Peru Depenado (Peru Depenado) - Pedro Alexandrino

Peru Depenado (Peru Depenado) - Pedro Alexandrino
Pinacoteca do Estado de São Paulo, São Paulo, Brasil
OST - 164x131 - 1900

Cozinha na Roça (Cozinha na Roça) - Pedro Alexandrino

Cozinha na Roça (Cozinha na Roça) - Pedro Alexandrino
Pinacoteca do Estado de São Paulo, São Paulo, Brasil
OST - 131x110 - 1894

Angélica Acorrentada (Angélica Acorrentada) - Jean-Auguste Dominique Ingres

Angélica Acorrentada (Angélica Acorrentada) - Jean-Auguste Dominique Ingres
MASP, São Paulo, Brasil
OST - 100x81 - 1859

A Virgem do Véu Azul (A Virgem do Véu Azul) - Jean-Auguste Dominique Ingres

A Virgem do Véu Azul (A Virgem do Véu Azul) - Jean-Auguste Dominique Ingres
MASP, São Paulo, Brasil
OST - 80x66 - 1827

Cristo Abençoador (Cristo Abençoador) - Jean-Auguste Dominique Ingres

Cristo Abençoador (Cristo Abençoador) - Jean-Auguste Dominique Ingres
MASP, São Paulo, Brasil
OST - 80x66 - 1834

Chevrolet Corvette C8 2020, Estados Unidos

Chevrolet Corvette C8 2020, Estados Unidos
Fotografia

Sometimes, a car comes along that leaves the automotive landscape different than before. In today's Silicon Valley parlance, we'd be tempted to term such a car a "disrupter." The last car to so radically shift the car world was the Tesla Model S, our 2013 Car of the Year.

This time around, our 2020 MotorTrend Car of the Year, the Chevrolet Corvette, fully scrambles the order of things. Simply put, never before has so much four-wheeled exoticism been attainable for so little money. Or I should say, so much good exoticism.

Chevrolet Performance did not phone in the first-ever production mid-engine Corvette. It dialed it, massaged it, honed it, crafted the new 'Vette to the point of the nearly impossible. The eighth-generation car will bring people into dealerships who previously would never have come in. The mid-engine Corvette is a game changer, an inflection point, and a reminder that when Americans truly set our minds to a task, look out. For soon you'll be standing on the moon—or driving the sports car equivalent thereof.

The father of the Chevrolet Corvette, Zora Arkus-Duntov, began working on a mid-engine Corvette back in 1959. Called the 1960 CERV-I (for Chevrolet Engineering Research Vehicle), the single-seater located its 283-cubic-inch pushrod V-8 small-block just aft of the driver's head. Subsequent CERV concepts only stoked the belief among MotorTrend editors that such a vehicle was not only possible but also likely.

Fast-forward to September 2019, and we finally get our greedy, grubby hands on the 10th-ever production mid-engine Corvette, an early-build, production-intent model with a VIN that ends in 000010. From our weeks of testing the Corvette against a field of formidable competitors, we can say Zora was onto something six decades ago.

"We've been waiting so long for this car that, climbing in, I felt like a kid on Christmas morning," Detroit editor Alisa Priddle said. "I didn't care if it was going to be good or bad, I just wanted to unwrap the present and drive it."

A very true statement, as we've had our eye on the mid-engine Corvette ever since we broke the story (yes, Virginia, it was us) back in August 2014. Half a decade is quite a lengthy waiting period, and if life teaches you anything, it is to be prepared for disappointment. Witness The Phantom Menace. All that anticipation, so much hope, so much good will, all destroyed by a terrible product.

Not here. I'm happy in the extreme to report that the 2020 Corvette delivers the goods, and does so in ways you wouldn't think possible.

"The C8 represents the biggest step change since the original Acura NSX in terms of being a usable everyday mid-engine supercar," international bureau chief Angus MacKenzie said. "It brings the Corvette closer to the Porsche 911 in terms of being an attainable and credible 24/7 supercar than any time since the '60s."

The C8 (referencing the eighth generation of the Corvette) still features a cam-in-block small-block V-8 right behind the passenger cabin, only it's grown to 376 cubic inches, or 6.2 liters. But everything else is changed. The new Corvette is all about disruption.

