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    Detroit Auto Show: 2014 Chevrolet Corvette Stingray



    By William Maley

    Staff Writer - CheersandGears.com

    January 13, 2013

    Its a momentous occasion whenever Chevrolet introduces a new Corvette and the introduction of the seventh-generation model tonight in Detroit is no exception to this. The seventh-generation Corvette brings forth a many changes to vehicle, starting with its name. Chevrolet resurrected the Stingray nameplate and put it on this new Corvette.

    The exterior design is a mishmash of the C6 and 2009 Stingray concept. Up front there is a wide grille, a more sculpted hood, and HID headlights. The side features more creases and numerous vents. The one part that will get a lot of controversy is the C7's rear end. Its completely unlike any other Corvette rear end at all thanks in part to the unique shape of taillights, new vents, and quad tailpipes.

    Under the C7's skin, Chevrolet has made a lot of changes. The C7 rides atop a atop an aluminum frame (Like the C6 Z06 and ZR1). That helps drop 99 pounds and increases rigidity by 57%. Other weight loss tricks include hollow, cast-aluminum lower control arms, carbon roof and hood panels, a sheet-molded compound for the fenders, doors and rear quarters; and advanced carbon-nano composite underbody panels. These changes drop another 37 pounds and gives the C7 a 50/50 weight balance.

    Power comes a 6.2L LT1 V8 engine with cylinder-deactivation that produces 450 horsepower and 450 pound-feet of torque. You have the choice of either a seven-speed manual transmission with rev-matching or a six-speed automatic. Chevrolet says the C7 can reach sixty in under four seconds and will best the C6's 26 MPG combined.

    The C7 will also feature a Drive Mode Selector that allows drivers to pick from five different settings (Weather, Eco, Tour, Sport and Track). The system will then change twelve different functions including throttle, active fuel management, steering effort, exhaust note, stability control and traction control.

    The C7's interior is a massive improvement over the outgoing model. The driver-focused cockpit features soft-touch surfaces, real aluminum trim, and optional carbon fiber accents. There are also the choice of two seats; a standard seat for long-range comfort and a competition-type seat.

    The new Corvette goes on sale in the second quarter of 2013.

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    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

    Press Release is on Page 2


    Return of the Stingray: The 2014 Chevrolet Corvette

    DETROIT – Chevrolet is redefining modern performance with today's debut of 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 model ever, with an estimated 450 horsepower (335 kW) and 450 lb.-ft. of torque (610 Nm). It is also the most capable standard model ever, able to accelerate from 0-60 in less than four seconds and achieve more than 1g in cornering grip. It is expected to be the most fuel-efficient Corvette, exceeding the EPA-estimated 26 mpg of the current model.

    "Like the '63 Sting Ray, the best Corvettes embodied performance leadership, delivering cutting-edge technologies, breathtaking design and awe-inspiring driving experiences," said GM 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, as well as completely new exterior and interior designs. Highlights include:

    • An interior that includes real carbon fiber, aluminum and hand-wrapped leather materials, two new seat choices – each featuring a lightweight magnesium frame for exceptional support – and dual eight-inch configurable driver/infotainment screens

    • Advanced driver technologies, including a five-position Drive Mode Selector that tailors 12 vehicle attributes to the 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 a carbon fiber hood and removable roof panel; 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 sculptured 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

    • Track-capable Z51 Performance Package including: an electronic limited-slip differential, dry-sump oiling system, integral brake, differential and transmission cooling, as well as a unique aero package that further 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 will be 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."

    The 2014 Corvette Stingray coupe goes on sale in the third quarter of 2013.

    Handcrafted, high-tech interior

    • Premium materials including genuine aluminum and available carbon fiber trim

    • More connected driving experience through the smaller-diameter steering wheel and two new seat choices

    • Advanced technologies including standard dual, high-resolution information screens and available color head-up display.

    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 of 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 which 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 of 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 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 Vaughan, 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

    • Driver Mode Selector optimizes 12 vehicle attributes

    • Configurable screens and head-up display can be tailored to the driver's preference

    • Central touch screen uses gesture-recognition technology.

