When Corvette was born in 1953, it was equipped with Chevrolet’s “Stovebolt” inline-six engine because, at the time, this was the largest and most powerful passenger-car powerplant being manufactured by GM’s low-cost division. That changed in 1955 with the introduction of Chevy’s small-block V-8. Thanks to its compact design, light weight, durability, simplicity, and superb power production, the V-8 was an instant success. Over the next 15 years it became better in every measure, including power output, but that came to a screeching halt in the early 1970s by virtue of government mandates designed to reduce emissions and improve fuel economy. Throughout the 1970s, all automakers, including Chevrolet, struggled to keep up with increasingly stringent regulations, leaving virtually no resources to stem the loss of horsepower.
By the early 1980s, with an eye toward the long-term viability of the Corvette and its other high-performance vehicles, GM devoted more time and money to exploring various means of increasing engine power without sacrificing fuel efficiency or emissions-law compliance. Among these was forced induction, and a lot of research and development was done with turbocharging before company leadership decided to go in a different direction for its flagship sports car.
That alternate path for the Corvette was the Lotus-developed LT5 V-8, which relied on high-flow heads with four valves per cylinder, overhead camshafts, and an advanced electronic engine-management controller to produce then-astonishing power without running afoul of the Feds. Once the decision was made to slip the LT5 into the C4 ZR-1 supercar, Chevrolet halted its turbocharging development program. But instead of simply mothballing the project, the company turned over a wealth of information—as well as a functional twin-turbo prototype C4 created in partnership with Michigan-based firm Specialized Vehicles Incorporated (SVI)—to Callaway Cars. SVI had been contracted to explore the feasibility of packaging a twin-turbo V-8 in a regular production Corvette and to test its impact on the chassis. Callaway’s mission brief was to take the process to its conclusion by developing a complete, production-ready turbo system that would pass all of GM’s validation tests and all relevant government emissions standards.
The end result of Callaway’s efforts was regular production option (RPO) B2K, a twin-turbo package offered from 1987 through 1991. When introduced, B2K was very expensive, adding $19,995 to the coupe’s base price of $27, 999 or the convertible’s MSRP of $33,172. In 1991, the package’s final year of production, the cost had risen to an eye-popping $33,000. In total, 509 B2K Corvette were produced, and their sophisticated engineering, excellent build quality, and astounding speed solidified Callaway’s reputation as a supremely capable constructor of high-performance Corvettes.
Throughout the 34 years since B2K disappeared from Chevrolet’s order forms, Callaway has continued to manufacture seriously upgraded Corvettes for its cadre of devoted followers. The company calls its newest offering the Callaway Supercharged Corvette C8 Package. As has been the case for virtually every generation since C4, the heart of the package is a meticulously engineered forced-induction system. Unlike with the first Callaway Corvettes, however, which were fitted with two turbochargers, the C8 versions get a single supercharger.
The blower is a 2.3-liter, twin-screw design that works in conjunction with a three-element intercooler Callaway appropriately calls “TripleCooled.” To optimize output and ensure compatibility with the C8’s 6.2-liter LT2 engine, the company also replaces the stock powertrain-management calibration with its own proprietary tune, which it labels “CalCal.” The LT2 is otherwise untouched and thus retains all of it stock, Chevrolet-installed internal components.
The efficiency of the Callaway setup yields impressive power increases. Output reportedly climbs from the stock LT2’s 490 horsepower at 6,450 rpm and 465 pound-feet of torque at 5,150 rpm all the way to 687 hp at 6,450 rpm and 643 lb-ft at 4,450 rpm. It’s worth noting that the pressurized LT2 posts better numbers than a C8 Z06’s 5.5-liter, flat-plane crank LT6, which manages to generate “only” 670 horsepower at 8,400 rpm and 460 pound-feet of torque at 6,300 rpm.
