Corvette Chronicles: Bonding Strips Keep Our Corvettes Together

Perceptive owners of C5 and later Corvettes may notice a distinct assembly difference between vintage Corvettes and their late-model cars. Starting with the 1997 production year, Corvette’s body panels started using fasteners to hold the body panels together. Prior to that, body panels were held together by bonding strips and a bonding agent. Even the C4 Corvettes were still a hybrid of fasteners and the tried-and-true art of bonding bodies together.

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Bonding strips are those slender strips of fiberglass used to hold body panels together and to the car’s birdcage. These illustrations from Corvette Central show the number of bonding strips used on a typical solid-axle Corvette body.

When Corvette was fledgling thought in the minds of its creators, the task of joining together the various body panels was handed over to an army of slim pieces of material called bonding strips. They would make assembling the Corvette body possible by holding panels together, while also fastening those body panels to the metal cage that surrounded the passenger compartment.

Building Bonded

Bonding strips allowed workers to assemble the fiberglass bodies quickly and easily, using a bonding agent and strips of fiberglass material to bridge between the numerous panels. The assembly plants had body jigs set up in various stages to assemble the body panels throughout the process.

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This early GM photo shows how many panels were joined together with bonding strips to make a midyear Corvette’s body.

Working with bonding strips can make repairs to a Corvette simpler — or harrowing — depending on your frame of mind. If you are a Corvette owner that winces at the thought of your Corvette going into the shop for any type of work, you won’t want to be anywhere near the body man if he needs to do panel replacement.

Since there are no fasteners and all of the panels on C1 through C3 (and some on C4) Corvettes are bonded together, the only way to remove a body panel is to mechanically separate that bond. This task is usually the job for tools such as hammers, chisels, and slender, pointy objects.

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Much like watching a doctor wield a scalpel, separating bonding strips can be a rather violent view. A hammer and several thin, prying devices usually do the trick. The remaining areas are then dressed for the application of the new panels.

It goes without saying that once a panel is removed from the car, it does not get re-applied — typically. We’re sure you can imagine the extensive damage done by the removal process. Tim has been restoring Corvettes for decades, and we asked him whether or not reusing panels is possible.

“Most people think it is a myth that body panels can be removed and reinstalled without damage,” he says. “It takes a skilled person to remove panels without damaging them, but we do it a lot. I’m not calling myself skilled, but it has taken years to perfect the technique. Some cars are trickier than others. I treat each car differently — more patient and gentle — if I am saving a panel instead of replacing one because of damage. The most important thing is to know exactly where all the bonding strips are for each panel.”

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This C3 Corvette had its complete upper surround removed. You can see how the inner fenders tie into the fenders and upper surround. Photo:

But, if you’re removing a panel, it’s usually because there is already damage elsewhere. Replacement panels are available and installation parts range from the individual bonding strips themselves, to complete frontend assemblies. Body panels are available to round out the entire vehicle.

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If the old panels are removed, typically they are replaced with new panels due to the extent of damage from mechanically removing them. Thankfully, all the necessary panels are available in the aftermarket. Photo: J&M Corvettes

Bonding strips not only adhere the panels together, but they also mate the entire fiberglass shell to the metal cage surrounding the passenger compartment. The “bird cage’s’ metal skeleton was designed to tie the body panels together and to give the body strength. It also allows for securing items like windows and hinges.

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The metal “birdcage” ties all of the body panels together and gives the body its strength. Bonding strips are riveted to the steel frame and then adhesive is used to secure the body to those bonding strips. Photo: J&M Corvettes

The metal construction of the birdcage prompted GM to design a way to bond the body to the cage. Instead of bonding the body directly to the cage, GM used rivets to hold the bonding strips to the metal surface of the cage, and then bond the body to the bonding strips using adhesive. The presence of the metal structure did give the body added strength, but it is also the reason many enthusiasts had to deal with bonding strips since their Corvettes have left the factory.

At the plant, front and rear body sections were assembled and then installed onto the car’s birdcage and floor tub.

