When you search for “all-wheel-drive Corvette,” the internet largely points you towards the new hybrid C8 Corvette E-Ray. This modern marvel uses an electric motor to power the front wheels, complementing its V-8 engine driving the rear, marking a significant step for Corvette. However, delving deeper into Corvette’s history reveals that the idea of an all-wheel-drive Corvette is far from new. Decades before the E-Ray, General Motors engineered advanced, nearly production-ready Corvette concepts featuring all-wheel drive and mid-engine configurations. These groundbreaking vehicles were the 1986 Corvette Indy and the 1990 CERV III concepts, proving that the vision of a Corvette Awd extends back much further than many realize.
While the E-Ray is indeed a landmark achievement, true Corvette aficionados might argue about labeling it as the first all-wheel-drive, mid-engine Corvette. That distinction arguably belongs to an earlier, often overlooked concept: the CERV II. This vehicle was part of a series of Chevrolet Experimental Research Vehicles (CERV) spearheaded by the legendary Corvette chief engineer Zora Arkus-Duntov. The CERV program was GM’s playground for exploring mid-engine designs, starting with the CERV I in 1962. CERV I was GM’s answer to the mid-engine revolution taking over Formula One and soon to dominate the Indianapolis 500, exemplified by the Ford-powered Lotus.
CERV I, CERV III, and CERV II at the GM Proving Grounds, showcasing Chevrolet's experimental mid-engine Corvette lineage.
While CERV I maintained a conventional rear-wheel-drive setup, CERV II broke new ground. Not only was it the Corvette program’s first mid-engine car with four-wheel drive, but it might also have been the world’s first car to combine these configurations. The U.S. Patent and Trademark Office recognized its novelty, granting Duntov a patent for this innovative system. The CERV II’s drivetrain was truly unique, featuring a torque converter and two-speed Powerglide transmissions at both ends of its longitudinally mounted V-8 engine. It’s unlikely any other vehicle, concept or production, has ever mirrored this complex and pioneering drivetrain.
Rear view of the CERV II concept car, highlighting its mid-engine layout and innovative all-wheel-drive system from the 1960s.
The CERV II’s design hinted at aspirations to compete with the Ford GT40, and for good reason. Duntov and Chevrolet General Manager Semon “Bunkie” Knudsen envisioned taking it to prestigious endurance races like Sebring and Le Mans. Initiated in 1962 and completed by 1964, the CERV II project, whether or not directly influenced by the GT40, aimed for top-tier racing performance. Larry Shinoda, the designer behind the iconic 1963 Corvette, and Tony Lapine, who later led styling at Porsche, crafted the CERV II’s body, which was wrapped around an advanced aluminum monocoque chassis. The ambitious initial plan involved building six CERV IIs for a three-car racing team, but corporate directives from GM brass ultimately curtailed public racing endeavors.
Side profile of the Corvette Indy concept car, emphasizing its sleek lines and advanced design elements from the mid-1980s.
However, some of the cutting-edge technology from the CERV program found its way out of GM’s Tech Center through less official channels. The design language of Shinoda and Lapine also bears a resemblance to Jim Hall’s Chaparral racers, and this might not be coincidental. Hall maintained close ties with GM’s secretive development groups, circumventing corporate regulations by testing vehicles at his Rattlesnake Raceway in Texas, far from the watchful eyes in Detroit. The Chaparral 2A, sharing much of its technology with the CERV II, was essentially a re-skinned Grand Sport II, also developed concurrently. Notably, like the CERV II, Chaparral cars were revolutionary for their use of automatic transmissions, though Chaparral used just one per car. It’s rumored that Hall himself spent time behind the wheel of the CERV II during its development phase.
Corvette Indy concept car with scissor doors open, showcasing its futuristic interior and advanced features for its time.
More than two decades elapsed before another mid-engine, all-wheel-drive Corvette concept emerged. By the mid-1980s, General Motors had acquired Lotus, and in collaboration with Lotus Engineering, developed a potent 2.6-liter twin-turbo V-8 engine capable of producing 600 horsepower. While GM’s racing intentions for this engine remain unclear, 1986, the year the production Corvette was chosen as the Indianapolis 500 pace car, saw the birth of a stunning concept called the Corvette Indy. This concept was packed with state-of-the-art features for its era: a composite monocoque chassis; a streamlined yet muscular carbon fiber and Kevlar body penned by Chuck Jordan and Tom Peters; four-wheel steering-by-wire; ABS and traction control – remarkable for nearly 40 years ago; electronic throttle control; and active suspension, the latter two technologies supplied by Lotus, alongside the engine expertise.
