Motor News

Mercedes revealed the 2024 CLA lineup, previewing newly styled front and rear ends, restyled headlights, and new wheel options.Peak output stays at 221 horsepower, but a newly electrified powertrain adds 13 horsepower to bring peak power lower in the range.There’s no word on official pricing yet, but Mercedes expects the new CLA to start arriving at dealerships later in 2023.Mercedes isn’t quite ready to give the CLA a full redesign but instead is offering a slight facelift to please fans of the compact four-door. Along with it comes a newly electrified powertrain. The 2024 model gains a 48-volt hybrid system to help with acceleration. In the low end of the rev range, it adds a power boost of 13 extra horsepower. During braking and acceleration, the starter-generator recuperates energy, which it then uses to supply the 12-volt onboard network and the 48-volt hybrid system with electrical energy. The system appears to work similarly to the hybrid system in the Mercedes-AMG SL43, which utilizes a belt-driven starter-generator to boost horsepower at lower rpm. More on the CLAThe CLA’s looks are updated at both front and rear, although changes are minimal. The front fascia gets new shaping, and the grille swaps its old speckled-dot design for one spangled by the Mercedes star. The biggest visual changes are redesigned headlights and taillights, which drop the lower portion of the daytime running lights. There are two new color options: Hyper Blue, which is exclusive to CLA models, and Starling Blue. Three new wheel designs also join the lineup. The AMG wing cooked up its own series of revisions and upgrades for the AMG CLA35 and CLA45 models, which sport a new AMG-specific front end. Opting for the AMG Aerodynamics Package Plus adds a fixed rear spoiler. Output in the AMG CLA35 stays put at 302 horsepower, though it receives the same 13-hp boost as the non-AMG variants. The AMG CLA45S is a different story, with power increasing by 34 horsepower to an impressive total of 416. According to Mercedes, the AMG CLA45S can sprint to 60 mph in 4.0 seconds. Inside the CLA, the standard display has grown, with a 10.3-inch instrument cluster and a 10.3-inch touchscreen, both running the newest MBUX infotainment system. One of the features is a choice of three display styles: the fully informative Classic, a Sporty version with a dynamic tachometer, and the minimalist Discreet setting. Wireless Apple CarPlay and Android Auto have both been added, and there are new trim levels, with a choice of carbon, open-pore wood, or and an AMG-exclusive brown microfiber option. Stepping up to the AMG line brings the number of interior upholstery options from three, to five, adding two-tone color schemes into the mix. Standard safety systems have been updated as well, providing customers with parking assist and a mirror package. Mercedes has not offered any word on pricing yet but said it expects to have CLA models arriving at U.S. dealerships later in 2023. This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

After showing off the e-RV concept last year, Winnebago has honed its electric RV into the eRV2 prototype unveiled today at the Florida RV Super Show.The underpinnings from a Ford E-Transit provide 266 horsepower and 108 miles of range, less than the 125 miles the company claimed for the e-RV’s powertrain from Lightning eMotors.A new 48-volt house battery powers the eRV2’s amenities and the interior is lined with plant-based materials and fabrics made from recycled bottles.The camper-van connoisseurs at Winnebago showed their first foray into electric power a year ago with the reveal of the e-RV concept. The electric RV then embarked on a road trip from Washington, D.C., to the company’s Minnesota headquarters, stopping in Detroit along the way to give us a closer look. Now Winnebago has debuted an updated prototype called the eRV2 at the Florida RV Super Show in Tampa as the electric camper inches closer to production. WinnebagoThe eRV2—which Winnebago describes as a “fully-operational prototype”—is built on a Ford E-Transit chassis, with the stock 68.0-kWh battery returning a claimed 108-mile range in the high-roof configuration. This actually gives the eRV2 a lower range estimate than the e-RV, which extracted an estimated 125 miles from an 86.0-kWh battery built by Lightning eMotors. Winnebago told Car and Driver that it typically traveled 70 to 90 miles at a time on its interstate journey with the e-RV, so the eRV2 might still be able to traverse similar distances between charges. Winnebago acknowledges, however, that the eRV2’s range is less