Many folks wrongfully think that Corvettes don’t rust. In fact, they’re just as susceptible as any other car. — maybe more so. Over the years, water works its way between the body panels and the metal cage through small cracks or faulty weatherstripping. At that point, the forces of nature take their toll and rust begins to rot away our prized Corvettes from the inside out.

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This birdcage has been severely damaged by rust. You can see the marks where the bonding strips once resided. Photo: J&M Corvettes

Many Corvettes have needed rust repair to the metal cages. In some severe cases, entire sections of the cage needed replacing. While the body panels looked fine, the cage was non-existent, a casualty of years of water intrusion. At that point, the body needs to be removed and the cage rebuilt. Since the old panels typically incur damage during the removal process, this is the time many enthusiasts replace them with new ones, and the bonding cycle continues.

Seeking A Bond

Bonding strips are typically easy to spot, thanks to them being located in areas that are accessible from under the car. The bonding adhesive used to hold the body together is a different color, and if the body is stripped of its painted surface, the lines of different-colored adhesive are a sure giveaway of body seams.

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Use of bonding strips started with 1953 Corvettes and carried through until C4 production ceased. Bonding seams are obvious on a stripped body because the adhesive is darker in color than the surrounding fiberglass. Photo: J&M Corvettes

There is an array of bonding strips used to hold the Corvette’s body panels together. Thankfully, they are available through many companies. As we mentioned, there are also complete, one-piece frontends available that greatly simplify replacing a damaged frontend. But, if you’re going to have the car judged, you’ll want to make sure that all the factory-style bonding strips are included so you don’t get a point deduction.

If you’re building your Corvette as a fun-mobile and never intend to have it judged, then bonding strips may be the furthest thing from your mind. However, if there’s a judging sheet in your Corvette’s future, it’ll be one thing judges will look for.

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The assembly plant used an activated polyester resin as a bonding agent. The Corvette Image offers this Pigmented Polyester Bonding Putty that is used by many shops today to bond Corvettes together.

While many will pine for the ease of use and reusable nature of modern fasteners, the presence of bonding strips is one of the many things that make Corvettes special. Just like the fiberglass body is a characteristically-Corvette trait, those little strips of fiberglass have a mystique all their own.

Once you know a little bit about why GM used them and how to effectively work with them, they become just another thing that shows how outside-the-box Chevrolet engineers were envisioning when they created the car we all know as Corvette.

Source: Chevy Hardcore/Bolig

There Might Not Be a 2020 Chevy Corvette C8 Convertible After All

Turns out, building convertible Corvettes is not a job GM workers can do from home.Screen Shot 2020-05-11 at 1.39.37 PM

Producing enough of the 2020 Chevrolet C8 Corvette to satiate red-hot demand has not been easy. After an already delayed start caused by last year’s UAW strike (talk about simpler times), assembly began in early February only to be halted in mid-March over obvious, global pandemic-related reasons. As a result, production of the drop-top Corvette Convertible may miss the 2020 model year entirely, potentially getting bumped into being a 2021-onwards-only car.

As pointed out by Muscle Cars & Trucks, Bowling Green plant manager Kai Spande told Corvette enthusiast and YouTuber Rick Conti in a phone interview that it’s “too early to say” whether or not any 2020 model year convertibles will actually get built before the plant switches over to 2021 production in September. Given the current climate, we wouldn’t be the least bit surprised if none do. Spande added that only 2,695 non-Convertible Corvettes were made before COVID-19 shut the Kentucky car factory down which, knowing Corvette owners, probably doesn’t hurt the 2020 model’s collectible appeal.

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As for another silver lining, when customer versions of the C8 Convertible do materialize, it’ll do so as a slightly improved 2021 model which will apparently come with standard wireless Apple CarPlay, MagneRide as a standalone option rather than a Z51-exclusive, and several new paint, stripe, and interior options, according to leaked order documents. Hopefully, the company will have the paint-chipping doors and wonky dash stitching worked out by then as well.

