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It's here and it looks like a beast! Meet the new Corvette E-Ray with 655 horsepower and all-wheel drive!


NEW YORK – Exactly 70 years after the Corvette debuted at Motorama in New York City, Chevrolet has returned to introduce the first-ever electrified Corvette with all-wheel-drive and a powerful 6.2L LT2 Small Block V-8, the 2024 E-Ray.

“In 1953, the enthusiastic reaction to the Chevrolet Corvette concept kicked off seven decades of passion, performance and American ingenuity,” said Mark Reuss, General Motors president. “E-Ray, as the first electrified, all-wheel-drive Corvette, takes it a step further and expands the promise of what Corvette can deliver.”

Developed to be the Corvette owners can arrive in anywhere, no matter the season, the new E-Ray — available in removeable roof coupe and hardtop convertible models — uses electrification to enhance the driving experience with intense straight-line performance, all-weather confidence and sure-footed grand touring capabilities that can only be achieved with eAWD.

E-Ray is also the only sports car pairing two separate propulsion systems to provide naturally aspirated V-8 power with electrified responsiveness powered by eAWD, making it one like none.

“Corvette has been a halo for Chevrolet since 1953,” said Scott Bell, vice president of Chevrolet. “E-Ray’s unprecedented blend of confidence, luxury performance, sophistication and style provides a new reason for more people to experience Corvette.”

The E-Ray is the quickest production Corvette in history, clocking a 2.5-second 0-60 mph time1 before breezing through the quarter-mile in 10.5 seconds1.

“Corvettes must provide an exhilarating driving experience on backroads and tracks, and E-Ray nails it,” said Tadge Juechter, executive chief engineer, Corvette. “The electrification technology enhances the feeling of control in all conditions, adding an unexpected degree of composure.”

A near immediate feeling of thrust from low-end torque is core to the Corvette driving experience, and the E-Ray packs plenty of it. Power comes from the 6.2L LT2 Small Block V-8, putting 495 horsepower and 470 lb-ft of torque to the rear axle. It is complemented by an electric motor that channels an additional 160 horsepower and 125 lb-ft of torque through the front wheels via a 1.9 kWh battery pack, which is located between the seats. In total, E-Ray produces a combined 655 horsepower from both the electric motor and Small Block V-8.

Creating its own lane

E-Ray’s intelligent eAWD system is constantly learning the road surface, seamlessly adapting to meet traction conditions and driver needs. During spirited driving and in low traction environments, E-Ray’s eAWD system applies additional power to the front wheels, helping to enhance vehicle stability.

There is no need for plug-in charging for the E-Ray’s battery system. The battery is charged via regenerative energy from coasting and braking, as well as during normal driving.

Additional features and technologies of the all-new E-Ray include:

  • Stealth Mode, an electric drive mode for the street, up to 45 mph
  • New lightweight lithium-ion 12-volt battery that supports the LT2 V-8 engine’s stop/start functionality
  • Standard Brembo Carbon Ceramic brake system for optimal braking performance
  • Standard Magnetic Ride Control 4.0 with three distinct suspension settings
  • Staggered 20- and 21-inch wheels with Michelin Pilot Sport all-season tires. Michelin Pilot Sport 4S summer tires2 are available with an optional performance package
  • Low, wide stance with crafted body styling that is 3.6 inches wider overall than Stingray
  • Visceral sound experience that embodies the car’s dominating presence. The electric front motor works in harmony with the LT2 engine to create an invigorating sound
  • Enhanced roster of driver assistance technologies (shared with all 2024 Corvette models), including Lane Keep Assist with Lane Departure Warning3, Forward Collision Alert3 and Automatic Emergency Braking3.
Electrified propulsion details

The 2024 Corvette E-Ray’s electrified propulsion system provides exhilarating acceleration to power out of corners and effortlessly complete passing maneuvers. It can also provide limited all-electric propulsion at the driver’s discretion upon startup.

E-Ray’s standard Active Fuel Management system uses the electric motor to extend 4-cylinder operation in various driving scenarios.

The amount of electric assist is tailored within each of the Corvette E-Ray’s six driver-selectable modes: Tour, Sport, Track, Weather, My Mode and Z-Mode. Drivers can also select the Charge+ feature which maximizes the battery’s state of charge.

E-Ray Performance App on the infotainment system provides the driver with technical insights into how the propulsion system is operating. There are three primary display layouts:

  • Gauges (displays dynamic power output from electric motor and V-8 engine)
  • Dyno (provides graph of power/torque across selectable time intervals)
  • Data (showcases electrical system performance and efficiency).
The Corvette E-Ray’s electric motor over the front axle is compact, preserving space in the front storage compartment.

