2014 corvette

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CARFAX — Your Vehicle History Expert

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Did you know that considerably more used cars are sold than new cars? We think this second-hand system is nothing short of fantastic. However, it goes without saying that it gives rise to different methods and tactics: Some sellers will disguise a car that's been in an accident under a fresh coat of paint, tamper with the odometer or conceal theft. This is one of the less appealing aspects of buying second hand. Our goal is to establish trusting relationships between buyers and sellers, since this is the best way to help customers make the right decision. Your new car should be reliable and make you feel safe, as well as make you feel like you haven't paid too much.

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CARFAX — 35+ Years of Experience in Vehicle Histories

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Fostering strategic partnerships with registration authorities, law enforcement agencies, government departments, insurance companies, inspection centers and numerous other leading companies around the world has enabled us to compile a unique international database for vehicle histories. We use this database to help make the used car market more transparent. We give everyone in the process of buying a used car access to what is currently the world's most comprehensive source for vehicle history reports, and is growing day by day.

We remain neutral and independent despite our partnerships — our sole purpose is help customers make an informed choice and ensure their safety and the safety of their family. This includes never collecting any personal details — we do not accept any PII from data sources amongst the information we provide about a vehicle. We ensure that data protection laws are observed at all times. Furthermore, we always collect our data in compliance with legal and regulatory frameworks — in all the countries in which we are active. We expressly distance ourselves from illegal activities such as data theft, scraping and hacking.

Sours: https://www.carfax.com/Used-2014-Chevrolet-Corvette_z3389

2014 Corvette Stingray Cranks Out 460 Horsepower

SAE certifications confirm new Corvette has most powerful standard engine ever


DETROIT – The 2014 Corvette Stingray’s all-new LT1 6.2L V-8 engine is SAE-certified at 460 horsepower (343 kW) at 6,000 rpm and 465 lb-ft of torque (630 Nm) at 4,600 rpm, with the available performance exhaust system, Chevrolet announced today.

The Stingray is SAE-certified at 455 horsepower (339 kW) and 460 lb-ft (624 Nm) with the standard exhaust system. They are the highest standard power ratings ever for the Corvette, delivered with efficiency that is expected to exceed 26 mpg on the highway.

“The 2014 Corvette Stingray’s LT1 engine is a triumph of advanced technology, delivering more power and torque than ever before with greater efficiency,” said Jordan Lee, Small Block chief engineer.

“The LT1’s performance complements the Corvette’s low mass with a tremendous feeling of power that builds as the rpm climbs. Drivers will experience more power and acceleration than ever before with the standard engine – in fact, its power and torque surpass many uplevel engines offered by competitors.”

At 74 horsepower per liter, the LT1 has greater power density than the C6 Corvette’s LS3 6.2L engine and even the C6 Z06’s racing-derived 7.0L LS7. It also produces comparable torque to the LS7 – up to 4,700 rpm – and its peak torque is within 5 lb-ft of the 7.0L engine. That torque is generated early and sustained across the rpm band, with 316 lb-ft available at only 1,000 rpm and 90 percent of peak torque available from 3,000 rpm to 5,500 rpm – giving the lightweight Corvette Stingray excellent acceleration at all speeds.

Chevrolet estimates the Corvette will run from 0 to 60 mph in less than four seconds.

The new LT1 engine’s high output, and high power density and efficiency are due to several advanced technologies, including direct injection, Active Fuel Management and continuously variable valve timing, which support an advanced combustion system.

Direct injection is a primary contributor to the engine’s combustion efficiency, ensuring a more complete burn of the fuel in the air-fuel mixture. That’s achieved by precisely controlling the mixture motion and fuel injection spray pattern. Direct injection also keeps the combustion chamber cooler, which allows for a higher compression ratio. Emissions are also reduced, particularly cold-start hydrocarbon emissions, which are cut by about 25 percent.

Active Fuel Management, or cylinder deactivation, is a  first-ever application on Corvette. It helps save fuel by imperceptibly shutting down half of the engine’s cylinders in light-load driving. Continuously variable valve timing is refined to support the LT1 AFM and direct injection systems to further optimize performance, efficiency and emissions.

These technologies support the all-new, advanced combustion system, which incorporates a new cylinder-head design and a new, sculpted piston design that is an integral contributor to the high-compression, mixture motion parameters enabled by direct injection.

Additional engine features include:

  • Advanced oiling system with oil-spray piston cooling and available dry-sump oiling
  • Engine-mounted, camshaft-driven fuel pump to support the direct injection system
  • Intake manifold with “runners in a box” design that allows for high-efficiency airflow packaged beneath the Corvette’s low hood line
  • High-flow, four-into-one exhaust manifolds based on the design of the LS7 engine.

Small Block legacy

The 2014 Corvette Stingray’s LT1 engine is the fifth generation of the Small Block engine family, which debuted in the Corvette in 1955. It displaced 4.3L (265 cubic inches) and was rated at 195 horsepower, drawing air and fuel through a four-barrel carburetor. Five years later, Small Block power helped Corvette secure its first victory at the 24 Hours of Le Mans.

In 2012, the Small Block-powered Corvette Racing C6.R beat Ferrari, BMW and Porsche to sweep the drivers’, team, and manufacturer championships in production-based American Le Mans Series GT class. These championships make Corvette Racing the most successful team in ALMS history, with a total of 77 class wins, eight drivers’ championships, and nine manufacturer and team championships since 2001.

The 2014 Corvette Stingray coupe goes on sale this fall, with a convertible following by the end of the year – each sharing an all-new aluminum frame structure and enhanced chassis, as well as completely new exterior and interior designs.

Sours: https://media.gm.com/media/us/en/chevrolet/news.detail.html/content/Pages/news/us/en/2013/May/0528-corvette.html
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From the December 2015 issue

Let’s get this out of the way up front: The litany of breakdowns suffered by our long-term 2014 Chevrolet Corvette Stingray Z51 (C7) was simply appalling. Yes, we know a car is a machine made up of thousands of components, and that despite massive leaps in technology and manufacturing that make cars far more reliable today than they were just a couple of product cycles ago, things can and do go wrong. But sheesh.

Things were fine at first, starting with our coupe’s base price of $51,995, which is nearly 30 grand less than the base price of another popular way to go fast, the Porsche 911. Among the C7’s standard features are its rigid aluminum space frame and lightweight Batman bodywork that always grabs attention, even in our test car’s reserved Blade Silver Metallic. Contrasting black wheels ($495) and “carbon flash” exterior accents ($100) surely helped. The suspension still uses composite (fiberglass) transverse leaf springs, but the Stingray is ­altogether more high-tech and engaging to operate than before.

The C7’s interior is vastly improved from the C6’s. Nicely equipped to start, our test car also included the mid-level 2LT equipment group ($4210), which added heated and ventilated seats, a color head-up display, and other luxuries. We also opted for carbon-fiber interior trim ($995) and Chevy’s MyLink navigation ($795). The “Car and Driver” identification plaque on the console ($200) flattered our already-inflated egos. As tested, including other options to be cited shortly, the car’s price was $66,575. Little did we know how special it really was.

Our Stingray’s problems started innocently enough when—at 850 miles—the eight-inch center touch screen began malfunctioning because of contact with the surrounding trim panel. Adjusting the trim piece was a simple warranty fix, but other problems followed.


GM’s new aluminum-block, 6.2-liter LT1 V-8 is the heart of the C7, and most of the time it thundered to life and roared like a NASCAR stocker as we worked the standard seven-speed manual transaxle. Our optional variable performance exhaust ($1195) gave it a motorboat yowl. Rated at 460 horsepower and 465 pound-feet of torque, the big LT1 smoothly chugged away from idle and yanked itself up to its 6600-rpm redline.