than ideal, promising improvements for the production version. The company is aiming for the ability to comfortably drive for three hours before a recharge. The current E-Transit platform allows for DC fast charging to 80 percent in around 45 minutes. The switch to a standard E-Transit powertrain also increased horsepower from 215 to 266 ponies, but torque drops from the previously claimed 733 pound-feet to the Ford’s stock 317 pound-feet.WinnebagoThe eRV2’s second battery, a 15.0-kWh unit developed with Lithionics Battery, powers amenities like the refrigerator and the new 48-volt A/C system, which Winnebago says is 30 percent more efficient than traditional units. Other interior equipment includes a portable induction cooktop, a sink, and a bathroom with a shower and removable cassette toilet. There’s also a WiFi router. Winnebago claims the eRV2 allows for up to seven days of boondocking, which is when you camp in an RV off the grid, without hookups to electricity, water, or sewage. While the 900-watt solar panels on the roof—up from 200 watts on the E-RV—help preserve energy, the fine print also reveals that this claim is based on the assumption that the two travelers don’t need to turn on the A/C or the heat. WinnebagoWinnebagoAlong with ditching gas for electrons, the eRV2’s focus on sustainability brings the extensive use of recycled materials in the cabin. The lounge spaces feature Repreve fabric made from plastic bottles while the front seats are upholstered in a renewable, plant-based fabric, and a biodegradable material is used for the acrylic countertops. The interior lights can also be switched from white to red, which Winnebago says decreases light pollution, reducing the impact of your adventure on the wildlife around you. It should also help your eyes to adjust to the dark when it’s time to do some stargazing. More Electric CampersWinnebago has also revised the control center for managing the eRV2’s systems, and has created an app that performs the same functions. The company also enlarged the freshwater tank by five gallons and increased the gray-water tank by seven gallons.Winnebago says it is conducting field testing with customers as it continues to hone the eRV2. We still don’t know when Winnebago’s electric RV will go on sale, but the company said the final chassis configuration will be announced later this year. The company also admitted that it will carry a price premium over gas-powered RVs, and the remaining development time will be crucial for ironing out the kinks and boosting the range.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Travis Pastrana’s bucket list has a lot crossed off. He’s won championships on both two wheels and four, raced motocross, supercross, rally car, and off-road. He’s jumped cars with Ken Block and braved mountains at Pikes Peak. He isn’t even new to NASCAR, racing both the Craftsman truck series and the Xfinity series. But in all the flips, spins, and burnouts of Pastrana’s career, there’s one race he’s never had a chance to start: the Daytona 500.For the 2023 running, Pastrana, with help from 23XI Racing [That’s 23-eleven], Black Rifle Coffee, and Toyota, hopes to check a Cup car ride in NASCAR’s most famous speedway off the list and take the green flag in the number 67 Toyota Camry TRD. It’s not a done deal though; NASCAR fills out the four open spots in the Daytona field through a qualifying effort, and Pastrana will be up against racers including Jimmie Johnson fighting for a spot. In typical Pastrana fashion, he’s just thrilled for the chance to do something fun in a car. We caught up for a quick chat about going fast in a stock car. C/D: With everything you’ve done, what’s the draw of Daytona?TP: It’s the great American race. I think it’s every redneck American’s dream from the time they’re young to . . .[He pauses, clearly concerned about his wording]I use redneck with . . . I mean, I’m definitely a redneck.Used with love.Yeah! It was the one event that my whole family got together for. Friends, family, relatives, long-lost relatives. It’s always had a real special spot in my heart. Also, Daytona, that was my first win in Supercross, in that infield, so it’s a cool place and I’ve always wanted to be a part of it.Extra PastranaYou race a lot of kinds of motorsport. That was normal in the ’60s, but then racing became very segregated by specialty. Recently there’s been more swapover. For example, Tony Stewart going drag racing, Indy drivers looking at F1, stock car drivers at Indy, and so on. Are we going to see more people moving around from one kind of racing to another