    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 the driver 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 during acceleration and V-4 power when coasting; in Eco mode the engine remains in V-4 mode to improve fuel economy until aggressive acceleration is needed

    • 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 Sport and Track modes for manual and automatic transmissions, providing maximum off-the-line acceleration

    • Active handling (StabiliTrak stability control): A "competitive" setting is available in Sport and Track modes 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 the Sport and Track modes 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 it 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 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. An additional USB port 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

    • Aerodynamic design integrates strategies from Corvette racing

    • Signature lighting includes distinctive frosted light-emitting diode daytime driving lights, high-intensity discharge headlamps and indirect-LED taillamps

    • Carbon fiber hood and removable roof panel enhance front/rear weight balance

    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 include the distinctive profile defined by a long dash-to-axle ratio and the greenhouse evoking the canopy of a fighter jet with dual-element taillamps. To 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 transition on every surface of the Corvette Stingray serves a purpose 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 a black-chrome lamp housing 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, sinister and more than a little intimidating. It gives the Corvette a nighttime appearance unlike anything else on the street."

    When it comes to aerodynamics, the new Stingray is in a league of its own. Advanced computer-aided modeling programs were employed to 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 include:

    • All models have a new grille/radiator arrangement and hood vents. Venting air out of the hood reduces total front-end lift for improved steering response at high speeds

    • The front fender side coves also help vent underhood air pressure to reduce aerodynamic drag

    • Models with the automatic transmission or Z51 Performance Package feature a functional vent on driver's left side directing air over a heat exchanger for the transmission fluid and a similar arrangement on the passenger side that directs air

    • over a heat exchanger for the electronic limited slip differential

    • Airflow through the differential and transmission heat exchangers exit 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

    • 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.

    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.

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    I have to say this is my favorite looking corvette ever. I have never really hated any of the corvettes, but never really loved them either and while I am not a total fan of the rear tail lights with the drop down corner, this is bar far the best looking one to date.

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    I know I might be in the minority, but I've had time to think about it, and I know I expected something a little more from the C7 Corvette.

    I don't feel that this particular design is as graceful, timeless nor as clean as previous Corvettes. I don't think it will age well, especially when parked next to C2, C3, and even C5 models. Certain elements of the exterior, such as the taillights and rear fascia, do not mesh well with the various Moorish curves and sagging lines littered throughout the car. It's busy almost to the point of being inflammatory. It's also easy to call the design a mash-up of other current design elements from other vehicles; I can see a few undertones of the Nissan GTR, Dodge Viper, and Ferrari FF. I also never much cared for the C4's interior that always seemed to bury the driver way down in the seat, and this interior certainly can be viewed as a homage to that design.

    Granted, it won't be around as long as previous Corvettes, but I can say with complete confidence that I'm already ready to see the C8.

    Edited by black-knight
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    i do understand a lot of black knights concerns. I see that a little as well.

    But overall, just that we get something new is a big deal. And overall with what really is not IMO a big architecture change, to get something that evolves the look as much as it does is welcome.

    At the same time, it doesn't really try to be more refined. It's another interpretation of brash GM design. I do like it, especially the rear taper and new green house. I even like the rear taillights. It's the same old corvette proportions I am kind of getting tired of. I would not have minded the whole windshield being pulled forward a few inches and such.....

    A lot of the sculpting is extreme and that's ok. That will look old fast to those who like things more sleek.

    Interior for certain is improved and I see the merit of the wraparound design for a racing car.....especially when so many exotics have wraparound dash. I still think that the wraparound theme is so freakin 90's though.

    We should be glad this car still exists, that they put as much effort into as they did, and that it is so kick ass. A reasonably fresh version of the same old same old. I wouldn't say it's really timeless, I think the shelf life will be not as long as they hope.

    It's not going to set the market on its ear. But it's going to continue to keep it's place for the time being. Hopefully the interior improvements gain merit to what it for certain going to be an unbelievable performance ride.

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    At 1st glance, the only think I don't like are the vents next to the tail lights.

    EDIT - Probably the 1st Corvette ever that doesn't look that good in red... Looks like darker colours suit the design better...

    Edited by ZL-1
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    I have kept up on this car for a while and it is the car they needed and came out pretty much as some predicted.

    This car retains a lot of Vette but take it to the next level in a way no Vette has since 63 and 04. What is different this time more than even the tail lights is they got the little things addressed more than anything. They finally got a Vette they could finish before it went to market. In the past the details lacked as like with so many other GM products they never had the funding to do it all. Case in point the 4th Gen F body where the money went into the drive line and suspension but nothing was left for what was inside. [pointed out by the F bodfather himself].

