2022 Chevrolet C8 Corvette review: First Australian drive

Australians have been forced to wait a long time for this moment. The Chevrolet C8 Corvette is finally being sold on our shores, direct from the famous Bowling Green factory in Kentucky, with the steering wheel on the correct, right-hand side of the car. First revealed in July 2019, the radically rethought C8 generation ’Vette has taken its time landing Down Under. But it is here now, and we managed to steal the keys to one of the very first examples in the country as part of our Performance Car of the Year testing. Was it worth the wait?

Australians have the choice of either coupe or convertible body styles with this new Corvette, while two trim levels are available: 2LT and 3LT. Don’t confuse these with the 6.2-litre naturally aspirated mid-mounted engine, which GM calls a LT2. Still with us? The hard-top models start at $144,990 for the 2LT, and $160,600 for the 3LT. Convertibles demand a $15,000 premium. Every Australian Corvette comes from the factory with a front-nose lift fitted as standard, but most importantly, the Z51 Performance Package equipped.

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This adds a dual-mode exhaust, Magnetic Ride 4.0 suspension, bigger Brembo brakes, an electronic-limited-slip differential, extra cooling and a Z51-specific final gear ratio. Visually, it also means the cars are equipped with a front splitter and rear spoiler.

The Corvette’s natural performance rivals are the likes of the Jaguar F-Type, which will set you back $166,048 for a supercharged-V8 R-Dynamic P450. Or the Porsche 911, of which a base Carrera demands $241,200 from prospective owners. That’s some lofty competition, and the C8 Corvette squares up with plenty of punch.

Being mid-engined for the first time, the C8 is ready to throw down with its European rivals ... At the heart of everything is the 6.2-litre LT2 V8

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Being mid-engined for the first time in the nameplate’s history, the C8 is ready to throw down with its European rivals using a recipe they’ve refined for decades. At the heart of everything is the 6.2-litre LT2 V8, which has a number of significant upgrades over the LT1 that Australians will be familiar with from the Camaro 2SS. The intake and exhaust are redesigned for the mid-engine layout, while gaining dry-sump lubrication and an upgraded camshaft. All accounted for, it will produce 369kW at 6450rpm, and 637Nm at 5150rpm. Despite its old school pushrod design, the LT2 is tractable and has a top-end that urges you to eek out every final revolution.

The classically American engine is mated with a thoroughly advanced transmission, shared with the exotic Maserati MC20. The Tremec eight-speed dual-clutch gearbox shifts between ratios smoothly and quickly. Calibration is clever, able to remain sly and subtle in its standard setting, while delivering kicking and quick up- and downshifts in more aggressive modes.

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To coincide with the mechanical generational overhaul, the C8’s styling has undergone a similar dramatic update. While still clearly a Corvette, with unmistakable key design cues like the headlights being a clear nod to predecessors, the bodywork isn’t able to universally win over onlookers. Part of what makes the styling so divisive is the fact the Corvette still has a rear boot capable of holding a set of golf clubs – a traditional feature of all modern Corvettes. In previous front-engine models this didn’t prove too much of a challenge, but the C8’s mid-engine layout adds an obvious, eight-cylinder, impediment.

As a result, there’s about an extra foot of bodywork at the rear of the Corvette that required styling. Lift the hatch to the boot and engine, and you can begin to see the bones of the Holden Commodore ute turned test mule, Blackjack, that was the world’s first glimpse of the C8. With both front and rear storage compartments, there’s a surprising amount of luggage-hauling ability in the mid-engine platform.

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Visibility out of the Corvette is impressive. Forward vision is hampered a touch by the top of the windshield clashing with the slightly raised seat (even in its lowest setting), but you can see clearly out the back thanks to the engine sitting low in the engine bay due to its dry-sump set-up. The C8 is genuinely useable every day as a result and would make for a supremely capable grand tourer.

