Chevrolet Corvette 2024 review: Stingray

The 2024 Corvette Stingray range consists of four variants, the choice of coupe or convertible and the 2LT or 3LT trim lines. Prices begin at $175,000 for the 2LT Coupe and $190,000 for the 2LT convertible, with the 3LT Coupe starting at $190,000 and the 3LT convertible from $205,000 (all prices excluded on-road costs). 

That’s a significant jump from when the C8 first launched, with the 2LT priced from $144,990 and the 3LT from $160,500, initially. 

Worth noting those are just the manufacturer list prices from GMSV and some dealers have been known to take advantage of the discrepancy in supply and demand to charge significantly above those official numbers.

There are some newsworthy changes for the MY24 Corvette, including a new alloy wheel design.

While GMSV said it spoke with dealers and didn’t find a widespread problem, it did make it clear that dealers are free to set their own delivery fees.

There are some newsworthy changes for the MY24 Corvette, starting with the addition of the new 'Riptide Blue' colour you see pictured here on our test car. There’s also a new full length stripe design, new alloy wheel and new Z51 spoiler design. 

But there are some more serious changes beneath the surface with several new safety features added including forward collision alert, lane keeping assistance, follow distance indicator and intelligent auto high beam.

Other standard equipment includes a 14-speaker Bose sound system, wireless Apple CarPlay and Android Auto. 

The Z51 Performance Package is standard fit on all Australian models, adding Brembo brakes, performance suspension, performance exhaust, performance rear axle ratio, electronic limited slip differential, unique front and rear splitters and Michelin Pilot Sport 4S tyres.

Other standard equipment includes a head-up display, front lift kit with memory function, 14-speaker Bose sound system, wireless Apple CarPlay and Android Auto, wireless smartphone charging, heated and ventilated seats and a performance data recorder. 

This is more of a specification upgrade rather than a mid-life facelift, so aside from the colour and trim changes the 2024 version is untouched from the 2022 model. And that’s no bad thing because, love it or hate it, it’s an incredibly striking design. 

Aside from the colour and trim changes the 2024 version is untouched from the 2022 model.

The switch from front-engine to mid-engine is the obvious dramatic change from both a performance and styling point-of-view compared to the previous seven generations of Corvette, but it’s less of an issue for Australian audiences who haven't been as exposed to the car as Americans.

Looking like a true exotic supercar capable of sitting alongside a Ferrari 296 GTB or Lamborghini Huracan.

From certain angles it’s nothing less than stunning, looking like a true exotic supercar capable of sitting alongside a Ferrari 296 GTB or Lamborghini Huracan.

That said, from some angles it can look a bit awkward and hints at the design struggle to retain the now-familiar angular lines of the C7 ‘Vette while moving the engine to the middle.

The interior of the C8 Corvette gives new meaning to being ‘in the driver’s seat’, because befitting its role as an ‘American supercar’ the cabin is clearly focused on the person on the right-hand side.

The design of the dashboard and the centre console wrap around the driver’s seat and position all the screens and switchgear towards the driver.

Naturally this does make life for the passenger a bit more awkward, with some of the controls and buttons more difficult to access.

The overall level of quality, the fit, finish and materials used, are nice but don’t really hold up to the standards you’ll find in a European sports car, such as a Porsche 911, Ferrari or Lamborghini.

However, this is still a Chevrolet starting at less than $200,000, so you’re trading-off interior design for overall performance and capability.

The comfort level is good, with a relatively wide and supportive seat, and the driver has every control within easy reach. The rectangular steering wheel may look odd at first but improves comfort and visibility (of the instrument panel and through the windscreen). 

There’s a small storage space under the bonnet.

Another change for 2024 is new graphics when you switch the drive mode selector between 'Normal', 'Sport' and 'Track'.

It’s a surprisingly big flourish, with each computer-generated graphic lasting almost five seconds, ensuring you should never be surprised by which mode you’re in.

There is a larger section for storage at the rear of the car.