“Due to the current situation, we will resume production on Corvette when it is safe to do so,” a Chevrolet spokesperson told The Drive. “We have no additional production information to provide at this time.”SOURCE: The Drive/Tusi

1956 Chevrolet Corvette Buyer’s Guide

This highly desirable sports car ushered in ’Vette version 2.0Screen Shot 2020-05-11 at 1.33.22 PM

The 2020 Stingray upended more than 60 years of Corvette tradition and riled up a few traditionalists in the process.

But that was exactly the point. Chevrolet engineers said that the switch to mid-engine was necessary to keep the car’s performance on par with the Nürburgring set and its image relevant with a younger demographic.

Those born after the 1970s might think of the Corvette as evolving in a straight line from the 1950s to the 21st century. But gray beards know this isn’t the first time that Chevrolet’s two-seater needed an overhaul to keep it relevant. The redo that the original Corvette received in time for the ’56 model year might seem less drastic than placing the engine behind the driver, but it was no less game changing.

The 1953-’55 Corvette seems quaint today, but its ride was rocky enough that the future of America’s sports car was questionable. In the car’s debut model year, 300 were handbuilt in a temporary facility in Flint, Michigan. All were white with red interiors, had black canvas tops, and were powered by 150-hp six cylinders coupled to Powerglide transmissions. The price was high at $3,498—slightly more than the base price of a Jaguar XK120. What wasn’t high was the quality of the car’s fit and finish. Ditto for the car’s performance and its weatherproofing. For 1954, new exterior colors and a beige soft-top were added to the offerings, plus a little more horsepower was on tap. Chevrolet dropped the price to $2,774, but it made the Powerglide transmission—the only transmission available—a $178.35 “option.” The Corvette was on the ropes, as it wasn’t flying out of showrooms, and might’ve been axed if it weren’t for the introduction of the 1955 Thunderbird. Ford’s new two-seater made Chevrolet reconsider the Corvette’s future and, for ’55, the Bowtie-brand’s new sports car rolled out with a V-8 and 12-volt electricals. Eventually, a three-speed manual would also be added. Sales were still dismal, and production slumped to fewer than 700 cars.

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For ’56, a three-speed manual and the Powerglide automatic were the only gearboxes available. This car rolled off the assembly line with a ‘glide, but a previous owner had a Chevrolet dealer upgrade it to a T-10 four-speed.

The Corvette was rebooted for 1956 with an all-new look, as well as a number of improvements to make it more practical. The six-cylinder engine was dropped completely, and 265 V-8s with heady stuff like dual four-barrels and mechanical cams were on the option sheet. The ’56 put the Corvette on the track to success and is today a popular collectible thanks to its good looks and relatively low (3,467) production. Recently, we spoke with John St Peter, the National Corvette Restorers Society’s team leader for 1956-’57 Corvettes, about what to look for when shopping for a ’56. Despite a trend toward declining interest in American cars of the 1950s, John is bullish about the 1956 ‘Vette.

“They’re becoming popular if you can find them,” he said. “It’s the body style: Years ago, it was in less demand (than the ’57), because of the lower cubic-inch and lower horsepower engines, but I think buyers are starting to recognize the ’56. Cars that are nicely restored are bringing pretty good money, because there aren’t that many ’57s available. If somebody has paid off their kid’s college and is now looking for a car, they’re finding that the ’56, pricewise, is one of the best values out there.”

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Body and Interior The Corvette’s body was restyled for ’56 and still constructed of fiberglass panels stitched together with bonding strips and adhesive. The smooth sides of the previous design were replaced with coves that paved the way for trendy two-tone paint schemes, while the stubby rocket-inspired tailfins of the 1953-’55 cars were shaved off in favor of a rounded posterior reminiscent of the Mercedes-Benz 300 SL coupe. The front fenders and hood also seemed to draw inspiration from the exotic Mercedes sports car and lent the Corvette some European flair. In addition to a styling upgrade, the ’56’s body included functional improvements like roll-up windows (or optional power windows) and exterior door handles. A soft-top was standard issue and many came with optional power assist. There was also a new removable hardtop that nicely complemented the car’s body lines. An interesting detail that John pointed out as a way of spotting early production ’56 Corvettes (first 200 cars) is that they had body-color headlamp rings. Also, cars with hardtops had a painted trim band at the forward edge that was later replaced by a bright piece.

