefore, the 273 ft.lbs of torque are probably more accessible at a lower RPM than the N/A 3.6 liter V6 from GM and THAT seems to be CCAP's beef with the N/A 3.6 liter from GM. But...all that to say, proof is in the pudding, that had Corvette offered a N/A 3.6 liter V6 as a: AN ENTRY LEVEL ENGINE OFFERING, Corvette would be shat on by many... But this being Corvette, a V8 would most definitely be in the cards...but alas, Corvette will not be a brand on its own, so all this is useless banter... What is not useless, is the blatant hypocrisy that Corvette faces in the North American market to actually be its own sub-brand/brand... Its got a huge up hill to climb for Corvette to be its own brand. A bigger mountain than what Porsche had to overcome.

What Porsche CUV is FWD based?

If the Corvette was to have CUV line.. yeah.. a n/a 3.6L would be a nice entry, but if its RWD it damn sure better have a V8. I will never understand the BS behind why Porsche and Audi get to have FWD based CUVs, market only the AWD part.. and no issues. Either way.. a Macan GTS literally only has a TT3.0L with 360hp/369lbs. I submit that if the Blazer RS had this same combo.. or an even better LGW with 404/400lb..it would out perform the Macan's 5 second 0-60

I'd love to see a Corvette SUV with none other than the n/a 3.6.

What GM needs is a "high output" version of the 2.7T 4-cylinder. A simple G25-550, or like sized turbo, with air-to-water intercooling will effortlessly make 420 hp @ ~ 5300 rpm and 420 lb-ft @ ~2200 to ~5200 rpm. That, for all intents and purposes, is enough. Boost levels will be no higher than on the LTG. Compression will be in the 9.0~9.5:1 range. It'll be perfect for the CT4-V, the Camaro or any of the crossover V or SS trim cars. If you don't mind some extra lag (like you'll find on the AMG M133 2.0T engine) you can easily make about 480 hp @ ~5500 rpm and 500 lb-ft @ ~3500 rpm. Same turbo and CR, but more boost. We are not even straddling the line here... the turbo itself is capable of supporting about 550 hp with low enough compression and if you don't care about linearity.

Im soooooooo excited for this. But part of me feels lost. I also do not want the front engined formula to go away either. (For the first year anyway, it wont) Therefore, I would prefer that Corvette does become its own brand or sub-brand or whatever you want to call it. So Corvette could have several REAL models in its line-up. Because I dont see the GS and the base Stingray as two models. Nor do I see the Z06 and the ZR1 as two different models. Nor do I see the ZR1 being a different model than the Stingray. Slippery slope: The C6... The base Vette had a steel frame and the Z06 was an aluminium one. The way I process and define models and trim levels, one could see this as 2 different models. But on the C7, all frames are aluminium... The way the C7 works for me is that its 1 model. It has two different body styles. (maybe 3?) Convertible, fixed roof and (targa top?) 1 model to do battle with the 23 different trims of 911. 1 model to do battle with Porsche's other sportcars in the Vette's immediate competetion. The Cayman and Boxster. And those too also have a myriad of trims. 1 model to do battle with very high end Ferraris, McLarens and Lamborghinis. You could say that the Vette has 3 or 4 models to them, but that is not how it works. And even if you want to think it this way, it still doesnt change the fact that Corvette is ill equipped, model or trim size, to do battle with all its competitors successfully. And what I mean by successfully is to hand them their ass, each and very time. I dont want to hear the phrase "for the money" anymore. It was a good measure 20 years ago. But 20 years ago, Porsche, Ferrari, Lamborghini did not have a plethora of models and trims on their sportscars. Even Mclaren 20 years ago was just 1 car. McLaren has grown and soon they too will even offer a true GT car. The Vette, with 1 model has to be a pure track car, a pure daily driver, a pure exotic super(hyper) car. And elitists wont even admit to it that the ZR1 is such a thing because price, or the engine is not in the right place (not mid-engined) or whatever ridiculous excuse they come up with... With the C8 coming, and the C7 will be sold alongside, then and only then would the Vette be 2 models. And THAT opens up the Pandora's box. When the C8 arrives, it will be a supercar. For realz. When the top dog mid-engined C8 arrives, the Z06 or ZR1 C5 C6 C7 equivalent, then it will be a true hypercar. Hopefully a front engined RWD model is still offered, because the Corvette has also become a viable true blue GT car. And being a hardcore supercar with a mid-engined variant, than Corvette ceases to be a GT car. Therefore, Corvette is ripe to expand to several models and hence becoming its own sub-brand, brand. Like Casa said, the Camaro is already at Corvette levels of performance. Obviously not at ZR1 levels. The ZR1 is basically at the limits of what a front engined RWD car can do. Corvette could add AWD to that and aid the situaition, but that also adds weight. Lessens the raw, sports car feel to it. Adding AWD just makes it more GT car than it already is... But at Z06 levels...The Camaro is at. Just a tad more tweaking is all that is needed... Corvette, to be really dominant, to shut North American Eurosnob mouthes, needs to expand its portfolio. Its competition did. Corvette needs to do the same. And when I say North American eurosnob mouthes, yes...as it seems in Europe and the Middle East, the Corvette has finally gotten the respect it deserves. Even in Germany. When the mid-engined C8 arrives, even more so. And, even if the Corvette purists in North America will NOT accept a mid-engined Vette or an expanded brand line, in Europe and in the Middle East and in Asia, those markets are primed for the taking!!! Especially if electrified versions are in the pipeline...