again?Unser and Andretti, racing it all. That is what racing was all about. It used to be you only had a couple of big events a year, in the NASCAR series or the Indy series, and drivers just wanted to drive. They loved driving. They had so much passion. But now, how many races do the NASCAR guys have in a year? I see it with motocross, they are working so hard and it costs so much and you have to do it all, be an amazing driver, speak very well, promote. By the time you get to the top, you burn out. But I think what we’re seeing is that the drivers who have established names, when they get toward the end of their career, they’re saying, “You know what? This has become a job. I really want to have fun. I’ve loved racing my whole life and I’m going to do it for the passion again.”I didn’t realize how many great drivers would be trying to qualify, but I want to earn my way in.Is that what racing the Daytona 500 is for you? Well, I was disappointed at the end of my first NASCAR season when we ended up crashing at Daytona. I was almost crying. My dad goes, “I’d give my left arm to have had the opportunity to do one lap around Daytona at 200 miles an hour. And sliding backwards through the infield, making it through that safe? I would’ve given my other arm, my right arm, to have been able to experience what that felt like.” Only he didn’t say “arm.” So, yeah, you know what? I’m almost 40 years old and I would rather not do well—I mean, I’d feel horrible if I do anything to make someone else’s race worse—but worst-case scenario, I tried. And I feel like for me to go down there and try to be part of this race is so much more important for me than to hold on to my reputation and one day say, “I was really good over here doing this, but I never gave that a shot.”Okay, so you have a healthy attitude toward this, but you still have to qualify. Are you worried about it? That’s scary. I didn’t realize how many great drivers and how many great cars were going to be trying to qualify in this year, but I want to earn my way in.What’s really tough is that my first time ever in a Cup car at Daytona—at least, my first time in a Cup car outside of second gear, I did pit practice the other day—will be my qualifying run. It’s all down to how well you get through those gears and how smoothly you run those two laps. Any movement in the wheel, it drops you 10 spots in qualifying. It’s going to be extremely difficult for me having never driven that car. It’s extremely difficult for anybody anyway. But hey, my first race there, in the lower class [Xfinity series] I finished backwards, but I still finished in the top 10. Is driving a stock car radically different from driving a rally car, or racing a bike?In motocross, they say, “When in doubt, throttle out.” Same thing with all-wheel drive. When things get too sideways, you aim and that right foot just goes to the floor. So whenever I got nervous in NASCAR, I had a tendency to want to give it more gas to solve the problem, and that is not what works on pavement, it’s not what works on rear-wheel drive, and, honestly, it’s not what works at 190 miles an hour. Things happen too quick. Things step out fast.When I raced stock cars before, I struggled with rear-wheel drive, with aerodynamics, understanding the draft, and with pavement. I’ve had a lot more experience on pavement the last 10 years. I’ve been really successful in Rallycross. Scott Speed being on my team, with F1 experience, helped me understand how I needed to think differently to be competitive. I’ll never have a career in NASCAR, but I believe that I can drive well enough, and I’m with a really solid team. Tell us about 23XI. What attracted you to them, or them to you?It’s a team that really wants me to do well, that’s going to give me the best possible way to go forward. Denny Hamlin has won three Daytona 500s. He is probably the most successful restrictor plate racer out there. He has so much knowledge to give and it’s a new team that’s still looking to build their brand. This is an opportunity. It’s a team that’s not going to fall back on hierarchy, not going to say, “You’re our fourth driver, you get the fourth-best motor and the fourth-best of whatever.” I came in and they said, “We have the same crew chief that’s going over everything. We’re going to start all the cars the same. Whatever Bubba [Wallace] gets, you get.” For a driver to know that you have equal equipment and that it’s on you to prove yourself, that means a lot. I think this is where I can put my best foot forward. What else is on the list? Do you have a bucket list of different driving