The latest small-block is clever, too, with direct fuel injection, variable valve timing, and cylinder deactivation. Assisted by the Stingray’s slick profile and tall g­earing, we averaged 21 mpg overall and regularly ­traveled more than 30 highway miles on a ­gallon of premium, making the Corvette an adept road-trip companion. It was comfortably long-legged on ventures to New Jersey, North Carolina, Virginia, and Wisconsin. After its recommended break-in period, our 3436-pound test car was properly quick, reaching 60 mph in 3.9 seconds and covering the quarter in 12.2 seconds at 118 mph.

But the dry-sump oiling system included with the $2800 Z51 package could not prevent the engine from self-destructing. It grenaded at 6000 miles, when we rolled onto a local chassis dynamometer to meas­ure the LT1’s power at the pavement. The engine started to eat itself before we could begin the testing in earnest. Fearing the V-8 was in the early stages of seizure, we shut it down and ordered a flatbed for transport to our dealership.

It took the dealer two weeks to replace the engine under warranty, and GM engineers provided a full tear-down and analysis of the mishap. A connecting-rod bearing had failed, sending debris through the LT1’s belly and chewing up more internals. In related news, GM acknowledged that the engine manufacturing plant had experienced some difficulty ridding the inside of the block of machining burrs. As luck would have it, its oil-filter manufacturer had a similar problem; some filters had a thread shard that could come loose and contaminate the lubrication system. The only good part of this story is that our engine was replaced at no charge.

Acceleration figures were about the same with the second engine when we returned to the track at the end of the test. Yet, technical editor K.C. Colwell noted that the car would’ve likely been quicker than new if the shifter wasn’t “tighter than any other C7 I’ve driven.” Other drivers agreed, chiding the seven-speed for its chunky engagement, propensity to pop out of lower gears, and the difficulty in navigating the tightly spaced gates. At 38,000 miles, we had the dealer adjust the shifter’s linkage in accordance with a service bulletin, but that made little difference.

The Stingray’s bad luck piled on with the miles. Fixing a windshield stone chip wasn’t a big deal at $50, but the glass subsequently cracked, costing us $937 for a replacement. We also had to shell out $854 for new rear Michelins at 13,000 miles because of a puncture, and wearing out the fronts in 31,000 miles drained the coffers of another $714.

The C7’s seats are a huge improvement over the C6’s, which provided little lateral support and rocked back unsettlingly. But our car’s $1995 Competition Sport thrones left us of two minds. While some drivers found them supremely comfortable for long treks, others called them overkill and found the short bottom cushion unsupportive. Their elevated hip points also gave the awkward feeling of sitting on a phone book and adversely affected the driving position. And then the passenger’s seat-mounted side airbag needed to be swapped out at 15,000 miles because of a defect prompting a recall. The car was returned to us with an unraveling driver’s seatback cover, which would ultimately need to be replaced, too.

Although we had fitted excellent Michelin Pilot Alpin PA4 winter tires, the Corvette struggled in the deep freeze of our Michigan winter. In sub-zero temps, the LT1 V-8 could take up to 12 seconds of cranking before firing, which surely contributed to the starter motor dying at 21,000 miles. Shortly thereafter, the brain of the Stingray’s heating-and-air-conditioning system began shutting down intermittently—in mid-January—and needed to be swapped. We donned parkas and limped the car along while the dealer ordered a new control unit, but this issue still took nearly three weeks to resolve.


The C7’s axle seals began leaking lubricant at 25,000 miles. Frigid winter weather probably aggravated this failure. GM was in the process of installing more-durable seals in production, and the improved parts supplied to our dealer cured the issue. But it’s worth mentioning that neither our long-term 2014 Jaguar F-type V-8 S nor our 2014 Porsche Cayman S, which both suffered through the same awful winter, had any problems dealing with the cold.

Throughout the frigid months, the Corvette was the car to avoid. The heated seats only got lukewarm, and the already-finicky shifter felt like it was stirring a bag of cement until the drivetrain warmed up. We also were tiring of the cacophony of road and tire noise that suffused the cabin, exacerbated by winter tires. The C7’s aggressive steering geometry also meant that the front tires would annoyingly scrub in tight parking maneuvers, a tradeoff for the car’s impressive handling.

The Stingray’s final 15,000 miles were mostly trouble-free once the weather warmed. Although several drivers noted that they would’ve probably traded in the Corvette by now were it their personal car, we went back to enjoying the rest of the Z51’s performance hardware: sportier suspension settings, an electronic limited-slip differential, shorter transmission gearing, larger slotted brake rotors, transmission and differential coolers, and 19-inch front and 20-inch rear wheels with run-flat Michelin Pilot Super Sport tires (245/35s in front and 285/30s at the rear).

The optional Magnetic Ride Control dampers with GM’s Performance Traction Management ($1795) further aided the chassis’ balance and grip with little apparent harm to the C7’s ride quality. Both systems are integrated into the console’s Drive Mode Selector dial, which can tune the car’s various systems from relaxed to race via five settings (snow/rain, eco, tour, sport, and track). The flexibility allowed the Stingray to be as poised in a fast sweeper as it was trundling down the highway. We all agreed the electric power steering had great feel and response, and the V-8’s soundtrack never grew old.


Our initial trip to the test track yielded a stellar 137-foot stop from 70 mph, as well as 1.03 g’s of stick on the skidpad. The Stingray’s braking performance was the same at 40,000 miles as it was when new, yet there was less understeer, and lateral grip increased to a neck-straining 1.07 g’s. Test-driver Colwell suspected a slight change in alignment as the cause, simply saying, “As it sits now, the car is hooked up.”

Compared with the warranty work, the Corvette’s scheduled maintenance every 7500 miles was straightforward. Our five visits cost $661 total, and included oil and filter changes, inspections, and replacing a few normal-wear items. The 30,000-mile service was the largest, at $255, but also included a clutch-fluid change. Although we had to pay for the first three oil and filter changes ($228) because our car was a GM test vehicle, actual owners would get those services for free under the Stingray’s included oil changes for the first two years or 24,000 miles. To maintain a cordial relationship with our dealer, we resisted the urge to demand a refund.

We’ve experienced little if any trouble with the later Stingrays we’ve driven and want to think of our test car as a first-year anomaly. The latest Corvette is an amazing performance bargain, and it still pained us to hand back the keys. But the reality is that this Stingray failed spectacularly, and its 17-month evaluation was a test of our patience as much as it was of the car itself. We can forgive some of its troubles because the C7 is the type of machine we’re happy to still have in our over-regulated and increasingly automated world. But we won’t forget this experience anytime soon.

Rants and Raves

Jennifer Harrington: This car is such a sweetheart, and its fuel economy still amazes me. And removing the top and putting it back on is an easy, one-person job.

Ron Sessions: There’s still some work to do on the shifter, which has all the finesse of a Lincoln Log in a burlap sack.

Carolyn Pavia-Rauchman: I feel as if I could drive this car for hours and hours.

Aaron Robinson: This car needs seven speeds like it needs square wheels.

Alexander Stoklosa: I love the way the whole car subtly rocks to the small-block’s lumpy idle. On the flip side, driving this car makes me feel like a 50-something divorcé.

Jeff Sabatini: Count me as one who thinks that the replacement engine has not married to the clutch and transmission as seamlessly as the original.

Don Sherman: My vote for America’s best car. A highly engaging commuter. This is a ride I’d actually stoop to buying.

Jared Gall: I absolutely love this car, but I would never recommend anyone buy one. The only safe course of action is to convince GM to loan you one until it breaks.

Erik Johnson: It still amazes me how easy this thing is to live with in day-to-day traffic.

Juli Burke: Exhilarating having all the passing power I needed, but I grew weary of the noisy, rough ride.