Where the useability takes a hit is inside the cabin, which is unashamedly driver-focused. Everything is centred on the pilot in the Corvette, including the large line of buttons that runs the length of the centre console. Sit in the passenger seat and it is as if a miniature diorama of the Berlin Wall has been erected, partitioning you into what can at times feel like a cramped space. There are other ergonomic foibles, like a seat that sits higher than we’d like in its lowest setting. Finding a comfortable driving position wasn’t entirely straight forward. While there is plenty of leather and soft-touch materials in the cabin, the final fit and finish can’t quite match its more premium rivals.

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Then you get to the actual act of driving, and everything that might fall slightly short in terms of ergonomics or materials fades into the background. This is a car that was designed to be driven, and driven hard. It offers a depth of talent that is well worth the two-year wait. On a flowing road the C8 rewards a keen driver with an experience that is smooth and involving. Old cliches about American sports cars need not apply. While not featherweight, the Corvette’s 1545kg mass is right in the ballpark for a car of this size, and well managed. Ride quality is impressive, with the Magnetic shocks doing a wonderful job of both body control and bump-management.

Ample forward vision and a direct steering means the C8 is easy to place on the road. The ratio falls in a sweet spot of not-too-darty, not-too-lethargic

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You’ll want to ensure your trail braking technique is up to scratch if you intend to drive the C8 hard, as it is required to keep the front-axle planted into turns. Traction from the Michelin Pilot Sport 4S tyres is impressive, particularly on corner exit. All of the naturally aspirated engine’s power is deployed deftly, thrusting you back in the seat. The V8 note is rich and authentic, harmonised with plenty of induction noise. You are treated to a stirring soundtrack in the cabin that adds an extra layer of sensory involvement to the driving experience. Despite its relatively large capacity, the LT2 revs toward redline eagerly in the first four gears, before hitting the fifth ratio which seemingly goes on forever.

Ample forward vision and a direct steering means the C8 is easy to place on the road. The ratio falls in a sweet spot of not-too-darty, not-too-lethargic. However, the wheel has an artificial springiness that requires some attuning to, while also muting most of the feedback transmitted back to the driver from the tyres. Thankfully, the ample grip and natural slip progression is easy to key into despite the lack of feel via the wheel.

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Not just a competent canyon carver, the C8 Corvette is also a ready track car. Driving the C8 on a race track only exemplifies its dynamic talents further. More than that though, what impressed us most was the way the Corvette inspired confidence on a circuit. The chassis’ neutral balance encourages you to push it hard. Turn-in is the only real shortcoming, with consistent trail braking required to keep the car planted on corner entry. From there, however, the C8 is wonderfully malleable, rotating with grace mid-corner and finding traction with ease at exit.

The C8 Corvette is unlike its European rivals, dripping in character... There is nuance to its dynamic ability and genuine attention given to its engineering

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We also took the opportunity to strap timing gear to the ’Vette, but were unable to match its ambitious sub-3.0 second claimed acceleration time (even on the downhill Gardner Straight at Phillip Island). Our best effort was a 3.63sec 0-100km/h sprint, with a quarter mile slip of 11.68sec and 194.5km/h trap speed. Don’t get it twisted, those are very impressive numbers.

Now, we weren’t going to let an opportunity to put Warren Luff into the car go wanting. MOTOR’s tame racing driver strapped in for a lap around the Phillip Island Grand Prix circuit, recording a 1:45.22 best – on par with the likes of the BMW M3 manual. On the Gardner straight, Luff topped out at 242.4km/h in the Corvette, down compared to rivals as a result of the lengthy fifth gear, but a deficit more than made up for at apex.

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The C8 Corvette is unlike any of its European rivals, dripping in charismatic character. Yet it also shirks any stereotypes usually levelled at American products. There is nuance to its dynamic ability, refinement in its liveability, and genuine care and attention given to its engineering. Yes, some of the ergonomics require adapting to. And while it won’t be universally loved, there is a definite character to the C8’s styling. But as far as mid-engine sports cars go, the C8 has a broad range of talents that sees it reward both the eager driving enthusiast, and day-to-day user.

The C8 Corvette is a welcome and much-needed addition to the Australian performance landscape. But what should really excite is the fact that this is just the start, an entry-level model that signals what is to come. So composed is the Corvette, that it feels like the C8’s chassis is built to handle more power. Much, much, more power. Like, 499kW of power. Bring it on!

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