you want to do and this was on there?There were only two things on my list that didn’t have the word “win” before them. One was driving a Top Fuel dragster, and I was able to check that off the list with Scott Palmer [in 2022]. This was the other one, race the Daytona 500. I’d love to win the Baja 1000 in a trophy truck. I think that’s something that’s attainable that might happen down the road. But as far as my bucket list of things I want to be a part of, maybe Dakar is the only other race that I haven’t done that I truly think would be an amazing experience. But to have the opportunity this year at Daytona to try to be a part of it is a dream come true.Well, you’re somewhat famous for making it all look like a lot of fun.Because it is a lot of fun. More

Aston Martin is retiring the current-gen DBS with a bang, revealing the DBS 770 Ultimate in a limited edition of 499.Aston calls this its most powerful production car ever, thanks to a 759-hp 5.2-liter V-12. The special car, which is already sold out, is part of the company’s celebration of 110 years since it was founded on January 15, 1913.Update 1/18/23: Added acceleration figures.If this is your first time hearing about the Aston Martin DBS 770 Ultimate, you’re already too late. To celebrate the end of the current-generation DBS, Gaydon has whipped up quite the barnstormer, only 499 of which will be built, and all of which are already reserved. You snooze, you lose.It’s one hell of a swan song too; in fact, Aston Martin says, the DBS 770 Ultimate is the most powerful production car the automaker has ever produced. Under that long hood is a 5.2-liter V-12 engine producing 759 horsepower and 664 pound-feet of torque, which is delivered to the rear wheels through a ZF-built eight-speed automatic transmission and a standard mechanical limited-slip differential. Aston Martin claims all this power is good for a 3.2-second hustle to 60 mph, although the convertible takes an extra 0.2 to reach the same speed. Top speed is a suitable 211 mph.Aston Martin didn’t just jack up the boost pressure and call it a day. While it does use the same carbon-ceramic brakes as the standard DBS, a whole raft of updates under the skin should boost its handling prowess, as well. A beefier front crossmember and rear undertray boost overall torsional stiffness by 3 percent, while front end lateral stiffness is up by 25 percent. A new solid-mounted steering column should bestow the driver with some additional feel, and the adaptive dampers carry unique tuning, too.Much More AstonIf the FOMO hasn’t already crept in, it will as soon as you see a DBS 770 Ultimate roll by. It is handily the sharpest DBS variant on the block. Tweaks to the bumpers bring an angrier look alongside additional airflow, and that focus on aerodynamics continues by way of a massive horseshoe-shaped vent on the clamshell hood. There’s also a flashy new set of 21-inch wheels, available in three finishes and wrapped in Pirelli P Zero performance summer tires.This content is imported from youTube. You may be able to find the same content in another format, or you may be able to find more information, at their web site.The DBS’s interior was already pretty radical, but Aston Martin has kicked things up a notch for this final edition. Standard sport seats include semi-aniline leather and uniquely quilted Alcantara. The center armrest gets a cute little leather strap with a laser-etched badge carrying the DBS 770 Ultimate logo. The model designation can also be found on the doorsill plaques. Of course, any owner can go above and beyond what’s seen here, thanks to Aston Martin’s Q bespoke services, which can add all manner of clever graphics and paint colors into the build.The 2023 Aston Martin DBS 770 Ultimate will be limited to 499 units, split between 300 coupes and 199 convertibles, with production starting in the first quarter of this year and deliveries happening in the third. Unless you’re waiting for one to pop up on Bring a Trailer, you’re out of luck, because the order books are already closed. More

