PROS ›› Glorious V8, neck-snapping performance, supercar looks, daily usability CONS ›› High price tag, some cheap interior plastics, tight headroom, heavy
Ten years ago last month, the very first spy shots of the C8-generation Chevrolet Corvette were published. These images shook ‘Vette as well as sports car fans, as it signaled GM’s plans to revolutionize one of the most iconic American cars ever.
The first C8 prototype was hidden beneath the skin of a Holden Commodore SS ute. However, not all was as it seemed. Media outlets quickly worked out that this was no ordinary Commodore and instead, there was an engine hiding beneath the bed’s tonneau cover. After decades of speculation, the Corvette was finally going mid-engined.
Review: Chevy Corvette E-Ray Has AWD And Hybrid Power
It would be another four and a half years before the new Corvette was finally released, combining supercar looks and performance for less than US$60,000. It was unlike anything we’d ever seen before. Was this going to be the new benchmark in American performance? In Australia, enthusiasts were clamoring for a taste of it, and in early 2022, it finally landed Down Under, in right-hand drive configuration from the factory.
Earlier this year, we had the opportunity to jump behind the wheel of the latest iteration of the C8 Corvette, the 2025 model, and live with it for a week. It’s perhaps fitting that what once started out life as a Holden ute has now become one of the finest sports cars in Australia.
QUICK FACTS
Photo Credits: Brad Anderson/Carscoops
The 2025 C8 Corvette offers extraordinary value for the money in the US, starting at $68,300. While that’s almost $10,000 more than the 2020 model, there’s nothing quite like the ‘Vette at this price point. In Australia, it’s much more expensive.
Prices for the mid-engined machine start at AU$182,000 (~$114,000) for the entry-level 2LT Coupe, before on-road costs. Stepping up to the 3LT Coupe brings the price up to AU$197,000 (~$123,000). Then there’s the convertible, which we drove. The base 2LT Convertible kicks off from AU$199,500 (~$125,000), while the 3LT Convertible is available from $214,500 (~$134,000). That’s the one we tested.
There aren’t many compelling rivals to the C8 in Australia. When it was introduced a few years back, it was priced similarly to a flagship Jaguar F-Type R and the Mercedes-AMG C63 S Coupe, both of those cars have been killed off. The Nissan GT-R also started at around AU$180,000 (~$113,000), but it too has been axed locally. Perhaps the nearest rival to the Corvette is the 2025 BMW M4 Competition, with highly-specced examples selling for just over AU$200,000 (~$125,400). There’s also the Porsche Cayman GTS 4.0, starting at AU$199,190 (~$124,800).
Like the US-spec model, the Corvette Stingray sold in Australia is fitted with the same thrilling 6.2-liter naturally aspirated V8, rated at 495 hp (369 kW) and 637 Nm (470 lb-ft) of torque. This engine is mated to an eight-speed automatic transmission driving the rear wheels. All Aussie cars come standard with the performance exhaust. That’s not all.
Every single C8 Stingray sold locally is fitted as standard with the Z51 Performance Package. That means there’s the trick Magnetic Ride 4.0 suspension, enlarged Brembo brakes, a front splitter, a rear wing, an electronic limited-slip differential, better cooling, a shorter final-drive ratio, Michelin Pilot Sport 4S tires, and the Performance Traction Management system. Our car also had optional 19-inch front and 20-inch rear forged wheels, adding AU$4,940 (~$3,100) to the sticker price.
The cabin of the 2025 Corvette Stingray is pretty much identical to the original 2020 model. But that’s no bad thing.
Photo Credits: Brad Anderson/Carscoops
A Driver-Focused Cabin
A lot has been said about the unconventional design of the ‘Vette’s interior – and for good reason. I felt a little overwhelmed after stepping inside for the first time. However, it only took a few minutes to get used to it. The spine of climate control buttons is one of the more intriguing parts of the cabin, but it becomes second nature to use. The same can be said of the flat-bottom and flat-top steering wheel. It may look a little wacky, but our tester was clad in luscious black Alcantara, and I found the rim to be the perfect width. It also forces you to place your hands exactly at 9 and 3.
Chevrolet’s designers and engineers have done a fine job of making the C8’s cabin feel special. Everything is angled towards the driver, making it feel like you’re the pilot of a fighter jet. The 8.0-inch infotainment screen is bright and clear and includes wireless Apple CarPlay and Android Auto, both of which worked flawlessly during our time with the car. The digital instrument cluster is equally excellent, offering plenty of different display modes and customization options.
As a 3LT model, the car we drove with was clad in black and light tan-colored leather that felt soft and premium to the touch. It’s a shame the buttons on the steering wheel and the paddle shifters are cheap plastic, but most other parts are quality items. The interior might not feel as plush as the M4 Competition we recently drove, but it’s not far off.
A 14-speaker Bose audio system comes as standard and sounds excellent. The electrically adjustable GT2 seats are also superb, offering heaps of adjustment and holding you in tight. My only gripe was that, at 6’2”, my hair was brushing the ceiling with the seat base positioned in its lowest setting. However, I found roughly an inch of headroom after slightly tilting the backrest and raising the under-thigh support, pushing me back into a more lounge-like position.
Photo Credits: Brad Anderson/Carscoops
An Intoxicating Performer
Driving the C8 Corvette Stingray is a sensory overload. Yes, GM has released the more powerful E-Ray, Z06, and ZR1 variants since the C8 first launched, but make no mistake – the Stingray feels anything but entry-level.