WHAT WE LIKE: With the Michelin summer rubber finally back on our long-term Chevrolet Corvette Stingray, and one of the coldest-ever Michigan winters behind us, we’re back to loving all the goodness that is a raucous, V-8­–powered American sports car with sharp styling. Our 2014 Z51 coupe continues to turn heads like it was just unveiled—particularly when it was seen trudging through four inches of snow—and the 6.2-liter V-8’s 460 horsepower is a riot to cut loose on freeway entrance ramps or, really, whenever we feel like it. The Stingray also continues to be an adept and comfortable commuter, averaging 21 mpg overall with 30 mpg possible on relaxed slogs.

WHAT WE DON’T LIKE: Not counting some additional—and critical—mechanical failures (more on those below), our Corvette simply did not handle the winter’s subzero temperatures as well as the other sports cars in our long-term fleet: a 2014 Jaguar F-type V-8 S and a 2014 Porsche Cayman S. Not that most Corvette owners would drive their cars when it’s minus-26 degrees Fahrenheit outside. But we did, and the Stingray simply doesn’t feel built for the cold, what with its lukewarm heated seats and the lengthy amount of time it takes to defrost the cabin. The big LT1 V-8 also takes a while to start—sometimes cranking for up to 12 seconds in cold temps before firing—and shifting the seven-speed manual gearbox can feel like stirring a bag of cement until it warms up properly. What’s more, that shifter has felt increasingly finicky with age. The closely spaced gates are as tricky to navigate as ever, but other, newer Stingrays we’ve driven have exhibited more positive shift action.

WHAT WENT WRONG: Our particular Stingray coupe has been a fickle beast (see our previous updates), and the cold temperatures only served to exacerbate the issues. There’s never a good time for a car’s heating-and-cooling system to conk out, but that’s what our Corvette’s did at about 24,000 miles in the middle of January. The dealer first reflashed the HVAC system’s computer to no avail, and the car eventually required a new control unit to be ordered and installed under warranty, a lengthy process that necessitated taking apart most of the dash.

Shortly thereafter, the rear-axle seals also needed replacing because they were leaking fluid all over the Stingray’s rear subframe—a worrying problem that we noticed only because we had the car on a lift to inspect a loose, dripping oil filter after a recent service visit. Chevrolet says the axle seals in early Stingrays such as ours weren’t fully optimized for the cold weather we were operating our car in but have since been addressed on later models. GM engineers quickly brought out the upgraded seals for the dealer to install, and the seals appear to have held through the rest of the winter. Other warranty fixes performed during this period included replacing the driver’s seat cover after the old one was damaged while replacing the side airbag under a recall, along with correcting a faulty fuel-filler component under another recall. Our only expenses since the Stingray’s last update have been for two scheduled service visits at roughly 22,000 and 30,000 miles. Both were standard oil changes and inspections; the first included a new cabin air filter for a total of $113, and the more significant 30K service came to $254 and included a clutch-fluid change.

WHERE WE WENT: Considering the crummy weather and the Stingray’s very real tendency to break down, drivers have become reluctant to take the Corvette far and wide, and its mileage accumulation has suffered as a result. Aside from commuting throughout the greater Detroit area, the car’s only recent travels have been a weekend jaunt to Chicago and a couple of treks to nearby Indiana. That may change with the 40,000-mile finish line in sight and the warmth of summer upon us, but it’s anyone’s guess as to how soon the Stingray takes the 40,000-mile checkered flag—or whether it continues to spend plenty of time idle.

Months in Fleet: 16 months
Current Mileage: 31,320 miles Average Fuel Economy: 21 mpg
Fuel Tank Size: 18.5 gal Fuel Range: 390 miles
Service: $483 Normal Wear: $0 Repair: $0
Damage and Destruction: $1019

WHAT WE LIKE AND WHY: As you’d imagine, we’re still pretty geeked about having a long-term Chevrolet Corvette in our garage. Although its stay with us didn’t start on the best of terms—a blown engine will do that—we’re still in love with the car’s approachable performance envelope and overall execution. At the midway point in its 40,000-mile evaluation, the car continues to earn praise for its ease of use and general drivability in traffic, as well as for its spacious cargo hold and impressive highway fuel economy. Several drivers have remarked how they grow more comfortable in the car with each opportunity behind the wheel. A few complaints, however, seem to endure.

WHAT WE DON’T LIKE AND WHY: We knew our C7’s optional Competition seats would be polarizing, and indeed some drivers dig their long-haul comfort and prodigious support but not all of the body types in our office have warmed up to them. One logbook entry called them “overkill.” We all agree that the Stingray is a noisy place inside, particularly on certain pavement textures. A partition between the passenger and cargo compartments would be a pleasant, albeit perhaps heavy, addition for longer trips. Other niggles that have cropped up include noticeable front-tire chatter during tight parking maneuvers, a fuel-filler neck that occasionally backs up and adds a lot of time to fill-ups, and a temperamental infotainment touch screen.

WHAT WENT WRONG AND WHY: Our Stingray’s replacement LT1 V-8, now with more than 16,000 miles on the clock (the rest of the car is at 22K), is still running strong. But that doesn’t count for much if the engine’s starter motor fails, which is exactly what happened to one driver after briefly parking the Corvette to run into a store. Roadside assistance whisked the car to our local dealer and the replacement starter was quickly installed under warranty, but that doesn’t make the incident any less annoying. The car hasn’t required a scheduled service since our last update, but this latest failure is another blow to our confidence after the tragic loss of the first engine. The other bad news for the Corvette is that winter is here, which means off with the sticky summer performance tires and on with the Michelin Pilot Alpin PA4 winter rubber. Although they’ll save our hides—and the car’s—when the white stuff falls, they’re even noisier at high speeds and significantly reduce the Z51’s grip and fun factor.

WHERE WE WENT AND WHY: With the summer travel season over, fall was a relatively quiet time for the Corvette. It made one vacation voyage to West Virginia and North Carolina, as well as to a wedding on Michigan’s west coast, but otherwise has remained local, racking up miles as a commuter vehicle. While the C7’s limited seating and the inevitable winter storms will surely hamper its mileage accumulation over the holiday season, it’s still a blast to drive regardless of the weather. So long as, you know, it keeps running.

Months in Fleet: 9 months
Current Mileage: 22,098 miles Average Fuel Economy: 21 mpg
Fuel Tank Size: 18.5 gal Fuel Range: 390 miles
Service: $115 Normal Wear: $0 Repair: $0
Damage and Destruction: $1019

WHAT WE LIKE: From the crisp, new design, to the cozy, modern interior, to the excellent balance of performance and drivability, there’s not much we don’t love about our long-term 2014 Corvette Stingray Z51. Our car continues to turn heads and elicit cheers from passersby, even in its subtle Blade Silver Metallic hue. (The wailing exhaust note ensures we’ll at least be heard if not seen.) Many drivers have praised the Corvette’s relatively compliant ride and the comfort from the optional Competition seats, which make long voyages a treat, as well as its excellent brakes and flypaper-like grip. Our observed fuel-economy average has climbed to 21 mpg, too, thanks to greater amounts of highway cruising where the car’s Active Fuel Management cylinder-deactivation system and a slippery shape help it achieve an indicated 30-plus mpg.

WHAT WE DON’T LIKE: Our greatest displeasure has been the car’s downtime at the dealer for repairs (more on that in a second), but we have some day-to-day complaints as well. A few drivers have yet to bond with the Competition seats and moan about insufficient lumbar support, and others take issue with the occasional slowness of the MyLink infotainment’s operation. There is almost unanimous agreement that the seven-speed manual’s gates should be better defined. We’ve also noticed some notchiness with the shift linkage in the lower gears regardless of how careful we are with the clutch. Long stints behind the wheel are marred by significant road noise and footwells that can get overly toasty in city traffic.