    The only thing I was suprised with is the HP did not reach 470 HP yet. I expected a jump but they are still saying estmaited so we still see a few more ponies in the standard cars. Even then the standard car is still noting to passed over by anymeans.

    What I like is they addressed the interior and it looks great but what I really like is they addressed things like Aero. GM has gone in the direction Ferrari has done and addressed the aero aspect of the car as there is a lot to gain in perfornace there. I know first hand what a functional hood vent will do on a car owning one myself. You would be amazed at how even a small vent can settle the nose of a car down. not to mention it makes a hell of a bug deflector. LOL!

    What will be interesting is the present car will play better to the global market and challange many global players. The cool thing is how the added models will advance this base Stingray even farther.

    The first reaction will remain the same as 50/50 is how it normally sizes up on like and hate. Around the time the first reviews and numbers from the track come in the hate grows more and more distant.

    I think Chevy has finally started to move the Vette on and this car will translat into even greater changes when they seek the C8 as most automakers have began to move on with some aspects of their sports cars for the sake of a better car. Only the 911 keeps it's basic shape but nearly everything else has begun to move on and the Vette has joined them.

    Job well done GM Now see if we can get aound 470 HP out of this engine.

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    Three things...

    (1) There is nothing particularly Stingray about this Stingray. But, the name does have a nice ring to it.

    (2) I find the design modern and up to date, and not particularly offensive. However, it is also overly cluttered -- too many unnecessary lines, ridges, creases and slats. I would have preferred a hood vent more like the C-6R or Shelby Series I rather than the slatted rendition here. I also like my cars with less lines -- like a B6 "Clinque Soap Box" Audi A4. But that's me and I also happen find the GT-R ugly and cluttered.

    (3) The interior I find to be a thousand times better than the current car. Again, I think it is a little too cluttered and would have preferred clean, symmetric lines like was found on the NSX or 300ZX. But the stitched elements are a class above the C6 and it's not bad compared to today's Audi interiors (which are a mess too). The steering wheel looks a little out of place though, especially the airbag cover (which looks like an after thought). Regardless, it could have been worse... like the Ferrari F430 or to a lesser degree the 458.

    I don't know why they choose the red car with black accents for the show. A Silver or Metallic Grey car looks much better -- if not anything else because the colors will flow better with the black roof and the black vent accents.

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    I've updated the Live Shots gallery with my pictures from last night.

    Thanks Drew, The pictures are great, Love the Metallic Grey Vette. Other than the rear vents incorporated into the tail lights, I really love this car.

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    Hugely supportive of this Corvette Evolution. I love the tail lights, but not the vents being incorporated as was mentioned above by many others.

    The Interior seems to be a wild improvement!

    Nice car. Not a moment too soon.

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    Alright, so this is pretty much exactly the leaked drawings that Jalopnik posted months ago. I remember Oldsmoboi telling me at that time that Cheers and Gears would "not be taking part in the Jalopnik Corvette hoax" when I tried to post it. So I'm curious now as to whether he thought the Jalop renderings were fake, or if he was just covering for GM.

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    Three things...

    (1) There is nothing particularly Stingray about this Stingray. But, the name does have a nice ring to it.

    (2) I find the design modern and up to date, and not particularly offensive. However, it is also overly cluttered -- too many unnecessary lines, ridges, creases and slats. I would have preferred a hood vent more like the C-6R or Shelby Series I rather than the slatted rendition here. I also like my cars with less lines -- like a B6 "Clinque Soap Box" Audi A4. But that's me and I also happen find the GT-R ugly and cluttered.

    (3) The interior I find to be a thousand times better than the current car. Again, I think it is a little too cluttered and would have preferred clean, symmetric lines like was found on the NSX or 300ZX. But the stitched elements are a class above the C6 and it's not bad compared to today's Audi interiors (which are a mess too). The steering wheel looks a little out of place though, especially the airbag cover (which looks like an after thought). Regardless, it could have been worse... like the Ferrari F430 or to a lesser degree the 458.

    I don't know why they choose the red car with black accents for the show. A Silver or Metallic Grey car looks much better -- if not anything else because the colors will flow better with the black roof and the black vent accents.

    i agree with a lot of this, especially the airbag cover and clutter part. this car has far too many cut lines, seams, ins and outs.