"The first thing you notice when driving in town is the lack of road noise for a supercar," said Chris Theodore, a perennial COTY guest judge as well as the engineer behind the second-generation Ford GT. "It's not silent, but it's much better than any other supercar I've driven."

That's right, a mid-engine, removable-roof car that hits 60 mph in 2.8 seconds is being praised for the quietness of its cabin. "This means that C8 engineers have done a good job in making the chassis attachment points stiff," Theodore continued.

The new Corvette rides surprisingly well, too. "Behavior on the freeways was remarkable," technical editor Frank Markus said. "In Tour mode it felt as comfortable as anything we've driven—including the dorky, tall-sidewall Nissan Leaf. And best of all, that ride quality didn't disappear when we put it in Sport and Track modes." We were collectively surprised by how smooth and polished the C8's chassis is.

We were also equally surprised at the Corvette's high-quality cabin. To be blunt: Corvette interiors have been nasty, low-quality dens of cheapness and weird smells since 1984. With always-terrible seats, too. That's the truth. With history as my witness, I was expecting more of the same. To keep the price as low as Chevy has promised, you'd think corners would have to be cut, and this would be the place to cut them. Nope. "The interior actually has great build quality. What a miracle!" associate online editor Stefan Ogbac said. "Lots of good materials, and the seats are super comfortable and supportive."

What impressed me most about the quality of the Corvette's cabin were the gear and drive mode selectors. At first glance, the shifter looks similar to what you'd find in the Acura NSX. The Corvette's gear selector is metal, about half the size, and feels like something off a high-end stereo. As does the well-weighted mode-selector puck. Think of a Marantz tuner from the 1970s, back when "American Made" was king.

Everything is laid out well, too. "Not only is the interior clever, and attractive, the ergonomics are very good," road test editor Chris Walton said, "but having a small screen, close to the driver, also enables you to rest your hand on top and thumb the touchscreen without the unsteadiness you'd have without the perch."

I love the squared steering wheel (a few others did not) and the jet-age homage of its design, though there was debate about the cabin's overall design. Some judges felt as if there was a bit too much bling, but others liked it. As for the stream of buttons that make up the HVAC controls and "puts up a wall," to quote Walton, between the driver and the passenger/glove box, most judges felt that these controls are of the set-and-forget variety. Plus, you just don't notice them from behind the wheel. You do notice a couple inexplicable cheap outs, especially if you're our executive editor Mark Rechtin. He despises the plastic cupholders. "How much would improving them have cost Chevy? Five bucks a unit?"

If the new Corvette has a weakness, it's the exterior design. The judges' opinions ranged from harsh (MacKenzie: "Bill Mitchell would be spinning in his grave. ") to damning with faint praise (Walton: "Fine from 100 feet. ").

The main issue: As you get closer to the vehicle, you see tributaries of pointless lines going off in every direction. This sort of sloppy linework—folds and creases that exist for the sake of existence—first appeared on the previous generation. Did the Corvette design team want to link the two products, to maybe help convince current Corvette owners to trade up for the newer model? Perhaps. Whatever the reason, although the car's shape is good, the details are not. However, that just means that Chevy has a real opportunity in a few years with the midcycle refresh. As our guest judge and former Jaguar design boss Ian Callum said, "Great car to drive. Shame about the styling."

Right, driving. What will convince current Corvette owners to trade in their cars is the C8's performance. In truth, the new 'Vette's numbers and capabilities might convince a few Porsche, BMW, and AMG owners to do the same. Might convince more than a few, in fact.

We mentioned the 0-60 time previously, but to contextualize that number, the 755-horsepower C7 Corvette ZR1 hits 60 mph in 3.0 seconds. The 789-horsepower Ferrari 812 Superfast hits 60 mph in 2.8 seconds. Remember, the C8 with the Z51 Performance package makes "only" 495 horsepower. I won't even point out the $377,000 price gap with Ferrari. Whoops, I just did.

Much of the credit is due to the quick-shifting eight-speed dual-clutch transmission. Big takeaway: We've yet to test a quicker naturally aspirated, rear-drive production car to 60 mph, price be damned. The C8 did great in the quarter mile, too, covering 1,320 feet in 11.1 seconds at 123.2 mph. That beats the direct competitor Porsche 911 Carrera S by 0.1 second. A win, however, is a win; the Corvette is quicker than the Porsche.

