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07.1 8 .19 Check out all the  C8 Corvette   renderings, spottings, spy videos, pictures, patents and everything else that kept the C8 spirit alive all these years. Untill this very moment the car was referred to as the C8 Corvette, now we are witnessing the birth of the   Corvette C8 Stingray The Mid-Engine Corvette Will Be Revealed Tonight: Here's How to Watch Go here and refresh in exactly 30mins. Enjoy the show!

07.1 8 .19 2002 Cadillac Cien In the year 2019 , Lincoln Six Echo (Ewan McGregor) lives in an isolated facility, far removed from the radioactive wasteland outside, in which residents await transport to “the island,” a utopian paradise. However, most are unaware that they are actually “agnates”--clones that only exist to harvest body parts for their wealthy “sponsors.” In order to reveal the truth, Lincoln Six Echo searches for his sponsor, Tom Lincoln, all the while being pursued by a private security team attempting to prevent the story from coming out.   In the movie, the Lincolns evade capture in Tom’s “2009 Caddy” - already a decade old within the narrative. The car was based on the real-world 2002 Cadillac Cien, a dramatic concept vehicle built to celebrate the brand’s 100th anniversary. Futuristic in appearance and exuding luxury, the Cien fit neatly into the near-future world and wealth of Tom’s character. To ensure the safety of the one-off concept, a fully-funct

07.1 8 .19 1970 XP-882 April 2, 1970 was a notable day for Corvette fans, as the XP-882 mid-engine Corvette concept made a surprise appearance, wowing the crowds at the New York auto show. Even this early in the mid-engine Corvette story, such a model had already taken on mythical status among the faithful, and the XP-882’s drop-dead looks gave Corvette lovers everything they didn’t even know they wanted. And then some. Corvette lead engineer Zora Arkus-Duntov’s team started working on the XP-882 in 1968. Two prototypes were built around small-block Chevy engines, with plans for big-block power and eventually all-wheel drive. Zora had been playing with AWD since his experimental mid-engine CERV II racer. The styling group designed a new look that was crisp, edgy, and low-slung, yet it still looked like a Corvette. Despite fierce resistance from sales, styling, and engineering, Chevrolet general manager John Z. DeLorean canceled the XP-882 project in August 1969 to pur

For a period starting in the late 1960s, it looked like everyone was going mid-engine. After Lamborghini turned the world on its head with the excruciatingly beautiful Miura in 1966, mid-mounted drivetrain layouts became de rigueur in 1970s supercars. Ferrari followed suit with the 206 Dino and later 365 GT4 BB, Lancia with the Stratos, and even Maserati joined the fray in 1971 with the mid-engined Bora. It wasn’t just the Italians, either—Mercedes-Benz tested the handsome C111 platform, and later BMW launched the M1. If there was a high-performance, high-dollar car in the 1970s, you can be sure the automaker at least tested a mid-engine platform. Unsurprisingly, that also included General Motors. After its CERV II concept successfully demonstrated the General’s capacity for cutting-edge tech, serious attention was turned toward moving the Corvette’s V-8 thumper amidships. Papa Corvette—Zora Arkus-Duntov—really, really liked the idea of a mid-engined Vette to keep up with Europe’s

07.1 8 .19 1976 Aerovette IMDCB

During his tenure as the general manager of Chevrolet, John Z. DeLorean always seemed to have his eye fixed on something over the horizon. After the Corvette XP-882 mid-engine prototype chassis improvements were approved (the 882 would morph into the XP-895), DeLorean authorized the design team headed by Bill Mitchell to create a new body for the updated prototype. Something rounder, with big wheel flares, a sugar scoop rear roof treatment, and NACA ducts on the hood. While the final design was nice, it strayed further away from the Corvette “look,” and was actually closer in style to the Two-Rotor (XP-987 GT) mid-engine Corvette prototype. Oddly, the body was mostly made of steel and the car weighed about 3,500 pounds all in—about 100 pounds more than that of a production ’73 Corvette. This would yield no performance improvement at all, so what was the point? It needed to be lighter. It needed to be a car like the Reynolds Aluminum Corvette Prototype. Reynolds Metals (of alum

07.1 8 .19 1986 Indy

By 1976, the Chevrolet Corvette, once “America’s Sports Car,” had been well and truly neutered. The C3 Corvette launched in 1968 had started off well enough, with svelte chrome bumpers, curvaceous styling borrowed from 1965’s Mako Shark II concept, and a standard 300-hp, 327-cubic-inch V-8 engine. GM’s engineers had even developed a “for racing only” L88 engine: a 430-hp, 427-cubic-inch V-8 that many say was closer to a 500-hp, 500-lb-ft monster in reality. Alas, the times were changing and as the U.S. rolled into the 1970s, the performance car seemed to suddenly be under threat. Emissions regulations began to become more strenuous, causing automakers to detune their fire-breathing performance motors with weak compression ratios and milder cams and carburetors. Oil shortages were leading to high gas prices at the pump and Corvette buyers themselves were aging, resulting in increased demands for comfort and, for the first time ever, more automatic-transmission Corvettes being sold

07.1 8 .19 1990 CERV III IMCDB