Cheverolet Corevette Stingray was one of the cult classic cars 1967, it had a futuristic fastback design which was unusual for its time period It of course caught alot of attention.
Following that it was lauded with impressive reviews for its sheer power and great handling, something which that was unheard with other muscle cars of that time.
For more than 50 years, the Vette has unapologetically stood as a universal symbol for homegrown American performance. So when Chevrolet announces it has a new one in the pipe, people get weird. With the drapes have finally sloughed off the 2014 C7 Corvette Stingra, the famed name returns on the base car.
The 2014 C7 Corvette takes more of an evolutionary philosophy—although it shares just two parts with the outgoing car—while also sprinkling in some revolutionary details. The C7’s body casts much the same shadow as did the C6’s, but the new car is peppered with more-pronounced creases, larger and more numerous vents, and an angrier front fascia and headlamp treatment. In the front three-quarter view, the tiny hint of Maranello in the C7’s nose is clearly evidentl.
Both the hood and roof are constructed of carbon fiber. The profile is visceral; a stretching, sinewy form emphasized by the subdued B-pillar and a rakish backlight. There's also a rear quarter window. But the stylistic element likely to draw the most commentary is the treatment of the taillamps; although the quad-lens presentation follows Corvette tradition, the new lights' rhomboid shape and the dogleg cutout in which they reside are certain to be polarizing.
A naturally aspirated Gen V small-block 6.2-liter pushrod V-8 sits under the hood; it spins a rear-mounted transaxle via an aluminum torque tube.GM estimates the engine will make 450 horsepower and 450 lb-ft in base form, making it the most powerful standard Corvette to date and our (and GM's) early estimate has 0–60 times clocking in at less than four seconds.
Two active exhaust systems are available; the base setup uses its active valves to tame noise during four-cylinder cruising. An optional dual-mode system has extra valves that open a less-restricted path for airflow to both increase performance and sound bad-ass.
Transmission options are a six-speed automatic or seven-speed Tremec manual—yes, a seven-speed unit, with four shift gates. The manual transmission also features active rev-matching on both down- and upshifts courtesy of patented GM technology.
The steering is an electrically assisted, variable-effort setup, and GM claims to have re-engineered the system from steering wheel to rack, resulting in a five-fold increase in stiffness. Effort is controlled in conjunction with the Driver Mode Selector (DMS) on the center console; it offers setups for snow and rain, eco, tour, sport, and track-only. The DMS ultimately effects up to twelve parameters in each of its settings: gauge cluster info, the throttle, automatic gearbox shifting (when equipped), cylinder deactivation, the active exhaust, magnetic shocks (when equipped), the Z51's limited-slip diff, launch control, and the traction and stability control systems.