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For most Australians, the Chevrolet Corvette by General Motors has long been one of those ‘American things’ we’re aware of but never really experience firsthand unless we’re over there. Like Superbowl or Thanksgiving.
Now in its 71st year of continuous production over eight iterations, “America’s Sports Car” has evolved from an affordable two-seater convertible runabout to a fully-fledged mid-engined targa-topped supercar.
Let’s dive into this enduring Detroit legend to find out more.
| Chevrolet Corvette 2025: E-RAY 3LZ | |
|---|---|
| Safety rating | — |
| Engine Type | 6.2L |
| Fuel Type | — |
| Fuel Efficiency | —L/100km |
| Seating | 2 seats |
| Price from | $275,000 |
The least-expensive Corvette kicks off from $185,000 (all prices are before on-road costs) for the Stingray 2LT, and stretches to a hefty $336,000 for the Z06 3LZ.
Near the top of the range is the E-Ray 3LZ from $275,000. The E that subs in for ‘Sting’ signifies electrification, with a Corvette-first hybrid powertrain and all-wheel drive catapulting the American supercar to 100km/h in under three seconds flat. As such, the body is nearly 100mm wider than the regular Stingray.
Coming in top 3LZ specification also means the finishes are on the luxurious side, with leather-wrapped dash and suede microfibre-wrapped trim, powered as well as heated/cooled sports seats in 'GT2' design and a carbon-fibre leather-sheathed steering wheel that’s also heated.
These come on top of the E-Ray’s carbon-ceramic brake package, 'ZER Performance Suspension' with 'Magnetic Ride Control' adaptive dampers (memories of HSV GTS-R there), an electronic limited slip differential, Michelin Pilot Sport 275/30ZR20/front and 345/25ZR21/rear tyres on staggered 20 and 21-inch alloys front and rear respectively, adjustable rear spoiler, in-vehicle performance app and a ‘Stealth Mode’ that allows for several kilometres of electric-only driving. Great for silencing the bombastic 'Performance' exhaust for early riser drivers.
At the other end is a front curb camera view as well as a front-lift suspension system with GPS-enhanced memory; both are essential for our high parking-spot stops and speed bumps. With just 119mm of ground clearance, you’re always close to the bitumen.
Among other gear, you’ll find keyless entry/start, dual-zone climate control, a head-up display, surround-view camera, central touchscreen, wireless for smartphone charging and Apple CarPlay/Android Auto, a 14-speaker Bose audio system, performance-data telemetry recorder and 12-inch configurable digital instrument cluster, while the rear bonnet and front boot lids score gentle electric soft-close.
Plus, there’s the usual full suite of advanced driver-assist safety, including autonomous emergency braking (AEB) with warnings, lane-support systems, blind-spot alert and adaptive cruise control. More on those in the Safety section.
Given the formidable performance that the electrified AWD tech offers, the E-Ray must be considered compelling value compared to similarly dramatic mid/rear-engined coupe supercars, significantly undercutting the Porsche 911 Carrera GTS T-Hybrid (from $380,100) and costing a fraction of the price of the McLaren Artura (from $477,310), Ferrari 296 GTB (from $604,000) and Lamborghini Revuelto PHEV (from $987,000).
And as for non-electrified coupe supercars, only BMW’s M4 Coupe CS from $255K costs less but cannot match the American V8 hybrid’s outputs, a base 911 Carrera is only $5K more, a Mercedes GT Night Edition slips just under $300K, a Maserati GranTurismo Modena from $375K and the least-expensive Lamborghini Huracan begins from $385K.
The nearest coupe supercar to exceed the E-Ray’s 488kW power is the 489kW Aston Martin Vantage V8 that now kicks off from $410K.
Seen from this perspective, you must conclude that the hybrid Corvette is somewhat of a supercar bargain. As America’s Own Chevrolet, it does, after all, wear the US equivalent of a Holden badge.
Even the service sticker on the windscreen says Holden on it. Thank you, General Motors Specialty Vehicles (GMSV).