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    One persons clutter is another persons organization. I do not have a problem with the steering wheel or dash, I like the layout and flow. The interior I think is one of their best to date.

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    If you hate the lines I would recomend waiting to see it in 3D as the line you see are more shapes in the body that often make more sense with depth.

    The Corvette is a damned if they do and damned if they don't car. No matter what they do it will bring cheers or jeers. From where I stand if they left off much of the shaped and sculped lines we would have people complaining about the slab sides. I still have a diehard Vette owning neighbor who just bought a low mile C5 because it is not a Corvette if it does not have pop up lamps. He looked at the C6 and refused it. Some feelings die hard.

    In the end this car like those before it will be in demand and a darling of many.

    I see this as the most complete Vette ever introduced. Sure in the past we have has many good Vettes but we have never really had one at intro that really addressed all the details. If the suspension tuning is anything like I expect based on the C6 and ZL1 we should have one hell of a car for the money.

    I am sure one on the Rags will find fault with the shifter being too notchie LOL!

    Edited by hyperv6
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    Alright, so this is pretty much exactly the leaked drawings that Jalopnik posted months ago. I remember Oldsmoboi telling me at that time that Cheers and Gears would "not be taking part in the Jalopnik Corvette hoax" when I tried to post it. So I'm curious now as to whether he thought the Jalop renderings were fake, or if he was just covering for GM.

    I too remember this even when I knew better. LOL!

    It may have been just the case of not pissing GM off as invites to the intro are not for all. Same on test drives on press day.

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    I can't help but feel like, for the first time in my life, that I've in earnest witnessed the introduction of the finest Corvette since the 1963 Split window Stingray. All Corvettes that followed had some sort of compromise that nagged them for much of their existence. This C7 damn near reaches Corvette perfection the way the C2s did. To see Reuss, Welburn, etc act less like company executives and more like 14 year old girls at a Justin Bieber concert tells the whole story about just how awesome this car is.

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    I am not a fan, I thought the C5 for the time was one of the best looking Corvette's. This car has the same profile shape, but I don't like the back end and there is just too many black plastic air vents all over this car. It is like since the C5 they kept the same shape, and just tacked on more and more bling to try to make it look modern. The headlights look too much like a 458 Italia.

    The interior seems no better than the last Corvette. The design looks dated, unless the build quality is fantastic I think they dropped the ball on the interior.

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    The interior seems no better than the last Corvette. The design looks dated, unless the build quality is fantastic

    You answered your own question.

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    I can't help but feel like, for the first time in my life, that I've in earnest witnessed the introduction of the finest Corvette since the 1963 Split window Stingray. All Corvettes that followed had some sort of compromise that nagged them for much of their existence. This C7 damn near reaches Corvette perfection the way the C2s did. To see Reuss, Welburn, etc act less like company executives and more like 14 year old girls at a Justin Bieber concert tells the whole story about just how awesome this car is.

    I feel the same but even in 63 they did not get the rear disc yet. Nearly all new C model intro's left a major thing on the table. The C2 til now was the most complete at intro.

    The reason they were smiling is they have driven the car and they know the sub and special models to come. We all need to remember we are only looking at the base car and it will only get new and added things on top of this. I wonder if they will try a full carbon fiber body on a ZR1 replacment.

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    Been thinking about the rear of the car.

    For me, it isn't the tail lights, or even the vents.

    Even though the black area seems both too high, and too big (especially for a color like red), it isn't that either.

    It's the overall height, and the basic shape (especially when seen from the side). That curve from top to tire.

    I'm sure there is a very good reason for it (likely aerodynamic).

    But I hate it. It kills the front to back flow of the car.

    I despised it on the C5s great big ass, still hated it on the C6, and don't like it now.

    The good news is that the C6 rear looked better than the C5, and I think this looks better than the C6 as far as that overall shape goes.

