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CORVETTE TODAY #150 - Corvette Chief Engineer, Josh Holder, Talks E-Ray From A Technical Standpoint
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May 8, 2025
On this very special 150th regular episode of CORVETTE TODAY, Corvette Chief Engineer, Josh Holder, comes back to the show to talk about everything E-Ray, but from a mechanical and technological point of view. Your CORVETTE TODAY host, Steve Garrett, really delves into the technology that makes this 2024 Corvette E-Ray so special. You'll learn how the two engines (the electric front engine and the internal combustion engine in the back) work together, how the E-Ray generates and recovers electrical power. Josh even talks about his favorite thing about the E-Ray! It's a special 150th regular episode of CORVETTE TODAY with Corvette Chief Engineer, Josh Holder!
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[Music] welcome to Corvette today the podcast
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that talks about everything Corvette with your host Steve Garrett MC and DJ at one of the largest Corvette weekends
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the number one radio station in Kansas City for over 40 years here's Steve Garrett
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thanks for listening and watching Corvette today the show that talks about everything Corvette and the only current
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canadiancorpetforum.com welcoming Corvette enthusiasts from around the world my guest on today's show is a
2:31
return guest on Corvette today he is the chief engineer for Corvette and he's here to talk more in detail about the
2:38
new 2024 e-ray but from a technical and Engineering perspective he's Mr Josh
2:43
holder Josh it's great to have you back on Corvette today well thanks Steve thanks for having me back first of all
2:49
Josh this e-ray is such a revolutionary Corvette talk about what the time frame
2:55
is that it takes to design and develop a car like the e-ray well Steve we've
3:00
planned the e-ray from the conception of the eighth generation architecture and
3:05
so it's hard and kind of unfair to use that necessarily as a starting point for the development of the e-rate but we've
3:12
worked knowing that we were going to do this car we were going to do this electrification to enhance the
3:18
performance of the eighth generation Corvette and so it was planned that way from the beginning we also have a very
3:24
measured approach to introduction of Corvette you know we start with a sting Ray and then we move up from there so we
3:31
planned from the beginning that while it was going to be a part of the architecture it wasn't going to be introduced at the outset some of the
3:37
early work scoping battery sizes and power delivery and all that stuff was started quite a while ago but the final
3:44
details of course actually we're still working on final stages of development validation of the car are ongoing so
3:51
it's been quite a long process but it's not continuous where people through that entire duration are working constantly
3:58
on the development of the car and that's sort of the way Corvettes always worked and it's how we have such a good formula right our variants are not an
4:04
afterthought or an add-on in a way that makes a sub-optimized Corvette we try to plan as much as we can from the outset
4:11
nice now Josh this e-ray has 20 and 21 inch wheels on the front and back instead of 19s and 20s let's talk about
4:19
the switch over and the move to a larger size as well yeah so there's a few reasons for it first of which the front
4:25
wheel is needed by necessity the diameter of the wheel has to clear the carbon ceramic brakes the rears had some
4:32
creative influence I'll say I'm certainly dialing of Wheels is very important in any car especially a sports
4:38
car you know passionate our customers are about wheels and the way they can make the car look the aggressive stance
4:44
of it I'll tell you that a lot of Engineers cringe when we start talking about large Wheels because they're
4:49
generally heavier they have higher inertia and so we balance that we work closely with the guys in the studio
4:56
getting the best style we can but we only do things on Corvette that are absolutely necessary to enhance
5:02
performance and so the wheels and tires on the e-ray were needed largely to clear the brakes up front and then
5:09
another example of planning ahead since we use those same sizes on the Z06 we
5:15
were able to borrow from Z06 the PS4s tire from Michelin as an available
5:20
summer Tire it's the same tire so we got a head start in development of that tire these 19s and 20s work with and of
5:26
course we knew we wanted to do the wide body the great big Tractive footprint that works really well with an all-wheel
5:32
drive car you think about the the width of the front and rear tires all together have a tire contact patch of more than
5:39
four feet wow and so all that rubber touching the road and that kind of power delivery that's why you get a
5:45
acceleration time like two and a half seconds wow that's amazing now I know we've got the lt2 engine from the
5:51
stingray but the electric engine in the front drives the front wheels I know that those two engines operate separate
5:58
and independent from each other how the heck did you get that to work out like that well we took a modular approach so
6:05
the rear engine in the front motor worked together but we designed the
6:11
battery to fit in the central tunnel the front drive unit was packaged like I
6:16
said from the beginning to sit behind the front compartment so we didn't have to sacrifice storage space in the front compartment there's a lot of good
6:23
reasons for doing it but a great reason is the flexibility allows us with manufacturing at Bowling Green if you
6:28