As for performance, there’s plenty. Callaway claims the blown C8 will shoot to 60 mph in 2.67 seconds and cross the quarter-mile line in 10.64 ticks at 129 mph. Those numbers are almost identical to the aforementioned Z06’s, but thanks to the Callaway’s instantly available torque, there’s no waiting around for the revs to build before experiencing a serious accelerative surge. (If you simply must have one of the fastest C8s around, know that the tuner can also apply its supercharger package to the electrified, all-wheel-drive E-Ray.)
In addition to the supercharger, intercooler, and bespoke drivetrain calibration, the base Callaway C8 package includes a number of cosmetic additions to let observers know they’re viewing a truly special Corvette. A build plate bearing a Callaway serial number is mounted on the storage-compartment door on the driver’s right, while another plate, this one displaying the car’s VIN, is affixed to the structural panels on the left side of the engine compartment. Callaway-branded door-sill panels, floor mats, and exterior badging round out the look.
Extra Special
As has been the case with prior Corvette generations, Callaway offers an extensive menu of additional performance and cosmetic options for the C8. Our feature car, owned by inveterate Callaway aficionado Tony Cardiello, has nearly all of them, including a striking wide-body package. Created by longtime Callaway collaborator Paul Deutschman, the package includes front and rear fender flares crafted from carbon fiber, inner wheelhouse extensions, a front-splitter winglet set, and rocker extensions with “shark fin” guide vanes. Additional body parts required to complete the wide-body installation consist of a front splitter and rockers, all crafted from carbon fiber with exposed weave. The setup increases the car’s overall width by 90mm in the front and 100mm in the rear.
Though not part of the wide-body kit, buyers can also get a rear diffuser and “slot gap” rear spoiler. Both of these parts are made from the same exposed-weave carbon that’s used for the fender flares, rockers, and splitter. The material is precisely laid out in each component in an effort to create perfect symmetry from one side of the car to the other. It’s then clear-coated to leave the weave visible, thus tying all of the new body components together.
A center-exit Double-D exhaust system—a Callaway design staple—and nine-spoke forged wheels made by OZ Racing finish off the exterior treatment. The black-chrome rims measure 10 inches wide and wear 275/30ZR20 Michelin Pilot Sport all-season tires up front. The rears are a healthy 13 inches wide and are shod with 345/25ZR21 Pilot Sports.
Readers with a sharp eye will note that our feature car looks “hunkered down” compared with a stock C8. That’s because it’s equipped with Callaway’s C8 lowering package, the content of which varies depending on which OEM suspension components the car was initially built with. Our feature car left Bowling Green with Z51, FE3, and the E60 front-lift system, and owner Cardiello wanted to retain his stock springs. Accordingly, the technicians at Callaway manufactured custom lowering collars for the front and changed the settings for the rear spring perches. Combined, these dropped the car approximately one inch compared with its factory settings.
The final optional addition to the car’s exterior is a matte-black Callaway graphics package, consisting of two stripes and “CALLAWAY” lettering above the rockers. This rather bold branding, which is a stark departure for the company, was not offered on the supercharged C8 initially. In fact, it was technically not available when our subject car was ordered, but at the urging of owner Cardiello, it was installed on his car as an experiment of sorts. The overwhelmingly positive reaction the car received when it was displayed at the annual Corvettes at Carlisle show convinced the company to make it a regular option.
As with the exterior, Cardiello checked off all of the option boxes when it came to his car’s cabin. These include a new covering for the driver-side airbag, made from Alcantara with debossed Callaway branding and contrasting white stitching, and anodized aluminum pedal covers.
The final elements of Callaway’s supercharged C8 package are an “Authenticity Documentation Package” and a three-year/36,000-mile limited warranty. The former is intended to protect the collector value of the car, while the latter replaces the original factory warranty for the engine, which is negated by the addition of the blower and related engine calibration.
Just as he does with his other Callaway Corvettes, Cardiello drives his new C8 with some regularity, often taking it to local car shows and cruise-ins. Whether experiencing it from the driver’s seat, sitting next to it on a show field, or simply admiring it in his garage, he gets immeasurable happiness from the thoughtful engineering and high-quality workmanship the company continues to put into every car it builds. Somewhere, Reeves is smiling.
