How To Get The Most Out Of Your C7 Corvette

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C7 Corvette Stingray - Best Vette Yet

All-new from the ground up, the C7 Corvette appears worthy of a revived Stingray moniker

Amazingly, subsequently sixty years the Corvette still commands more than than one-half of the sports car segment in the United States, but the legendary, redesigned all-American sports motorcar rolls off the assembly line later on this year at a crossroads. Its market share is impressive, but doesn't reveal that a sizable portion of its buyers today probably receive gratis samples of Only For Men hair coloring. Corvette customers are getting sometime and the adjacent Corvette needs to attract younger blood to ensure its long-term viability. Chevrolet has taken the wraps off the new Corvette and from our initial look—and a rundown of its preliminary specs—it appears the drinking h2o at GM's Design Center is sourced from the fountain of youth. The new Corvette's styling is trimmer and fitter in appearance and its mechanical and technical features are as contemporary as that next iPad that Apple will undoubtedly dangle in front of us whatsoever moment. It'southward as well a revelation, too, because the insider scuttlebutt on the C7 was it was piddling more than an updated C6—a C6.5, perchance.

The insiders were wrong. The new car is all-new. The frame. The interior. The powertrain. The suspension design is largely the same as the C6, merely the geometry is revised, pushing the wheels out a little more and stretching the wheelbase virtually an inch. We were told but 2 pocket-sized components carried over from the C6 to the C7. In fact, the changes incorporated in the C7 are so comprehensive that they triggered comparisons inside Chevrolet to the revolutionary 1963 Corvette Sting Ray dissever-window coupe, which not only introduced a radical design change, but represented a tremendous technological bound with its independent rear interruption. And so, with bully reverence the Stingray proper name was bestowed on the 2014 model. It was a conclusion that wasn't taken lightly and the C7 has to live up to a legacy the previous few generations probably couldn't.

Stronger aluminum frame structure

The Corvette Stingray'due south stronger foundation is an all-new aluminum frame structure that Chevrolet says is 57 percent stiffer and 99 pounds lighter than the steel frame used on the C6—and by our calculations information technology should be noticeably stiffer than the C6 Z06/ZR1 aluminum frame, too. The C6 aluminum frame was a bit of compromise in many respects and hardcore racers—particularly road racers—have employed rigidity-enhancing braces and tunnel covers that eliminate some of the frame's lightweight reward.

The greater torsional rigidity of the new frame should deliver additional benefits, including a more directly feel backside the wheel and more than precise pause tuning, as the engineers didn't take to account for equally much chassis flex. That's a relative comparing, considering the C6'south frame could hardly be considered a wet noodle, but even a minor improvement in this area should be noticeable—and appreciated.

Compared to the C6 frame, which used continuous hydroformed main framerails with a constant 2mm wall thickness, the new Corvette'south frame features chief rails composed of five customized aluminum segments, including aluminum extrusions at each terminate, a center main rails department and hollow-cast nodes at the interruption interface points. And rather than that constant 2mm wall thickness, each segment varies from 2mm to 11mm for optimal strength where needed and minimal weight where information technology's not.

Supporting the frame's greater forcefulness 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 construction. Again, those upgrades should contribute to a machine that feels more direct and connected, especially during difficult cornering. We'll take to expect until we actually get some seat time later this year before confirming that theory.

For the first time, the Corvette'due south aluminum frame volition be manufactured in-business firm at the Bowling Dark-green, KY, constitute. GM reportedly invested more than than $150 million in the plant for the C7 and the bulk of the dough went to a new trunk shop for the frame. Information technology is manufactured with a unique laser welding process in which a computer-controlled beam of high free energy joins the components with infrequent precision and tolerances of about 0.001-inch. Information technology too features flow-drilled screw fasteners that essentially weld themselves to metal when spun at a high rate of speed. High-tech stuff, indeed!

Seven-speed-backed LT1 powertrain

In the March '13 issue, we dove within the all-new half dozen.2L LT1 engine that will power the new Corvette, but here's a quick recap: It builds on the compages established with the "LS" engine family and adds several avant-garde technologies, including direct injection, Active Fuel Management and continuously variable valve timing. The combustion system is all-new as a event, with reversed valve placement and more. Chevy estimates the output at 450 horsepower and 450 lb-ft of torque, but the final numbers haven't been confirmed. All C7s receive an "active" frazzle system like to the dual-mode organization offered on the C6. Flow characteristics are improved by about 13 per centum over the previous LS3-engine exhaust, thanks to a revision in the design of the system, equally well as an increase in the exhaust tube bore from 2.5 inches to 2.75 inches.