Today, rust obviously isn’t an issue with the body panels and, with minimal steel support underneath, the birdcage rust often found in mid-year Corvettes isn’t something to worry about, but accident repair is pretty common.

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“Many of these cars have been hit and it doesn’t take much to crack the fiberglass,” John said. “If you want to know if it’s been fixed the right way, you have to look for the bonding strips and know where they are. For instance, on the fender well there should be a lip if you feel under the wheelwell—it’d be a ½- or ¾-inch strip—if there’s been some damage, that can disappear. Look inside the trunk and in the corners in the wells where the lights go. In the old days, they didn’t fix these cars to try and hide the repair, they just fixed them and painted them.”

The ’56 Corvette’s interior was made racier than the previous edition with narrower bucket seats covered in a vinyl waffle pattern upholstery and smooth bolsters. Both seats were manually adjustable, and a storage compartment was added between the seatbacks. The instrument panel was carried over from the previous car, but the windshield wiper control was moved to the right of the headlamp switch and a T-handle replaced the hood-release knob. The steering wheel was a new three-spoke design with a center horn button embossed with the Corvette crossed flags. The floor shift was new, too, and sportier with a white plastic or chrome knob, and a rectangular bezel that incorporated an ashtray.

Reproduction parts, as well as restoration services, for Corvette interior goods are available, and it’s possible to get very close to like-new condition.

“Everything isn’t 100-percent copacetic, because some of the replacement upholstery is made using sheet goods for the waffle material, while at the plant they had waffle machines to make the pattern,” John said. “It’s not a big deal for the average owner, but it’s important to understand what you’re buying. I wouldn’t ever not buy a car because of a replacement interior, but if that was one of 20 issues, it might factor into what I’d pay.”

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The vast majority of 1956-issue 265 V-8s in Corvettes were topped with dual fours. There were running changes made during the model year, including redesigning the exhaust manifolds. This engine has the later design.

Engine The 265 V-8 was standard issue in 1956 rather than an option, as it had been in ’55. More horsepower was on tap, too, at 210 for the single four-barrel version versus 195 the prior year. Most Corvettes built in ’56 boasted dual four-barrels, however, and there were two versions of that engine available: 225 horsepower with a solid-lifter camshaft and 240 hp with a special high-lift Duntov (mechanical) cam. The latter is the rarest of the breed with just 111 built, compared to 3,080 of the standard dual-four engine.

There were some differences among early and later 1956 Corvettes, and that’s particularly true under the hoods. For instance, the early ’56 Corvettes (serial numbers 1,000-1,700) used exhaust manifolds that are virtually unobtainable today.

“The first 700 cars used a two-bolt exhaust manifold (the headpipe attached with two bolts rather than three) and it’s a single exhaust header that fits both sides,” John said. “Those just don’t exist. I haven’t been able to find one for years. There’s been talk of reproducing them, but the cost would be extremely high.” These early engines also used an oil pan with a triangular-shaped receiver riveted to the side that accommodated a dipstick. Later engines had the tube inserted through the block.

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Determining whether or not a ’56 Corvette’s engine is original to the car can take some sleuthing, because there is nothing stamped or cast on the engine that correlates to the car’s VIN or serial number. A block with a casting date that precedes the car’s build date, according to the serial number, is one indicator. A stamping on the engine pad will have the engine’s serial number (with no correlation to the car’s serial number), as well as one of five suffix codes: “FK” for the base four-barrel engine with a Powerglide; “GV” for the base engine and three-speed; “FG” and “GR” for the dual four-barrel engine with the Powerglide (FG) or three-speed manual (GR); and “GU” for the dual-four-barrel with a high-lift camshaft. Corvette experts will inspect the machining patterns on the block, known as broach marks, to determine if the pad has been altered in any way. While blocks can be stamped with a new suffix code to correspond to a Corvette, authentic broach marks are difficult to replicate.

