The all-new 2020 Chevrolet Corvette Stingray coupe goes into production in late 2019 but before the first units head for showrooms, Chevrolet is already announcing that there will be a Stingray convertible as well. This builds off that heritage as the first hardtop and mid-engine convertible in Corvette history.
Open-air driving has always been a part of the Corvette’s heritage. In fact, when the sportscar debuted in 1953, it was available only as a convertible. “We put the world on notice when we introduced the first mid-engine Chevrolet Corvette a few months ago, and now we’re raising the bar with the first-ever hardtop Corvette convertible,” said Brian Sweeney, Chevrolet US Vice-President. “And the convertible will be priced only US$7,500 more than entry 1LT Stingray coupe.”
First and foremost, a convertible
The mid-engine 2020 Corvette Stingray was engineered first and foremost as a convertible. The convertible maintains the tunnel-dominant structure and use of high-integrity die-cast parts found in the Stingray coupe.
The team engineered the hardtop to stow seamlessly into the body, maintaining the Stingray’s impressive ability to store two sets of golf clubs in the boot even with the top down. The convertible also keeps the coupe’s front storage compartment, which can fit an airline-spec carry-on and a laptop bag.
The hardtop provides a quieter cabin, increased security and a cleaner look compared to the previous soft-top designs. “Our goal from the beginning was to make sure customers didn’t have to sacrifice any functionality, performance or comfort when choosing the hardtop convertible,” said Josh Holder, Corvette program engineering manager. “We managed to keep the same design theme as the coupe, as well as the exceptional storage capacity and track capability.”
Inspired by jets
Like the coupe, the Stingray convertible’s design was inspired by fighter jets. The tonneau cover features aerodynamically shaped nacelles influenced by the housing used for jet engines. The nacelles, which were also used as inspiration on the Chevrolet Engineering Research Vehicle (CERV) I and II, as well as the Corvette SS and SR2 concepts, help reduce air recirculation into the cabin and provide a remarkably exotic profile with the top up or down. The tonneau also provides a rear power-adjustable window and a vent for mid-engine cooling.
The two-piece top can be activated at speeds up to about 50 km/h and retract in as few as 16 seconds. It is powered by 6 electric motors (a Corvette first) and uses encoders for precise control. Switching to electric motors from hydraulic systems helps increase reliability. A body-coloured roof is standard, while Carbon Flash metallic-painted nacelles and roof are optional.
Careful attention was paid to make sure the engine could breathe when stored underneath the tonneau cover. The sheet-molded composite top stows in a compartment made from lightweight composite panels and heat shields to manage heat from the engine.
A divider glass window in the middle of the vehicle can be power adjusted with the top up or down. The glass has been optimized to reduce air recirculation and wind noise in the cabin for improved quietness. The roof system design, combined with the same rear spoiler used on the Stingray coupe’s Z51 Performance Package, results in identical drag between the coupe and convertible with the top up.
Most horsepower and torque for any entry-level Corvette
Like the Stingray coupe, the convertible is powered by the next-generation 6.2-litre Small Block V8 LT2 engine, the only naturally-aspirated V8 in the segment. It will produce 495 bhp/637 Nm when equipped with performance exhaust — the most horsepower and torque for any entry-level Corvette.
The LT2 is paired with Chevrolet’s first 8-speed dual-clutch transmission, said to provide lightning-fast shifts and excellent power transfer. This transmission is uniquely designed to provide the best of both worlds: the spirited, directly connected feeling of a manual and the premium driving comfort of an automatic. The double-paddle de-clutch feature even allows the driver to disconnect the clutch by holding both paddles for more manual control.
Incidentally, just as Ford decided it was time to offer factory-built righthand drive variants of the latest Mustang generation, Chevrolet has also engineered a righthand drive variant that will be built in the same factory, expanding the reach of one of America’s famous sportscars.
