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Corvette Today Podcast With Kai Spande BGA Manager

On this episode of CORVETTE TODAY, you get to meet the Corvette Plant Manager for the Bowling Green Assembly Plant, Kai Spande!
Your host, Steve Garrett, introduces you to Kai as he traces his career with GM. Kai talks about how the Bowling Green Assembly Plant transitioned from the front engine, C7 Corvette, to the mid-engine C8 Corvette. You'll get insights on the plant expansion and how they made that all happen...giving the new C8 Corvette a true state-of-the-art build facility. Kai also tells you about the Corvettes he has owned and the funny story of how he loved Corvettes, but never thought he'd get to work for it during his tenure at GM. Get to personally know Corvette Plant Manager, Kai Spande, on this episode of CORVETTE TODAY!

Listen here: https://adori.page.link/corvette-today
Website: www.CorvetteTodayPodcast.com
YouTube Channel: https://www.youtube.com/channel/UCXCRn-2X0SjjEXUt_...
Get CORVETTE TODAY emails: https://CorvetteToday.ck.page
CORVETTE TODAY Facebook Group: https://www.facebook.com/groups/2718423201763136
NEW!!! Get CORVETTE TODAY merchandise here: https://www.agpestores.com//lanmarxgraphix/grouppr...
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Corvette Concept ME Details

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  • Corvette Concept ME Details

    Thanks to the incredible artist David Kimble and our friends at Motor1, we have unbelievable details about one of the true GM Corvette prototypes,
    specifically the this iconic 1980’s concept Corvette, the Corvette Indy Concept.

    Click image for larger version

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    With this almost infinite amount of detailed drawings, I wonder if anyone can spot some features that could become part of the upcoming mid engine C8.

    Originally posted by Motor1
    David Kimble wows us with a cutaway look at this famous 1980s concept car.

    By Christopher Smith.

    Automotive artist and cutaway master David Kimble has “opened up” a plethora of cars in his long career, but he has an affinity for the Corvette that started in 1967 when he tried to order a new Stingray with the infamous L-88 package. Flash forward 20 years and you'll find Kimble working on the project we're featuring here – a notable concept car that is actually quite relevant today. We’re talking about the Corvette Indy prototype from 1988, and it’s relevant because it marks the last time Chevrolet teased the world with a mid-engined Corvette. Thirty years later, the company is finally ready to make that concept a reality with a production mid-engined Corvette.

    Read also:Such ideas have come and gone throughout the Corvette's long history, but the appearance of the Indy Concept at the 1986 Detroit Auto Show was a bit different. For starters, there was still considerable buzz in the motoring world for the C4 Corvette, which had launched just a couple years prior. General Motors was also acquiring Lotusthat year, so there was interest in bringing some of the company’s niche performance expertise to bear.

    Long story short, the mock-up Indy Concept with its promise of all-wheel drive, epic horsepower, and a host of techno-gadgetry received enough interest to warrant construction of a couple prototypes by 1988. In the end only one would be fully functional, but fortunately for us, Kimble was in the middle of the action to peel the layers back in a cutaway. Thing is, he wasn't there for the car per se, but the engine. Toggle POIs


    Around this same time (1988), word began to spread about some kind of new “king of the hill” super Corvette with a DOHC V8 making 400 horsepower. That car would ultimately become the legendary C4 Corvette ZR-1, and to Chevrolet’s credit, the details were well protected. However, the ZR-1’s 32-valve LT5 V8 was pulling double duty as the mid-mounted power plant for the Indy Concept, so a magazine contracted Kimble to do a cutaway of the car. Having a sketch of the prototype would be neat, but the real goal was to get a good look at this herculean Lotus-designed V8 before Chevy made an official announcement.

    Fortunately for us, Kimble is a man who doesn’t skimp on a project. He took a good look at the engine, but as you can also see, he spared no detail on the rest of the car. The engine is certainly front-and-center in this cutaway representation of the prototype, but that also gives us an outstanding look at its transverse packaging in the carbon fiber/Kevlar body. Looking closely at the engine, you’ll see the intake plenum varies slightly from the one used on the production LT5 in the ZR-1. The exhaust manifolds are obviously different as well, twisting around to meet in a single muffler with dual tips out the back. Otherwise, the mill is very much like the LT5 V8 that powered the ZR-1 from 1990 through 1995.

    Read also:​​​​
    The engine might have prominent placement in the cutaway, but it’s not the only item of note at the rear. The Indy’s fully independent rear suspension, which ditched traditional springs and struts for an exotic active suspension, is visible through the massive steamroller tires and directional Corvette wheels. The flush rear wing design might look familiar too, because it was adopted for the new-for-1993 Chevrolet Camaro.

    The prototype's two-seat cockpit was a step up from the original concept’s single seat design. Rendered here, Kimble captures some of the technology that was revolutionary then, but virtually taken for granted now. For example, the screen on the center of the dash is for a rear view camera, while the digital instrument cluster also has provisions for navigation.



    You’ll also notice a lack of linkages around the accelerator pedal – Kimble is known for including such details in his cutaways, but the Corvette Indy was fully drive-by-wire. It was also equipped with anti-lock brakes, and since we’re already looking at the area around the gas pedal, note the axle shaft extending over to the left front wheel. Just as the original 1986 concept promised, the functional Corvette Indy prototype was all-wheel drive.