The big news revealed during the car's unveiling was the TREMEC TR6070 seven-speed manual transmission that will dorsum the new LT1 engine. It is essentially the robust TR6060 half-dozen-speed with an additional overdrive gear tacked on, for a greater overdrive advantage that should contribute to what nosotros presume will exist stunning highway fuel economy for a 450-horsepower sports car. More interesting, all the same, is it features what Chevrolet calls Active Rev Matching, whereby—with the help of a Hall-effect sensor in the shifter mechanism—an electronic controller anticipates the next gear selection and "blips" the throttle to match the engine speed for optimal shifting. It is basically heel-and-toe shifting without the heel-and-toe part.

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 Functioning Package includes specific close-ratio gearing for more aggressive driving. We've been told Active Rev Matching can be turned off, too, via the Drive Mode Selector, which is good to know, because non anybody will want electronic aid for every shift. And speaking of the Drive Manner Selector, we'll get into that in the next department. Of course, an automatic manual will be offered and contrary to the rumor manufacturing plant, it will exist the same basic Hydra-Matic 6L80 paddle-shift six-speed unit of measurement used in the C6, not an eight-speed automatic—at to the lowest degree, non yet.

Familiar and functional suspension system

The C7's chassis and suspension are designed to accept advantage of the lighter, stiffer aluminum frame structure. Chevrolet says the reduced structural flex immune engineers to more precisely tune the suspension and steering for a more nimble and responsive driving feel. The basic geometry has shifted a bit with slightly wider tracks and an approximately 1-inch-longer wheelbase, but the Corvette Stingray retains the established and proven short/long-arm suspension design, front and rear, with transverse composite mono-foliage springs. The components, however, are all-new, including hollow lower control artillery, which save approximately 9 pounds per vehicle and new aluminum rear toe links, which relieve 2.4 pounds over the C6's steel links.

At that place are more than of import changes and upgrades, including tertiary-generation Magnetic Ride Control, electric ability steering, standard Brembo brakes and an electronic express-slip differential (for the Z51). The Corvette too rides on new 18x8.v-inch front and 19x10-inch rear wheels, while Z51 models roll on 19x8.5-inch front and 20x10-inch rear forged aluminum wheels. New Michelin Pilot Super Sport run-flat tires were developed specifically for the seventh-generation Corvette. Significantly, the wheels for the Z51 are an inch narrower in forepart and 2 inches narrower in the rear than the 2013 Yard Sport rims. The correspondingly narrower rubber on the route makes turn-in quicker, enhances fuel economy and makes for a quieter drive. It could as well diminish the maximum cornering grip, but not so, according to Chevy, who says the track-oriented Z51'due south 1g adequacy in cornering acceleration is on par with the C6 Grand Sport.

The Corvette Stingray features standard 35mm-piston Bilstein monotube shocks that connect to dual-path aluminum shock mounts that dissever the daze rod and shock body load paths. The Z51 models come with 45mm-piston Bilstein shocks for more aggressive torso control and track adequacy. The Z51 is also available with the tertiary-generation Magnetic Ride Control—introduced on the Camaro ZL1—which features a new twin-wire/dual-roll damper organisation that reacts xl percent faster, enabling improved ride comfort and body control.

The new electrical power steering system is a game-changer, as well, offering variable-effort performance suited to different driving atmospheric condition. A lack of driver feedback has been a standard criticism of electrical power steering systems in general—and sports cars in particular—so we are anxious to see if the Corvette'south engineers were able to infuse life into their new system. Steering feel should be further improved past the massive increment in rigidity to the whole organisation. Chevy says steering column stiffness is up by 150 percent, while the intermediate shaft torsional stiffness has increased by a whopping 600 percent. Also, the steering gear is at present mounted to the front cradle structure for a stronger feel, too. Altogether, Chevy says the steering system is five times stiffer than the previous generation. 5 times!

The all-new electronic limited-skid differential (eLSD) included with the Z51 bundle features a hydraulically actuated clutch that can infinitely vary clutch appointment and tin respond from open to full engagement in tenths of a 2d. Information technology shifts torque based on a unique algorithm that factors in vehicle speed, steering input and throttle position to better steering experience, treatment balance and traction. The bottom line is the eLSD is more sensitive and offers a greater range of torque divide/traction advantage than a non-electronically controlled axle.