think about the complexity there and all the work that they have to do when we can keep commonality where possible like
6:34
everything in the rear of the car a common body structure it allows for more
6:40
efficient assembly nice now the e-ray is 300 pounds heavier than the Z06 is that
6:45
all battery and engine in the front it's not well it's really more like 280 but
6:51
that's because I'm counting but not all battery the battery itself the cells of
6:57
the battery are about 80 pounds as I mentioned the battery is a modular construction so it includes what we call
7:03
the Power Electronics so that's the inverter and the modules that control Power flow in and out of the battery and
7:09
into the front drive motor so that unit together is about 100 pounds the drive
7:14
unit itself is about 81 pounds but if you think about the efficiency of that Mass to deliver 160 horsepower and only
7:23
weigh 81 pounds the stator is about the size of a coffee and the motor is really
7:28
compact the housing is made from magnesium the Fasteners that hold it together are made from aluminum and so
7:35
while this electrification added mass for the components that we put into the car our goal from the beginning was to
7:41
make sure that the added performance this added power delivery to the front axle not only carried its own Mass so
7:48
the mass that we added but it improved the overall performance of the car so it carries itself and then some of the car
7:54
to give this outstanding performance with the e-ray offers man that's amazing now you alluded to this just a minute
7:59
ago but let's talk more about these Michelin all-season tires this is a true Four Season car I'm sure it took a lot
8:06
of time to get these things developed and like you said they are the widest All Season Tire ever made isn't that
8:12
correct that's right we have a strong partnership with Michelin that's helped us through entire development you know
8:17
the same guys that work on the production car help with the race car and so I would say all season tires have
8:23
come a long way in the last decade or so they used to be big compromise frankly to get any kind of realistic all-season
8:30
performance you were sacrificing a lot of dry traction capability starting even with the C7 we took big steps forward in
8:37
all season Tire we kept that same formula and development of Technology going into the eighth generation but now
8:43
we're doing it with a much larger big wide tire that is not only four season capable but in the dry conditions High
8:51
traction conditions where most people are going to exercise their Corvette they still provide one g of lateral grip
8:56
so a lot of outstanding dry traction performance with true Four Season capability that's outstanding for sure
9:03
well buddy let's take our first break when we come back we're going to talk more about the engines I've got Josh
9:08
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you're listening and watching Corvette today with Steve Garrett hey thanks for listening and watching
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833-840-5334 I'm your host Steve Garrett with me is the chief engineer for Corvette Josh holder we're talking
13:05
technical stuff here for the new 2024 e-ray Josh there's speculation when the
13:11
C8 came out we've kind of touched on this that the center tunnel was going to hold all those batteries or be the
13:17
electrical or hybrid setup it was designed with the future in mind wasn't it yeah it sure was Steve and of course
13:23
we saw the speculation and this time turned out to be true but I would say that even though the central tunnel and
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a 8th generation Corvette doesn't house a drive shaft and exhaust pipes like
13:35
previous Corvettes had we would still have a central tunnel every Corvette as you know is a convertible even the coupe
13:41
you can take the roof out and so we use what we call a central tunnel backbone so that's the area between the seats
13:48
underneath the console to get as large a section as possible that's what makes lightweight efficient structures so we
13:54
can manage torsional rigidity and bending rigidity so if you think about a car with the roof out when you don't
14:00
have the roof to react those loads you've got to find something else the typical solution is a big tall rocker
14:06
that makes getting in and out of the car really awkward since C5 really we've taken this strategy and it's worked out
14:12
well for us when we designed the e-ray from the outset of the eighth generation Corvette architecture a large Center
14:18
tunnel was never in doubt the part we optimized with our partners working on the battery was the size of that we
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didn't want to miss an opportunity for significantly more battery capacity just for a few millimeters we also didn't
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want to design the bag battery and some some optimized way where we're encroaching on the occupant space and so
14:39
designing the battery and the way it's packaged internally with the section of
14:44
the tunnel is what allowed that to Nest perfectly and do what it does to provide the performance for the e-ray very nice
14:50
now the battery is integrated obviously talk about how the battery delivers power and how it regenerates power yeah
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so the battery has a inverter module that's part of what we call the Power
15:03
Electronics integrated towards the front of the battery and that delivers three-phase current to the electric
15:11
motor the electric motor is also a generator so when you're decelerating
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slowing down sometimes even coasting say down a hill for example the motor becomes a generator and it's feeding
15:23