Stealth Mode and tracking the E-Ray

The Corvette E-Ray’s two driver-initiated electric modes enable the car to travel under electric propulsion in certain conditions. The electric motor also optimizes track performance.

Stealth Mode enables all-electric driving, when selected at start-up, for a period of time before the engine turns on for normal driving. It is designed for quietly exiting a neighborhood, with a maximum speed of 45 mph. The engine automatically engages if the vehicle’s speed exceeds the limit, additional torque is requested by the driver, or the E-Ray’s battery pack is depleted.

When it comes to leveraging the electrified propulsion system for enhanced track performance, E-Ray's eAWD control system applies torque to the front axle as needed. The Charge+ feature can be used to maximize battery state of charge for extended lapping.

The custom-designed Performance Traction Management (PTM) modes are optimized in concert with the eAWD propulsion system.

Distinguished design

E-Ray’s appearance builds on the refined athletic styling and performance-driven design Corvette customers know and love.

At a glance, the E-Ray shares its purposeful, wide-body proportions with the Z06, accommodating wide wheels that help manage the car’s greater torque delivery. The lightweight alloy wheels have a twisted five-spoke star design that is exclusive to E-Ray.

“There’s never been a Corvette like E-Ray and its sophisticated design reflects that,” said Phil Zak, executive design director, Global Chevrolet. “It starts with the body color trim which draws your full attention to the exotic proportions of the E-Ray. The interiors allow customers to reflect their individual personalities with their choice of color executions that provide a refined or dynamic sport look and feel.”

E-Ray design highlights include:

  • Four aluminum wheel finishes
  • Fourteen exterior color choices — including new for 2024 Riptide Blue, Seawolf Gray and Cacti
  • An E-Ray-exclusive body-length stripe package in Electric Blue
  • Standard carbon flash badging
  • Available black exhaust tips and bright badging
  • Available carbon fiber ground effects
  • Optional carbon fiber wheels in carbon flash, visible carbon fiber finish or visible carbon fiber with a red stripe
The E-Ray also introduces the all-new Artemis Dipped interior, which features complementary deep green tones on nearly every interior surface and will only be available on 2024 Corvettes. There are multiple options for customers to select when it comes to personalizing their E-Ray’s interior including two carbon fiber trim packages, three seat choices, seven interior colors, and more.

Additionally, there are new Charge+ and Stop/Start buttons on the console and updates to the infotainment system and instrument cluster aimed at providing a more integrated appearance.

Coming later this year

The 2024 Corvette E-Ray goes on sale in 2023, with an MSRP of $104,2954 for the 1LZ coupe and $111,2954 for the 1LZ convertible model, with production to take place at GM’s Bowling Green Assembly facility in Kentucky, from U.S. and globally sourced parts. Go to chevrolet.com for more information.

Specs
PERFORMANCE

0-60 mph:2.5 seconds1 (approx.)
Quarter-mile:10.5 @ 130 mph (209 km/h)1 (approx.)
Max Lateral G Force:1.1g2
1Based on initial vehicle movement.
2On a 300-foot skid pad. When equipped with available summer-only performance tire.

ENGINE
Type:LT2 6.2L V-8 VVT with direct injection and Active Fuel Management (cylinder deactivation) and Stop/Start
Bore & stroke (in. / mm):4.06 x 3.62 / 103.25 x 92
Block Material:A319-T7 cast aluminum with cast-in iron cylinder liners and nodular main bearing caps
Oiling System:Dry sump-type (7.5-qt. capacity); includes oil-spray piston cooling
Oil Type:Dexos 2 0W40 synthetic
Cylinder Head Material:319-T7 cast aluminum
Combustion Chamber Volume:59cc
Compression Ratio:11.5:1
Valvetrain:Overhead valve, two valves per cylinder; dual-equal variable valve timing
Valve Size (in. / mm):2.13 / 54 hollow (intake) & 1.59 / 40.4 sodium filled (exhaust)
Fuel Delivery:Direct injection with Active Fuel Management: Max pressure: 2,900 psi (20 Mpa / 200 bar)
Firing Order:1-8-7-2-6-5-4-3 (all cylinders); 1-7-6-4 (with deactivation)
Throttle Body:87mm single bore (electronic)
ECU:GM E99 (32-bit processing)
Horsepower (hp / kW):495 / 369 @ 6450 rpm
Torque (lb.-ft. / Nm):470 / 637 @ 5150 rpm