WHAT WENT WRONG: For starters, the LT1 small-block V-8 introduced with the C7 lunched itself at 6000 miles, necessitating a complete replacement under warranty. Our forensics lab was unable to assist in dissecting the matter, but an investigation by GM pinned tentative blame on a piece of metal debris (likely from a bad oil filter) that worked its way into the oiling system and wrecked a connecting-rod bearing, which created even more debris that damaged the engine’s bottom-end. Given the LT1’s tight tolerances and high-performance design, it didn’t take much to upset its workings. We’ve heard of a few similar accounts throughout the Stingray community and GM says it’s aware of the issue and is analyzing its manufacturing process for a root cause. Our car was returned quickly and as healthy as new, but—just to be safe—we sent the car back to the dealer after 1300 engine miles for its first scheduled service at 7500 overall miles. The stop included an oil-and-filter change and inspection for $57.28.

The car returned to the dealer at 15,100 miles for an identical scheduled service, during which the side-airbag module in the passenger seat was also replaced under one of GM’s many recent recalls. Other maladies that befell our Corvette include a punctured rear tire at 13,000 miles—which required us to reshod the rear of the car with a pair of new run-flat 285/30ZR20 Michelin Pilot Super Sport ZPs ($905 for the pair from the Tire Rack)—as well as a sizable chip in the windshield that cost us $50 to seal up.

WHERE WE WENT: Most of our drive time in the Stingray continues to be local commuting, although it has embarked on a couple of trips to Indiana and a weekend in Chicago, after which the driver noted that he loves how “the whole car subtly rumbles to the small-block’s lumpy idle.” The grandest trek was a six-day, 1700-mile round trip from Ann Arbor to Virginia International Raceway and New Jersey Motorsports Park, averaging an impressive 27 mpg overall. Additional voyages surely will happen before the ambient temperature drops significantly and we have to dig out the car’s winter rubber.

Months in Fleet: 6 months
Current Mileage: 15,436 miles Average Fuel Economy: 21 mpg
Fuel Tank Size: 18.5 gal Fuel Range: 390 miles
Service: $115 Normal Wear: $0 Repair: $0
Damage and Destruction: $1019

With the 2014 Chevrolet Corvette’s seventh-gen make over one of the boldest in the nameplate’s history—along with the C7 Stingray’s awesome track performance, multiple comparison-test wins, and 2014 10Best Cars nod—the calls around the C/D HQ for a long-term study were loud and persistent.

General Motors answered our pleas and dropped off this 2014 Blade Silver Metallic coupe, complete with our own personalized plaque on the console, for a 40,000-mile evaluation. Not wanting to stuff it into a late-season snow bank before we could unleash the new Gen V LT1 small-block V-8, we immediately fitted a set of Michelin Pilot Alpin PA4 winter tires, which facilitated the completion of a proper break-in despite the slush.

Heavy Artillery

Even in base 1LT trim, the $53,995 2014 Stingray comes well-equipped, packing a carbon-fiber hood and removable roof panel, an eight-inch touch-screen in the center stack, another eight-inch display—this one for driver information—in the cluster, supportive sport seats, advanced stability control, a seven-speed manual gearbox, and much, much more. (You can read a full rundown of the Stingray’s basics here.) Our example went a step beyond with the $4210 2LT package and its heated and ventilated seats, head-up color display, 10-speaker Bose stereo, auto-dimming mirrors, Corvette logos on the seats, and color-keyed console and door trim.

We want to exploit the full potential of the C7, so we opted for the Z51 performance model ($57,995 base), which adds more aggressive suspension tuning, an electronic limited-slip diff, closer-spaced gear ratios, larger slotted brake rotors, 19-inch front and 20-inch rear wheels, aero tweaks for improved high-speed stability, and dry-sump oiling for the 455-hp 6.2-liter V-8.

To reach full-attack mode, we also specified the new Competition seats with additional bolstering ($1995), Magnetic Ride Control with Chevy’s Performance Traction Management system ($1795), and the dual-mode exhaust ($1195), which gives the LT1 a menacing roar while boosting output to 460 horsepower and 465 lb-ft of torque. Other bits contributing to the $66,575 as-tested figure include carbon-fiber interior trim ($995), MyLink navigation ($795), black painted wheels ($495), the personalized ID plaque ($200), and the spoiler and mirrors painted in “carbon flash”($100).

Shake ‘N Bake

Although $67K pushes our test car beyond bargain-shopper territory, the Corvette is loaded with technology and is fantastic while blasting down back roads or just cruising the boulevards. The color scheme adds a smidge of modesty to the jet-fighter exterior shape, while the overall cockpit feel is more intimate and welcoming than was the C6’s. The C7 is a driver’s car through and through.

Our initial track data assuaged the sticker shock even further, with the 3436-pound Z51 dashing to 60 mph in 3.9 seconds and through the quarter-mile in 12.2 at 118 mph, its quad tailpipes snarling madly up to its drag-limited 181-mph top speed. With the run-flat Michelin Pilot Super Sports—sized 245/35 in front and 285/30 in back—lending flypaper-like grip, the car clung to the skidpad to the tune of 1.03 g and tried to detach our retinas with a fade-free 137-foot stop from 70 mph, one of the best performances we’ve ever recorded.

The Real World Cometh

Despite the tall seventh gear and EPA ratings of 17 mpg in the city and 29 on the highway, our initial exuberance for the direct-injected small-block V-8 has limited our observed fuel economy to just 19 mpg. Part of that is also due to the car staying relatively close to home thus far, its most distant journey being a quick jaunt to Virginia International Raceway in support of our annual Lightning Lap event. Initial logbook comments have praised the C7’s overall driving experience and the old-school forward view of the front fenders rising above the long, vented hood. Although some drivers have chided the manual shifter as being too notchy and the engine’s idle as too lumpy, others find them to be part of the ’Vette’s muscular charm. The new seats are vastly more supportive than the flimsier chairs of previous Corvettes, yet some drivers are still coming to terms with the firm, movement-restricting design.

Our car has yet to receive its first scheduled service (due at 7500 miles), but we’ve already had to visit the dealer for the central infotainment screen, which would occasionally flash wildly between menus and freeze up entirely. It turned out that carbon trim on the dash was in contact with the touch-screen: the dealer easily fixed the issue by shimming the trim away from the display. Our Stingray also has been flagged by one of GM's many recent recalls, specifically for the side-impact airbag modules in the optional competition seats, which may not deploy in the event of an accident. As of this writing, new airbag modules are on order at our local dealer and will be installed under warranty. GM is instructing owners of affected Corvettes to keep small children from riding in the car until the modules have been replaced.

The new Stingray is arguably the best Corvette in history. While we can already say the new car has effectively addressed our main qualms with the C6—namely, the poor seats and interior materials, and a lack of tactility when driving below the car’s limits—the remaining 34,000 miles in our C7 test will reveal how well GM has adapted its American icon for the modern age.