Braking from 60 mph takes place in 97 feet, which is world class. The C8's figure-eight time of 23.3 seconds is quick but behind the aforementioned Porsche (22.7 seconds) and stuff like the Chevy Camaro SS 1LE (22.9 seconds). I'll go ahead and blame the awkward brake-by-wire system. We all agreed there's more work to do here. "It's near-impossible to accurately modulate the braking effort in Track mode, the system defaulting to instant-on ABS intervention at pedal speeds and weights a steel-braked 911 would shrug off," MacKenzie said.

But those are modest complaints. The C8 wins our top award on the strength of how it drives. "Phenomenal performance," news editor Alex Nishimoto said. He's right. While conducting limit testing of the entire field at the Hyundai Motor Group California Proving Ground, I knew the Corvette deserved to be a finalist—but my mind remained open to other vehicles taking the top spot.

It was after cruising the twists and turns of Cameron Road on our finalist loop near Tehachapi that I became convinced the mid-engine Corvette had to be our winner. "It's so easy to drive," editor-in-chief Ed Loh said. That's perhaps the No. 1 big change from behind the wheel of the C8 compared to the C7. You can just go for it and attack a road with abandon. I loved how potent, aggressive, and in control I felt. Total confidence.

Many judges mentioned that there's a touch of understeer. Note, I did not say complained about said phenomenon, just mentioned that it's there. Loh noted that dialing in some understeer is a "sensible strategy," as this will be many owners' first time driving a mid-engine car, and understeer keeps the nose pointing in a straight line when you push the throttle farther than your skills allow. Let me stress that we're talking a skosh, a pinch, a tiny amount of understeer. We're just saying the car isn't tail happy. "The genius of this Corvette is it feels benign to beginners," MacKenzie said, "but it's not boring for experts."

As a group of experts, we collectively loved driving the thing. "The sound is just thrilling when you accelerate, punctuating each shift change, sounding and feeling fabulous," Priddle said. Theodore agreed: "The C8 is very easy to drive, with very high capabilities that most owners will not reach." Nishimoto added, "Happiness is having a small-block V-8 rumbling behind you." Rechtin called the C8 "something that can be driven very fast, all day, but you emerge completely rested and relaxed." And MotorTrend en Español managing editor Miguel Cortina said, "Finally, a Corvette that I enjoy driving."

To become a MotorTrend Car of the Year, you have to punch hard against our six key criteria. To quickly break it down, the new Corvette fares worst in terms of advancement of design. However, as a car's interior is included in this metric, the C8 did OK.

The 2020 Corvette's engineering excellence is through the removable roof; it features world-class performance combined with shockingly good ride comfort and noise levels. Chevy's top dog also scores big in terms of performance of intended function, assuming that intended function is to be a daily-driven supercar.

Safety is trickier with the Corvette, as neither IIHS nor NHTSA have or will crash-test it, but based on safety scores for GM's other recent offerings, we'll give Chevrolet the benefit of the doubt here. As for efficiency, the small-block has cylinder deactivation to loaf along while powered by just four cylinders.

Value is where the C8 goes off the charts. Why would you buy a BMW M4 for the same money? Why would you spend half again as much for an equivalent 911? Besides a badge, what does a Ferrari give you? And just wait until the more powerful Corvette iterations show up.

Few cars change the automotive landscape, forcing other manufacturers to react, as the status quo will no longer do. It's déjà vu all over again, again, folks. Chevy is selling a supercar for sports car prices. As I told a wealthy supercar collector friend of mine, "If I were you, I'd buy three." Or as MacKenzie put it, "Hallelujah! A real, honest-to-god, mid-engine supercar for the price of a Corvette." Great job, Chevrolet.

Chevrolet Corvette C8 2020, Estados Unidos

Chevrolet Corvette C8 2020, Estados Unidos
Fotografia

High expectations are a bitch. Whether you're anticipating Adele's next album, Ron Howard's next movie, or Christian Yelich's next at-bat, it's only human to feel a little deflated if it doesn't turn out just the way you'd dreamed it would. And, so, the deflation potential is high with the new mid-engined 2020 Chevrolet Corvette.

