Unless you have been on vacation in a third-world country for months, it would be almost impossible not to know about Chevrolet unveiling the new 2020 C8 Corvette Stingray. The new Corvette has been plastered on social media platforms everywhere, and has the attention of the masses. Chevrolet states that the Stingray will house an LT2 6.2-liter engine cranking out 495 horsepower at 6,450 rpm and 470 lb-ft of torque at 5,150 rpm if equipped with a performance exhaust system. These power numbers not only make the C8 the most potent base-model Corvette ever, but are good enough to push the 0-60 times to under 3.0-seconds. Yet, somehow, the 2020 model still has a entry price tag of under $60,000.
As wild as the C8 is, one might think that Chevrolet started with a blank slate and completely redesigned the engine as well. However, this is not the case. The engine for the base model is still naturally-aspirated and surprisingly, with a single cam configuration like the popular LS and LT platforms Chevrolet has been offering for decades.
Jordan Lee, GM’s global chief engineer of small block engines, said, “Though now placed behind the driver, the LT2 gives the same visceral experience we all expect from Corvette. The LT2 has been designed to deliver excellent low-end torque and high-end power to give thrilling pedal response at any RPM.”
The LT2 6.2-liter V8 offers Variable Valve Timing (VVT) with direct injection and active fuel management (cylinder deactivation). The 6.2-liter engine bore measures out to 4.06 inches with a stroke of 3.62 inches. Cast from A319-T7 aluminum, the LT2 has cast-in iron cylinder liners and nodular main-bearing caps.
The oiling system is an area of significant change in the engine, departing from the wet-sump design that GM has used for ages. For the first time on a base-model Corvette, a dry-sump oiling system was used and is mounted to the LT2. It utilizes three scavenge pumps for improved oiling on the street or track. This system has a 7.5-quart capacity and includes oil-spray piston cooling. With the new Stingray’s lateral capabilities, the oil volume remains high to avoid diminished performance even at lateral acceleration levels exceeding 1G in all directions.
The cylinder heads are cast from 319-T7 aluminum, with a combustion chamber volume of a mere 59cc. The valvetrain consists of an overhead-valve design featuring two valves per cylinder and dual-equal variable valve timing. The hollow intake valves measure 2.13 inches, and the sodium-filled exhaust valves measure 1.59 inches.
Fuel delivery is handled by direct injection with active fuel management. The maximum pressure for the DI is 2,175 psi. Air is still metered through a single-bore electronic 87mm throttle body.
Another interesting feature for the C8 is that you can see the LT2 through a lightweight, 3.2mm-thick glass panel on the rear hatch. Gone are the days of a front-engine design and people asking what’s under the hood. This panel is functional as well, and uses a cantilevered trailing edge that removes heat from the LT2 engine compartment. Every part on the engine and in the engine bay is built with appearance in mind. Just like the exterior of the C8, the engine components were also given careful consideration for a clean, minimalistic look.
We are excited about the new LT2 engine and to see what it’s capable of in the hands of the automotive aftermarket. Could the LT2 be the next crate-engine of choice for builders across the world? We will have to wait and see what Chevrolet does in that regard, but we like the idea!
For more information on the Chevrolet C8 Corvette, be sure and check out Chevrolet.com.