Months in Fleet: 3 months
Current Mileage: 5,911 miles Average Fuel Economy: 19 mpg
Range: 350 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0


VEHICLE TYPE: front-engine, rear-wheel-drive, 2-passenger, 3-door targa

PRICE AS TESTED: $66,575 (base price: $57,995)

ENGINE TYPE: pushrod 16-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 376 cu in, 6162 cc
Power: 460 hp @ 6000 rpm
Torque: 465 lb-ft @ 4600 rpm

TRANSMISSION: 7-speed manual

Wheelbase: 106.7 in
Length: 176.9 in
Width: 73.9 in Height: 48.6 in
Passenger volume: 52 cu ft
Cargo volume: 15 cu ft
Curb weight: 3436 lb

Zero to 60 mph: 3.9 sec
Zero to 100 mph: 8.6 sec
Zero to 130 mph: 14.7 sec
Zero to 150 mph: 20.9 sec
Rolling start, 5-60 mph: 4.4 sec
Top gear, 30-50 mph: 13.2 sec
Top gear, 50-70 mph: 11.4 sec
Standing ¼-mile: 12.2 sec @ 118 mph
Top speed (drag limited): 181 mph
Braking, 70-0 mph: 137 ft
Roadholding, 300-ft-dia skidpad: 1.03 g

Zero to 60 mph: 3.9 sec
Zero to 100 mph: 8.8 sec
Zero to 130 mph: 15.0 sec
Zero to 150 mph: 21.4 sec
Rolling start, 5-60 mph: 4.4 sec
Top gear, 30-50 mph: 12.1 sec
Top gear, 50-70 mph: 10.9 sec
Standing ¼-mile: 12.3 sec @ 118 mph
Top speed (drag limited): 181 mph
Braking, 70-0 mph: 137 ft
Roadholding, 300-ft-dia skidpad: 1.07 g

EPA city/highway: 17/29 mpg
C/D observed: 21 mpg
Unscheduled oil additions: 1 qt

3 years/36,000 miles bumper to bumper;
5 years/100,000 miles powertrain;
3 years/36,000 miles corrosion protection;
5 years/100,000 miles roadside assistance;
2 years/24,000 miles free routine maintenance


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Sours: https://www.caranddriver.com/reviews/a15102778/2014-chevrolet-corvette-stingray-z51-manual-long-term-test-wrap-up/

2014 Corvette Stingray Starts at $51,995


DETROIT – The 2014 Chevrolet Corvette Stingray coupe will have a suggested starting retail price of $51,995, and the Corvette Stingray Convertible will start at $56,995. Both prices include a $995 destination fee but exclude tax, title, and license.

“The 2014 Corvette Stingray perfectly embodies Chevrolet’s mission to deliver more than expected for our customers,” said Chris Perry, vice president, Chevrolet marketing. “The Corvette Stingray delivers a combination of performance, design and technology that very few manufacturers can match, and none can even come close for $52,000.”

Standard features on the all-new 2014 Corvette Stingray include:

  • Seating with lightweight magnesium frames for exceptional support, and eight-way power adjustment
  • Five-position Drive Mode Selector that tailors up to 12 vehicle attributes
  • New seven-speed manual transmission with Active Rev Matching
  • 6.2L LT1 V-8 engine with direct injection, Active Fuel Management, continuously variable valve timing and an advanced combustion system
  • Carbon fiber hood on all models, and a carbon fiber removable roof panel on coupes
  • Aluminum frame that is 99 pounds lighter (45 kg) and 57-percent stiffer than the previous model’s structure
  • Advanced, high-intensity discharge (HID) and light-emitting diode (LED) lighting
  • Dual, eight-inch configurable driver/infotainment screens, with next-generation Chevrolet MyLink infotainment system and rear vision camera
  • Bose nine-speaker audio system with SiriusXM Satellite radio, Bluetooth connectivity, USB and SD card and auxiliary input jack
  • Keyless access with push-button start
  • Power tilt/telescope steering wheel
  • An all-new, fully electronic top on the convertible that can be lowered remotely using the key fob

As shown at the North American International Auto Show, the Stingray coupe fitted with the major available options would be $73,360, including: 

  • 3LT interior package, with leather-wrapped interior ($8,005)
  • Z51 Performance Package ($2,800)
  • Competition sports seats ($2,495)
  • Exposed-carbon-fiber roof panel ($1,995)
  • Magnetic Ride Control with Performance Traction Management ($1,795)
  • Dual-mode exhaust system ($1,195)
  • Carbon fiber interior trim ($995)
  • Sueded, microfiber-wrapped upper interior trim ($995)
  • Red-painted calipers ($595)
  • Black-painted wheels ($495)

The 3LT interior package includes: Bose 10-speaker surround-sound audio system; SiriusXM Satellite radio with one-year subscription and HD radio receiver; color head-up display; memory package; navigation system; heated and ventilated seats with power lumbar and bolster adjustment; premium Napa leather seating surfaces; and leather-wrapped dash and instrument panel, console and door panels.

The Z51 Performance Package includes: high-performance gear ratios; transmission-cooling system; larger 19-inch front and 20-inch rear wheels and tires; larger, slotted rotors and brake-cooling ducts; electronic limited-slip differential and differential cooling system; unique chassis tuning; and available Magnetic Ride Control active-handling system with Performance Traction Management. Equipped with the Z51 package, the Corvette Stingray is capable of accelerating from 0–60 mph in under four seconds, and more than 1 g in cornering.

About Chevrolet
Founded in 1911 in Detroit, Chevrolet is now one of the world's largest car brands, doing business in more than 140 countries and selling more than 4.5 million cars and trucks a year.  Chevrolet provides customers with fuel-efficient vehicles that feature spirited performance, expressive design, and high quality. More information on Chevrolet models can be found at www.chevrolet.com.


Sours: https://media.chevrolet.com/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2013/Apr/0426-corvette-pricing.html

Corvette 2014

Vehicle Highlights

  • Coupe and convertible models built on all-new, lightweight aluminum frame
  • New LT1 V-8 with SAE-certified 455 hp (339 kW) and 460 lb.-ft. (624 Nm) – and 460 hp (343 kW) / 465 lb.-ft. (630 Nm) with available performance exhaust
  • Most efficient sports car on the market, with EPA-estimated 17 mpg city and 29 mpg highway
  • All-new seven-speed manual transmission with Active Rev Match technology
  • Drive Mode Selector tailors up to 12 vehicle attributes to fit the driver’s environment
  • Standard carbon fiber hoods on all models, and removable roof panel for coupes, supports a world-class power-to-weight ratio

Product Information


Chevrolet is redefining modern performance with the all-new Corvette Stingray. And only a Corvette with the perfect balance of technology, design and performance can wear the iconic Stingray designation.

The 2014 Corvette Stingray is the most powerful standard Corvette model ever, with an SAE-certified 455 horsepower (339 kW) and 460 lb.-ft. of torque (624 Nm) – and 460 horsepower (343 kW) and 465 lb.-ft. (630 Nm) with the available performance exhaust system. It is also the most capable standard Corvette ever, with Z51-equipped models able to accelerate from 0-60 in 3.8 seconds, run the quarter-mile in 12 seconds at 119 mph, achieve 1.03g in cornering grip and stop from 60 mph in 107 feet.

The new Corvette Stingray backs its performance capability with the greatest efficiency of any sports car on the market , delivering an EPA-estimated 17 mpg city driving and 29 mpg on the highway with the all-new seven-speed manual transmissions. No other car offers more than 455 horsepower and greater than 29 mpg on the highway.

“Like the ’63 Sting Ray, the best Corvettes embodied performance leadership, delivering cutting-edge technologies, breathtaking design and awe-inspiring driving experiences,” said General Motors North America President Mark Reuss. “The all-new Corvette goes farther than ever, thanks to today’s advancements in design, technology and engineering.”

The all-new Corvette Stingray shares only two parts with the previous-generation Corvette. It incorporates an all-new frame structure and chassis, a new powertrain and supporting technologies and a completely new exterior and interior designs.

The Stingray Coupe starts at $51,995 (including destination) and the Convertible is priced at $56,995 (including destination). They share identical chassis tuning and performance technologies. They also share nearly-identical curb weights, as the only structural changes for the convertible model are limited to accommodations for the folding top and repositioned safety belt mounts.