TRANSMISSION & AXLE
Type:MLH 8-speed dual clutch (DCT)

ELECTRIFICATION SYSTEM
Type:Single motor and gearset
Motor:Permanent magnetic drive motor
Power:160 hp / 120 kW
Torque (lb.-ft. / Nm):125 / 165 @ motor
Battery Type:Lithium-ion
Energy:1.9 kWh
Combined Power (with engine):655 hp / 481 kW

CHASSIS & SUSPENSION
Front Suspension:FE5 Short/long arm (SLA) double wishbone, forged aluminum upper and cast aluminum L-shape lower control arms; monotube shock absorbers; Magnetic Selective Ride Control 4.0. Adjustable front lift with memory is available
Rear Suspension:FE5 Short/long arm (SLA) double wishbone, forged aluminum upper and cast aluminum L-shape lower control arms; direct-acting stabilizer bar; monotube shock absorbers; Magnetic Selective Ride Control 4.0
Steering Type:Variable-ratio rack-and-pinion with electric power assist; includes Active Steer Stops with Magnetic Ride Control 4.0
Steering ratio:15.7:1
Turning Circle (ft. / m):36.4 / 11.1
Brake Type:Front and rear eBoost-assisted carbon ceramic discs with Brembo six-piston/monobloc front calipers and four-piston/monobloc rear calipers
Brake Rotor Size (in. / mm):Front: 15.7 x 1.5 / 398 x 38
Rear: 15.4 x 1.3 / 391 x 34
Wheel Size:Front: 20-inch x 10-inch (w/5 x 120mm bolt pattern)
Rear: 21-inch x 13-inch (w/5 x 120mm bolt pattern)
Tire Size:Front: 275/30ZR20
Rear: 345/25ZR21

EXTERIOR DIMENSIONS
Wheelbase (in. / mm):107.2 / 2722
Overall Length (in. / mm):184.6 / 4699
Overall Width (in. / mm):79.7 / 2025
Overall Height (in. / mm):48.6 / 1235
Track (in. / mm):Front: 66.3 / 1685
Rear: 66.1 / 1678

INTERIOR DIMENSIONS
Headroom (in. / mm):37.9 / 962
Legroom (in. / mm):42.8 / 1087
Shoulder Room (in. / mm):54.4 / 1382
Hip Room (in. / mm):52 / 1321

WEIGHTS & CAPACITIES
Dry Weight (lb. / kg):3774 / 1712 (coupe)
3856 / 1749 (convertible)
Cargo Volume (cu. ft. / L)1:12.5 / 355
1Cargo and load capacity limited by weight and distribution.

FUEL TANK CAPACITY (approx.)
18.5 gal. / 70 liters
 

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2019 Chevy Volt, Voltech with 7.2 kW optional Charger
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With how big the tunnel is I'd expected a little larger than 1.9 kWh.

Someone get the Corvette team to look at the Ultium motors... they are able to get them more compact. Corvette team was able to not sacrifice the Frunk of the corvette with the Motor.
 

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Personally I think it looks awesome. I currently have a 2023 C8 and strongly considering the upgrade. Wouldnt be a year round driver (have 2 kids so it wouldnt be practical) but the extra performance, handling, and the aggressive looking wide body seem worth it to me. The 3LZ trim comes with some great features like the mag ride, ceramic brakes, and carbon fiber trim, so there isnt much more I'd need to add in options other than painted calipers. At first I was turned off by the base price but once I saw all the standard equipment I can see why its priced where it is.
 

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Looks like it won't be an issue to make the E-Ray go sideways.

Very nice drift machine. The following article explains a little about the drifting as well as a few other details. Sounds like the battery chemistry is not the same as the current Ultium cells from what I can gather from this and other discussions.

 

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2019 Chevy Volt, Voltech with 7.2 kW optional Charger
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Very nice drift machine. The following article explains a little about the drifting as well as a few other details. Sounds like the battery chemistry is not the same as the current Ultium cells from what I can gather from this and other discussions.

Yeah this battery in the Corvette is optimized for Power, not Energy.
 

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Very nice drift machine. The following article explains a little about the drifting as well as a few other details. Sounds like the battery chemistry is not the same as the current Ultium cells from what I can gather from this and other discussions.

Only thing that is interesting to me about this vehicle is the battery. Based on the size, they are pulling a C-rate of over 50 out of it (and if the graphics for regen are true, the same amount can be put back into it under regen). That's crazy high for a lithium battery.
 