Now entering its fifth year of production, the C8 is GM’s first mid-engined coupe since the plastic-fantastic Fiero of the 1980s. Similar to Audi’s R8, the Corvette’s aerodynamic body employs a welded aluminium spaceframe, for lightness.
The C8 looks less American and more Italian than previous production models, especially up front, its profile and in overall proportion.
Although this style of trans-Atlantic aesthetic is a thread shared in most Corvette generations (including with the many stunning concepts) since 1953, the mid-engined packaging is what gives today’s car a timeless, if indeterminate European silhouette. Is it a Ferrari? A McLaren? And one that’s quite arresting in person if you allow your eyes to wash over it all, too.
That said, lingering over some of the not-so-subtle rear haunches, tail-light and bumper details, maybe the brutish Chevy can be likened to a mid-century New York boxer caricature from the working-class heartland, like a Rocky Balboa. The design packs that type of visual punch.
Beware of knocking things out, though. At nearly 4.7 metres long and over two metres in girth, this is an intimidatingly wide car (at nearly 95mm more than the Stingray), making the E-Ray tricky to manoeuvre in tight spots. Though they fold in electrically, the fear of losing those extended exterior mirrors to passing traffic is very real concern. Not for Melbourne laneways.
And unless you’ve removed the targa roof panel, which then allows you to lower yourself down and in like Steve Sanders showing off in the original 90210, getting inside gracefully requires quite the dexterity because of that low (1234mm) height. And lots of surround space because those long doors open wide. A hangar’s fine.
Taking off those roof panels, by the way, is recommended as a two-person job but it is light enough for one at a pinch, and it stores snugly behind the engine cavity too.
Just like you’ll be once sat down inside the C8’s very busy cabin.
The interior is a two-seater only, of course, and those generous exterior dimensions and 2722mm wheelbase translate into a roomy and accommodating cabin, as long as you take the time to adjust the seat bolstering, steering wheel angles and other controls that help give this a tailored feel. All whirr out of the way to aid entry and egress.
Square-ish, F1-esque steering wheels seem like a sports car cliché nowadays, except you’ll be glad for the flat bottom when trying to move around, as it almost sits in your lap.
Let’s talk about the many surprisingly good things first, like the great sports seats that hold you just right, perfect driving position, crystal clear digital instrumentation that allows easy configuration (and aided by a thoughtful head-up display), slick multimedia screen that’s simple to figure out as well as use, excellent ventilation and overall quality materials. It smells rich and expensive.
It is a bit strange how small the 8.0-inch touchscreen seems nowadays, betraying this gen Corvette’s 2019 vintage, but there’s nothing old-fashioned about its functionality.
A word about the climate control layout: the button set-up that lines up along the passenger-side console buttress is bonkers, but after a while, you’ll learn where everything is by touch so it does make sense. But the centre display also includes a redundant climate screen within the home swipe menu if you prefer.
Obviously, as in all mid-engined coupes, rear vision is poor, and that small touchscreen means equally small camera views, though at least they’re sharp, while side and forward sightlines are fine, aided by those extended exterior mirrors.
While the glovebox is big, storage is just OK, with the shallow console bin and door pockets doing some of the heavy lifting. The auto transmission switches work well, the wheel’s giant paddle shifters are hard to miss and that 14-speaker audio system will not disappoint.
Perhaps the only real misstep are the steering column stalks, which are shockingly cheap and brittle. They seem like they’re out of a Holden Spark. Given the indicators and wiper wands are major tactile points, they completely undermine the C8’s otherwise well-earned premium feel.
Other quibbles? Some of the switchgear is hopelessly scattered, like up above the roofline header board.
The rear window just behind your shoulders helps create distracting reflections with the windscreen at night. And there never seems to be enough insulation from road noise at speed.
Further back, there’s limited space for soft luggage (or two golf bags, apparently) beneath the liftback/bonnet, though when the targa roof is stored there it’s next to useless, while an even smaller cargo area can be found beneath the front boot. GM says there is about 350 litres combined, which sounds more than there actually is. Pack light.