.... er no... You're thinking the BLS. The 9-3 was built on the FWD Epsilon chassis. The CTS was build on the RWD Sigma chassis.

Why do people always say this? 9X outta 10 they have never driven a 3.6L in GM vehicle. In the Camaro it pushes the RS to 60 in 5 seconds.. in the BLAZER.. 6 seconds. This is me in a CT6 3.6L a few months ago. It in no way felt slow:

I agree.. but if GM were to have kept the Cruze going in the U.S., we might of got a Cruze SS (Brazil) with a 1.4L with 300HP

Red Passion Tintcoat with Black Chrome would be AWESOME!

A lot of that is on Cadillac's accessory page tho.. including black chrome exhaust. And Midnight Silver is really Black Chrome imo. U know what's crazy? I didn't realize that U could get the Sport Edition Escalade in Red Passion Tintcoat, Satin Steel Metallic or Black Raven. I thought it only came in Black til I was just on the accessory page.

Now I really need to get one! I wish that "hand built engine" would have more power than the standard TLX. It looks nice but without any performance upgrades it is just a poser package.

" Dual 4-inch black chrome exhaust finishers " damn.

I will say it does look quite cool...color and all! Basically a grown up ricer’s dream car.. ? But I bet it is fun to drive though!

^ There were a number of export Corvettes built, including RHD conversions, to a whole bunch of countries in the C1 & C2 era. - - - - - Stunning interior : '60 Electra 225 ~

I was only talking to Oldhurst442

I just figured he was only talking to me....

All right gays, let me put it simply for you all:- (1) An engine being turbocharged (or not) has nothing to do with whether it is, or can be, high revving. Period. (2) Contemporary Turbocharged engines are typically not high revving because of the designers' desire to minimize lag and maximize torque down to the lowest reaches of the rev range. (3) Turbochargers generally have a range of airflow within which it functions well. A big turbo supports higher flow -- which means higher boost or higher engine rpms. A small turbo takes less exhaust energy to drive -- which means higher output at lower rpms and less turbo lag. (4) To be more specific, at about 20 psi of boost (~1.36 bar), the most advanced turbos can support a torque plateau of about 3000 rpm. That is to say you can have your peak torque of about 150 lb-ft/liter across about 3,000 rpm of engine speed range. This can be 1,500~4,500 rpm or it can be 4,000~7,000 rpm depending on the size of the turbo. Obviously, an engine the latter will make more power... much more power (greater than 200 hp / liter) and rev to 8,000 rpm without running out of breath. But expect 1990s style lag and rubberband like throttle response. With the former you get ~ 130~140 hp / liter, but the engine isn't dead between idle and about 3800 rpm. You can have either or something in between, but you can;t have both.

For having NOTHING to contribute, you sure made a very long post! LOL!!!

Because NA engines get from 0 to, let's say 60% torque, at part throttle in about 0.1 second. The delay is from the intake manifold and runners downstream of the throttle body going from a greater to a lesser amount of vacuum as the throttle opens. With a turbocharged engine, everything that happens in an NA engine also happens. But that only gets you to the part throttle torque output of an otherwise identical NA engine. Next, the exhaust energy from the increased air/fuel charge starts spinning the turbo up. This causes the compressor to start bringing the intake ahead of the throttle to a higher pressure than atmospheric pressure. This is cut down to a fraction of that pressure by the throttle and fed into the engine. A cycle of every greater charge density, increases in exhaust energy and even greater charge density occurs until it is arrested by the waste gate opening and bleeding part of the exhaust around the turbine. This process takes a while. At part throttle, it often takes about 3~5 seconds. Compared to 0.1 the second it takes on an NA engine that feels like eternity. Also, it has a rubber band like effect where the throttle is constant and the engine rpm is not increasing much, but torque builds independently of rpm and throttle movement.

Nice to see Lincoln there with a good bump. Aviator should help there even more soon.

Decent numbers overall.

Leave it to the Germans to overcomplicate matters.

Nope. One Corvette model with 4 trim levels in 2 body styles. One 911 model with 23 trim levels. 3 body styles in some of the trim levels.

A trim line is not a model. The E300 and E400 are not separate models.

MOST PEOPLE? I know I am not poor but am not rich and most of my coworkers barely saw a blip in their paycheck as did I, the few extra dollars every 2 weeks did nothing for changing the way I save / spend. I honestly do not know where the media or idiot leadership in DC got saying that paychecks would get bigger. Considering the years of no pay raises due to the depression we were in from 2007 to 2012, Costs have gone up and so there is no extra money for splurging. I doubt with the increased craziness of costs that anyone noticed that they had extra income to spend in their paychecks.