When Did The Corvette Switch To A Transaxle Design?

Let's get a few things out of the way from the start: The first Corvette with a traditional rear transaxle design was the fifth-generation model that debuted in 1997. Some folks point to the C5's predecessor, the C4, as the Corvette's first use of transaxle. Fourth-generation Corvettes certainly had complicated drivetrain setups, but those setups didn't meet the generally accepted definition of a transaxle. The basic difference is that, in the C4, the transmission is connected to the differential through a C-beam, which provides structural support for the car. The C5's proper transaxle eliminated the C-beam, putting the transmission and differential in the same compact package.

A question that could be more important regarding the use of a transaxle could be "why?" instead of "when?" After all, the setup today is most commonly found in economical, front-engined, front-wheel-drive cars, which take advantage of the transaxle's smaller size to help with packaging concerns and overall cost. 

It's worth noting, however, that the same factors come into play anytime the engine is located near the driving wheels. This specifically includes rear-engine, rear-wheel-drive cars like the Volkswagen Beetle and RWD, mid-engined rides like the Porsche 550. In fact, the very transaxle from the Porsche 550 Spyder James Dean died in has become a collector's item on its own. 

The C5 Corvette welcomed a transaxle setup for much the same reason the C8 Corvette switched from a front-engine to a mid-engine layout: Better performance. The C8 models achieved an increase in performance by concentrating weight in the center of the car, but the C5 version moved the weight of the transaxle to the rear of the car, helping achieve optimum balance. Corvettes are powered by big, heavy V8s, but the C5 still achieved a near-perfect front-to-back weight distribution of 51/49.

The idea of using a transaxle for better performance didn't originate with Chevrolet, though. The Bowtie brigade apparently picked up on the concept after noticing how well it worked in the likes of the Ferrari Daytona and Porsche 944. The Corvette has stuck with its transaxle design, too, featuring the setup in all Corvette generations since the C5 was launched.

Speaking of Corvette transaxles – a manual C8 may finally be within reach thanks to a new transaxle being produced by Tremec. The experts at Tremec have engineered a transaxle, incorporating a six-speed manual transmission, and they were able to fit the whole package into the same space as the current one — an eight-speed dual-clutch automatic. Indeed, Tremec's new manual transaxle has the exact same mounting points. Keep in mind that this new manual transmission is meant for the aftermarket, at least for now. Many internet commenters have rightfully pointed out that there's relatively low retail demand for a manual in the Corvette. And Chevy isn't likely to take the time and effort to put it into production cars.

The C5 Corvette — in some people's eyes — marked a big leap forward for the platform, elevating the car much closer to its current status. It was at that point in Corvette history that it became a true all-around competitor for some of the world's top sports cars. Of course, some versions of the C5 Corvette are as boomer as it gets. Part of this glow up was the '97 Vette's debut engine: The 5.7-liter LS1 V8 that made 345 horsepower and propelled the car from 0 to 60 mph in a brisk 4.6 seconds. 

The C5's zero-to-60 time was just one 10th of a second behind the previous generation's range-topping Corvette ZR1, as tested by Car and Driver, but the base C5 was about half the price. The transaxle's compact dimensions helped reduce how much space the transmission tunnel took up in the C4's cabin, opening up more room to spread out inside. It was part of a comprehensive interior makeover, implemented to improve driver comfort and control.

Two years after its debut, Chevrolet set out to prove the fifth-generation Corvette could compete with its rivals, just as well on track as it could on the street. The motorsports version, the C5.R, became the first factory-backed Le Mans race car to be built and campaigned by GM and Chevrolet. Before being replaced by the next-gen C6.R in 2005, the C5.R had claimed three class victories at Le Mans, 31 class wins in the American Le Mans Series, and an overall victory at the 24 Hours of Daytona.