Otherwise, the Corvette’s overall interior presentation exceeded our expectations.
On the other side of the E-Ray’s rear window, for all the world to see, is a 6.2-litre LT2 small block pushrod V8 petrol engine.
GM’s fifth-generation small block, complete with dry sump lubrication and variable valve timing, is from the Stingray, and delivers 369kW of power and 637Nm of torque to the rear wheels via an eight-speed dual-clutch transmission.
No traditional manual gearbox is available, though the paddle shifters allow some control of the ratios.
Meanwhile, the internal combustion engine is paired to 119kW/169Nm permanent magnet electric motor located on the front, powered by a 1.9kWh lithium-ion battery situated between the occupants.
Powering the front wheels for electric AWD, it bumps outputs up to a total system 488kW and 806Nm. The driver can choose between six powertrain modes: Tour, Sport, Track, Weather, My Mode and Z-Mode. The latter two provide a pick-‘n-mix of engine, transmission, steering, suspension, braking and exhaust inputs, though the Z-Mode appears to broaden what performance parameters can be altered.
Tipping the scales at a reasonable 1825kg (kerb), the E-Ray offers a heady 267.4kW per tonne, helping this C8 to achieve a 0-100km/h sprint time of just 2.9 seconds. There’s never been a faster production Corvette.
In Stealth Mode, there’s an EV-only distance of up to 6.0km or 72km/h.
Four-wheel double wishbone suspension and adaptive dampers with three settings (comfort, sport and track) help keep things in control, along with the standard ceramic brakes.
The trip computer showed a prior-100km average of 11.6L/100km, which is one more than the official average, jumping to 15.8 in combined heavy traffic, highway driving and performance testing.
Which is not bad for a hybrid sports car that can manage 295km/h.
Topping the 70L fuel tank with 95 RON-plus premium unleaded petrol, it is theoretically possible to eke out about 605km between refills.
Conversely, GM says to expect between 4.0km and 6.0km of pure EV range in Stealth Mode. That 1.9kWh Lithium ion battery is charged by the petrol engine.
In a word, wild!
Well, docile if you start off in Stealth Mode, which requires a dive into a screen menu to activate. Silent driving for a few kilometres means a lot if you live in built-up areas and commute during nighttime hours.
But the E-Ray is all about delivering a broader bandwidth of performance. In this Corvette, it’s a rhapsody of sound and speed, thanks to a pair of pipes that burble like a Siren’s song the moment the V8 bursts into life.
Back in Stealth Mode, while seamless in operation, the engine finally firing up always managed to startle, like a jump-scare in a teen horror flick.
Once warmed up, the V8 idles almost too impatiently, tugging against a tight leash, waiting to cut loose, before even a light tickle of the throttle sees it surge forward.
Rambunctious to the point of almost being obnoxious, the roar is pure motorised heavy metal, turned up to 11 as the revs soar. The rumble deafens the cabin with a stereophonic wall of sound, bellowing away right there just over your shoulder. It’s such a visceral experience after driving so many EVs. There really is nothing quite like a V8.
With the drive mode in Tour, there is sufficient suspension travel to not only enjoy the car without pain, but also explore the sledgehammer acceleration and spectacle that accompanies the thunderous soundtrack. On the move, there is no hesitation or delay, just instantaneous point-to-point thrust. Actually, if you’ve been lucky enough to experience an HSV VF GTS-R W1, there are parallels here.
Given its head and a road clear of traffic, this V8 also explodes into action with ferocious momentum, accompanied by sharp – yet still somehow relaxed and never nervous – steering that is perfectly pitched for the grand touring supercar role the Corvette plays. There’s sufficient tactility without it feeling skittish.
Selecting Sport amps up all responses and stiffens the suspension for some serious jet-force speed, but eyes will be glued to the road surface to avoid dips and humps because they’ll upset the ride and test the bump-stop limits; a bit nerve wracking.