Corvette Stingray highlights include:

  • An interior that offers genuine carbon fiber and aluminum trim, hand-wrapped leather materials, dual eight-inch configurable driver/infotainment screens, and two new seat choices – each featuring a lightweight magnesium frame for exceptional support
  • Advanced driver technologies, including a five-position Drive Mode Selector that tailors 12 vehicle attributes to fit the driver’s environment and a new seven-speed manual transmission with Active Rev Matching that anticipates gear selections and matches engine speed for perfect shifts every time
  • An all-new 6.2L LT1 V-8 engine combines advanced technologies, including direct injection, Active Fuel Management, continuously variable valve timing and an advanced combustion system that delivers more power while using less fuel
  • Lightweight materials, including an aluminum frame; carbon fiber hood and removable roof panel on coupes; composite fenders, doors and rear quarter panels; carbon-nano composite underbody panels and a new aluminum frame help shift weight rearward for an optimal 50/50 weight balance that supports a world-class power-to-weight ratio
  • A sculpted exterior features advanced high-intensity discharge and light-emitting diode lighting and racing-proven aerodynamics that balance low drag for efficiency and performance elements for improved stability and track capability
  • An all-new, fully electronic top on the convertible that can be lowered remotely using the key fob and operates at up to 30 mph
  • Track-capable Z51 Performance Package, including an electronic limited-slip differential; dry-sump oiling system; integral brake, differential and transmission cooling; as well as specific wheels, tires, brakes and a unique aero package that improves high-speed stability.

“Stingray is one of the hallowed names in automotive history,” said Ed Welburn, GM vice president of global design. “We knew we couldn’t use the Stingray name unless the new car truly lived up to the legacy. The result is a new Corvette Stingray that breaks from tradition, while remaining instantly recognizable as a Corvette the world over.”

The new Corvette Stingray is built at GM’s Bowling Green, Ky., assembly plant, which underwent a $131-million upgrade, including approximately $52 million for a new body shop to manufacture the aluminum frame in-house for the first time.  

“We believe the Corvette represents the future of modern performance cars because it delivers more power, more driving excitement and better fuel efficiency,” said Tadge Juechter, Corvette chief engineer. “The result is better performance by every measure. The 2014 Corvette delivers the fastest acceleration, the most cornering grip, the most track capability, the best braking performance and what we expect to be the best fuel economy ever for a standard Corvette.”

Handcrafted, high-tech interior

The new Corvette Stingray interior blends fine materials and craftsmanship with advanced technologies that contribute to a more connected and more engaging driving experience, said Helen Emsley, interior design director.

“Every feature and detail in the interior is designed to enhance the driver’s connection to the Corvette,” Emsley said. “It starts with the fighter jet-inspired wraparound cockpit; continues to build with the smaller steering wheel, more supportive seats, and high-definition, configurable screens, and is finished in gorgeous materials.”

The smaller, 14.1-inch-diameter (360 mm) steering wheel fosters a more direct, immediate feel to directional inputs. The attention to the driver extends to the smallest details, including the flat, precise stitching on the steering wheel designed to provide a smooth, consistent feel.

Precise and elegant stitching also is seen in the available Napa leather trim on the all-new seats. Two seating choices will be offered: a GT seat for all-around comfort and a Competition Sport seat with more aggressive side bolstering that provides greater support on the track.

The frame structure for both seats is made of magnesium for greater strength and less weight than comparable steel frames. They’re also more rigid, contributing to the enhanced feeling of support during performance driving.

Additional performance-enhancing details in the interior resulted from designers’ “field trips” to GM’s Proving Ground in Milford, Mich., where high-performance driving experiences spurred the design and implementation of several features, including a steel-reinforced grab bar on the center console for the passenger and soft-touch materials on the edge of the console, where the driver naturally braces during high-load cornering.

High-performance driving also influenced elements of the configurable display screens and available head-up display, which vary depending on the driving mode, including the Track display inspired by the C6.R.

The performance-supporting elements inside the new Corvette Stingray are complemented by unprecedented attention to detail and build quality, including the sweeping arch motif over the driver cockpit trim and the seamless transition of the line from the instrument panel to the door.

All models feature a fully-wrapped interior, where every surface is covered with premium, soft-touch materials. Available materials, depending on the trim level, include Napa leather, aluminum, carbon fiber and micro-suede.

A blend of hand craftsmanship and machined precision is intended to ensure the fit, finish and ambience of the cabin is first-rate. The leather-wrapped instrument panel, for example, features hand-selected and hand-stretched materials for better grain matching with stitching performed by robots that deliver perfect seams.

There’s even a micro-LED screen for the passenger’s climate control placed below the vent on the dash, away from the performance features on the instrument panel.

“To ensure the high quality of the interior, we spent time working on the line alongside the team that builds the Corvette every day at Bowling Green Assembly Plant,” said Ryan Vaughn, interior design manager. “And thanks to that collaboration between design, engineering and manufacturing, we were able to make adjustments that allowed us to maintain the integrity of the design, improve the assembly process and ultimately deliver what we believe to be a world-class interior.”

Driver-oriented technologies

At the core of the Corvette Stingray’s driver-focused technologies is the cockpit-mounted Driver Mode Selector, which allows drivers to optimize the car for their driving preference and road conditions via five settings: Weather, Eco, Tour, Sport and Track.

“The all-new Corvette Stingray is really three cars in one: It provides the comfort and functionality of a long-distance GT car, the connectedness and infotainment of a daily driver and the acceleration, grip and braking of a capable track car,” said Harlan Charles, product manager. “With the Driver Mode Selector, we wanted to give drivers an easy way to tailor virtually every aspect of the car to fit their driving environment. The result is a more rewarding, more confident experience, whether you’re commuting in a downpour or charging through the corkscrew at Laguna Seca.”

The Driver Mode Selector is easy to use via a rotary knob near the shifter. The Tour mode is the default setting for everyday driving; Weather mode is designed primarily for added confidence while driving in rain and snow; Eco mode is for achieving optimal fuel economy; Sport mode is for spirited road driving and Track mode is for track use.

“Early in the development process, we spent time on the track, driving Corvettes hard. That experience shaped many parts of the interior, such as the instrument display in Track mode,” said Vaughn. “At 120 mph, you experience a sort of tunnel vision, as you concentrate on the next turn. At that moment, you don’t need to know the next song playing on the radio.”

Twelve performance parameters are adjusted with the selection of each mode, including:

  • Gauge cluster configuration: The Tour, Eco and Weather modes feature displays for trip data, audio and navigation; Sport mode shows classic, easy-to-read sports car gauges; and Track mode’s configuration shows a gauge design based on the Corvette Racing C6.R race car display with lap timer
  • ETC (Electronic Throttle Control): Adjusts the throttle input curve for the selected mode for improved responsiveness
  • Paddle-shift automatic transmission : Adjusts shift comfort and shift points
  • Active Fuel Management: in normal mode, the LT1 engine uses V-8 power; in Eco mode the engine can operate in V-4 mode to improve fuel economy until aggressive acceleration is called for
  • Exhaust (active exhaust system): The system adjusts the timing of the electronically controlled exhaust valves to enhance audible feedback from the V-8 depending on the drive mode
  • Electronic limited-slip differential (Z51): Adjusts the rate at which the limited slip engages, to balance between steering response and stability in different driving conditions; more aggressive performance in Sport and Track modes
  • Steering: Assist effort is adjusted in the modes to provide the driver with the correct steering feel for the driving condition
  • Magnetic Ride Control: Adjusts shock damping based on road conditions, from optimized comfort to performance driving
  • Launch control: Available in Track mode for manual and automatic transmissions, providing maximum off-the-line acceleration
  • Active handling (StabiliTrak stability control): A “competitive” setting is available in Track mode and is more suited for on-track conditions. It can also be disabled, giving the driver complete control
  • Traction control: Weather mode tailors traction control and engine torque for driving in inclement conditions
  • Performance Traction Management: Available in Track mode and offers five settings of torque reduction and brake intervention for track driving.

