New 2014 Corvette Stingray (all new C7)

[Jim Bremner]

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

• New aluminum frame structure is 57-percent stiffer and 99 pounds (45 kg) lighter than the current steel frame
• Innovative use of composite materials, including carbon fiber the hood and roof panels, lightweight Sheet Molded Compound for the fenders, doors and rear quarter panels, and carbon-nano composite for the underbody panels help reduce the weight of the body by a 37 pounds (17 kg)
• New LT1 V-8 uses advanced technologies to produce more power with less fuel and is paired with an industry-exclusive seven-speed manual transmission with Active Rev Matching for more precise up and down shifts.

The new Corvette Stingray takes 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 a world-class power-to-weight ratio.

"Chevrolet has a long history of using racing to improve production cars, and nowhere is that more evident than with Corvette," said Jeuchter. "We continually apply technologies and strategies developed for Corvette Racing directly to the production car. That influence can be seen in virtually every aspect of the new Corvette Stingray, from the aerodynamic design to the use of carbon fiber, to the cooling techniques and even in the brake system


The technologically advanced foundation is an all-new aluminum frame structure that is 57 percent stiffer and 99 pounds (45 kg) lighter. The greater torsional rigidity reduces unwanted noise and improves ride and handling.

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 is tuned – varying in thickness from 2mm to 11mm – tailoring the gauge, shape and strength properties to optimize the requirements for each frame section with minimal weight.

The frame is assembled at an all-new welding shop at the Bowling Green Assembly Plant using a unique laser welding process in which a computer-controlled beam of high energy joins the components with exceptional precision and tolerances of about 0.001-inch.

Supporting the frame's greater strength and lower weight are complementing chassis elements, 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 and roof panel, as well as underbody panels created with carbon-nano composite technology, an advanced blend of traditional composite material and carbon fiber, which allows lighter underbody panels without a loss of strength or stiffness. Fenders, doors, rear quarter panels and the rear hatch panel are made with lighter-density Sheet Molded Compound than the previous generation. Combined, these materials save approximately 37 pounds (17 kg) versus the previous body structure.

The lightweight elements of the Stingray contribute to the ideal 50/50 weight balance. Combined with its estimated 450 horsepower (335 kW), the new Corvette delivers a better power-to-weight ratio than the Porsche 911 Carrera or Audi R8.

Those 450 horses are generated by an all-new LT1 6.2L Small Block V-8 engine, which produces an estimated 450 lb.-ft. of torque (610 Nm). More importantly, it generates 50 lb.-ft. more low-end 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 like 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 dual-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.

The LT1 is mated to either a six-speed paddle-shift automatic transmission or an industry-exclusive TREMEC TR6070 seven-speed manual with Active Rev Matching. The Corvette retains its distinctive rear transaxle layout for optimal weight balance.

The seven-speed manual 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."

A six-speed Hydra-Matic 6L80 paddle-shift automatic is also available. 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.

[Jim Bremner]

More direct, more connected driving feel

• Third-generation Magnetic Ride Control for greater comfort and control
• Electric power steering system tailors steering response and feel
• Electronic limited-slip differential delivers optimal traction

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.

"An important goal for the seventh-generation Corvette was to create a more intimate and connected driving experience, said Mike Bailey, chassis vehicle system engineer. "Whether on the open road or on the track, we wanted drivers to feel comfortable and confident 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 which save approximately nine pounds (4 kg) per vehicle and new aluminum rear toe links which 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 track-oriented Corvette Stingray with the Z51 Performance Package is capable of 1g in cornering acceleration – comparable to the 2013 Corvette Grand Sport. 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 which 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 Mike Bailey, vehicle systems engineer, chassis. "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 StabiliTrak 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 Driver 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 6percent 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 front and rear calipers are stiffer for more even pad wear, reduced drag and improved modulation

[kaisen]

Speaking of the "estimated" 450 horsepower and "estimated" 450 lb-ft torque.....

I've been told that in validation it's been 470-480 hp and up to 490 lb-ft

It's just where they want to market the numbers for SAE certification. State it too high and they may have not have a big enough spread to higher-cost performance variants (ala Z06, ZR1, et al). State it too low and you'll have lesser Camaros and Mustangs turning out similar numbers.

It's also where they choose to tune the overall power curve, rather than just peak (advertised) numbers. Right now (at 470+ hp) they have reigned it waaaaay back to have massive torque swells at very low rpm, with mainstream appliance-like driveability. The tuners will have a heyday placing a cam with a higher rpm peak and tuning the ECM to match......I wouldn't be surprised to see several tuners advertising 500+ hp with a couple simple tweaks.