From the moment that rumors surfaced that the engine in the next C8-generation Corvette might move behind the seats, the presumption that the car would be a breakthrough, a revelation, and a revolution has followed it like a moon shadow. Now it's here. And it does look more like a Ferrari than a Corvette, with the same cabin-forward proportions as every hyperfast, megadollar exotic on the market. And we've driven it extensively. So, has Chevrolet built a supercar for the masses—an American Ferrari—or simply a better Corvette? The answer is yes—but with an asterisk. It's complicated.

We did our judging by spending a week in a C8 equipped with the $5000 track-capable Z51 Performance package and optional FE4 magnetorheological dampers (an additional $1895), the hottest version available at launch. We drove it on the road. We track-tested it to scrutinize its performance capabilities. And we timed laps at Grattan Raceway outside of Grand Rapids, Michigan, in both the C8 and a similarly equipped C7-gen Z51 Vette to see whether the mid-engine model's claimed handling advantage over its front-engine predecessor is real.

After all that poking and prodding, we have concluded that the new C8 is spectacular, amazing, and supremely capable. Maybe even revolutionary. And we've also come to the realization that, despite its long list of compelling attributes, it's still not quite everything we had hoped it would be. Like we said, it's complicated.

Whatever the world's expectations for the C8, Chevy had its own. Yes, the company wanted to appeal to younger buyers who once tacked posters of Lamborghini Countachs to their bedroom walls. But the Corvette, once again called the Stingray, was designed to occupy the same place in the market as before. Some 50 percent of Corvette buyers purchase the entry-level model, which is why a base C8 goes for just $59,995—hundreds of thousands less than the McLarens, Ferraris, and Lamborghinis it resembles. Nor did the Corvette team want to shock its loyal owners with a car so alien that they couldn't abide it. "First we designed a mid-engine car," a Corvette team insider told us. "Then we had to turn it into a Corvette." That's the framework within which to judge the new C8.

Untangling our feelings about the C8 Stingray starts with examining its performance, which definitely lives up to expectations. With 60.6 percent of its mass over the rear tires—the C7 Stingray had a roughly 50/50 front-to-rear weight distribution—the C8 is ferocious off the line. Note that our heavily optioned test car weighed 3647 pounds, 195 more than a 2019 C7 Z51 we tested. With the dual-mode performance exhaust that's included in the Z51 package, the 6.2-liter LT2 V-8 in the C8's tail makes 495 horsepower (base cars without that exhaust make 490). That's up 35 ponies from the C7 Z51's engine, which keeps the pounds-per-horsepower ratios of the two cars virtually equal.

Aided by its quick-shifting eight-speed dual-clutch automatic—the only transmission available—and a well-calibrated launch-control system, the C8 rips off zero-to-60-mph runs in 2.8 seconds. That's 1.1 seconds quicker than the last C7 Z51 we tested with a manual transmission. The C8 even betters the zero-to-60-mph runs of the quickest 650-hp C7 Z06 and 755-hp C7 ZR1 that we've strapped our test gear to, both of which lose the struggle with grip in low gears. Yes, they are traveling faster than the new Vette by the end of the quarter-mile, which the C8 does in 11.2 seconds at 122 mph, but the point is made: The mid-engine configuration pays off from a standing start.

The C8 stopped from 70 mph in 149 feet and hung on to the skidpad at 1.03 g with quite a bit more understeer than we were expecting, considering our experiences on the road. Neither of those chassis metrics are improvements over the C7, which stopped in 139 feet and circled the skidpad at 1.06 g. Partial blame can be cast at the C8's weight gain. However, the full extent of the latest Corvette's handling superiority would play out during hot lapping at the racetrack.

While the C8's performance places it within the bounds of the supercar class, character matters as much as capability. It's here where your expectations will affect how you feel about the C8. Make no mistake, if you want to haul ass down a writhing piece of asphalt, this car will do it at astounding velocities, with a viselike grip on the pavement and the haughty assuredness of a car born to the task. There are six driving modes, and the FE4 damper package also includes the Performance Traction Management system for fine-tuning the car's stability control for track use. Switch into any of the more aggressive settings with the awkward-to-use dial on the center console, punch the push-button shifter into manual mode, and hang on. The faster you go, the better the C8 feels. The steering cuts like a race car's, and the cornering limits are virtually out of reach on the street—though steering feel and feedback aren't as communicative as those from a Porsche 911 or a McLaren 720S. Boiling out of corners on full throttle, the big V-8 thunders like a NASCAR engine, and the dual-clutch automatic delivers crisp shifts when you pull the paddles on the back of the steering wheel.