Meanwhile, unless you turn off the driver-assist tech, the accompanying grip in the hot dry weather as tested seemed relentless, like there are actual ground effects at work to keep the E-Ray stuck to the road. And when we finally did experience a spell in the wet, it served to underlined the AWD system’s terrific balance and reassuring roadholding. Unless you’re deliberately ham-fisted, the Corvette will track true.
Back in Tour mode barrelling down the freeway, even with the targa roof removed, this does a fairly convincing job of being a luxury grand tourer, remaining comfortable, composed and easy. Only the endless road/tyre noise over Australia’s all-too-common coarse bitumen distracted from the delights of the orchestral V8.
Still, an intercity-express ability to cover ground so effortlessly while also providing hunkered-down handling reveal the E-Ray as a natural-born rural-road master blaster.
Back in the big city, however, even in the softest modes, the Corvette is up against it, with policed low speed limits and broken roads threatening to scar the underside. Expect disapproving stares from onlookers and impatient drivers as you slowly, clumsily and loudly manoeuvre the bombastic beast with no fewer than six-point turns. That the dual-clutch transmission lags and snags at walking speeds, especially on inclines, is no help at all.
That clunky auto definitely needs a remap, along with a retune of the GPS-assisted nose-raising feature extending the 40mm nose lift beyond the current parameters. Dropping down again above 40km/h is a bit too soon. It was the most used button in the whole car.
By their very nature, supercars are overly compromised in urban conditions, and the E-Ray is no exception. But it snarls and sprints and soars with the best of them for a fraction of the cost.
Basic Warranty
3 years / 100,000 km warranty
There are no ANCAP or EuroNCAP crash-test ratings for the Chevrolet C8 Corvette.
As mentioned earlier, there is a list of advanced driver-assist safety, including low-speed AEB with forward collision alert, front pedestrian braking, rear cross-traffic alert, lane keep assist with lane departure warning, blind spot warning, front distance indicator and intelligent auto high beam assist.
Four airbags are fitted (dual front and side), along with anti-lock brakes, as well as electronic stability and traction controls. An electronic limited slip differential is also included.
Being a two-seater mid-engined coupe, there are no provisions for child seats.
Unfortunately, GMSV Australia is well behind the industry average, only offering a three-year/100,000km warranty and just three-years roadside assistance on the Corvette range. The propulsion battery is covered for eight years/160,000km.
Service intervals are every 12 months or 12,000km – whichever comes first.
At least five-years/unlimited kilometre coverage is the norm nowadays. Plus, no capped-price servicing is available.
Mainstream brands taking on established supercar makers like Ferrari is nothing new. Ford did it with the GT40 in the ‘60s. Honda likewise with the NSX in the ‘90s.
And, though with a model with more history and baggage than most, Chevrolet with the C8 Corvette in the ‘20s.
The E-Ray uses hybrid tech to help reset value/performance standards, without diluting the characteristics and charm of America’s enduring sports car.
It is a surprisingly capable and sophisticated machine that will change your mind – if you have the space and scope to let the Corvette fly.
| Vehicle | Specs | Price* | |
|---|---|---|---|
| E-RAY 3LZ | 6.2L, —, 8 SP AUTO | $275,000 | 2025 Chevrolet Corvette 2025 E-RAY 3LZ Pricing and Specs |
| Stingray 2LT | 6.2L, —, 8 SP AUTO | $175,000 | 2025 Chevrolet Corvette 2025 Stingray 2LT Pricing and Specs |
| Stingray 3LT | 6.2L, —, 8 SP AUTO | $190,000 | 2025 Chevrolet Corvette 2025 Stingray 3LT Pricing and Specs |
| Z06 | 5.5L, —, 8 SP AUTO | $336,000 | 2025 Chevrolet Corvette 2025 Z06 Pricing and Specs |
| Price and features | 9 |
|---|---|
| Design | 9 |
| Practicality | 8 |
| Under the bonnet | 9 |
| Efficiency | 8 |
| Driving | 9 |
| Safety | 7 |
| Ownership | 5 |
$275,000
Lowest price, based on new car retail price