power back into the battery obviously when you're on the tall pedal it's going the other way the battery is delivering
15:29
energy delivering power to the electric motor so if you think about what we're doing here with electrification on e-ray
15:35
we're really using the kinetic energy that exists in any car to repurpose it
15:40
in a way that improves the way the car performs now is driving the e-rate a different feel than like the Stingray or
15:47
the Z06 it is it's very different it's special in its own way we often use the
15:53
term torque and mediocy and what I mean by that is the feel of for those that
15:58
have driven a big block Corvette you know what I'm talking about but the feel of that instantaneous torque available
16:05
all the time anytime is something that makes the e-ray very special we balance
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the output of the front electric motor and the torque curve of the lt2 engine
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to be additive complementary to each other there's some electrified sports
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cars that will use it to fill a hole with the internal combustion engine leaves for example but our mission on
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this car was to make them complement each other so when the engine is delivering it's near Peak power so is the electric motor same of torque of
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course those that understand electric motors know that Peak torque on an electric motor is actually at zero RPM
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it will hold that Peak even through lower RPM so you can imagine as you're not just accelerating from a dead stop
16:46
which of course the e-ray is the quickest Corvette ever but even passing in sporty driving on back roads you'll
16:53
feel an instantaneous Rush with just a twitch of your foot with all the power delivery and the traction available on
17:00
an e-ray man I can't wait to get behind the wheel Josh now we've got two new modes we've got stealth mode and shuttle
17:06
mode talk about these two modes and how you guys engineered these things yeah so
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stealth mode is a really cool feature actually the way you get into this mode when you first get to the car you can
17:18
rotate the drive mode and select whether you want to just start the car normally and let the engine and truck drive motor
17:25
work together or if you want to use only the front drive motor only the electric motor in a pure electric vehicle is kind
17:32
of a mode and so stealth is one of those modes the intent behind that the most common use case we think would be like a
17:39
neighborhood exit so for those of us that leave early in the morning we like to drive our Corvettes as much as
17:44
possible maybe our neighbors don't appreciate that loud bark from the garage next to them early in the morning
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this is a way to kind of sneak away out of your neighborhood quietly and then of course when you want the internal
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combustion engine all you got to do is either exceed 45 miles an hour or just give it a twitch of your foot and the
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engine will start automatically and seamlessly you get that full power delivery nice the other function is what
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we call shuttle mode so that is intended for say moving your car around in the
18:15
garage or in a parking lot or something like that you know a lot of customers that store their Corvettes and maybe
18:21
want to get access to an area in their garage and they're going to move it around you can select shuttle mode the
18:27
difference between shuttle and stealth is that shuttle will never start the internal combustion engine it's not
18:32
meant for on-road use it's kind of garage type scenarios you're speed limited to 15 miles an hour so it
18:38
wouldn't be good on the road anyway it's just another feature and another way we can use the hardware that we package in
18:45
the front Drive Unit nice and just like the Z06 we still have three radiators are they the same as the Z06 yeah so the
18:53
three front radiators are the same but actually in the front of the car there are five so we've added two more with
18:59
the e-ray one of them is a oil cooler in fact you can see it if you look closely
19:05
in the front fascia on the driver's side you'll be able to see these vertically mounted fins that are that front
19:10
radiator it's intended to cool the oil for the front Drive Unit so it's an
19:16
air-to-oil heat exchanger the front Drive Unit oil is used to lubricate obviously and cool the front Drive Unit
19:22
it also happens to be a dry sump system so just like the internal combustion engine we're really worried about
19:28
efficiency in electric motor as well we want to keep all those rotating Parts out of the oil and use a dry sumps and
19:34
lubrication to the point where it's really intended and to manage the heat that gets built up in there we cool that
19:41
with that small heat exchanger in the front of the car on the other side it's not as visible when looking at the car
19:47
but we use what we call a condenser radiator so where the condenser lives on
19:52
the right side of the car the bottom about third of that is actually another radiator and so that radiator has a
20:00
separate dedicated Loop deionized water and glycol to keep it stable below freezing and that's used to cool the
20:07
Power Electronics that's the component I talked about before that converts the DC into three phase to feed the electric
20:14
motor and vice versa energy back into the battery those Power Electronics generate a lot of heat with all that
20:20
current flowing through them and so we have to cool those down with that system and then finally the cells themselves