“Pickup trucks and old sedans had single-digit horsepower designations (suffix codes) and they’re the same first digit as the Corvettes that had two-digit indicators. If you can find a truck engine—it’s the same casting number—you have to find the correct matching font stamp to put in the second horsepower indicator. Even for our judging, that’s fine. But if it’s got phony broach marks, made with a grinder or sander, that isn’t okay for judging,” John said. “If somebody is just buying the car to drive it around and doesn’t care about judging, this isn’t critical, but it can affect the value of the car: as in, what they’re going to pay for it and what they’re going to sell it for when they decide to move it along.”

Locating correctly coded accessories and components—carburetors, distributors, exhaust manifolds, starter, generator, etc.— can be a challenge, but keeping a 265 in working order isn’t.

“Rebuilding these engines is pretty straightforward,” John said. “A 265 is not difficult to work on.”

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A power-assisted soft-top was offered as an option for the first time in 1956, as was a removable hardtop. This drastically improved the car’s four-season capabilities. Roll-up windows and outside door handles were new, too.

Transmission and Axle Corvettes came standard with a close-ratio synchromesh three-speed transmission. It differed externally from the passenger-car three-speed in that it had mounting pads for the floor shifter on the tailshaft housing, as well as a pad underneath for the rear transmission support. The clutch was a 10.5-inch Borg-Beck type. Chevrolet’s two-speed Powerglide was also on the menu for ’56 Corvettes. Both transmissions are simple and durable, though perhaps not terribly exciting.

“The three-speeds are simple and there’s a number of guys who still sell and rebuild them,” John said. “The best car—as far as not being beat up—is one with a single four-barrel engine and an automatic transmission.”

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The solid axle rear used in the ’56 was equipped with larger differential bearings for increased durability. A 3.55:1 ratio was offered with both transmissions and a 3.27:1 could be paired with a manual. Parts are widely available for these rear axles, but not everything interchanges among 1956- ’62 units.

“You rarely find damage to the housings and the gears are standard,” John said. “Plus, there are plenty of aftermarket replacement parts.”

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Chassis and Brakes The 1956 frame was unchanged from ’55, though the suspension geometry was tweaked, and the brake shoes were upgraded. The fuel tank, too, was reconfigured—to make room for a larger folding top compartment—and held slightly less fuel.

The frames underpinning these Corvettes were rugged, but not impervious to rust.

“Frame rot can be an issue especially with Northern cars,” John said. “The kickup areas in the back can be susceptible. When these cars were new, they weren’t always garage-kept and owners drove them every day, so Southern or Western cars are usually in better shape.”

A rusted frame isn’t a death sentence for a Corvette, of course, as long as the rails are competently rebuilt.

“A good welding shop with jigs and trained guys can repair damage,” John said. “There are plenty of guys out there who can do the work—you just have to find someone with a reputation and experience.”

Replacement chassis components are readily available to keep your Corvette on the road, though tracking down factory-correct components is more of a challenge.

“There is plenty available from the aftermarket and available at the local auto parts store,” John said. “It might not pass judging, but if you’re driving the car you’re going to get just as many oooh ahhhs when you pull into the gas station. These parts look _ ne, the car will work _ ne, and 99.5 percent of the people don’t know the difference.”

WHAT TO PAY Low $44,000
Average $73,000
High $108,000
*Add $3,500-$5,000 for both tops *Add 15 percent for 225-hp V-8, 20 percent for 240 hp

PARTS PRICES Axle rebound strap $93
Brake line kit $150
Brake hose set (OE style) $43
Carpet set $363
Differential rebuild kit $150
Door window regulator repair kit $25
Dual master cylinder upgrade $298
Flywheel bolt kit $12
Front brake hardware kit $30
Heater core gasket set $23
Ignition and door lock set with keys $104
Ignition shield kit $707
Speedometer lens set $55
Steering knuckle kingpin bushing kit $80
Water pump rebuild kit $80

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SOURCE: Hemmings/ McNessor

This Is Why The 2021 Corvette Is Worth Waiting For

Top of the list: a limited edition Stingray R package.

