Only One Thing Matters About the Mid-Engine Corvette: Price

The C8 testing at the ‘Ring some months back. Used with permission.
The C8 testing at the ‘Ring some months back. Used with permission.
Photo: Stefan Baldauf

This is going to sound more and more obvious the more I get into it, but you’re going to be hearing a lot of even dumber stuff about the mid-engine 2020 Corvette in the coming days and weeks. People will argue about its power. People will argue about its handling. But there’s only one thing that will make or break the mid-engine Corvette, and it’s the price.


I’ll start with a little digression. Back in 2007, another gigantic corporate megalith debuted a new generation of one of its classic sports car nameplates. It was controversial in its engine layout, its styling, its size, its weight, everything. But over the years people came to understand it as a legendary vehicle. I’m talking about the R35 Nissan GT-R.

What made that car such an icon was that it offered supercar performance for decidedly not-supercar prices. As we noted a few years ago, at $69,850 was about $30,000 less than a Corvette ZR-1, but not slower.

The thing is, the GT-R has grown increasingly expensive over the years and now is not just as fast as a six-figure car, but priced as a six-figure car. If you want one, you need to drop more than $100,000 for it, at which point it’s not really moving any narrative forward. It’s just a fast car that’s expensive, just like all the other ones, only it has a V6 for some reason. There’s nothing special about it.

The point is, dynamics unchanged, the price is what made the GT-R once iconic and now normal.


The same situation presents itself with the mid-engine Corvette. As anyone who has driven a C7 (or any other modern Corvette) could tell you, the way the car drives is just about faultless. It has tons of power, even in base form. The handling is great. The ride, particularly once you get into the magnetic shocks era, is outstanding. These are usable, practical, exploitable performance cars. They have been for years. There is no reason to doubt that the C8 will be, like the C7 before it, a great driving car.

But if it costs $100,000 or more, there’s no real point to it existing. What’s the point of GM, basically, making a non-turbo McLaren of a few years ago? It’s not new thematically, other than being made by GM. There’s nothing there to prove. There’s nothing meaningful going on there.


But if the car costs what a regular front-engine Corvette does now or even just above it, say, at around an R35-esque $70,000 mark, things are different. Then GM is advancing the sports car narrative. It’s then offering an exotic car platform at a non-exotic price. It’s democratizing a mid-engine powerhouse, and it’s not coming from some low-volume manufacturer. This is Corvette, not DeTomaso Panteras being sold by Lincoln-Mercury dealers.


So while everyone else sweats 0-60 times and power-to-weight figures, keep your eye focused on the MSRP. That’s the only thing here that could make a good car great.

Now, if you happen to think that going mid-engine for the Corvette is a mistake altogether, I have a different thought to share, and it might not be one you like.


Raphael Orlove is features editor for Jalopnik.



I’m still betting that in an attempt to move “upscale” and compete closer against the high-end, we’ll see this starting above 90, and over 100 within a year or two. If you’re going to justify the work into building a mid-engine chassis, you have to recoup the cost somehow - aiming at the “elite” pricing level is the fastest way, especially with 84/96 month loans - or leases.

Makes me sad, a bit - but if a Mustang can start in the 70s, no reason this can’t in the 90s.