The engine dominates the experience. Thumping V8s are a dying breed, so we savored every moment we had with the ‘Vette. It revs through to 6,500 rpm and delivers an intoxicating bellow at any speed. It’s also surprisingly spritely, offering excellent throttle response and delivering thrilling vibrations that echo through the cabin. Low-end torque is plentiful, too.
The 6.2-liter’s split personality also makes the Stingray a completely useable daily driver. If you want to drive it sedately, it’s easy to do so, and while cruising, it frequently switches into four-cylinder mode. It can also be extremely efficient on the highway. During long highway jaunts, we averaged around 7.5l/100 km (31.3 US mpg), better than you’ll get in some mid-size SUVs with less than half the power. Of course, once you start revving this thing out, it guzzles down fuel, and we ended our week at an average of 16.5 l/100 km (14.2 US mpg). Drivers who aren’t tempted to mash the throttle at any opportunity will get much better fuel economy.
Chevy’s eight-speed dual-clutch is equally superb. Like most other DCTs, it can be a little jerky and at parking lot speeds, but once you’re on the move, it is the perfect partner to the V8. Changes are lightning-fast, and when the car is in Z mode, the ‘box delivers a satisfying crack during every upshift. Leave it in Auto mode and it’s equally as impressive, although we drove it in Manual most of the time.
Straight-line acceleration is brutal. In the US, Chevy claims the Stingray needs just 2.9 seconds to hit 60 mph (96 km/h). In Australia, the 0-100 km/h (62 mph) is quoted at 3.4 seconds. Using a Dragy GPS timer, we consistently recorded 0-100 km/h times in the 3.5-second – 3.7-second range. Those are impressive times for a rear-wheel drive car, but slightly slower than the 3.3-second times we recorded with the latest M4 Competition. Rolling acceleration between 60 – 120 km/h (37-75 mph) is also wicked, taking just 2.9 seconds on average – a couple of tenths off the Beemer.
Superb Handling Without Sacrificing Comfort
Thanks to the expert tuning of the traction control system and those sticky Michelin tires, grip is excellent off the line. It’s the same in the corners. The ‘Vette can be hustled across a mountain road at breakneck speeds. It has a 40-60 weight distribution, and you can certainly feel the added heft at the rear, but that’s par of the course for a mid-engined car. Some say the C8’s front end can be pushed into understeer, but we never noticed any on the road. We guess that’s probably something owners may experience when pushing it hard on the track.
GM’s Magnetic Ride Control 4.0 is great and helps make the C8 so easy to live with. The dampers work in conjunction with several different sensors to constantly adapt to the road beneath you. They also offer several different manual settings, from soft and compliant all the way to rock hard – perfect for a smooth circuit.
There’s also a front nose lift system that jacks up the ride height at the front by 40 mm (1.5 inches). We used it on several occasions and it worked without fault. Making it particularly useful is the fact that you can store up to 1,000 locations for when you want it to activate. After using it manually once for my driveway and then saving the location, the car would immediately activate the nose lift as I approached my house.
On the other hand, the abundance of drive modes can be a little overwhelming. Among the standard settings are Tour, Weather, Sport, Track, and My Mode, most of which are self-explanatory. Then there’s Z-Mode that’s activated with a dedicated button on the steering wheel. This lets you tweak things like the engine, transmission, suspension, and access the Performance Traction Management system, which has five different settings providing various levels of slip. I spent most of my time in Z-Mode with the V8 and the eight-speed in their most aggressive settings and the suspension set to soft.
A Very Practical Sports Car
Mid-engined sports cars and supercars usually lack any kind of practicality. That is not the case with the C8. Positioned at the very rear is a large trunk that can carry a couple of golf bags, and even helped carry things while I was moving house. There’s also a large frunk, which increases storage room considerably.
As mentioned, we tested the Stingray in Convertible guise. At the press of a button, the roof opens and closes in just a matter of seconds at speeds of up to 30 mph (48 km/h). However, there were a couple of times when I tried to lower the roof while driving below that speed, only to find it getting stuck halfway, forcing me to pull over to retract it fully. If I was shopping for a C8, I’d probably go for the Coupe. After all, its roof can be removed, too – just manually. One particularly nice feature of the convertible is a small window at the rear bulkhead that can be opened at the flick of a switch. It might be small but it makes a big difference, allowing you to hear the V8 in all its glory.
Verdict
When the C8 was first introduced, it made a mid-engine sports car with supercar looks accessible. Despite being around for almost five years now, it remains as brilliant as ever and still represents excellent value for money.
In the US, the Corvette Stingray starts at less than a Ford Mustang Dark Horse Premium. For as impressive as the Mustang is, I’d go with the ‘Vette every day of the week and twice on Sundays as it makes you feel special in much the same way as a European supercar. The Stingray is also almost $20,000 cheaper than a 2025 BMW M4 Competition xDrive. Again, it’s a no brainer.
In Australia, it’s in a different bracket. A Stingray Convertible like the one we drove is more than double the price of a Mustang Dark Horse, and on par with an M4 Competition. We love the BMW and it does feel slightly more polished than the Chevy. However, we still favor the Corvette. It turns way more heads than even an M4, sounds better, is almost as quick, and feels even more special to drive. And that’s quite a feat.