Luggage capacity is modest, as you’d expect from a mid-engine sports car. There’s a small storage space under the bonnet, but a larger section at the rear. It’s actually large enough to accommodate the Targa-style removable roof on the coupe, but that will eat into your limited cargo space. 

It may look more like a Euro supercar these days, but at its heart the Corvette is still all-American.

Motivation comes from Chevrolet’s latest small-block V8, specifically the LT2 engine, which is a 6.2-litre unit making 369kW and 637Nm.

A 6.2-litre unit making 369kW and 637Nm.

It’s paired to an eight-speed dual-clutch auto transmission and, as previously mentioned, it breathes through the Z51 performance exhaust and transmits its power to the rear wheels via an electronic limited slip differential. 

The official claimed rating is 13.5L/100km on the combined urban/highway cycle, and while that may not sound particularly frugal, given the high-performance nature of the Corvette and its naturally-aspirated V8 engine, it’s actually a solid return.

Crucially, that number feels achievable in the real-world thanks to the relaxed manner the V8 engine performs when not under load.

Thanks to that and the broad eight-speed transmission, the Stingray is happy to cruise along at low revs and still provide adequate urban performance.

Of course, if you unleash the full fury of the V8 you can expect a much higher return, but that’s a scientific absolute and will apply to any of the Corvette’s rivals.

If you can achieve that official figure you can expect to get more than 500km between trips to the petrol bowser, as the Corvette is fitted with a sizable 70-litre fuel tank.

You would be forgiven for thinking the Corvette would be something of a blunt instrument. After all, what does Chevrolet know about building a mid-engine supercar? Surely it can’t hold a candle to the European elites, right?

Wrong.

While we’d stop short of making a direct like-for-like comparison, the C8 has some shared qualities with the Audi R8 and Porsche 911. The Stingray is a genuinely fantastic sports car to drive, at speed on a twisty road and on an everyday commute to the shops, managing to thread the needle between daily usability and dynamic capability.

The steering is quick and precise.

While most owners won’t buy a Corvette as their sole car, the fact that it’s not hard work or stressful to live with on the average city commute is a major plus. But it’s when you get it out of the traffic and suburbia that it really shines.

Turn the dial to Sport mode (wait for the elaborate graphic to finish) and it feels fantastically direct and responsive as you push it hard through a series of corners.

The steering is quick and precise, although the weighting does feel unnatural at times, and the front end sticks like glue, so it makes for very confident cornering.

While the LT2 is very flexible across the rev range, when you get it closer to the 6500rpm redline it feels more urgent and sounds more evocative.

When you find yourself on an enjoyable country road, you’ll want to switch the transmission to the manual setting and use the paddle-shifters behind the steering wheel to get the best out of the engine.

While the LT2 is very flexible across the rev range, when you get it closer to the 6500rpm redline it feels more urgent and sounds more evocative.

It’s an enjoyable car to drive with a uniquely American supercar personality.

As mentioned earlier, some of the biggest changes for 2024 were on the safety front, with several new features added. The most important is forward collision warning, which will be mandatory from March 2025 and was a notable absence on the 2022 model. Lane keeping assist, follow distance indicator and intelligent auto high beam are also new additions and join rear cross-traffic alert and blind-spot monitoring.

The Corvette has not been crash tested by Euro NCAP,  ANCAP or North American agencies.

There’s also airbag coverage for both occupants, as well as front and rear cameras for parking help.

As with most expensive sports cars, the Corvette has not been crash tested by Euro NCAP,  ANCAP or North American agencies, so it has no independent safety rating.

General Motors may be a big brand globally, but GMSV is still a relatively niche operation in Australia, centred around the Silverado pick-up. Which may help explain the below-average warranty of three years/100,000km.

There’s also no capped price servicing, so you’re at the mercy of whatever your local dealer or mechanic decides to charge you. 

For context, Porsche offers a three year/unlimited kilometre warranty and pre-paid servicing plans.