Dive into the world of “Corvette Awd” and you’ll likely surface countless articles about the groundbreaking hybrid C8 Corvette E-Ray. This marvel of engineering pairs a traditional V-8 engine powering the rear wheels with an electric motor driving the front, finally realizing the dream of an all-wheel-drive Corvette. However, the story of “corvette awd” runs much deeper than the E-Ray. Decades before this modern marvel, General Motors was already pioneering all-wheel-drive technology in a series of visionary Corvette concepts, most notably the mid-engine 1986 Corvette Indy and the 1990 CERV III. But even these weren’t the true genesis of the “corvette awd” lineage.
The real starting point takes us back further, to a time when Corvette chief engineer Zora Arkus-Duntov was pushing the boundaries of automotive design. His Chevrolet Experimental Research Vehicles, or CERV, project explored the uncharted territory of mid-engine performance. The CERV I, born in 1962, served as GM’s answer to the mid-engine revolution sweeping Formula One and the Indianapolis racing scene. It was a rear-wheel-drive machine, but it paved the way for something far more radical.
The CERV II concept took the mid-engine Corvette concept into uncharted territory – all-wheel drive. In fact, CERV II wasn’t just an early “corvette awd”; it might have been the very first car globally to combine a mid-engine layout with four-wheel drive. The U.S. Patent and Trademark Office recognized the groundbreaking nature of Duntov’s creation, awarding him a patent for this innovative system. Its drivetrain was truly unique: a torque converter and two-speed Powerglide transmissions at both ends of a longitudinally mounted V-8 engine. It’s a configuration virtually unheard of before or since in any vehicle, concept or production.
The vision for CERV II extended beyond mere experimentation. Duntov and Chevrolet General Manager Semon “Bunkie” Knudsen envisioned the CERV II as a contender in endurance races like Sebring and Le Mans, directly challenging the Ford GT40. The project, initiated in 1962 and completed by 1964, involved legendary designers like Larry Shinoda, who penned the iconic 1963 Corvette, and Tony Lapine, later head of styling for Porsche. They sculpted the aluminum monocoque body, originally intended for a team of six cars and three race entries. However, corporate directives from GM put an end to factory-backed racing efforts, halting the CERV II’s racing aspirations.
Despite the racing program’s cancellation, some of the groundbreaking technology from the CERV program found its way into other avenues. The design and engineering also resonated with figures like Jim Hall, whose Chaparral racers shared a technological kinship with CERV. Hall’s close relationship with GM’s clandestine skunkworks allowed for testing at his Rattlesnake Raceway in Texas, far from prying eyes in Detroit. The Chaparral 2A, remarkably similar to the Grand Sport II developed alongside CERV II, incorporated much of the same advanced technology. Notably, both CERV II and Chaparral utilized automatic transmissions, albeit CERV II employed a dual transmission setup. Hall himself reportedly experienced the CERV II firsthand during its development phase.
Two decades passed before the “corvette awd” concept resurfaced within GM. By the mid-1980s, GM’s ownership of Lotus led to a collaborative engineering effort. Together, they developed a potent 2.6-liter twin-turbo V-8 engine, boasting an impressive 600 horsepower. While its racing intentions remain unclear, this engine became the heart of the 1986 Corvette Indy concept, coinciding with the production Corvette’s selection as the Indianapolis 500 pace car. The Corvette Indy was a technological tour-de-force, showcasing a composite monocoque chassis, a sleek carbon fiber and Kevlar body designed by Chuck Jordan and Tom Peters, four-wheel steering-by-wire, ABS and traction control systems (remarkable for its era), electronic throttle control, and active suspension – the latter courtesy of Lotus.
The intricacies of the “corvette awd” system in the Corvette Indy, particularly with its transverse mid-mounted V-8 and aft transmission, are intriguing. Engineers likely had to route power around the engine or devise a secondary drive from the flywheel to power the front wheels. GM’s history of innovative drivetrain solutions, like the chain-drive and axle-integrated oil sump in the original FWD Cadillac Eldorado, suggests they were adept at overcoming such engineering challenges.
The Corvette Indy’s futuristic features extended to its interior. HVAC and infotainment controls were integrated into the scissor doors, which seamlessly formed the panoramic roof when closed. A center-mounted CRT display housed an early navigation system. The rapid development from initial drawings to a full-size clay model in just six weeks, executed by Cecomp in Turin, underscores its focus as a pure show car. Practicalities like functional side windows and ample interior space were secondary. However, public reception was so enthusiastic that the Corvette team built two more Indy iterations: a fiberglass pushmobile for auto shows and a functional test vehicle. The working prototype, instead of the proposed small-displacement twin-turbo, housed a Lotus-designed 32-valve DOHC 5.7-liter V-8 (later found in the C4 ZR1), delivering 380 horsepower and a claimed 180 mph top speed. Today, the working Corvette Indy resides in GM’s heritage collection, while the clay mockup is displayed at the National Corvette Museum.
Building upon the Corvette Indy’s foundation, GM unveiled the CERV III at the 1990 Detroit Auto Show, suggesting a more serious consideration for production. The CERV III refined the Indy’s design with advanced composite materials, including Nomex, and titanium suspension components. It featured a CRT display with gamepad-like controls and a cassette-based moving-map navigation system, predating civilian GPS. Mechanical enhancements included twin Garret T3 turbos boosting engine output to 650 hp, a three-speed Hydramatic transmission transformed into a six-speed unit, and dual brake discs at each wheel.
Styling revisions on the CERV III further hinted at production feasibility. The nose was shortened and raised for bumper height regulations. Side glass was designed to be retractable, and wheel arches accommodated realistic suspension travel. Like the Indy, CERV III sported scissor doors, but with a conventional roofline that previewed the C5 Corvette’s profile. With a projected top speed of 225 mph, sub-4-second 0-60 mph acceleration, and 1.1 g skidpad performance, the CERV III delivered supercar capabilities for its time. However, production remained elusive. GM executive Mark Reuss cited the limitations of 1990s-era computer-controlled active suspension technology (latency issues) and prohibitive cost estimates of $300,000 to $400,000 (compared to $32K for a base Corvette and $59K for a ZR1) as primary roadblocks. Like its CERV predecessors, CERV III joined GM’s heritage collection.
While a fully loaded CERV III was deemed too complex and costly, a simplified, more affordable version, omitting features like steering-by-wire, four-wheel steering, and the exotic engine, might have paved the way for a mid-engine Corvette decades earlier. Ultimately, GM opted for the established front-engine layout, focusing on incremental advancements with the C5 Corvette. Nevertheless, these “corvette awd” concepts – CERV II, Corvette Indy, and CERV III – stand as testaments to GM’s forward-thinking engineering and its enduring pursuit of Corvette performance innovation, finally realized in the modern “corvette awd” E-Ray.
