Corvette C8 Stingray (2025 – ) review

OK, the American dream of Corvette ownership for the price of a hot hatch may not have made the leap over the Atlantic. And the Stingray LT3 Convertible you see here is a six-figure car. But so is a base-spec 911 these days. And if you park this alongside nobody is going to be looking at the Porsche. Value for money at this league is a relative concept but, taking that 911 as an example, the Stingray is a match for performance, excitement, kit and even racing pedigree given the C8 competes against the 911 in various GT championships. And, in true American style, you’re getting serious bang for your buck. Best to gloss over fuel consumption and other running costs, given the 6.2-litre V8 engine in the back of it. True, there is an E-Ray hybrid available, too. But electrification is more about increased performance than improved efficiency. So don’t kid yourself.

Corvette is a relatively unknown quantity in the UK, but well-proven in America where the relatively under-stressed V8 engine is still the engine of choice in everything from sports cars to pick-ups. While there’s plenty of modern tech onboard the Stingray remains a relatively simple car mechanically as well. We’ll just have to hope that reputation for toughness has made it over as well, the C8 supported by a fairly typical three-year warranty here.

The Stingray is a very powerful car putting a lot of performance through its rear tyres, and on the slippery winter roads we drove it on it’s not shy of reminding you of this fact. True, the long-travel throttle pedal means you can accurately modulate the power to keep it pointing forwards and it’s very communicative in its responses. But if you are tempted to floor it be ready for the car to move around if the tyres are cold and the road surface slick, so watch yourself leaving any car meets if you don’t want to be ‘that guy’ on the socials. There are modern driver aids and assistance systems in the background, blind-spot warnings more welcome than the occasionally hysterical lane-keeping or forward collision warnings.

Obviously, there’s only seating for two. But accepting that limitation the Stingray is actually a reasonably comfortable car. Driver and passenger certainly feel cocooned in their respective seats, divided by a rising centre console with it strip of buttons for controlling heating, ventilation and so-on. The ‘GT2’ seats on our top-spec model were certainly supportive in all the right areas while the mid-engined layout means a low front end and good forward visibility to help your confidence in positioning what is a very wide car. The Stingray’s driving manners are surprising as well, especially given Corvette’s traditionally macho image. Brakes, accelerator, steering and – if specced – suspension can all be adjusted to taste and at their base settings it feels unexpectedly light to the touch, especially the steering. Perhaps too light for keen drivers. That’s fine, though, and you can dial in more weight as you like. While you feel the harsher bumps the ride comfort and refinement are also more impressive than you might have expected, the Stingray’s biggest surprise being how easy and relaxing it is on a cruise. And how dramatically different it is when you turn everything up to 11 and let rip!

If you’ve ever spent time on the Porsche configurator you’ll know how quickly you can make a 911 even more expensive with the bits you really want. Which makes the Corvette’s more American approach extra appealing, given how much kit you get as standard. This includes heating for seats and steering wheel, a powerful Bose stereo system, leather upholstery, driver info projected onto the windscreen (or ‘Head-up Display’ in the jargon) and twin screens with a digital instrument cluster and second display angled towards the driver. It’s got wireless CarPlay and Android Auto and the functionality you’d expect of any modern car but, fair to say, can’t match a Porsche or Mercedes-AMG GT for general snazziness. Quality feels absolutely fine, though, our higher-spec 3LT version upgraded with lairy bright blue Nappa leather, carbon trim and carbon-backed seats. It’s certainly a big step up from cheap and cheerful Corvette stereotypes and proof American manufacturers can do premium just as well as anyone. Our test car was the Convertible version as well, which means a folding hardtop that disappears under the rear deck at the push of a button. Luggage space is half-decent as well, with a deep front luggage compartment and full-width one at the rear. True, you’ll want to pack in soft bags rather than suitcases but you can carry enough for a decent trip away.

In this day and age a non-hybridised 6.2-litre V8 engine feels about as progressive as modern American politics. But, at least, a little less dystopian! Hardcore Corvette fans may complain that the engine is in the wrong place and the steering wheel on the wrong side but this C8 generation proves the value of both switches, the mid-engined configuration helping the handling and grip alike while right-hand drive finally means British drivers can join the party. For those coming from turbocharged or hybridised performance cars the relatively lazy power delivery may come as a bit of a shock, the Stingray’s character not dissimilar to the dearly-departed Audi R8 in terms of its performance and feel. Certainly, a Porsche 911 feels a lot more ‘alert’ on the throttle. But commit to the accelerator and the speed and excitement builds, and along with it the fabulous V8 roar. If we’re being really fussy the steering is still a little slow to react, and nor are the shifts from the automatic gearbox quite as crisp as they are on most rivals. But where the Stingray wins over a 911 or similar is in its ability to make even relatively modest speeds feel genuinely exciting. Which matters more, for the fact these are the ones you’ll be enjoying everyday. In conclusion while it may be a much more serious car than any Corvette that has gone before the Stingray hasn’t forgotten its sense of fun. And that sets it apart from the more serious-minded European equivalents.