Front three-quarter view of the 1990 CERV III Corvette concept, highlighting its refined styling and supercar aesthetics.
The precise method engineers employed to implement all-wheel drive in the Corvette Indy, with its transverse mid-mounted V-8 and transmission positioned behind the engine, remains somewhat ambiguous. They would have needed to route power around the engine or incorporate a secondary drive from the flywheel. However, GM’s history of innovative engineering, such as the chain drive and axle-passing oil sump in the original FWD Cadillac Eldorado, suggests they likely devised a clever solution to power the front wheels.
Close-up of the CERV III concept car's targa-style roof, emphasizing its design similarities with the later C5 Corvette.
The Corvette Indy integrated HVAC and infotainment controls into its scissor doors, which, when closed, formed the car’s panoramic roof. Inside, a center-mounted CRT display featured a rudimentary navigation system. The design process from initial sketches to a full-size clay model, crafted by Cecomp in Turin, took a mere six weeks. Primarily a show car, the Indy lacked functional side windows and offered limited interior space. Nevertheless, public reception was overwhelmingly positive, prompting the Corvette team to create two additional Indy models: a fiberglass pushmobile for auto shows and a functional test vehicle. The working prototype, instead of the originally envisioned small-displacement twin-turbo engine, housed a Lotus-designed 32-valve DOHC 5.7-liter V-8, later used in the C4 ZR1, producing 380 horsepower and reportedly capable of reaching 180 mph. The operational Corvette Indy resides in GM’s heritage collection, while the clay mockup is displayed at the National Corvette Museum in Bowling Green, Kentucky.
Studio shot of the 1990 CERV III Corvette, showcasing its aerodynamic body and advanced engineering features.
Although the Corvette Indy was not intended for production, GM seemingly considered a production version with its successor, the CERV III, unveiled at the 1990 Detroit Auto Show. The CERV III refined the Indy’s concept with an even more exotic blend of composite materials, including Nomex, and titanium suspension components. It featured a CRT display controlled by a gamepad-like device and a cassette-based moving-map navigation system, again, predating civilian GPS availability. Mechanical enhancements included twin Garret T3 turbochargers boosting engine output to 650 hp, a three-speed Hydramatic transmission transformed into a six-speed, and dual brake discs at each wheel, underscoring its performance focus.
Front view of the 1990 CERV III Corvette concept, highlighting its aggressive stance and production-oriented design cues.
Styling modifications in the CERV III also suggested a move towards production feasibility. The nose was shortened and raised to meet federal bumper height regulations, side glass was designed to be retractable, and wheel arches provided adequate clearance for real-world suspension travel. Like the Indy, the CERV III featured scissor doors but with a conventional roofline, foreshadowing the design of the production C5 Corvette. With projected performance figures including a 225 mph top speed, 0-60 mph acceleration in under 4 seconds, and 1.1 g skidpad grip, the CERV III delivered supercar performance for its time. However, two primary factors prevented its production. GM executive Mark Reuss cited the excessive latency in the early 1990s computer-controlled active suspension, and financial analysts estimated a prohibitive price tag of $300,000 to $400,000, compared to a $32K base Corvette coupe and a $59K ZR1 at the time. Like its CERV predecessors, the CERV III remains part of GM’s historical collection.
It is plausible that GM could have developed a simplified, more affordable version, omitting features like steering-by-wire, four-wheel steering, advanced brakes, and the expensive four-cam aluminum engine. Such a version could have brought a mid-engine Corvette to market decades before the C8. However, GM management ultimately opted for the traditional front-engine layout, focusing on incremental improvements with the C5 Corvette. The history of the Corvette AWD concepts, from the CERV II to the CERV III and now the E-Ray, demonstrates a long-standing commitment to innovation and pushing the boundaries of Corvette performance, proving that the AWD Corvette is an idea whose time has finally come, decades in the making.
