Page 34 - MotorTrend (March 2020)
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turns, with a lot less direc-
tion change. The quick initial
steering response and improved
shock control was very effective
in these types of maneuvers.
However, the handling
issue that surfaced on the
racetrack was that the C8’s
How to Make the C8 Corvette Handle Even Better rear could come unglued off
power—something we racers
n technical director Kim that the Corvette engineers especially when it comes to call trailing-throttle oversteer.
Reynolds’ figure-eight testing also read this report, and as a putting power to the ground, But applying moderate power
report on the 2020 Chevrolet result, we were quite honored combined with delightfully immediately stabilizes the
I C8 Corvette Z51, he spoke of that they contacted us and direct steering response and chassis, a very beneficial char-
strong understeer, combined offered to show us how their better-still LS V-8 urge. acteristic. This is fascinating
surprisingly with a fair amount new supercar works when tuned because it is the exact opposite
of snap oversteer in this unique more for handling at its limits. behavior of the front-engine C7,
limit handling test, one that Enter a team of MT testers which had terrific corner entry
MotorTrend has used for years and Chevy engineers at Virginia Well, the added camber is a but snap power oversteer.
as a standard of comparison. International Raceway. real aid to tire grip, spreading More weight to the rear helps
I’d like to point out that a What they did, as reported the corner load more evenly traction under acceleration
good chassis tester like Kim here, was to alter the wheel across the contact patches, in the C8. It puts down the LS
focuses on the negatives, eluci- alignment with a large increase which should also help make power well from low speeds, but
dating where it can be better. in negative camber, front and the tires last longer. But there here’s another chance to be
It’s something I’ve always done rear. This is where the tops of were a couple dynamic quirks even better: There’s too much
as a racer, too, and it’s a key to the tires lean in, to compen- that beg for more attention. understeer midcorner.
my successes. So I’m guessing sate for the cornering loads I found the esteemed Mr. My hypothesis is that Team
and body roll of high g-force Reynolds’ recognition of signif- Corvette is working to compen-
cornering. The only other icant midcorner understeer to sate for the off-power oversteer
modification was to decrease be still present at VIR, but it’s tendency. My humble armchair
cold tire pressures by 4 pounds, less intrusive with the increased advice to Mike Petrucci and his
a significant amount, because camber and because the engineering team is to use the
racetracks heat tires much corners at VIR are mostly not
more than street driving does. the long, steady-state turns
Heating tires raises their pres- found on our figure eight.
sures, and for optimum grip, The majority of VIR’s curves
it’s important to not let those are fast esses and 90-degree
pressures get too high.
My synopsis of the on-track
performance of the Z51 C8?
It’s a vast improvement on the
nervous brute that is the C7,
Changing negative camber from
a half degree to 3 degrees in
front and 2.5 degrees in the rear
transforms the Corvette.
34 MOTORTREND.COM MARCH 2020