The eLSD is fully integrated with StabiliTrak and Performance Traction Management systems. Its calibrations vary among 3 modes, based on the Drive Mode Selector setting: Manner 1 is the default setting for normal driving; Mode two is engaged when electronic stability control is turned off in the Sport or Track Driver Modes, for more nimble plough-in and traction while accelerating out of a corner; and Mode 3 is automatically selected when Functioning Traction Management is engaged. This calibration has the aforementioned role as Mode two, but is fine-tuned to piece of work with Performance Traction Management.

And when it comes to stopping the new Stingray, the standard Brembo brakes raise the operation bar with stopping adequacy just shy of a race car. Standard and Z51 models all uses four-piston, fixed calipers. The standard brakes include 12.6-inch front rotors and xiii.3-inch rear rotors, with 35 percent more swept surface area than the base C6 brakes. Consequently stopping altitude is improved a reported 9 percent. Dual-cast, slotted 13.6-inch front end rotors and xiii.three-inch slotted rear rotors are part of the Z51 bundle. Stopping distance with the Z51 is about 5 percent better than the 2013 Grand Sport.

Dial-a-driving experience

The Corvette Stingray'due south cockpit-mounted Driver Fashion Selector is figuratively and literally a fundamental focus betoken—it is controlled with a rotary knob mounted on the console most the shifter. It allows drivers to tailor the driving feel for a diverseness weather condition through five settings: Weather, Eco, Tour, Sport, and Track.

The Tour style is the default setting for everyday driving; Conditions way is designed primarily for added confidence and maximum traction while driving in rain and snow; Eco mode is for achieving the best fuel economy; Sport mode is for spirited route driving and Track mode is for—logically— track use. According to Chevrolet, 12 performance parameters are adapted with the selection of each fashion, including: estimate cluster configuration, Electronic Throttle Control, paddle-shift automatic transmission, Agile Fuel Management, exhaust (active exhaust system), electronic limited-sideslip differential (Z51), steering, Magnetic Ride Command, launch control, Active Handling (StabiliTrak stability control), traction control, and Performance Traction Management.

All-new design—with a classic proportion

After 6 decades on the highway, the Corvette has evolved with distinguishing cues that have become both enduring and alienating. On one hand, the general proportion and features similar the quad taillamps make Corvettes instantly recognizable from Anaheim to Antarctica, but they've also put off younger enthusiasts who don't see much change after a couple of decades. The designers for the Corvette were acutely aware of the car's image trouble and reportedly were told nothing was sacred when it came to its redesign. That's non to say they could throw out every identifiable cue, but they weren't bound past tradition when it came to carving a Corvette that would become upwardly confronting a roster of dramatic, world-class sports cars. We're speculating, also, that their directive also included enhancing the perceptual value of the Corvette through technological features and other details.

We're impressed with what we run into in the new design. It is still instantly recognizable as zippo but a Corvette, and information technology incorporates a number of new elements that stretch the boundaries of tradition. Take the iconic taillamps, for example. In that location are still four of them—every bit has been the instance since 1961—but they are now multidimensional polygon-type things, with subconscious LED lamps that cast their calorie-free up from the bottom of the housing into a reverse reflector for an almost neon-like glow. The online community has been abuzz about these so-called "Camaro taillights" since before the Corvette was introduced and the criticism only intensified every bit the machine was unveiled. Frankly, judgment should be reserved until they're viewed in person. In a word, they're stunning—and absolutely one of the C7's best new features.

At the front, indirect white LED lamps grade a distinctive daytime styling cue. They are set in a black-chrome lamp housing with standard HID projector headlamps. The turn signals feature edge-lit amber LED lighting. There'south a Ferrari-ish look to the headlamp housings' contour, which isn't necessarily a bad thing—and the bold, bright LED daytime running lamps definitely give the car a more contemporary advent.

Generally, at that place is more than "surface" to the new Corvette, with markedly greater details. One-dimensional photos simply can't convey the iii-dimensional presence of the car. It's dramatic—and a dramatic departure from the slab-sided C6. Aerodynamics had a lot to do with previous Corvette designs and that's truer than e'er with the C7. Chevrolet tells usa avant-garde computer-aided modeling programs were employed to predict and track airflow over, under and through the new body. Engineers and designers also relied on information gleaned from the Corvette Racing program to help balance front and rear grip for loftier-speed stability.