Three configurable displays, including a pair of eight-inch screens and color head-up display, deliver personalized information and convey the different performance parameters of each drive mode.

The two eight-inch screens offer excellent visibility in direct sunlight, with 650 cd/m2 of brightness for the one integrated into the instrument cluster and 1,000 cd/m2 of brightness for the one in the center stack, making them among the brightest screens in the industry. The screen in the center stack also features touch-screen control with gesture recognition and can be lowered to reveal a hidden storage compartment that includes a USB input for device charging or uploads.

The Corvette Stingray delivers an advanced infotainment system, featuring Chevrolet MyLink and high-definition radio, as well as enhanced OnStar with 3D navigation maps. Additional USB ports in the center console, a stand-alone audio input jack and an SD card slot provide seamless connectivity.

An available premium 10-speaker audio system includes a bass box and two subwoofers – and speakers with rare-earth magnets that deliver greater sound quality with reduced weight and size.

Every line counts on Corvette Stingray’s functionally elegant exterior

Corvette Stingray’s provocative exterior styling is as functional as it is elegant, said Ken Parkinson, executive director of global design.

“Developing a new Corvette, while every designer’s dream, is not an easy task,” Parkinson said. “The goal was a bold design statement that embraced the advanced technology of the car, while enhancing its overall performance in everything from the wind tunnel to the track. The result is a new Corvette Stingray – a fantastic car that breaks new ground yet remains true to the fundamental elements that make a Corvette a Corvette.”

While no single detail is repeated from previous generations, the new Corvette Stingray includes the distinctive profile defined by a long dash-to-axle ratio – a low, lean proportion emphasized even more on the convertible – and the greenhouse evoking the canopy of a fighter jet with dual-element taillamps. On this foundation, designers built a form vocabulary from two very different sources: aerospace and nature.

“For the new Corvette to be called a Stingray, it had to deliver an incredible, purposeful visual impact – just as the original did in 1963,” said Tom Peters, exterior design director. “That visual impact is evident in fighter jets and the Stingray animal itself. Their beauty comes from their purpose, designed to cut through air or water as quickly and efficiently as possible. As with aircraft and living forms, every surface of the Corvette Stingray is purposeful, executed with beauty and proportion.”

Lighting is a signature element of the Corvette Stingray’s design and reinforces its high-tech aesthetic. At the front, indirect white LED lamps form a distinctive daytime styling cue. They are set in black-chrome lamp housings with standard HID projector headlamps. The turn signals feature edge-lit amber LED lighting.

All-new, dual-element taillamps represent the greatest departure from tradition and are among the car’s most dramatic elements. The three-dimensional, sculpted lenses house innovative indirect LED lighting. The state-of-the-art lighting uses hidden LED lamps that cast their light up from the bottom of the housing into a reverse reflector, creating an even glow. LED lamps are also used for the white backup lamps. The taillamps integrate functional aircraft-style air outlets for the available differential and transmission coolers.

“From the front or rear, the signature lighting brings the new Corvette to life,” said Peters. “It looks beautiful, intriguing, and more than a little intimidating. It gives the Corvette a nighttime appearance unlike anything else on the street. ”

The Corvette Stingray convertible features an all-new, fully electronic top that can be lowered remotely using the key fob. The top can also be opened or closed on the go, at speeds of up to 30 mph (50 km/h). Its folding mechanism is all-new and enables the top to be lowered in 21 seconds.

With the top up, the convertible is designed for a refined driving experience. A thick fabric top, along with sound-absorbing padding and a glass rear window, contributes to a quiet cabin and premium appearance.

With the top down, the Corvette Stingray’s signature profile is further accentuated. Behind the seat backs, dual black trim panels enhance the character lines of the tonneau cover. Corvette Stingray’s signature “waterfall” design originates in the valley between the seats, bringing the exterior color into the interior.

When it comes to aerodynamics, the new Stingray is in a league of its own. Advanced computer-aided modeling programs predict and track airflow over, under and through the new Corvette’s body. Engineers and designers also relied on data gleaned from the Corvette Racing program – the most successful program ever in the American Le Mans Series and the 2012 GT class champion – to help balance front and rear grip for high-speed stability.

Many hours were spent in the wind tunnel hand-sculpting surfaces for aesthetics and performance. Functional exterior elements on all models include a new grille/radiator arrangement, hood vents and front fender cove vents. Venting air out of the hood reduces total front-end lift for improved steering response at high speeds, while the fender vents relieve underhood air pressure to reduce aerodynamic drag.

All Corvette Stingray models with the Z51 package also feature integral coolers for the rear differential and transmission (the transmission cooler is also included with the optional automatic transmission). For coupe models, the air intakes are integrated on the rear quarter panels, similar to the NACA ducts on the Corvette Racing C6.R. For convertible models, the air intakes are integrated into the underbody.

Airflow through the differential and transmission heat exchangers exits through the aircraft-inspired taillamp vents and lower-rear fascia air outlets. The Z51 Performance Package also includes brake-cooling ducts, a unique rear spoiler and additional air deflectors for enhanced track capability.

“Every square inch of the 2014 Corvette’s exterior is designed to enhance high-performance driving ,” said Kirk Bennion, exterior design manager. “The team delivered a great balance of low drag for efficiency and performance elements for improved stability and track capability – all in a sculpted design that excites in all the ways that a Corvette has for six decades.”

Engineered to race, built for the road

Both coupe and convertible versions of the new Corvette Stingray take advantage of lightweight materials, advanced manufacturing techniques and technology transfer from the Corvette Racing program to produce an ideal 50/50 weight balance and to deliver world-class power-to-weight ratios.

The technologically advanced foundation is an all-new aluminum frame structure that is 99 pounds (45 kg) lighter, and is 57-percent stiffer than the previous-generation convertible. The result is a frame that is so strong, no structural reinforcements are needed for the convertible model. The only changes are limited to accommodations for the folding top and repositioned safety belt mounts.

Compared to the previous generation, which used continuous hydroformed main frame rails with a constant 2mm wall thickness, the new Corvette’s frame features main rails composed of five customized aluminum segments, including aluminum extrusions at each end, a center main rail section and hollow-cast nodes at the suspension interface points. Each segment’s gauge varies in thickness from 2mm to 11mm, tailored – along with the shape – by the simulation software to optimize the strength requirements for each frame section with minimal weight.

The aluminum frame is manufactured using innovative manufacturing processes at GM’s Bowling Green, Ky., assembly plant. The state-of-the-art facility employs several advanced joining technologies to ensure dimensional accuracy within 0.75 mm. Each frame features:

  • 354 spot-welds using a GM-patented process that uses a unique electrode designed specifically for aluminum
  • 188 Flowdrill-machined fasteners, which are installed by a high-speed drill that extrudes the frame material to create a strong, integral collar that is tapped for bolt-on fasteners
  • 113 feet of structural adhesives, used in conjunction with welding and fasteners to increase overall frame stiffness
  • 37 feet of laser welds, which join frame sections via a precise beam of high energy that minimizes heat beyond the weld area for improved structural accuracy.

The frame’s greater strength and lower weight are complemented by chassis elements also designed for low-mass strength, including hollow-cast aluminum front and rear cradles that are approximately 25-percent lighter and 20-percent stiffer than the solid cradles used on the previous structure.

The innovative use of materials includes a standard carbon fiber hood on all Corvette Stingray models, and carbon fiber roof panel on all coupes. In addition, underbody panels are created with carbon-nano composite technology, an advanced blend of traditional composite material and carbon fiber for reduced weight and improved strength. Fenders, doors, rear quarter panels and the rear hatch panel are made with lighter-density Sheet Molded Compound than the previous generation.