    Ultimately, the work invested into the Corvette Indy prototype would transition to Chevrolet’s CERV III concept in 1990. Though not technically called a Corvette, the CERV III borrowed and improved upon many of the features from the Corvette Indy prototype. Engine power was boosted significantly thanks to a pair of turbochargers, design was tweaked to be a bit more mainstream, and through it ultimately never entered production, it was all but production ready. Had executives given it the green light, this could've been the C5 Corvette in 1997. But alas, it wasn’t meant to be.



    Now that a mid-engine Corvette is in our future, it will be very interesting to see if Chevrolet revisited this amazing concept for inspiration. Perhaps David Kimble is already at work on yet another Corvette cutaway, exercising his extraordinary talent on a top secret project so we can once again see beneath the surface to appreciate the intricacies of performance.

    Gallery: Chevrolet Corvette Indy Concept cutaway sketch by David Kimble


    Chevrolet Corvette Indy Concept by David Kimble
    6 Photos
    Chevrolet Corvette Indy Concept by David KimbleChevrolet Corvette Indy Concept by David KimbleChevrolet Corvette Indy Concept by David KimbleChevrolet Corvette Indy Concept by David KimbleChevrolet Corvette Indy Concept by David KimbleChevrolet Corvette Indy Concept by David Kimble

    Photo by: David Kimble
    https://www.motor1.com/features/1832...-indy-cutaway/
    Last edited by John; 01-02-2019, 07:56 PM.
    GBA Black; HTO Twilight/Tension interior; Z51 & Mag Ride; E60 lift; 5VM visible carbon fiber package; 5ZZ high wing; FA5 interior vis CF; ZZ3 engine appearance; 3LT; Q8T Spectra Gray Tridents; J6N Edge Red Calipers; SNG Edge Red Hashmarks; VQK Splash Guards; RCC Edge Red engine cover; VJR illuminated sill plates. Lifetime, annual contributors, and 23 year members of National Corvette Museum. Home is the beautiful Pacific Northwest.

  • #2
    Always loved his cutaways.

    Comment


    • #3
      The side intake looks pretty familiar, and also extends into the door.......

      Comment


      • #4
        is that a transverse mounted engine? Any reason this is not used? Is it used on any other ME ? What are the benefits/drawbacks?

        Comment


        • #5
          So good. Artwork.

          Comment


          • #6
            I think its always important to pay respect to history but respectfully, this was a concept from the eighties, which was before the internet even launched (on 6 AUG 1991, the World Wide Web went live to the world). Technology has changed in almost everything we have and I cannot imagine this 80s concept sharing much with the new ME.... Or I hope to God it does not! What am I missing here??

            Comment


            • #7
              I had a great conversation with Fasttoys the other day in which he was telling me how compared to many FE’s, taking his Audi R8 apart was the most complex thing he ever did, with so many hoses, tubes, connections, fasteners, assorted parts and more. He fixed it and it went together perfectly, worked perfectly in the end.

              I drew from that, in response to your question USVTRN, once I saw the above David Kimble drawings, the incredible ocmplexity the mid engine Corvette’s internals are going to be. Maybe we just get from this thread, both our masterful appreciation of David Kimble’s work and similar appreciation of the complexity of developing the upcoming C8.
              GBA Black; HTO Twilight/Tension interior; Z51 & Mag Ride; E60 lift; 5VM visible carbon fiber package; 5ZZ high wing; FA5 interior vis CF; ZZ3 engine appearance; 3LT; Q8T Spectra Gray Tridents; J6N Edge Red Calipers; SNG Edge Red Hashmarks; VQK Splash Guards; RCC Edge Red engine cover; VJR illuminated sill plates. Lifetime, annual contributors, and 23 year members of National Corvette Museum. Home is the beautiful Pacific Northwest.

              Comment


              • #8
                I'd much rather the C8 taking things from the cadillac cien.

                Comment


                • #9
                  4 hours to drop the c8 engine for service will be an extra five hindred dollars for any routine service that might not be able to be accomplished with the engine inthe engine bay itself.

                  that said GM is masterful in creating ease of warranty service. Something that german manufacturers and the italians, not to mention the british sports car makers could care less about when designing their sports cars and even their sports sedans.

                  i hold out hope and have have great faith in gm engineers efforts to systematically design the c8 as they do all their other vehicles for relatively low cost warranty servoce costs..

                  that said anyone considering a c8 should seriously consider purchasing the gmepp extended warranty no later than the 29th month and no later than 29K miles of use.

                  ive always found that to be money well spent and will in fact do the same with my c8.

                  the great part of gmepp warranties is if the new or second owner is not interested in having the low cost gmepp warranty you can get reimbursed for kost of the cost of the extended warranty if you unwosely choose to not have it...

                  audis fwiw are notorious for extended labor costs during repairs outsode of warranties...even higher costs than mercedes and bmw which bang owners hard on parts costs during out of warranty repaors.

                  thats really one of the reasons i dig gm products especially corvettes...

                  durability and low cost of running the vehicles longer term makes me enjoy the owership jist a little bit more.

                  Comment

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