Mazda has revealed output figures for its new 3.3-liter inline-six engine.At 340 horsepower and 369 pound-feet, it’s the brawniest engine Mazda offers.The CX-90 will have it; that SUV gets a full reveal on January 31.While much of the ballyhoo around the upcoming Mazda CX-90 three-row SUV focuses on its plug-in-hybrid powertrain, there’s an inline-six engine in the future lineup that deserves some attention, too. The CX-90 debuts on January 31, but ahead of that, Mazda saw fit to throw out a few more details about its latest gas burner. Illustration by Ben Summerelle-Youde/Fox Syndication|Car and DriverAccording to Mazda, the CX-90’s turbocharged 3.3-liter inline-six will be the most powerful mass-production gas engine the automaker has ever devised. The I-6 will produce 340 horsepower and 369 pound-feet of torque with premium fuel, which the automaker recommends; as with other engines on the market, using gasoline other than premium will incur a horsepower penalty, although the automaker did not divulge the output on good ol’ 89 octane.CXs of Today and TomorrowThis new inline-six is also technically a hybrid, just not one you’ll be able to drive on electricity alone. Instead, the 3.3-liter mates up with a 48-volt hybrid system. While we’re not yet sure how Mazda will utilize it, similar 48-volt setups exist across the automotive industry. They can extend stop-start usage in traffic and allow the engine to shut off under coasting or braking, all for the sake of better fuel economy.Mazda claims that this inline-six was developed specifically for the CX-90’s new longitudinal-engine platform. It’s likely that we will see this engine crop up again on the CX-90’s smaller two-row sibling, the CX-70, which shares a platform and will have a separate debut later in 2023.There’s another interesting tidbit in Mazda’s press release, too. The automaker said that its Kinematic Posture Control will come standard on all CX-90 variants. Debuting on the MX-5 Miata, Kinematic Posture Control claims to improve cornering stability by ever so slightly braking the inside rear wheel during a turn. As if we needed more excuses to chuck this thing around once it reaches our office. More

The inexorable march of electrification has finally reached the streets of Bowling Green, Kentucky. The 2024 Chevrolet Corvette E-Ray is the automaker’s first hybrid Vette, aimed at providing the ultimate grand-touring experience. While it’s not supposed to be a replacement for the best-of-both-worlds Corvette Grand Sport, the E-Ray follows in its footsteps by borrowing elements from the regular Stingray and the track-focused Z06 to create something different.Let’s take a gander at the E-Ray and its various underlying bits and baubles and see how this model compares against its siblings.ChevroletChevroletPowertrainThe Corvette E-Ray’s rear half gets its motive force from the Stingray’s LT2 naturally aspirated 6.2-liter V-8. It makes the same 495 horsepower and 470 pound-feet of torque as it does in the Z51-equipped Stingray. The real bit of uniqueness lies up front, where a permanent-magnet synchronous AC motor delivers an additional 160 hp and 125 pound-feet for a net output of 655 hp, giving the E-Ray the honor of being the first all-wheel-drive Corvette. The e-motor gets its juice from a lithium-ion battery with 1.1 kilowatt-hours of usable capacity. The E-Ray’s LT2 uses the same eight-speed dual-clutch automatic transmission as the Stingray and Z06. However, while the Z06 modifies that arrangement with a shorter final drive for a little extra zip, the E-Ray sticks with the Stingray’s taller gearing.The Z06 makes a smidge more power from its unique LT6 flat-plane-crank overhead-cam V-8, which produces 670 hp and 460 pound-feet. If you opt for a base Stingray without the Z51 package, you’ll have to make do with just 470 hp and 465 pound-feet.PerformanceChevy estimates the Corvette E-Ray coupe will reach 60 mph in 2.5 seconds and nail the quarter-mile mark in about 10.5 seconds. That would make it a smidgen quicker than the Z06, which required 2.6 seconds to reach 60 mph during our testing but recorded a similar 10.5-second quarter-mile. No Corvette is a slouch, though; even the Stingray we tested only required 2.8 seconds to reach 60 and used 11.2 seconds in the quarter.The E-Ray’s handling performance should be somewhere between the Z06 and Stingray, although likely closer to the former, as the hybrid borrows the Z06’s wider body. In our testing, the Z06 coupe achieved 1.16 g on our 300-foot skidpad exam, while the Stingray was a little less grippy at 1.03 g. Chevy estimates the E-Ray can achieve 1.1 g, but we’ll see just how close it gets to that number once we get our hands on one.E-Ray Galore!Body and ChassisIf the E-Ray looks wide to you, it is. The hybrid uses the same shell as the Z06, meaning it’s about 3.6 inches wider than the Stingray. The E-Ray also features the same comically wide tire configuration, with 275/30ZR-20 rubber up front and 345/25ZR-21 out back. However, unlike the Z06’s default summer tire, the E-Ray comes standard with all-seasons (yes, 345-width all-seasons exist), with summers available as