Jump to content

Sign in to follow this  
Zane

EXCLUSIVE: Never Seen Before Blacked Out 2020 Corvette Logo, Gauge Startup Animation, & New Script

Recommended Posts

2020_Corvette_Startup_Animation_Zora.jpg

Zane Merva

Executive Editor / Publisher - GM-Trucks.com

Februrary 7th, 2019 

 

 

Yesterday we brought you an exclusive look at the new logo for the 2020 C8 Corvette in a digital high-resolution format. Although the logo had been previously rendered through a leaked key fob passing through FCC certification, GM-Trucks.com gave you the very first official version of the emblem in digital format. 

 

Today, we've got part two and it's even better: 

  • A brand new, never before seen, blacked out version of the 2020 Corvette's iconic emblem
  • The corresponding gauge cluster startup animation
  • Your first look at the brand new Corvette script

 

First things first, what's a startup animation? Well, these days a lot of new GM products use an LCD display in the gauge cluster, or even use a display as the entire gauge cluster. The C7 Corvette (and now C8) uses a large 8-ish inch screen for most of the gauge cluster.  When you open the door, the gauge cluster "starts up" showing an animation, usually with the Chevrolet logo or in this case the Corvette's logo and script. Our 2019 Silverado LTZ has a Chevy Logo animate on it's 4 inch gauge cluster display. 

 

This is a C7's Gauge Cluster. See that huge screen? The C8 is going to have a variation of that. Maybe the same, maybe larger. 

C7 Corvette Gauge Cluster

 

Interesting to note, this crossed flags emblem is not the same as the logo we leaked yesterday. Instead of a chrome surround it sports a blacked out trim. It looks mean, nasty, and one may presume it just may be destined for a performance variant of the Corvette. Is this the emblem for the rumored Zora model?

 

We won't comment specifically on how we obtained this animation. We can say it was collected from publicly available file by a third party and passed along to us. 

 

This is the gauge cluster start up animation for the up-level (Zora?) 2020 C8 Corvette

 

Here's a closer look at that blacked out emblem variation

2020_Corvette_Black_Logo_C8.jpg

 

And here's a closer look at the 2020 Corvette Logo Script- which has evolved from it's C7 form

2020 Corvette Logo Script

 

Here's the C7 logo and script for comparison

2019_C7_CorvetteLogo.jpg

 

What do you think? Are you excited for the Corvette to go mid-engine? Do you think Chevy's graphical updates to the logo and script are living up to the hype of the 2020 Corvette?

 

  • Like 1

Share this post


Link to post
Share on other sites

NO, I am not a fan of mid engine, I have 2 Corvettes, and I think the C-7 looks way too European, Corvette is an AMERICAN Icon, it can compete with the European cars, performance wise etc, but it doesn't have to LOOK like a European car, it is a North American tradition...................... and before everyone rips me a new one, I understand all the tech behind the design and why they are doing it, but we are losing our identity............... I will keep my front engine Corvette, and be happy to hold the tradition, I'm just an old fuddy duddy when it comes to not messing with what has been a good thing...... and geez, who would be able to afford to buy one.... just a 'regular' Corvette is over 100 grand here in Canada...... so with that little rant, I hope Chevrolet is successful with their design changes for the C 8 and power choice/ designs....... I'm a solid Corvette guy....

  • Like 1
  • Thanks 1

Share this post


Link to post
Share on other sites
On ‎2019‎-‎02‎-‎09 at 10:13 AM, The Beagleman said:

NO, I am not a fan of mid engine, I have 2 Corvettes, and I think the C-7 looks way too European, Corvette is an AMERICAN Icon, it can compete with the European cars, performance wise etc, but it doesn't have to LOOK like a European car, it is a North American tradition...................... and before everyone rips me a new one, I understand all the tech behind the design and why they are doing it, but we are losing our identity............... I will keep my front engine Corvette, and be happy to hold the tradition, I'm just an old fuddy duddy when it comes to not messing with what has been a good thing...... and geez, who would be able to afford to buy one.... just a 'regular' Corvette is over 100 grand here in Canada...... so with that little rant, I hope Chevrolet is successful with their design changes for the C 8 and power choice/ designs....... I'm a solid Corvette guy....