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Only thing that is interesting to me about this vehicle is the battery. Based on the size, they are pulling a C-rate of over 50 out of it (and if the graphics for regen are true, the same amount can be put back into it under regen). That's crazy high for a lithium battery.
50 to 100C outputs are common today in RC batteries, and those have no cooling. I have 100C rated batteries for one of my RC electric jets.
 

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The E-Ray front-drive electric powertrain cells are likely NMC/LTO (NMC cathode w/ Lithium Titanate anode). The LTO anode gives the cell its huge power density - both charging and discharging - along with being very safe and having an extremely long cycle-life. These features make them optimal for hybrid vehicle applications.

An example is the 10Ah Toshiba LTO-based “SCiB” cell. 2.4 VDC nominal, 24 Wh total energy, rated for maximum 1,800 W/10 second discharge (75C) and 1,500W/10 second charge (62.5C). These power density specs closely match the specs for the E-Ray, which has a 1.9 kWh battery driving a 119 kW motor, with about 62.5C max discharge rate (119kW/1.9kWh). Also, 10Ah cells assembled in an 80S1P pack would provide 1.9 kWh at 192 VDC nominal. 200 VDC is a common hybrid vehicle operating voltage and the operating amperage at 120 kW power would closely match the specs for inverter power electronics, current collectors, cables, etc. already developed for GM's Ultium-based EVs.

Corvettes are frequently track-raced. With track-mode driving pushing this hybrid drive through incredibly-high power C-rate charge/discharge cycles almost continuouslyfor extended periods, there will be a lot of pack heat, even with a the very low cell resistance. The E-Ray's pack form-factor is similar to the “tunnel” modules used in the Gen1/Gen2 Volts. To both meet the form-factor and provide sufficient cell-to-plate heat-transfer contact area. I suspect the pack cooling might use interstitial glycol cooling plates between each pair of pouch or prismatic cells similar to the Volt’s cooling system – one of the most-robust mass-produced PHEV pack cooling systems ever made.
 

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Interesting article from GM Authority about the E-Ray not using Ultium Technology.


The recently unveiled 2024 Corvette E-Ray is a break from the norm in the Corvette world, as this model is the first Vette ever to offer AWD and a hybrid powertrain. That being said, an important distinction to make is that this hybrid beast doesn’t utilize GM’s recently developed Ultium battery and Ultium Drive motor technologies.

This is an interesting discrepancy, as GM has been transitioning to an all-electric lineup through the use of its Ultium tech. While the C8 Corvette E-Ray features a 1.9 kWh battery pack located in the tunnel between the seats, it isn’t an Ultium battery. This is because development of the E-Ray’s powertrain began before The General starting heavily investing into electric vehicle technologies. Thus, the Ultium Cells brand, which was created in conjunction with LG energy Solution, hadn’t been fully fleshed out yet. Same goes for the front-mounted electric motor, which isn’t an Ultium Drive unit.

This creates an interesting conundrum for GM’s future Corvette plans. As previously reported by GM Authority, the Detroit-based automaker has plans to create a Corvette brand that would include the likes of an all-electric Corvette sedan, as well as an all-electric Corvette crossover. However, unlike the hybrid C8 Corvette E-Ray, these future Vette variants would be based on the GM BEV3 architecture while utilizing GM Ultium tech. What’s more, GM also moved Corvette engineers from C8 development to its Autonomous and Electric Vehicles program team back in 2020.

As a reminder, the 2024 Corvette E-Ray combines the naturally aspirated 6.2L LT2 V8 engine, which produces 495 horsepower and 470 pound-feet of torque, with an electric motor on the front axle. This combination raises overall output to 655 horsepower. Under the skin, the E-Ray rides on the GM Y2 platform, which underpins all C8 variants.

The C8 E-Ray is set to go on sale later this year, and will be built alongside the C8 Stingray and C8 Z06 at the GM Bowling Green plant in Kentucky.
 

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John and Gary on Autoline After Hours had a great interview with Don Sherman with the SAE, who is the most "in the know" person outside of GM about the E-Ray and has written two articles on it.


Go to 35:00 to skip past a very dull interview with a German EV simulator manufacturer.

One interesting new tech tidbit: the battery's usable capacity is only 1.1 kWh of the 1.9 kWh total pack capacity. This is like the Gen 1 Volt, with 10 kWh usable/16 kWh total, to provide adequate power capacity and good pack life.
 
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