part of an optional package.Stopping the E-Ray comes courtesy of Brembo carbon-ceramic brakes, with 15.7-inch discs in the front and 15.4-inch discs in the rear. This braking setup is optional on the Z06, but in the case of the hybrid, Chevrolet wanted to keep the mass of every E-Ray as low as possible, which is why they’re standard. For context, the beefiest stoppers you can get on the Stingray measure just 13.6 inches in the front and 13.8 inches in the back.ChevroletChevroletAll three Corvette variants utilize the same basic suspension formula, comprising a control-arm setup at every corner. However, there are a few key differences between the models. Both the E-Ray and Z06 come standard with Chevrolet’s excellent magnetorheological dampers, whereas it’s only optional on the Stingray. The unique front-end packaging of the E-Ray brings some mild adjustments, including a taller front damper mount to account for new half-shafts, as well as unique front springs and a different anti-roll bar, both of which were tweaked to compensate for the E-Ray’s additional front-end mass.Speaking of mass, all that new tech definitely contributes to extra poundage. While it still won’t see our scales for a little while, we estimate the E-Ray will weigh around 4000 pounds, with the convertible adding another 80-ish pounds on top of that. This is based on Chevy telling us that the E-Ray’s hybrid components add about 300 pounds to the equation, and our own scales put the Z06 and Stingray just a hair below 3700.Fuel EconomyThe Corvette E-Ray is a traditional hybrid, not a plug-in, so any sort of electric-only range will be small. Chevy estimates between three and five miles on electricity alone, at which point the V-8 will bark to life. While that’s not enough to do much, it’s enough to quietly leave your neighborhood in the E-Ray’s unique Stealth mode, which should keep your local homeowner’s association from trying to ban Corvettes. A 75-mph highway fuel-economy loop produced 26 mpg in a Stingray, or 1 mpg below its EPA estimate. In our brief stint with a Z06, we observed just 12 mpg, but that didn’t take place under the same rigorous guidelines as our highway fuel-economy test, and it jibes with the EPA’s 12-mpg city estimate.FeaturesThe Corvette E-Ray comes with a whole host of unique features to match its unique powertrain. A new 12-volt lithium-ion battery allows for extended stop-start usage. There’s a new Charge+ mode on the E-Ray as well. It’s meant to maximize the car’s state of charge, which should help on long track stints. The aforementioned Stealth mode will make sneaking out of the house a whole lot easier, and it works at speeds up to 45 mph. The hybrid also features unique tuning to its Performance Traction Management system, seeing as how both pairs of wheels now provide forward motion. Data geeks should also appreciate the host of new pages within the infotainment system, including power output gauges and a page outlining the electric half’s performance and efficiency.PriceEven though the Corvette E-Ray uses the Stingray’s V-8, its price is far closer to that of the Z06. When it goes on sale later this year, the E-Ray will cost $104,295 for the coupe and its removable targa top. That’s slightly lower than the 2023 Z06 coupe, which costs $106,695. The E-Ray convertible comes with a $7000 surcharge versus the coupe, putting its base price at $111,295. If you’d rather stay bargain-minded, the Stingray comes in at $65,895, rising to $73,395 for the droptop.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

Believe it or not, some Corvette fans weren’t happy when Chevy messed with the recipe of their favorite sports car. While moving its small-block V-8 from the front to the middle helped unlock a previously unachievable level of performance, fundamentalists fumed that the bow-tie brand went too far with the C8 generation.Now those purists are likely to be even more pissed off with the arrival of the 2024 Chevy Corvette E-Ray, which adds fuel (and electrons) to the fire as the first Vette with all-wheel drive and a hybrid powertrain. By combining those new traits with the regular Stingray’s V-8 heart and the track-focused Z06’s wide body, the E-Ray alters the identity of America’s preeminent sports car and sets it on a radical new course.Extra Corvette E-Ray ReadingThe Most Revolutionary Vette Yet The C8 generation, which debuted for the 2020 model year, broke the Corvette mold by adopting a mid-engine layout. The introduction of an all-wheel-drive hybrid variant changes the game yet again and was part of the plan all along—something we