I agree. The C7 has a 49%-51% rear weight bias. If you watch the IMSA Weathertech series, you will notice the C7.R is faster than most of the other cars in the corners as well as the turn entry, the rest of the field has a better launch and corner exit with the mid and rear engine platforms. I would say they have more or less perfected the front-mid engine platform by now. The C8 will be largely based off of what Chev learned with their IMSA Proto a few years back. While a great concept, on what will be a faster car, it is not a Corvette in my eye regardless of what Zora Duntov dreamed about. I hope they do not replace the front engine platform entirely, but offer the C8 as a halo car preferably with a different name plate. 

  • Like 1

Share this post


Link to post
Share on other sites

You and I are on the same page....... they can do a mid engined car, that fine, but please keep the rest of them as is...... I think it will be the demise of the Corvette if they just go to a total mid engine, some of us old guys like the car as it was originally designed... American Icon....

  • Like 1

Share this post


Link to post
Share on other sites

The Corvette has had mid-engine in its blood since 1959.  I say its about time. 

  • Like 1

Share this post


Link to post
Share on other sites
53 minutes ago, newdude said:

The Corvette has had mid-engine in its blood since 1959.  I say its about time. 

Maybe, but there still has to be room for tradition......as long as not ALL of them are............. I'm wondering what the price point will be, they are now nearly all over 100 grand here in Canada... BUT if they do go to full on mid engine, that's ok I guess, I have a couple I am very happy with , and I'm not sure I will ever be able to buy another new one in my lifetime..... so if they do it, I hope it is very successful, and not riddled with a bunch of unforeseen issues..... we live in exciting times for sure......

Share this post


Link to post
Share on other sites
On 2/9/2019 at 10:13 AM, The Beagleman said:

NO, I am not a fan of mid engine, I have 2 Corvettes, and I think the C-7 looks way too European, Corvette is an AMERICAN Icon, it can compete with the European cars, performance wise etc, but it doesn't have to LOOK like a European car, it is a North American tradition...................... and before everyone rips me a new one, I understand all the tech behind the design and why they are doing it, but we are losing our identity............... I will keep my front engine Corvette, and be happy to hold the tradition, I'm just an old fuddy duddy when it comes to not messing with what has been a good thing...... and geez, who would be able to afford to buy one.... just a 'regular' Corvette is over 100 grand here in Canada...... so with that little rant, I hope Chevrolet is successful with their design changes for the C 8 and power choice/ designs....... I'm a solid Corvette guy....

NO. Also not currently a fan of the upcoming C8 platform. Having three Corvettes myself, a C6 '13 427 Convt., C7 '15 Z06/Z07  and '19 C7 ZR1/ZTK I am enthusiastic for the front engine pushrod V8 Corvette platform. All this nonsense about needing a rear mid-engine Corvette platform to achieve a perfect 50/50 balance for track handling performance is nothing more than marketing hype to perpetuate the myth. FE Corvettes actually currently have a near perfect 50/50 weight front to rear balance with the engine center of gravity behind the front axle line and the transmission moved to the rear long ago. Corvettes have been outperforming many of the rear mid-engine euro models for years. I am not one to cling to the past. Remember the furor over the newly released C6 not having hideaway headlights? I embraced that styling change. They were an improvement over the nonoperative vacuum headlight systems of the C2-C5s. The Corvettes have always led the performance vehicle for value market. The C8 platform will naturally accelerate the vehicle cost. The question remains for what performance increase. Is GM simply marketing to the new market to embrace the "euro" appearance and to satisfy european car safety requirements? I think this move is a huge gamble for the nameplate. Sure GM/Chevrolet will introduce the C8 at lower introduction prices. They will also put constraints on many desirable options to limit the slim profit margins during inventory buildup. After many months of introductory hype and marketing gimmicks the prices will climb, options will become available just and GM will continue to charge $600- $1000 for no-cost options like caliper and paint option color changes. GM has learned well from Porsche, Ferrari and McLaren. What they have lost sight of is their loyal customer base. GM is not Porche, Ferrari, McLaren or the European manufacturers. They never were, never will be. I am disappointed in the direction GM has decided to take with the Corvette model. The C8 should have been a Cadillac. Cadillac has dabbled with Carrozzeria Pininfarina in the past. Remember what a success that was?  That being said, with the fact that I have been a staunch GM customer for over half a century, I do hope the C8 Corvette model will be successful. If it is not, I fear the end of the Corvette nameplate will be forthcoming.