Those who desperately wanted to buy a new 2020 Chevrolet Corvette Stingray coupe or convertible but didn’t place an order in time will be glad to know their orders will be rolled over into 2021. Because of the coronavirus pandemic, production for the 2020 Corvette has been cut short as the factory has been idled indefinitely. But it could be a blessing in disguise for those who missed out on the 2020 model.

As we previously reported, the 2021 Corvette is set to receive several upgrades, among them new exterior color options that also include optional dual racing stripes. Two of those new colors will be Red Mist Tincoat and Silver Flare, replacing Long Beach Red and Blade Silver.Screen Shot 2020-05-11 at 1.30.23 PM

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A member going by the name of “Ace” over at MidEngine Corvette Forum has created a few renderings showing what the C8 looks like with these new colors and stripe options. The differences aren’t huge but they’re noticeable.

Other new ’21 model year styling additions include two new interior color combos and a new Stinger hood design. Chevy already offers a full-length stripe package for 2020 and for 2021 four new stripe colors will be available: Orange, Red, Blue, and Yellow. As for the new Stinger hood graphic, sources claim it’ll be offered in three colors including Carbon Flash/Edge Yellow, Carbon Flash/Midnight Silver, and Carbon Flash/Edge Red.

But perhaps the most exciting 2021 color combo will be the Stingray R graphics (pictured below) directly inspired by the C8.R race car. It’s possible these cars will feature the “Stingray R” moniker.

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Midengine Corvette Forum


Also, the new interior color combination, dubbed “Strike Yellow/Sky Cool Gray,” is very likely specifically for the Stingray R, a package that’ll only be available on 3LT models. Chevy could even decide to make the Stingray R a special edition model, but we’ve yet to receive confirmation.

Other packaging updates for the next model year include the Magnetic Ride Control damping system that’ll no longer be exclusive to the Z51 Performance Package. It’ll instead become a standalone option. Wireless Apple CarPlay will also come standard on all trim levels.

We’ll hopefully get a complete 2021 Corvette breakdown in the coming months but in the meantime, it’s clear Chevy isn’t anywhere near done with its newly redesigned sports car. Minor color and packaging changes can make all the difference.Screen Shot 2020-05-11 at 1.32.05 PM

Midengine Corvette Forum

SOURCE: Sports car/Traugott/Chevrolet


Greetings Corvette Enthusiast,


Call it the Coronavirus affect, or just a sign of the times. Regardless, this is the FINAL EDITION of the H&H Corvette Newsletter. While I have enjoyed putting it together for everyone, my job responsibilities changed sometime a go and we continued to publish the newsletter for everyone’s enjoyment. Consequently, the time is right to close it down.

Personally, I have enjoyed the interaction with those readers who have made comments and have had Corvette questions about various topics. (I will still do my best, time allowing, to be helpful in answering your questions.)

Remember, H&H Chevrolet is the oldest family owned dealership in the state of Nebraska and the #1 Chevrolet dealership in sales for the state of Nebraska.

Our Service Department is hands down the best in the area when it comes to knowledge and maintenance when it comes to any new or vintage of Corvette.

I have included in the FINAL EDITION photos from the past I thought you might like to see….and enjoy.

“Save the Wave”

Best regards,

Corvette Terry

Coronavirus Cancels WEC’s 1,000-Miles Of Sebring

The World Endurance Championship just sent out a press release informing everyone it has canceled the 1,000-miles of Sebring race which was scheduled to run on March 20, 2020. The press release cited the recent suspension of travel by President Trump of non-US citizens from Europe to the USA.