20:26
batteries really want to be in an optimal temperature to work most efficiently and they actually don't want
20:32
to be too cold or too hot and so we have what we call a chiller in the rear of
20:37
the car and that uses refrigerant Freon that's in the air conditioning system to
20:43
transfer energy into a heat exchanger that feeds a dedicated Loop into the
20:49
battery cells themselves wow that's amazing well buddy let's take our final break and we come back we'll talk more
20:55
about the 2024 e-ray and all the technical aspects of it with chief engineer Josh holder for Corvette here
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the state of Kansas and now back to Corvette today with your
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host and my husband Steve Garrett hey thanks once again for listening and
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watching Corvette today the show that talks about everything Corvette brought to you by wheelcraft want to dress up
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five-year warranty visit wheelcraft.com or call them
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833-840-5334 I'm your host Steve Garrett with me is Corvette chief engineer Josh holder we're talking everything
23:30
technical on the 2024 e-ray Josh in the third and final segment honestly this
23:36
car is a engineering Marvel mechanically the front is separate from the back what are the specifics on how those things
23:42
work together and cohesively well thanks Steve we think this is an engineering Marvel too we might be biased but there
23:49
were certainly a lot of thought and effort put into the layout of the car and the way both the front drive unit
23:54
and the small block engine work together in technicality it would be considered a P4 hybrid but this is really done in a
24:02
way that no one else is really doing at least in performance hybrids separating the Drive Unit from the rear engine
24:08
allows us to do that modular type of design and construction I talked about but because they are disconnected and
24:15
only connected really through the road we have some really smart control systems that manage the torque delivery
24:21
between the front drive unit and the small block engine those Control Systems determine when to deliver power to the
24:28
front axle when to shift power to the rear and how to take it away from both
24:34
and manage it through a clever chassis controls so what the driver feels is this sort of seamless interface of power
24:40
and performance where all these things working in the background are making the car feel as though what were
24:46
mechanically connected and all working together and I think it's so cool Josh that this is not a plug-in hybrid
24:52
obviously we've got other brands that are doing that was that something that you were specifically targeting and
24:58
trying not to to do trying not to do a plug-in hybrid I would say that the architecture of this battery it's really
25:05
small in terms of today's EV battery standards only 1.9 kilowatt hours but it
25:11
can handle really high power flows and that was designed intentionally so that we could do this quick regeneration and
25:18
then significant power output when the driver commands it and because it can regenerate so quickly there really isn't
25:25
a need to plug it in you don't have to worry about it it maintains a what we call state of charge in fact we have a
25:31
feature called charge plus which the driver can select that will move the high voltage battery state of charge to
25:38
a higher level there's some different use cases for this that I call it planning for your next maneuver so say
25:44
for example you're coming home and the next morning you want to drive as far as you can interior EV mode you might hit
25:50
charge plus and let that battery top off and then you're all set to go you can also Imagine a scenario you're driving
25:56
the e-ray on a race track your power in the mail and decide hey I want to do a hero lap and so I'll charge up as much
26:04
as I can hit charge plus build charge in and then switch back out of that and go
26:09
as quick as I can to set my best lap time so this is a way that the driver can tailor where they want their state
26:15
of charge to live they really don't have to think about it beyond that because all these fancy control systems work in
26:21
a very high-tech way to keep the battery in its optimal condition that's really cool now knowing what's on the market
26:27
right now I know that you guys benchmarked the Z06 with Porsche and Ferrari was there a benchmark for the
26:34
e-ray or something else that was out there that you looked at and said okay we want to Benchmark the e-ray versus
26:39
this car we don't really do benchmarks in the way most people listening to a
26:45
benchmarking a product we check in on our competitors to see what they do well
26:50
not everybody does everything well which is why we check in on many but if you
26:56
think about evaluating a competitive vehicle that's in production now especially in a sports car market by the
27:04
time you would react to that solution or that technology it would already be old and so we design an engineer Corvette
27:11
with our own Targets in mind our own way of enhancing the driving experience and
27:18
as we go along we will like I said sort of check in on the competitors obviously we respect our competitors we want to
27:24
know what they're doing but we never especially never pick one single car and say we want to try to do everything this
27:30
car does just a little bit better we pave our own way and the car shows for it I think so too and that's actually a
27:37
good idea you take the best aspects of different cars and make it better for the Corvette that's really a smart idea
27:43