Most of the time, you won't be blazing twisty roads like a four-wheeled flamethrower; you'll be wanting a car that's a little more Zen. Bimodal, everyday usability has long been a Corvette trait, and the C8 continues that tradition. In Tour mode, it transmogrifies into a laid-back daily driver, with a ride smoother than many sports sedan's, steering lighter than a Malibu's, and an engine note that's barely a murmur. The transmission eases through its eight gears unnoticed, though it can be a bit lazy to downshift if you stab the throttle. Extensive acoustic insulation has made the C8 not only quieter by three decibels at 70 mph than the C7, but just plain quiet. This kind of dynamic bandwidth is almost unheard of in the mid-engine exotic realm.

There are three seat options in the C8: GT1, GT2 (included in the 3LT trim), and the more aggressive Competition Sport buckets. The GT2 chairs in our test car were soft in the right places yet wonderfully supportive for amped-up cornering. This is a car you can drive anytime, anywhere—including clear across the country—without it tiring you out. Plus, it has useful space in the front and rear cargo holds. So, go ahead, take it to the supermarket.

But normal driving also is where the C8 gets tripped up by elevated expectations. More than a few of us were hoping for more character, more drama, and more personality when we weren't hammering it. Ferraris and Lamborghinis snarl at you like caged tigers even when you're just moseying through downtown. The steering of Porsches and McLarens is more vivid than the Corvette's at low speeds. We sometimes wished the new Stingray felt a little louder and brasher, a bit more like the C7. Can a car that looks this angry actually be too refined? That's where the asterisk comes in.

We have few reservations about the new Stingray's interior, though. Our car, a well-equipped example with the $11,950 3LT package, boasted supple, tautly sewn leather on most of its interior surfaces, plus extras such as the $1500 carbon-fiber trim. You sit farther forward compared with the seating position in the C7, though the view over the deep instrument panel isn't as panoramic as it is in some other mid-engine cars. The wall-like cabin divider that houses the climate controls looks obtrusive but isn't. The odd squared-off steering wheel is, surprisingly, as easy to use as a circular one, and it provides a clear view of the programmable digital gauge cluster. The steering-column stalks are a bit of a reach, and the glare on the rear glass sometimes hides what's behind you. The electronic rearview mirror camera that's standard on 2LT and 3LT trims solves this problem, though; it provides an unobstructed view of anything behind you. Overall, this is by far the best Corvette interior ever.

The C8 also is the most impressive Corvette ever. Deleting all the fancy gear on our test car—it had all manner of extras that didn't make it drive better, including a $1495 front-end lift mechanism to clear steep driveways and $995 worth of carbon-fiber engine-compartment garnish—wouldn't change how we feel about it. But it would drop the price considerably. For a base car with the Z51 package and FE4 dampers, you're looking at only $66,890. This is nothing less than the democratization of the exotic car.

And consider this: The C8 Stingray is but the opening salvo in Chevy's supercar revolution. It's a known secret that several hotter C8s will soon follow, powered by high-revving, DOHC 32-valve flat-plane-crank V-8s starting at 600-plus horsepower and ranging up to a hybrid with nearly 1000 ponies. Those versions likely will deliver all the snarl anyone could want.

That's the future. This is now, and it's clear that the new C8 isn't just a better Corvette, but a supercar for the rest of us—imperfections be damned. You'll just have to readjust your expectations to suit.

Chevrolet Corvette C8, Primeiras Unidades a Venda no Brasil - Artigo

Chevrolet Corvette C8, Primeiras Unidades a Venda no Brasil - Artigo
Artigo

O novo Chevrolet Corvette chegará ao Brasil um mês após as primeiras entregas do modelo nos Estados Unidos.

A loja Direct Imports, de São Paulo, receberá um lote de 20 unidades do novo Corvette C8 em março deste ano. Segundo Daniel Valerio, CEO da empresa, 14 veículos já estão vendidos pelo preço de R$ 600 mil cada um.