uncovered a while ago. With the electrified Vette finally revealed to the world, we now know exactly what it’s all about. The E-Ray isn’t intended as a Grand Sport replacement, rather it’s billed as an ultimate grand-touring model meant to find new roads (pun intended). It also finally gives Chevy a four-season adversary to all-wheel-drive Porsche 911s and other high-end rivals that don’t have to hide in their garages in the slipperiest conditions.At the heart of the E-Ray is the 495-hp version of the 6.2-liter pushrod V-8 inherited from the Stingray. Known as the LT2, the engine feeds the rear wheels via an eight-speed dual-clutch automatic transmission, only now there’s a front-mounted electric motor in the mix with 160 horsepower and 125 pound-feet of torque. The drive unit is said to be about the size of a 12-pack, with a magnesium casting and an E-Ray-specific oil cooler located behind the driver’s-side front bumper. Altogether the hybrid setup makes 655 hp and constitutes an all-wheel-drive system.Chevy says the E-Ray’s electrical components add about 300 pounds to the curb weight of the Corvette Z06 coupe and convertible; the hybrid is available in both body styles. Based on our own measurements of a 3666-pound Z06 coupe and a 3799-pound Z06 convertible, the E-Rays will likely tip our scales at around 3966 and 4099 pounds, respectively. That will also mean the droptop E-Ray is the first production Corvette to eclipse two tons—making it the heaviest model ever.Despite the extra poundage, the E-Ray’s all-wheel-drive traction and instant electric torque contribute to Chevy’s claim that it’s the quickest factory-built Vette ever. The company says the coupe will hit 60 mph in 2.5 seconds, which is just a tenth shy of the 2.6 ticks we clocked with the targa-topped Z06. The E-Ray also claims a quarter-mile time of 10.5 seconds, identical to our Z06 test. For those attempting high-speed runs at the track, the electric motor is geared out of the equation above 150 mph (Chevy claims the E-Ray has a top speed of around 180 mph).The First Battery-Powered CorvetteA small 1.1-kWh lithium-ion battery powers the E-Ray’s permanent-magnet synchronous AC motor; a separate 12-volt lithium-ion battery supports the V-8’s stop-start function and other accessories. The main pack is entirely contained in the center tunnel that separates both passengers. Chevy says it weighs about 100 pounds, with its 80 pouches supplied by LG but assembled by GM. Its tiny battery is also the reason the E-Ray isn’t a plug-in hybrid. Chevy says it’s designed to rapidly charge and discharge itself. The amount of electric assist varies among the six selectable drive modes, and there’s also a hybrid-only function called Charge+ that can be activated to maximize the battery’s state of charge, which is said to be especially useful while lapping longer racetracks. Pure-electric driving is very limited, with Chevy estimating up to five miles of range in the E-Ray’s exclusive Stealth mode. The latter only works up to 45 mph or until the driver activates the gas engine with the throttle. The main benefit of Stealth mode is respecting others, with the ability to quietly exit neighborhoods without the gas engine’s boisterous soundtrack. It’s worth noting that the electric motor doesn’t work in reverse. It has an open diff and uses brake-based torque vectoring. It’s also intended to optimize performance rather than efficiency, so while the hybrid should be the most frugal Corvette at the gas pump, don’t expect Prius-level fuel economy when its EPA ratings eventually come out.In Stealth mode, the hybrid Corvette emits a futuristic hum for safety reasons and probably because it sounds cool. Even when the vociferous V-8 gets involved, the two sounds merge to create a raucous sci-fi melody inside the cabin, as we learned during a brief, albeit wild, ride-along. That experience on a closed track at GM’s Milford Proving Grounds showcased the E-Ray’s ability to perform an awesome drift (despite no dedicated drift mode). Also missing is a line-lock feature, but it does have the Z06’s custom launch control, and an engineer assured us it can do a burnout.Corvette E-Ray Exclusive ContentThe E-Ray’s unique hybrid powertrain is accompanied by a host of exclusive features as well as hardware normally reserved for the hardcore Z06. Not only does the hybrid inherit the track-oriented car’s huge hips, which are 3.6 inches wider than the Stingray’s, but it also comes standard with carbon-ceramic brakes (currently part of the $8995 Z07 performance package on the Z06).To promote its four-season capability, every