yes also to me little little things make a big difference and I love the startup animation on the driver information
27:49
center talk about that and what you did differently for Stingray for Z06 and then for e-ray so like the stingray and
27:57
like the Z06 the e-rate does have its own unique we call it welcome animation so when you open the door into the seat
28:04
you'll see this animation play on the instrument panel cluster in the case of the e-ray we're going to highlight
28:09
what's special about the e-ray obviously so we showed a battery in the front Drive Unit in this hidden kind of
28:15
background overlaid with the exterior of the car and you'll sort of see it come to life much the way we do the stingray
28:22
and the Z06 but of course in the e-ray we're highlighting what's special about the e-raids one of the many things we do
28:27
to show that hey not only is this a Corvette this is a special and different Corvette and here's one of the reasons
28:33
why now with the electronic hybrid now you have different things on the navigation screen as well not
28:39
necessarily just the DIC talk about what you see now on the navigation screen and
28:45
what the goals were for that and all the extra things that the driver will see so
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we're really excited about what we call the e-rate performance app but it's a completely separate display only
28:56
available in the e-ray that shows up on the center screen that will show what we call power flows but it shows where the
29:03
power is going either out to the motor or back into the battery it shows the power output of both the front drive
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motor and the small block lt2 we show state of charge of the battery and it's
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all done graphically over a ghosted view of the car itself and we will light up
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in different colors for example the front Drive Unit whether you're regetting or using power from the front
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Drive Unit it's a really engaging entertaining thing to look at we've all gotten used to probably staring at
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either our album art or our nav screen even though we know where we're going this is something really engaging and
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lets drivers really get into the detail tales about what their e-ray is doing and not only that screen that's in there
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but there's also a dino page that will graphically show what each of the drive unit and the internal combustion engine
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is doing at the end of a trip you can zoom in and out of that you can actually play back on the screen to see what was
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I doing in this maneuver what was the Drive Unit doing in cases where you can't necessarily study all that data
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and concentrate on driving and then there's one last screen that will summarize the overall performance of
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that drive cycle show you what kind of efficiencies you got from the front drive motor and the power reuse it's a
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really cool engaging and neat piece of technology that also makes the e-ray special that's really cool buddy like I
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said congratulations on this e-ray it's a technological Marvel have we forgotten
30:31
anything is there anything else that we should be covering on this show that we can talk about for the e-ray I can go on
30:37
and on I would just say I often get asked about any Corvette what's my favorite part of the car I think most
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people are thinking pick a piece of hardware and talk about what you like about it my answer is the same my
30:48
favorite part about this car is driving it it's really really a joy to drive it's different than the Z06 the Z06 is
30:56
visceral and kind of raw intentionally we made it that way on purpose it's a track focused weapon and it's the best
31:02
Corvette for that mission the e-ray I would say is a more refined approachable Grand Touring Car it still can do the
31:09
best carving on back roads but now maybe you can exercise the car in a way without having to worry about what the
31:16
weather is going to do or where you're going to be because it really does come with that extra bonus of all weather
31:21
capability we call it the Swiss army knife of Corvette it does a lot of things very well that's perfect that is
31:27
absolutely perfect buddy thanks again for being on Corvette today love having you on looking forward to seeing you
31:33
soon probably at the birthday bash right yeah I think I'll be there sounds good thanks a lot thank you Steve thanks for
31:40
listening to Corvette today and please be sure to tell your family friends and other core events enthusiasts about the
31:45
Corvette Today podcast and thanks to our sponsors wheelcraft want to dress up your Corvette with bright Chrome or
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if you've been listening to Corvette today with Steve Garrett if you'd like to contact Steve with any thoughts on
32:32
the podcast or ideas for guests on Corvette today you can email him at stevegarett DJ gmail.com
32:40
that's Steve Garrett DJ gmail.com Garrett has two r's and two T's or
32:46
connect with Steve on social media on Facebook Twitter or Instagram using at
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Steve Garrett DJ thanks again for listening to Corvette today [Music]
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foreign
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