Chevrolet Corvette XP-882 - Almost made it to the center

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Chevrolet Corvette XP-882 - Almost made it to the center

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Created on December 28, 2022

Text:

Karl Ludvigsen (Übersetzung: Paul Krüger)

Photos:

Ludvigsen Partners

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Michael Furman - Courtesy RM Auctions

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Archiv Stefan Fritschi

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In the XP-882, Zora Arkus-Duntov's vision of a mid-engined Corvette took shape for the first time in a form that was as dynamically shaped as it was suitable for series production.

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On July 23, 1970, this model stands in the yard of the Chevrolet design department for inspection. Project XP-882 still looked very promising.

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On July 23, 1970, this model stands in the yard of the Chevrolet design department for inspection. Project XP-882 still looked very promising.

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The interior was largely ignored by the designers. The test vehicle was purely concerned with functionality.

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Here you can clearly see the rear frame rectangle, which not only holds the engine, but against which the coil springs are also supported.

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All four brake disks of the XP-882 were internally ventilated. Two thin trailing arms guide the wheel. The drive shaft serves as the upper wishbone, as in the standard model.

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Patent drawing for Arkus-Duntov's drive concept. An undoubtedly space-saving, but quite daring design. How often do you see a cardan shaft crossing the crankshaft?

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Patent drawing for the adaptation of the multi-plate clutch and the all-wheel drive. Below is the variant with two additional torque converters as in the CERV II. The idea of the gearbox mounted parallel to the engine comes from the Oldsmobile Toronado.

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Sectional drawing of the drive. At the end of the crankshaft is the torque converter, which in turn drives the automatic transmission via a chain drive. At its output, a bevel gear transmits the power to a short cardan shaft, which runs through the oil sump to the rear axle differential (fixed differential).

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The windshield of the XP-882 is significantly flatter than that of the standard Corvette with front engine in order to reduce air resistance.

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Although primarily a test vehicle, the XP-882 would have made a passable production model, and not just visually. The trunk behind the engine reportedly had a capacity of 328 liters.

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The XP-882 combined the front of the Corvette Stingray with the rear of the Mako Shark II. The wheels are already somewhat reminiscent of those on the Corvette C4.

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The rear is clearly inspired by the Mako Shark II with its boat stern roof and the slats above the rear window. The additional hatch in the rear for easier access to the trunk is still missing here.

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Despite the changed proportions due to the new engine position, XP-882 is immediately recognizable as a Corvette. The clever combination of design elements from the production model and familiar design studies makes this possible.

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Chevrolet and finally GM first had to agree to series production. Here, Zora Arkus-Duntov (right) is talking to Chevrolet boss John Delorean.

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Simply called the "Corvette Prototype", Chevrolet presented the XP-882 at the New York International Auto Show in April 1970, causing a minor sensation.

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At its presentation in New York, the XP-882 stole the show from its competitors, the De Tomaso Pantera, AMC AMX/3 and Mercedes-Benz C111. The door section is somewhat reminiscent of the second-generation Camaro presented in February 1970.

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The fog lights and indicators that the XP-882 normally carried in the cooling air intake were removed for the presentation in New York.

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Zora Akrus-Duntov posed proudly next to his creation at the New York International Auto Show. He had every reason to be, as his dream of a mid-engined Corvette finally seemed to be becoming a reality.

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Although only provisionally furnished, the interior of the XP-882 was far more spacious and comfortable than that of the XP-880 "Astro II".

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In June 1970, "Motor Trend" devoted its cover story to the planned mid-engined Corvette. However, the drawings were all rather speculative and far removed from reality.

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In January 1971, "Road & Track" advertised the XP-882 as the forthcoming production Corvette. This was not too bold, as the plans for a mid-engined Corvette had not yet been buried at that time.

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The rear is the chocolate side of the XP-882. In contrast to the high, pointed rear end, the front looks somewhat boxy. However, the radiator, fuel tank and spare wheel make the powerful lower jaw necessary.

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As a Corvette derivative, the XP-882 naturally had folding headlights. The concept car was around 14 cm wider than the production model, which created space for a larger interior and, above all, wider tires.

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The "Chevrolet Engineering Research Vehicle" from 1964 anticipated many of the ideas of the XP-882.

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The 1966 Oldsmobile Toronado contributed parts of its drive system.

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The Chevrolet Mako Shark II inspired the rear of the XP-882 in particular

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The AMC AMX/3 spontaneously prompted Chevrolet to show the XP-882 in New York after all.

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Summary

Zora Arkus-Duntov had been dreaming of a mid-engined Chevrolet Corvette since the 1960s. Even stubborn company managers and bold drive designs were not to stop him. In April 1970, he finally presented the XP-882 concept car, which was a sensation at the New York Auto Show. But he was never to get any closer to his dream in his lifetime. It was not until 50 years later that Arkus-Duntov's wish became reality. This article tells the story of the Chevrolet Corvette XP-882, which was not allowed to go into series production mainly because the major corporation GM lacked the courage.

This article contains the following chapters

Mid-engine and all-wheel drive
360-degree detour
Always with torque converter, also manual
Two chassis are created
A perfect vision
Far from ready for series production
DeLorean says: "No"
Bowing to competitive pressure
Premiere in New York

Estimated reading time: 14min

Preview (beginning of the article)

Towards the end of the 1960s, it was an open secret in Detroit that Ford was determined to build a modern two-seater sports car in series production. After all, they didn't want to let the immense advertising impact of the two consecutive victories at Le Mans in 1966 and '67 go to waste. In addition, the Corvette from Chevrolet could finally have been given serious competition. Ford designed such a two-seater in parallel with the GT 40 Mark IV racing car and presented it as the Ford Mach 2 at the Chicago Auto Show in March 1967. The small mid-engined coupé looked almost ready for series production and was also allowed to be test-driven by journalists. Ford also announced plans to produce a small series of a road-going version of the GT 40 Mark III. These two projects from Dearborn also had a major impact on the Corvette, both commercially and in terms of its perception as a sports car.

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