Remember, when they first unveiled the Camaro ZL1 they simply stated "estimated 550hp" and when it was finalized it was SAE 580 hp......

[dave 911]

I like it! Do I like it better than an aircooled 911? No...but there isn't much that I like better....

But I think they did a great job w/ the styling in keeping w/ the Corvette/American muscle theme.

[speeder]

The engineering is stunning, as it is with most new serious performance cars. The envelope just keeps getting stretched.

The styling would never make me open my checkbook, (assuming I could afford it), but that is true with most new cars for me.

[KNS]

It was time I suppose, sales for the Corvette have fallen (I think they sold 12,000 last year) and their buyers demographic continues to get older.

[kaisen]

Originally Posted by KNS

It was time I suppose, sales for the Corvette have fallen (I think they sold 12,000 last year) and their buyers demographic continues to get older.

14,382 last year in North America (only a few elsewhere)

But that's a far cry from the 37,510 they sold in 2006


Put in perspective, Porsche sold 9,112 911s (all variants) last year and 12,787 in 2006

[gacook]

Looks absolutely gorgeous, EXCEPT for the Camaro rear end.

[Jim Bremner]

True about the sales dip, would you buy now knowing that you're buying last gen car just prior to the next? 05 was the start of C6 and people will wait 1 year for bugs to get out so 06 being the high water mark has two reasons. 1.st Waiting for GM to get it right 9er)
2.nd the economy was great in 06

[Shaun @ Tru6]

Originally Posted by kaisen

But that's a far cry from the 37,510 they sold in 2006

that sales figure might be a function of aging boomers easy access to cheap money more than anything. The C6 is an old man's car.

C7 was definitely designed for a younger audience.

[Jim Bremner]

I've driven my old man's car from age 40 to today. So far 106k miles.

Plenty of younger 25's to 35's have made positive comments. I've let maybe 30ish people in that age braket drive mine and all had smiles.

One sold his WRX STI afterwards.

I thought about buying a STI prior to the corvette and one concern was that I would be an older man in a 30's something car.

The other cars on the list Caymen, Lotus Elise, 930 or Viper RC/10 coupe.

With Joanna my wife needing a wheelchair the C6 became the winner.

[mikeesik]

Finally a vehicle with a DIFFUSER LENS on those cheezy individual LED's!
It's a monster in looks and velocity I'm sure.
But for over $70G's, the Engine ought to be in the rear.

[kaisen]

Originally Posted by mikeesik

But for over $70G's, the Engine ought to be in the rear.

So since the C7 Vette will be under $70K, it's okay?

[mikeesik]

Originally Posted by kaisen

So since the C7 Vette will be under $70K, it's okay?

No.
It was essentially never o.k to me.

Re-design and retooling costs have to be recompensed somewhere.

[VINMAN]

The more you guys point out the camaro backside, the more I dislike it. Almost seems like they had some leftover pieces and didnt want to toss them.

Awesome car otherwise.

[Don Ro]

An SUV driver in Phoenix took one off the list today due to black ice.
Slammed into & through the showroom window & punched out the Vette & a Camaro.
$150K in damage.
.
Thousands in damage after car skids on icy road, plows into Phoenix car dealership

[onewhippedpuppy]

Considering that the C7 won't hit dealerships until Q3 2013, it probably wasn't one of those.

Weird reading about ice on the roads in Phoenix. That's gotta be like the apocalypse there.

[Don Ro]

Originally Posted by onewhippedpuppy

Considering that the C7 won't hit dealerships until Q3 2013, it probably wasn't one of those.

Weird reading about ice on the roads in Phoenix. That's gotta be like the apocalypse there.

I love the smell of frozen nostrils in the morning.

28' in my patio at 5 am today.

[Busta Rib]

What's with the vents above the rear wheels? To cool the trunk? Other than that and a couple of busy design elements here and there, overall it looks pretty good. The rear end is what troubles me the most. Seems overly designed and looks like it is trying too hard. Four exhaust tips in a row...whatevs. But I bet it will be the best bang for the buck when it comes out.

[Jim Bremner]

Originally Posted by Busta Rib

What's with the vents above the rear wheels? To cool the trunk? Other than that and a couple of busy design elements here and there, overall it looks pretty good. The rear end is what troubles me the most. Seems overly designed and looks like it is trying too hard. Four exhaust tips in a row...whatevs. But I bet it will be the best bang for the buck when it comes out.

The vents are to cool the transaxle and diffs.