The WEC’s website states, “Following the announcement made by President Trump at 9.00 pm (EST) on 11th March of a wide suspension of travel by non-US citizens from Europe to the USA, the leadership of the WEC has reviewed the viability of staging the Sebring 1000 Miles race planned to be held at Sebring on 20th March. After a careful review of the situation, it has been determined that the WEC race will be canceled.”

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  • Jan Magnussen and Mike Rockenfeller were scheduled to wield the all-new C8.R during the race in an attempt to gain valuable track time and testing for the upcoming Le Mans race in June. Photo: Richard Prince Photography

The website goes on to state, “Given a large number of drivers, team staff and officials who are still in Europe and who were scheduled to travel to the USA in the coming days, it would not be possible or appropriate to stage the race in their absence.”

While all of the race cars and equipment had already been shipped to the Sebring facilities and testing scheduled to begin in just two days, many of the European drivers were just making their way to the States to get behind the wheels of their designated rides. The travel ban was instituted to limit the US’s exposure to the Coronavirus and to limit its spread from across the border. The WEC is now in the process of expediting the shipment of all the equipment and race cars back to the respective teams.

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  • Many of the competitors’ cars have already been shipped to the Sebring International Raceway in preparation for testing and racing. The WEC is now working to return all of the equipment and cars back to the teams. Photo: Richard Prince Photography

IMSA reported that the 12-hour race which was to be held on the same day as the 1,000-mile contest is not canceled but will be postponed until November, according to a press release sent out today which read, “The International Motor Sports Association (IMSA) announced today that the 68th Mobil 1 Twelve Hours of Sebring Presented by Advance Auto Parts scheduled for March 18-21, 2020 has been postponed due to the recent United States ban on travel from Europe… The rescheduled race will now become the season-ending event of the 2020 IMSA WeatherTech SportsCar Championship and will be run Nov. 11-14, 2020 at Sebring International Raceway. The weekend will also feature the rescheduled IMSA Michelin Pilot Challenge – Alan Jay Automotive Network 120 and the IMSA Prototype Challenge season-ending races.

Chevrolet was hoping to use the 1,000-mile race as another shake-down run to help prepare the all-new C8.R Corvette for a run at the up-coming 24-Hours of Le Mans race which is scheduled to occur on June 13,



National Corvette Museum Receives First Delivery Of C8 Corvettes

It has been a long road from all the spy photos and rumors surrounding the mid-engine, C8 Corvette, but a live video on the National Corvette Museum’s Facebook page showcased the delivery of the first batch of 2020 Corvettes designated for its R8C delivery program, where buyers can specify the car be delivered to the NCM, where they can then set up a time to receive their new car after being prepped by the folks at the Corvette Museum. The NCM is directly-across from the assembly plant, and yes, GM used trucks to deliver the cars.

We’ve seen the photos of a sea of white car covers filling almost all the parking spaces at the Corvette Assembly plant, and as this photo shows, some of those white-clad C8s are now making their way into the hands of mere mortals. With all the delays that have hindered the date that enthusiasts could receive their Corvettes, there has been a lot of pent-up anxiety from those who have their car on order. Many enthusiasts have joined forums or groups to specifically locate their order’s progress and track their Corvette down the assembly line. This video shows that all the frustration may well be a distant memory soon enough.

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  • Yes, GM uses trucks to deliver the cars to the NCM. Once they are unloaded, they are then staged into the Corvette Museum’s PDI area, where they will be cleaned, prepped and prepared for their delivery to the new owners.

This video also shows how the team at the NCM come together to complete the process of getting these cars into their gleeful owners. The NCM has a lot to offer besides its R8C program and delivering the world’s newest supercar to the masses entails more than simply driving it across the street. In the video, there are 12 cars being delivered this day, and the NCM anticipates 500 cars to be delivered for this model year.

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  • The NCM even received one Corvette for the NCM Motorsports Park, which will be used for its “Drive A C8” program.

There’s no annoying music and not even a lot of conversation, save for the occasional input from the knowledgeable folks at the Corvette Museum. It’s an interesting video, and for those who are anxiously awaiting their Corvette’s arrival, it’s a good sign that their wait may soon be over.