More power with greater efficiency

The lightweight elements of the Stingray contribute to the ideal 50/50 weight balance. Combined with its SAE-certified 455 horsepower (339 kW), the new Corvette delivers a better power-to-weight ratio than the Porsche 911 Carrera or Audi R8.

Those 455 horses are generated by an all-new LT1 6.2L Small Block V-8 engine, which also produces 460 lb.-ft. of torque (624 Nm). More importantly, it generates 50 lb.-ft. more low-rpm torque than the previous 6.2L engine, matching the 7.0L LS7 engine from the 2013 Corvette Z06 from 1,000 to 4,000 rpm.

The engine’s performance comes from combining advanced technologies such as direct injection, Active Fuel Management and continuously variable valve timing with an advanced combustion system. More than 10 million hours of computational analysis went into the new Small Block’s design, including more than 6 million hours alone on the combustion system.

The LT1 is backed by a choice of active exhaust systems that are less restrictive than the previous generation, due in part to an increase in diameter from 2.5 inches to 2.75 inches. The standard system offers a 13-percent improvement in airflow and features a pair of butterfly valves that contribute to greater refinement at cruising speeds when the engine is operating in fuel-saving V-4 mode.

An available performance variable-mode active exhaust system offers a 27-percent improvement in airflow. It features two additional valves that open to a lower-restriction path through the mufflers. When open, these valves increase engine performance and produce a more powerful exhaust note. It also raises the engine’s output to 460 horsepower (343 kW) and 465 lb.-ft. of torque (630 Nm).

The LT1 is offered with an all-new seven-speed manual transmission with Active Rev Matching. It incorporates rev-matching technology for upshifts and downshifts. This driver-selectable feature can be easily engaged or disengaged via paddles on the steering wheel. The seven-speed is used with a new dual-mass flywheel and dual-disc clutch, which deliver greater shift quality and feel through lower inertia. The transmission with the Z51 Performance Package includes specific close-ratio gearing for more aggressive driving.

“Active Rev Matching makes the new Corvette easier and more fun to drive in performance conditions,” said Jeuchter. “It anticipates the next gear selection and electronically ‘blips’ the throttle to match engine speed for a seamless gear change.”

The seven-speed is offered exclusively in Europe. In North America and other global markets, a six-speed paddle-shift automatic transmission is also offered. It is optimized for use with Active Fuel Management and features a lower-inertia torque converter for improved shift quality and shift speeds. In addition, shift feel and shift points can be adjusted through the Driver Mode Selector.

The Corvette retains its distinctive rear transaxle layout for optimal weight balance.

More direct, more connected driving feel

The new Corvette Stingray’s chassis and suspension are designed to take advantage of the lighter, stiffer structure. The reduced structural flex allowed engineers to more precisely tune the suspension and steering for a more nimble and responsive driving experience. The components and their calibrations – from the brake size and damper rates to the steering system – are identical between coupes and convertible.

“An important goal for the team was to create a more intimate and connected driving experience for the new Corvette Stingray,” said Mike Bailey, chassis vehicle system engineer. “Because they share common chassis tuning, power-to-weight ratios and structural rigidity, the coupe and convertible feel almost identical behind the wheel.”

While the Corvette Stingray retains the racing-proven short/long-arm suspension design, front and rear, the components are all-new. Improvements to the suspension include hollow lower control arms that save approximately nine pounds (4 kg) per vehicle and new aluminum rear toe links that save 2.4 pounds (1.1 kg) over previous steel links.

The Corvette Stingray rides on new 18 x 8.5-inch front and 19 x 10-inch rear wheels, while models with the Z51 Performance Package roll on 19 x 8.5-inch front and 20 x 10-inch rear forged aluminum wheels. New Michelin Pilot Super Sport run-flat tires developed specifically for the seventh-generation Corvette deliver comparable levels of grip than the wider tires of previous models.

As a result, the Corvette Stingray with the Z51 Performance Package is capable of 1.03g in cornering acceleration – comparable to the 2013 Corvette Z06 (1.04). Significantly, that is achieved with narrower and lighter wheels and tires. The reduced “footprint” reduces rolling resistance, steering effort and road noise , contributing to a more nimble feel, more immediate steering response and greater touring comfort and efficiency.

Dimensionally, the new Corvette’s wheelbase is approximately an inch longer than the previous generation, with front and rear tracks that are almost an inch wider. Those changes provide a more stable feel, particularly at high speeds, while the turning radius is decreased by approximately two feet for greater maneuverability in tight turns.

The Corvette Stingray features standard 35mm-piston Bilstein monotube shocks that connect to dual-path aluminum shock mounts that separate the shock rod and shock body load paths. The Z51 Performance Package comes with 45mm-piston Bilstein dampers for more aggressive body control and track capability. Z51 is available with the third-generation Magnetic Ride Control, which features a new twin-wire/dual-coil damper system that reacts 40 percent faster, enabling improved ride comfort and body control.

The new electric power steering system offers variable ratios and variable effort to tailor responsiveness and feel for each driving situation. It also delivers more precise control and feedback to the driver, along with greater variability of effort for high-performance driving and greater on-center sensitivity and linearity. Steering feel was further improved by increasing steering column stiffness by 150 percent, increasing intermediate shaft torsional stiffness by 600 percent, and mounting the steering gear to the front cradle structure. As a result, the steering system is five times stiffer than the previous generation.

A smart electronic limited-slip differential (eLSD) is included in the Z51 Performance Package and continuously makes the most of the torque split between the rear wheels. The system features a hydraulically actuated clutch that can infinitely vary clutch engagement and can respond from open to full engagement in tenths of a second. It shifts torque based on a unique algorithm that factors in vehicle speed, steering input and throttle position to improve steering feel, handling balance and traction.

“The electronic limited-slip differential transforms the Stingray by optimizing handling for the driving situation,” said Bailey. “By continuously modulating the torque split between the rear wheels, the eLSD can improve traction accelerating out of corner, improve stability on the highway and enhance steering turn-in and responsiveness.”

The eLSD is fully integrated with Electronic Stability Control and Performance Traction Management systems. Its calibrations vary among three modes, based on the Drive Mode Selector setting:

  • Mode 1 is the default setting for normal driving and emphasizes vehicle stability
  • Mode 2 is engaged when electronic stability control is turned off in the Sport or Track modes. This calibration enables more nimble turn-in and traction while accelerating out of a corner
  • Mode 3 is automatically selected when Performance Traction Management is engaged. This calibration has the same function as Mode 2, but is fine-tuned to work with Performance Traction Management.

Standard Brembo brakes, with four-piston fixed calipers derived from racing, deliver exceptional stopping power on the street or track. System highlights include:

  • 12.6-inch (320 mm) front rotors and 13.3-inch (338 mm) rear rotors are standard and have 35-percent more swept area than previous-generation brakes. Consequently, stopping distance is improved 9 percent
  • Dual-cast, slotted 13.6-inch (345 mm) front rotors and 13.3-inch (338 mm) slotted rear rotors are included with Z51 Performance Package. They have 6-percent more swept area than the previous-generation Grand Sport and are cooled front and rear for improved track capability. Consequently, stopping distance is improved 5 percent
  • All brake packages have fixed four-piston front and rear calipers that are stiffer for more even pad wear, reduced drag and improved modulation.

Founded in 1911 in Detroit, Chevrolet is now one of the world's largest car brands, doing business in more than 140 countries and selling more than 4.5 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature spirited performance, expressive design, and high quality. More information on Chevrolet models can be found at www.chevrolet.com.

Sours: https://media.gm.com/media/us/en/chevrolet/vehicles/corvette/2014.html


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