"O carro tem sido muito procurado mesmo neste cenário de dólar em alta", afirmou o executivo em comunicado. A Direct informa que após esse pacote inicial só conseguirá trazer mais unidades do modelo em 2021. O motivo? A alta demanda do esportivo nos Estados Unidos.

A oitava geração do Corvette é a primeira a usar um motor central-traseiro, mesma disposição usada em modelos de Ferrari, Lamborghini e Audi. No GM o V8 6.2 aspirado pode ultrapassar os 500 cv quando equipado com escapamentos esportivos opcionais.

Apesar da alta demanda, a GM segue sem interesse em importar oficialmente o modelo para o Brasil. Por aqui a marca tem como único esportivo o Camaro, vendido nas versões cupê e conversível a partir de R$ 333 mil.

Como Surgiu o "Paulistanês", o Sotaque Falado nas Ruas de São Paulo - Artigo

Como Surgiu o "Paulistanês", o Sotaque Falado nas Ruas de São Paulo - Artigo
Artigo

"Um chopis e dois pastel", "choveindo", que também pode soar como chovennndo", "orra meu" e "véio" são expressões ou pronúncias que tornam possíveis, para muita gente, a identificação do falante como nativo da cidade de São Paulo.

É o "dialeto" ou sotaque paulistano, tão diferente de outros, mas tão próprio e característico de quem o expressa, como o chiado o é para os cariocas. Ele se formou ao longo dos 466 anos da cidade, completados no dia 25 de janeiro de 2020.

Cada modo de falar é próprio de uma comunidade, seja um bairro, uma cidade, um estado ou país — basta ver as diferenças entre o português falado no Brasil e o de Portugal.

O desenvolvimento do "paulistanês" é resultado da história da própria cidade.

No princípio eram os índios, com suas dezenas de línguas — cerca de 380 em todo país, na época do descobrimento — principalmente o tupi ou tupi antigo, falado pelas tribos de povos dessa etnia, que habitavam a maior parte do litoral do Brasil no século 16, aí incluído o Planalto de Piratininga, onde está assentada a cidade de São Paulo. Entre elas estavam os tupinambás, tupiniquins, caetés, tamoios, potiguaras e tabajaras.

Depois vieram os colonizadores portugueses, de várias partes de Portugal, cada uma com seu linguajar e sua pronúncia. Mais tarde chegaram os escravos africanos e suas variadas línguas e, mais recentemente, os imigrantes de diversos países, com destaque para os italianos.

"O sotaque da cidade de São Paulo é uma grande mistura", diz o músico e pesquisador Ivan Vilela, da Faculdade de Música, da Escola de Comunicações e Artes, da Universidade de são Paulo (ECA-USP). "Inicialmente, até o final do século 19, era o caipira, que ainda está presente em todo o interior do estado, sul de Minas Geras e Triângulo Mineiro, que foi o eixo de difusão da cultura bandeirante."

De acordo com ele, autor do livro Cantando a Própria História: Música Caipira e Enraizamento, o "paulistanês" começa a receber uma série de injeções linguísticas a partir dessa época.

"Para se ter uma ideia, em 1883 o censo da população da cidade mostrou um número maior de italianos do que de brasileiros", diz. "Eles deixaram uma marca muito forte no sotaque paulistano, que pode ser visto na obra de Juó Bananère [pseudônimo usado pelo escritor e poeta brasileiro Alexandre Ribeiro Marcondes Machado para criar obras literárias usando o modo de falar da colônia italiana de São Paulo na primeira metade do século 20] e quando se ouve Adoniran Barbosa."

Vilela explica ainda que o sotaque caipira foi "expulso" da cidade. "Num processo de modernização, São Paulo começou a banir todos esses traços arcaicos, dentre eles a própria 'língua' caipira", diz.

"Paralelamente a isso, houve a proclamação da República, com todo seu ideário positivista, que deu suporte a ela e interferiu na relação da população com a cultura popular que a cercava. Começou a haver uma prevalência do saber erudito sobre o popular."

Depois começaram a chegar outras levas de imigrantes, como japoneses, espanhóis e libaneses. A consequência foi que em cada canto da cidade surgiu uma marca característica.