  • Like 1

Share this post


Link to post
Share on other sites
4 minutes ago, ROBWILKER said:

NO. Also not currently a fan of the upcoming C8 platform. Having three Corvettes myself, a C6 '13 427 Convt., C7 '15 Z06/Z07  and '19 C7 ZR1/ZTK I am enthusiastic for the front engine pushrod V8 Corvette platform. All this nonsense about needing a rear mid-engine Corvette platform to achieve a perfect 50/50 balance for track handling performance is nothing more than marketing hype to perpetuate the myth. FE Corvettes actually currently have a near perfect 50/50 weight front to rear balance with the engine center of gravity behind the front axle line and the transmission moved to the rear long ago. Corvettes have been outperforming many of the rear mid-engine euro models for years. I am not one to cling to the past. Remember the furor over the newly released C6 not having hideaway headlights? I embraced that styling change. They were an improvement over the nonoperative vacuum headlight systems of the C2-C5s. The Corvettes have always led the performance vehicle for value market. The C8 platform will naturally accelerate the vehicle cost. The question remains for what performance increase. Is GM simply marketing to the new market to embrace the "euro" appearance and to satisfy european car safety requirements? I think this move is a huge gamble for the nameplate. Sure GM/Chevrolet will introduce the C8 at lower introduction prices. They will also put constraints on many desirable options to limit the slim profit margins during inventory buildup. After many months of introductory hype and marketing gimmicks the prices will climb, options will become available just and GM will continue to charge $600- $1000 for no-cost options like caliper and paint option color changes. GM has learned well from Porsche, Ferrari and McLaren. What they have lost sight of is their loyal customer base. GM is not Porche, Ferrari, McLaren or the European manufacturers. They never were, never will be. I am disappointed in the direction GM has decided to take with the Corvette model. The C8 should have been a Cadillac. Cadillac has dabbled with Carrozzeria Pininfarina in the past. Remember what a success that was?  That being said, with the fact that I have been a staunch GM customer for over half a century, I do hope the C8 Corvette model will be successful. If it is not, I fear the end of the Corvette nameplate will be forthcoming.

Rob, I can't agree more, very eloquent way you put it, and informative as well......as the Corvette is the 'flag ship' for Chevrolet, so to speak, I agree, that they may have shot themselves in the foot with this...... there is a 'tradition' to uphold, regardless of marketing etc.... I still LOVE my C 4 and C5...... one thing I do know, I will NEVER be able to order and purchase a NEW Corvette from a dealership, the cost for the average working ( retired) guy will be more than prohibitive here in Canada with all our taxes and dollar exchange.....I was lucky enough to get that once in a life time experience back in '93 when I ordered my LT1 Coupe, and for me at least, it was and will be 'Once in a life time'......  for me I can't get my head around the new C8 idea and we have all seen the 'secret' photos......... from what I have seen , it isn't a Corvette any longer............................ I'm kind of sad over that......

Share this post


Link to post
Share on other sites

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now

Sign in to follow this  

  • Similar Content

    • By ThomCannell

      Thom Cannel: Article & Photos
      Zane Merva: Photos & Video
      GM-Trucks.com
      June 25th, 2019
       
      By now you prospective 2020 Chevrolet Heavy Duty owners are over the Ho-Hum of our 2020 Silverado 3.0-liter story (we are totally Ho-Ho-Ho and Hmmm, can’t wait for a longer test!) and looking at the Alpha Dog, the 35,500-pound tow-rated Silverado Heavy Duty and its over 50 industry firsts including an updated diesel engine and all-new 6.6-liter gas engine. Let’s get to it.
       