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      The 2017 Colorado ZR2 keeps the mean look of the concept with a new front end treatment, raised hood, skid plates, 31-inch Goodyear Duratrac tires mounted on 17-inch wheels, and an optional spare tire carrier in the bed.
      But under the skin is where the juicy changes are. Chevrolet has widened the track by 3.5-inches, raised the suspension by 2-inches and equipped it with unique spool-valve dampers from Multimatic - yes the same folks who are being tasked with building the upcoming Ford GT. The dampers first used on the Camaro Z/28, come with six different tuning curves up front, and four in the rear to provide better ride and handling characteristics over different terrains. 
      Engine choices include the 3.6L V6 (308 horsepower, 275 pound-feet) and 2.8L Duramax Turbodiesel (181 horsepower, 369 pound-feet). The four-wheel drive system features a set of electronic-locking differentials for the front and rear axles.
      No word on pricing on when the Colorado ZR2 will arrive at dealers.
      Source: Chevrolet
      Press Release is on Page 2


      New Colorado ZR2 A "Segment of One" Among Off-Road Pickups
      New performance variant of the Chevrolet Colorado excels in tight two-tracks, technical rock-crawling, fast desert running and on pavement LOS ANGELES — Just as introduction of the Chevrolet Colorado reset the bar for mid-size trucks, the new Colorado ZR2 is poised to reset expectations for off-road trucks. Chevy’s new performance halo for the Colorado lineup will feature more off-road technology than any other mid-size pickup when it goes on sale.
      The ZR2 is effectively a segment of one, combining the nimbleness and maneuverability of a mid-size pickup with a host of new off-road features and the most off-road technology of any vehicle in its segment.
      Compared to a standard Colorado, the ZR2 features a much wider track and a lifted suspension. Functional rockers have been added for better performance over rocks and obstacles, and the front and rear bumpers have been modified for better off-road clearance.
      Class-exclusive features include front and rear electronic locking differentials, available diesel engine, and the first off-road application of Multimatic Dynamic Suspensions Spool Valve (DSSVTM) damper technology.
      As a result, the Colorado ZR2 delivers exceptional performance in a variety of scenarios – from technical rock crawling to tight two-track trails to high-speed desert running to daily driving.
      “Our engineers have been incredibly successful developing Corvette and Camaro performance variants with broad performance envelopes,” said Mark Reuss, executive vice president, Global Product Development, Purchasing and Supply Chain. “The ZR2 applies that same philosophy to off-road performance. You can go rock crawling on Saturday, desert running on Sunday, and comfortably drive to work on Monday. This truck can do it all, and do it all well.”
      First off-road application of Multimatic DSSV dampers
      To achieve this unprecedented balance of on- and off-road performance, the Chevy engineering team turned to a surprising partner in creating the ZR2’s dampers, which are the heart of any off-road truck.
      Multimatic Inc., based in Markham, Ontario, is a renowned maker of high-performance Dynamic Suspensions Spool Valve (DSSV) dampers as used in championship-winning motorsport vehicles, including recent Formula One winners.
      The first volume production vehicle to use DSSV dampers was the 2014 Chevrolet Camaro Z/28. The 2017 Chevrolet Colorado ZR2 will be the first application of Multimatic DSSV damper technology to an off-road vehicle.
      “From our experience on Z/28, we knew the performance advantages offered by DSSV dampers, “ said Mark Dickens, executive director, Performance Variants, Performance Parts and Motorsports Engineering, Chevrolet. “We also know that Multimatic’s motorsport development mentality would allow us to bring a uniquely precise and repeatable custom damper to market even more quickly than a traditional damper system.”
      Compared to deflected-disk valving common on most dampers, the ZR2 employs spool valves that offer increased precision and manufacturing repeatability along with enhanced ride and handling performance both on- and off-road.
      The Colorado ZR2’s DSSV dampers are position-sensitive. Their aluminum bodies each house two spool valves providing both compression and rebound damping optimized for everyday driving. During extreme off-road use, a third, piston-mounted spool valve delivers additional, uniquely tuned, compression damping. The front dampers also employ a separate rebound valve, which comes into play when the suspension approaches full extension.
      “A traditional, deflected-disc damper only offers two force-velocity curves for tuning,” Dickens said. “The ZR2 dampers offer six tuning curves for the front, four at the rear. For the driver, this translates to greater confidence and control in a wider range of driving experiences.”
      Design meets mud, sand and rock
      Visually, the production version of the Colorado ZR2 closely resembles the concept shown at the 2014 Los Angeles Auto Show. Consumer response to that concept was so overwhelming, the team knew they needed to carry as much of the original design into production as possible.