"Na zona sul, na região de Santo Amaro, por exemplo, predomina o sotaque nordestino. Na zona norte a influência já é mais portuguesa", afirma Vilela.

Além disso, o êxodo rural em direção à capital, ocorrido a partir de 1920, como a derrocada da cultura do café, trouxe de volta o falar caipira para a cidade de São Paulo, segundo ele.

A historiadora e linguista Lívia Oushiro, da Universidade Estadual de Campinas (Unicamp), tem outra explicação para a presença, até hoje, do sotaque caipira na capital.

"É difícil determinar se ele 'ressurgiu' na periferia ou se nunca desapareceu da cidade", diz. "Acho a segunda hipótese mais provável. Mas, sem dúvida, a sua presença nas periferias tem a ver com o grande influxo de migrantes do interior à cidade de São Paulo ao longo da segunda metade do século 20."

Ela explica que no Brasil, o grande diferenciador de sotaques é a pronúncia da letra "R", principalmente quando em final de sílaba, em palavras como "porta" e "mulher".

"Na capital paulista, há duas pronúncias principais para esse som: o chamado 'R retroflexo', que é também conhecido como 'R caipira' e que está bastante presente na fala dos moradores de periferia [pense, por exemplo, num rapper falando 'certo, mano!']", explica. "A outra é o chamado 'R tepe', que é usado principalmente nas regiões centrais da cidade."

Esse R soa como na palavra "pirata", diferentemente do R retroflexo, que é usado em Piracicaba, por exemplo, como em "porrrta".

"O primeiro é considerado um traço mais 'central' geograficamente, e pode ter conotações de classe (mais alta) e as concomitantes associações de formalidade", diz o linguista Thomas Daniel Finbow, do Departamento de Linguística, da Faculdade de Filosofia, Letras e Ciências Humanas, da USP. "O retroflexo, por sua vez, é visto como mais periférico e informal."

Uma outra característica facilmente reconhecível do "paulistanês" é o jeito de pronunciar as sílabas "ti" e "di" — que soam como "tchi" e "dgi" —, de acordo com Lívia, que é autora da tese de doutorado sobre o tema.

Ela lembra ainda da ditongação (união, em uma mesma sílaba, de uma vogal silábica e uma semivogal) do "en" em palavras como "fazenda" e "entendendo". "Elas acabam sendo pronunciadas como 'fazeinda" e 'enteindeindo'."

São Paulo tem também vocábulos próprios. O paulitano usa, por exemplo "'marmita', 'busão' e 'mexerica' em vez de 'quentinha', 'coletivo/ônibus', 'tangerina/bergamota' de outras regiões", afirma a linguista.

Se observar direito, quem visita a cidade vai notar que em algumas regiões, principalmente naquelas com maior número de descendentes de italianos, como os bairros da Mooca e da Bela Vista (Bexiga), não se usa muito o plural, como em "os carro vermelho".

Isso porque o italiano não usa o "s" para formar o plural.

"No caso do italiano, ele deriva do caso nominativo latino, cujo plural é formado pelo uso, no final da palavra, de 'i', para o masculino, e de 'e', para o feminino, e não do 's'", diz Manoel Mourivaldo Santiago-Almeida, doutor e pós-doutor em Letras e professor titular da USP.

"O português e o espanhol usam o "s", porque derivam do acusativo plural latino, que já o tinha. Isso é um exemplo de como a gramática de um idioma influencia outro."

Para Finbow, apesar de em muitos casos fugir das normas cultas da língua portuguesa, não se deve considerar o sotaque paulistano — ou qualquer sotaque — como "errado". "Ele não deveria ser enxergado como uma série de desvios da norma padrão, porque as raízes de alguns traços das variedades paulistanas antecedem a formação de uma norma culta e são fundamentalmente independentes dela", explica.

Rua General Carneiro, São Paulo, Brasil

Rua General Carneiro, São Paulo, Brasil
São Paulo - SP
Revista Life - Estados Unidos
Fotografia



Foto da subida da Rua General Carneiro. O Viaduto é da Rua Boa Vista. O Edifício ao fundo, parecido com o Edifício Altino Arantes, é o Edifício Azevedo Villares que fica na Rua do Tesouro com a XV de Novembro. À esquerda da foto fica o Pátio do Colégio.