      Where to start? With its amazing trailer towing features that include 15-view camera and ability to memorize the features of five different trailers? How about the Durabed with its class-leading cargo volume and all-steel construction with a plethora of cargo tie-downs? Maybe you’re gobsmacked by the corner and bed steps with, now, plenty of toe room and 500-pound weigh-holding capacity? Is it the power tailgate that remotely lifts or lowers? An ability to hold first gear while towing maximum weight? Or, is it all of these?
       
      Chevrolet states that Heavy Duty trucks are working vehicles, whether towing a gooseneck horse trailer or flatbed and whether gas or diesel-powered. They further tell us that, compared to light duty trucks where 84-percent are retail and 12-percent go to fleets, Heavy Duty buyers are 70-percent retail and 30-percent fleet. Further, Work Truck and Custom trucks make up the volume; LTZ and High Country capture an even larger share of the market for personal and dual use buyers, with mid-trim LT trucks straddling fleet and personal use. Hence the five available trim levels to suit the needs of every buyer.
       
      There is no mistaking that the 2500HD and 3500HD is kin to the 1500, yet only roof sheet metal is common. Everything about the new HD trucks was designed to be functional from larger grille to lower side-height bed, to improved box and bed steps. It’s massively bold with strong character lines, huge fender wells and functional hood scoop. Both the 2500HD and 3500HD are distinctive and clearly Chevrolet.
       
       
      For 2020, every frame is boxed and steel, there’s a model with built-in gooseneck cross-body reinforcements and bed holes, 4X4 models can option Autotrac two-speed electronic transfer case, the DEF tank is relocated inside the frame rails with the filler under the fuel door, plus a 10-segment DEF gauge measures content.
       
      A statistic to toss off at your microbrewery; within the total HD segment, 54-percent are Crew Cab diesels while within fleets, 62-percent are gas-powered, with 34-percent of fleets buying Crew Cabs and diesel power. And if you’re wondering where the 2020 Silverado HD you’d like to scope out on your dealer’s lot is hiding, Crew Cabs began delivery last week with Regular Cab, Double Cab and Duallies hitting the streets this fall. Restrain yourselves.
       
      Let’s now talk about the biggest reasons for owning a Heavy Duty Chevrolet (or GMC). It’s towing. And if you’ve noticed comments to our 15-camera article, there’s some passion about technology. Realistically, as many HD trucks are sold to new truck owners towing large RVs, anything that improves road safety is flat wonderful.
       
      If you further read Chevy’s research that says 12-percent of pickup drivers have gotten into a fight with their significant other over trailer hookup, you’ll understand executive chief engineer Tim Herrick’s comment that “We save marriages.” Having driven every truck segment from light duty to tractor-trailers we feel you. So, when research says a majority of drivers are stressed by towing, please offer them a 2020 Silverado sales brochure and a tissue (and save a tissue for yourselves ‘cause you might be exaggerating your tow-cool).
      So let’s dive deeper into the subject.
       
      Everyone has a hitch camera these days, with overlaid guidelines to put you within a few inches, front-to-back, of the ball. Chevy goes further with a selectable view that looks own over the ball. Even those who haven’t set a hitch in years—or never—can get within a quarter-inch of perfect. And an APB or automatic parking brake engages automatically so that when you lift off the brake pedal you don’t roll off the ball.


       
       
      Sticking with the non-pros and semi-pro haulers, there’s a checklist for your trailer, the ability to check the lights after connecting the trailer’s electrical system, a tow-haul reminder and VIN-specific labels for the trailer itself. If you option the smart trailer integration, which is designed to work with ASA Electronics iN∙Command® control system, you have control over trailer features like heat and air conditioning through the infotainment system or the myChevrolet mobile app. And nobody should turn down the ability to monitor trailer tire pressure and temperature. Blowouts are never convenient and most often low-pressure and highly temperature related, according to Michelin Tire Company.
       


      We found the 15-view system difficult to get used to during the first five minutes, particularly when backing; our mirror habits are embedded. Yet, simulating tight turns where we could see along both the tight and far side, pulling forward into a tight box, or backing (after a few tries), we really came to appreciate what the system could do. Then, on the highway with an 18,000-pound box trailer behind us, mirrors just didn’t cut it compared to the high-tech camera system. 