E-Ray pairs those Z07-grade stoppers with Michelin Pilot Sport all-season tires sized 275/30ZR-20 front and 345/25ZR-21 rear (stickier Pilot Sport 4S summer rubber is optional). One of our favorite facts about the hybrid Vette is the immensity of its 345-section-width rear all-seasons. Chevy says they’re the biggest ever fitted to a production car, and we can’t prove otherwise.Supporting the E-Ray’s interesting wheel-and-tire combination are standard magnetorheological dampers. The fronts are part of a reworked suspension setup where the shock towers were raised and a connecting brace was added to accommodate the half-shafts from the electric motor to the front wheels. Since this was all planned during the C8 Corvette’s development, we’re told it doesn’t affect the suspension travel or hood height. The front-axle lift system also remains optional.The E-Ray’s front-motor setup also barely affects the Corvette’s front trunk space, with cargo volume said to lose less than one cubic foot. The same goes for the car’s interior, which is almost identical to nonhybrid models. The most notable changes are the unique displays now viewable in the gauge cluster and center touchscreen, including one specific to Stealth mode as well as special pages for power output and other performance metrics. Buttons for the start-stop system and the Charge+ function are also added to the side of the center console near the driver’s thigh area.When to Expect the Expensive E-RayThe 2024 Corvette E-Ray will go on sale later this year, with the base 1LZ coupe starting at $104,295. That’s nearly $40K more than the base price of the 2023 Stingray coupe and $7000 less than the 2023 Z06 coupe. The E-Ray convertible costs an extra $7000, with a starting price of $111,295 for the 1LZ trim.Of course, there are myriad other options that Chevy has yet to specify pricing for. The roster of available add-ons includes an E-Ray-specific Electric Blue stripe that runs the length of the car, carbon-fiber exterior and interior trim, multiple seat options, and carbon-fiber wheels. There’s also a Performance package that—while not as extreme as the bewinged Z07 kit—adds the aforementioned summer tires.As long as there are people who hate change, there will be people who balk at a hybrid all-wheel-drive Corvette. Well, the electrified E-Ray is officially on the way, and we expect an even mightier Zora version is on deck—no matter what the haters say.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More

The 2024 Chevy Corvette E-Ray coupe has a starting price of $104,295; the convertible adds $7000 and starts at $111,295.That targa-topped E-Ray is nearly $40,000 more than the base Stingray coupe, which starts at $65,895.The new E-Ray is a 655-hp all-wheel-drive hybrid that’s slated to go on sale later this year.The 655-hp hybrid all-wheel-drive 2024 Chevrolet Corvette E-Ray will require customers to cut a significantly bigger check compared with the base C8 Corvette Stingray. Not only does the E-Ray’s $104,295 starting price enter six-figure territory, but it’s nearly as expensive as the track-focused Z06 model, which opens at $109,295.Opting for the convertible hybrid will cost even more, as the droptop E-Ray starts at $111,295 for the base 1LZ trim. That $7000 price gap is the same one that separates the Z06 coupe from the convertible, which has a base price of $116,295.Both E-Ray variants are offered with multiple option packages. A Performance package, for instance, includes Michelin Pilot Sport 4S summer tires (Michelin Pilot Sport all-seasons are standard) and other upgrades. There are also stripe packages and carbon-fiber appearance packages that will raise the bottom line even further. However, Chevy has yet to release detailed pricing for those options. All the Specs and DetailsTo offset the price discrepancy somewhat, the Corvette E-Ray comes standard with features that are otherwise optional on the base Stingray. The list includes magnetorheological dampers (an $1895 option on the 2023 Stingray) and carbon-ceramic brakes (available only on the Z06). The E-Ray’s 160-hp electric boost counts for something too, as the hybrid uses the same gas-fed 6.2-liter V-8 as the Stingray but adds a front-mounted electric motor to the mix—bringing the powertrain’s combined output to a lofty 655 horsepower.Chevy hasn’t yet started taking orders for the 2024 Corvette E-Ray, but the company says it will go on sale later this year.This content is imported from poll. You may be able to find the same content in another format, or you may be able to find more information, at their web site. More