Ane of the interesting choice-ups from the racing program is a repositioned radiator behind the depression, wide grille opening. Rather than a radiator canted rearward, toward the engine, it now leans forrard, which helps channel air through functional hood vents that not simply provide an escape for hot engine-compartment air, just assistance reduce forepart-end lift—similar the functional vents on the Camaro ZL1. Also, models with the automated manual or Z51 Functioning Parcel feature a functional vent on acme of the rear fender, behind the commuter'south door, directing air over a rut exchanger for the manual libation. There's a like vent on the passenger side that feeds air to a unequal cooler on Z51 models. Subsequently passing through the heat exchangers, the air exits through vents that flank the taillamps. The Z51 Performance Package likewise includes restriction-cooling ducts, a unique rear spoiler and boosted air deflectors that help create downforce.

Accurate interior details and—at last—real seats

It's difficult to understate the enormous leap forrard in fit, finish and advent the C7's interior represents. It gives the car a world-course aesthetic that should bear witness second to none with other sports cars and exotics that cost far more. At that place's still a familiar cockpit motif to the interior and it feels incomparably more geared to serious driving. The steering bicycle, for example, is a smaller, xiv.1-inch-bore unit that feels more immediate and direct during turns. And the seats—my God, the seats! No longer will they exist the focal point of mostly deserved derision for their lack of back up. In fact, there are 2 seating choices with the C7. The based GT is house and comfortable, with greater side bolstering than before. The bachelor Competition Sport seat—with what appears to be unmistakable cutting-outs for a 5-signal harness—basically announces, "What fourth dimension does the autocross brainstorm?" The frame structure for both seats is made of magnesium for greater force and less weight than comparable steel frames. They're likewise more rigid, contributing to the enhanced feeling of support during performance driving. We cannot wait to get behind the bike on a road course to put them to the exam.

Additional performance-enhancing details of the interior resulted from designers' "field trips" to GM's Proving Ground in Milford, MI, we were told, where high-performance driving experiences spurred the design and implementation of several features, including a steel-reinforced catch bar on the center panel for the passenger and soft-touch materials on the edge of the console, where the driver naturally braces during high-load cornering. Nice touches, both. High-functioning driving also influenced elements of the configurable display screens and available heads-up brandish, which vary depending on the driving fashion, including an "all business" display inspired by the C6.R for Track mode. And when we say the screens are configurable, we mean that the projected judge and other driver information readouts change with each of the selectable drive modes. The screens are big, assuming and bright, too, with HD-quality resolution. They instantly relegate previous electronic instrument readouts to the technological equivalency of an old Atari 2600.

We are happy to report, besides, that not every engine function is displayed electronically. The instrument cluster blends conventional analog readouts for the speedometer, h2o temperature and more than. And by the way, the 8-inch "infotainment" screen in the center of the dashboard likewise features touch-screen control with gesture recognition and tin be lowered to reveal a subconscious storage that includes a USB input for device charging or uploads to a kick-ass Bose sound system with upwards to x speakers. There's also a USB input and SD card slot in the centre panel. Less tangible but no less important is the overall ambience of the Corvette Stingray'due south cabin. All models will now feature a fully-wrapped interior, with available materials, depending on the trim level, including Napa leather, aluminum, carbon fiber and micro-suede. It'southward apparent designers sweated the details to make the interior a signatory feature.

Hitting the road

Chevrolet took the unusual pace of ending 2013 Corvette production early on (in early February) to convert the Bowling Green plant over to C7 production. That includes the multi-meg-dollar revamp of the body shop to support the construction of the aluminum frame. Production-model coupes will likely beginning rolling out of Kentucky by late summer, with convertibles likely following after in the year. Officials remained tight-lipped near the prospect for a C7 Z06 or ZR1 and when they might get in. That's fine, because there'due south a lot of new technology and driving dynamics to absorb with the Stingray and Z51 variants. Pricing wasn't announced when nosotros had to send this issue to the printer, just we expect them to be reasonably in line with C6 prices, pregnant the Corvette should retain its crown as the rex of performance value. From what nosotros've seen, Chevrolet has enhanced the motorcar's known strengths and turned perceived deficits into segment-leading attributes. The Corvette has ever been known the world over, but the 2014 Corvette Stingray may very well be the one that conquers the world.