      We were driving on twisting two-lane blacktop in mountain foothills. Using the entire camera tech set, particularly the ability to look out the back of the trailer, we could easily pick places to pull aside to let faster cars pass us. It took less than an hour to become a must-have feature. Later we towed a smaller skid-steer on a flatbed without the system and truly missed it despite using our slide-out mirrors fully extended.


       
      This naturally leads to the two engines offered in the 2020 Heavy Duty, first the 6.6-liter V-8 purpose-built gas engine that delivers 22-percent more torque than its predecessor. Now it delivers 401 horsepower and 464 lb-ft of torque. It’s mated to a six-speed automatic transmission.
       

       
      The 6.6L isn’t a just a 6-mm stroked 6.0L, rather it takes advantage of the Gen5 small block architecture and has a unique cast iron block with forged powdered-metal connecting rods and forged crankshaft. The most significant change is the addition of Direct Injection. It’s all new, an industry first for the heavy-duty market and new to GM trucks. Direct Injection allows a compression ratio of 10.8:1 Quoting Mike Kociba, a GM engineer and part of the Small Block team, “Our suite of changes allows us to hit class-leading gasoline engine torque, at 464 foot-pounds at a lower engine speed than the outgoing six-liter was optimized for. I'm proud of its 401 horsepower, which is SAE Certified; no games, it’s legitimate. Customers can have confidence they're going to tow whatever trailer they need.”
       
      Don’t forget the larger cooling fan and newly designed water pump. The pump drives the fan through a one-inch shaft with unique bearing design to handle greatly increased thrust loads. Plus, the oil pump is now has variable output, so there’s less parasitic losses. 
      The 6.6L engine features an aluminum oil pan, nylon 6-6 air intake, and stainless steel exhaust manifolds unique for the Heavy Duty market. Like related light duty Gen 5 motors, this motor has variable dual-equal valve actuation, massive Gen5 valves and uses an actuator that’s mounted to the front cover to control intake and exhaust valves. The new block features inter-bore cooling, that is, coolant flows through Siamesed bores, notably in the upper bores where there’s a tendency to generate higher temperatures. 
       
      “Small engines with turbochargers allow them peak torque off idle,” Mike told us, “but for heavy duty we don't want that complexity. For the Heavy Duty segment we (General Motors) have durability requirements—Global Engine Durability—that are unique stringent. We know our customers and why we focus on durability. If they can't use their truck today, they might not get paid.”
       
      When towing a heavy load, we loved the diesel’s engine braking capability. What about the gas engine? In Tow-Haul, up-speeds caused by downhill driving—together with intelligence based on throttle position—the powertrain produced seamless downshifts. It’s not quite the same as engine braking, but the trailer was “only” 12,000 pounds. Regardless, it was a comforting addition to stress-free towing.
       


      The six-speed transmission used for 2020 Heavy Duty GM trucks is an updated 6L90 with an uprated torque converter and clutch pack. According to GM engineer Rich Mardeusz those changes were simple. When it came to the torque converter, things changed. “We looked at the components from a heavy-duty diesel torque converter and a high-output gas torque converter and then took the torque-carrying components from the diesel and married them to the spring and damping components from the gasoline torque converter. That’s what was needed to accommodate the approximate 22 percent across-the-board torque increase.” Those changes also damp out firing frequencies from the gasoline V-8 engine, making the powertrain smoother.
       


      Since a majority of buyers opt for the diesel engine, let’s look at that. Also displacing 6.6-liters, the Duramax turbo-diesel makes 445 horsepower and 910 lb-ft of torque. It’s coupled to a 10-speed Allison transmission. There were minimal changes to the engine for 2020. They include a 28-inch fan for cooling; upgraded oil cooler—now 19 plates instead of 14 and the cylinder head gasket was improved.
       
      Engine brake capacity is greater by 14-percent and while there’s a button for manual activation, while in Tow-Haul mode engine braking is automatically activated at certain RPMs. It’s Chevrolet keeping you safe. 
       
      Thus, under the new control system the powertrain will recognize any need for the engine brake and activate automatically. For instance in driving down hill and forgetting to shift, the higher RPM means automatic activation. 
       