      “For both the concept and the production versions of ZR2, the exterior design was shaped by the desire to improve capability driving over mud, sand and rock,” said Rich Scheer, director of design for Chevrolet Truck. “The wider, more aggressive stance, modified front and rear bumpers, and even the bed-mounted, spare-tire carrier all improve performance driving over rough terrain.”
      Compared to a Colorado Z71, the ZR2 has a more aggressive side profile, with the suspension lifted two inches for greater ground clearance. The steel-tube, functional rocker protectors will be standard equipment on the ZR2, and are strong enough to protect the body side while dragging the truck against a rock face.
      The ZR2 also features 17 x 8 inch aluminum wheels, in a pattern exclusive to the ZR2, wrapped in 31-inch Goodyear Duratrac off-road tires for exceptional traction. 
      The front and rear track has been widened by three-and-a-half inches, with new cast-iron control arms for greater durability in off-road situations. As a result, the ZR2 offers greater wheel travel and stability while traversing steep grades.
      The front bumper of the ZR2 has tapered ends, to increase the tire clearance when approaching obstacles. The bumper also integrates a thick, aluminum skid plate protecting the radiator and engine oil pan, while the transfer case is protected by an additional shield. Above the bumper, the ZR2 features a more aggressive grille and hood – with black insert – to complement the other exterior changes.
      A bed-mounted spare tire carrier, seen on reveal vehicles at the Los Angeles Auto Show, will be available as an accessory. “The bed-mounted spare tire adds a rugged look to ZR2, and serves a functional purpose. By relocating the spare to the bed, ZR2’s departure is improved and prevents any damage to the spare when you’re crawling over obstacles,” said Scheer.
      Class-exclusive electronic lockers, available diesel engine
      The ZR2 also features the most sophisticated four-wheel drive system in the segment. With class-exclusive, electronic-locking differentials front and rear and Chevrolet’s AutoTrac transfer case, the ZR2 offers nine drive configurations:
      2WD 2WD, locked rear differential Auto 4WD Auto 4WD, locked rear differential 4WD Hi, locked transfer case 4WD Hi, locked transfer case and locked rear differential 4WD Lo, locked transfer case 4WD Lo, locked transfer case and locked rear differential 4WD Lo, locked transfer case, locked front and rear differentials Extensive work was done to integrate the electronic lockers and allow them to seamlessly interact with the traction control, stability control, and hill-descent control. In addition, a new “Off-Road Mode” button, in combination with the traction control switch, allows the anti-lock brakes, traction control, and stability control calibrations to be tailored to different driving conditions. Off-road Mode also alters the throttle progression and shifts calibrations to give the driver better control and responsiveness.
      The ZR2 shares its powertrains with the 2017 Colorado, and it will be the only extreme production off-road truck to offer the choice of gas or diesel engines.
      The all-new 3.6L V-6, mated to a class-exclusive Hydra-Matic 8L45 8-speed automatic transmission, yields 308 horsepower and 275 lb-ft of torque, while the class-exclusive Duramax diesel engine produces 181 horsepower and 369 lb-ft of torque and will provide excellent range to overland drivers.
      Even with all of the off-roading upgrades over the base truck, the ZR2 can still tow up to 5,000 lbs. – enough to pull a camper, trailer dirt bikes, jet skis, snow mobiles and other toys – or carry 1,100 lbs. of payload.
      As such, the Colorado ZR2 offers a distinct position in the market: Compared to other midsize trucks, the Colorado offers an unrivaled suite of powertrain technologies; compared to full-size off-road trucks, the ZR2 is about a foot narrower and 500 pounds lighter, enabling greater agility over obstacles and better trail access.
      “It’s amazing what a difference a foot of width makes off road,” said Dickens. “The smaller size of the Colorado is a huge enabler for taking the ZR2 more places, and getting it through tighter spots than you could access with a full-size truck.”
      New, off-road development track at GM’s Yuma Proving Ground
      For the development of the Colorado ZR2, Chevrolet developed new off-road test areas at General Motors’ Yuma, Arizona Proving Ground.
      The Yuma Proving Ground is located on 2,400 acres of land in southeastern Arizona. Opened in 2009, Yuma features a range of tracks, laboratories and courses. 
      The new off-road facility features a multitude of off-road simulations, including high-speed desert sand trails; low-speed, loose river rock crossings; and steep, technical hill climbs and descents.
      Yuma Proving Ground’s new off-road course allowed the team to test multiple iterations of components on the ZR2 is a single day. These components were then tested a real-world facilities like Moab, Johnson Valley, and Rubicon to ensure the ZR2 is trail-ready right from the factory.
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