      We did experience this with the18,000 pound box trailer and it is amazingly transparent and surprisingly quiet. You don’t have to downshift on modest hills, as the system will totally keep you at, or near your desired speed. Of course you may have to use a bit of smooth brake application if the grade is longer, or steeper. For really steep downhilling Plus-Minus buttons on the column-mounted shifter initiate gear changes. We’re not huge fans of the buttons as the steering wheel obscures their location and make it a bit fumbly to slide your thumb into position.
       
      A really important feature for 2020, diesel models add an engine after-run feature. Should you tow up a grade and park for dinner without a cool-down, the truck will do it for you. Run time is limited by temperature and shutdown is equally automatic.
       


      Because of the Allison/GM 10-speed transmission used for 2020, the powertrain required a complete recalibration. There are several positive results, according to David Ames, GM assistant chief engineer and Allison liaison. “Emissions have been improved and fine-tuned to maintain the best efficiency the transmission can offer to our customers.” It also has a fully warranted chain-driven engine-speed PTO available from the factory.
       
      The new 10-speed’s torque converter has a lock-up clutch that is unique as it will lock up in first gear, even under max loads. So, if you're pulling 35,500 pounds, you can do a first gear launch and lock up right away, which helps get rid of heat. We asked David why this is important. “Normally in first gear you're under high torque and generating a lot of heat, which puts a lot of demand on the cooling system. Locking up gets rid of that heat. Also, the new transmission has a lower 4.5:1 first gear with four planetary gear sets and six clutches. We noticed the low gear and ten speeds on launches and while pulling the box trailer on the highway. Often in hilly driving you're downshifting to save brakes; with ten gears we held the right speed and best RPM, particularly with automatic engine braking.
       

       
      We did drive a Silverado 3500HD dually at max capacity; 35,500 pounds on a closed course: our US Army CDL permit has lapsed. The claim of off-the-line torque is spot on. What was most interesting was the 3500’s ability to resist being pushed about on turns and we did several random serpentine loops to see if we could find any significant push? Nope. Later, with “only” 17,000 pounds behind us we finally found a bit of trailer push, which required a deeply rutted dirt road and an off camber turn. Nothing the truck couldn’t handle, even with a journalist behind the wheel. 
       
      Many of us wondered why the different transmissions for Heavy Duty trucks, why not just the Allison ten? We asked and, while suspecting that plant capacity utilization and raw costs have something to do with it, were told by Vincenzo Verino, the 3.0L Duramax global chief engineer “It’s really about what the transmission brings to the engine itself. With a wider torque band, the gas engine is well-matched to a six-speed, while the narrower torque band of the Duramax is better suited to a 10-speed.”
       



      In the battle for Heavy Duty supremacy, big numbers are thrown around to convince potential buyers of worth and value. We found these slides from Chevrolet’s presentation compelling, showing Chevrolet doesn’t always have the biggest power numbers, yet can deliver more real world competency than competitors. Faster to 60 with better towing capability, we’ll take that over a bigger number any day. And Chevrolet says every diesel dually will tow more than 30,000 pounds the 2500HD with 6.6L gas engine has a tow capacity of 17,400 pounds, up 18-percent, that’s good regardless altitude.
       

       
      There is much, much more to tell in future stories, like the no-cut removable fascia for winter snow plow installation and the covered fender-mounted engine heater outlet, use reports of the up-down power tailgate and the bed’s 12 fixed and 9 moveable tie-downs. There’s details on improved axles, locking rear differential, beefed-up prop shaft and 12-inch ring gear, stronger U-joints, class-exclusive SLA front suspension (“mandating a solid front axle for HD trucks isn’t a thing” according to the chief engineer Tim Herrick) and the list goes on.
      We expect to write several more stories about the new trucks, each specific to how you’d use the truck and with even more details. We have only scratched the surface.
       
       
  • Recently Browsing   0 members

    No registered users viewing this page.

  • Forum Statistics

    207,710
    Total Topics
    2,223,486
    Total Posts
  • Member Statistics

    177,073
    Total Members
    8,960
    Most Online
    Shaun H
    Newest Member
    Shaun H
    Joined
  • Who's Online   153 Members, 0 Anonymous, 1,234 Guests (See full list)

×

Important Information

By using this site, you agree to our Terms of Use.