In case you didn’t already know, the all-new 2014 Corvette Stingray is a technological tour de force. From its all-new LT1 V8Â engine to its purposefully-sculpted exterior, the seventh-generation of the ultimate American sports car means business. Big, serious, and absolute business. And it’s no accident that the C7 Stingray’s interior takes the all-American super car to new heights, all in the name of a better car with a better driving experience.
Corvette product managers took into account complaints voiced by customers (and pretty much everyone with a keyboard and access to the web) about the cabin of the sixth-gen Corvette, and delivered an interior worthy of being in a world-class supercar such as the C7. In fact, the team used the “Respect the Craft” and “Truth in Materials” taglines when revealing the all-new Corvette, referring to holding engineering, design, and delivery of a world-class cabin in high regard. These qualities only scratch the surface of describing the interior of the sixth-gen Vette.
The Devil Is In The Details
The new Corvette’s cabin features genuine materials and precise craftsmanship, as well as advanced technologies for a more connected and engaging driving experience. And since the Vette is, and always has been, a driver’s car, designers paid an unprecedented amount of attention to the smallest and most intricate details to make the vehicle an even better driving machine with a no-compromises cabin.
The result is that every C7 model features a fully-wrapped interior in which every surface is covered with premium, soft-touch materials. You won’t find any plastics pretending to be aluminum, either: if it looks like metal, then it’s real aluminum; if it looks like carbon fiber, then it’s carbon fiber; the same goes for micro-suede and genuine Napa leather.
One of the first things the driver will notice upon entering the C7 is the wonderful sweeping arch element over the cockpit, as well as the seamless transition of the arch from the instrument panel to the door. The driver will also notice that the instrument panel is wrapped in leather, with the materials being hand-selected and hand-stretched for better grain matching. Stitching, meanwhile, is performed by robots to provide perfect seams. In effect, the C7’s interior is a combination of hand craftsmanship and machined precision to ensure the interior is first-rate in fit, finish, and ambience.
“Every feature and detail in the interior is designed to enhance the driver’s connection to the Corvette,” said interior design director Helen Emsley. “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.”
To further fine-tune the cabin, the Corvette design and development team took “field trips” (can we come?) to GM’s Milford Proving Ground and engaged in some high-performance driving, resulting in the implementation of several new features, like the steel-reinforced grab bar on the passenger side of the center console that (you guessed it) serves as an excellent oh shit! handle. The attention to detail during the team’s field trips to Milford also carries through to the soft-touch materials lining the edge of the console, where the driver naturally braces during high-load cornering.
When it comes to assembling the all-new Vette at GM’s Bowling Green plant in Kentucky, a significant amount of collaboration took place between design and manufacturing for the C7’s cabin: “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.”
The Steering Wheel
The C7’s wheel is no longer the same as the unit found in a $20,000 Chevy Malibu (can you say parts bin?). Instead, the 2014 Corvette gets a smaller 14.1-inch diameter (360 mm) steering wheel that, according to GM, contributes to a more direct and immediate feel to directional inputs.
The wheel also has buttons galore, including controls for cruise control, voice/Bluetooth, and the eight-inch color display in the gauge cluster (more on that in a bit). The wheel isn’t a flat-bottom unit, but having to yet drive a C7 around the track (or elsewhere, for that matter), we’ll reserve judgement on this matter… for now.
The Seats
Since we brought up the Malibu, have you ever noticed that the leather adorning the seats of the sixth-gen Corvette matched that of Chevy’s midsize sedan? That will no longer be the case with the C7, as grade-A Napa leather adorns the Vette’s two seats. The precise and elegant stitching found on the new steering wheel is also present on the leather trim of the all-new seats.
2014 Corvette Stingray Competition Seat
That’s right, the seats are all new. No longer will drivers (and passengers) have to endure the extreme “give” during spirited acceleration and cornering that were too common with the chairs of the C6, since Corvette engineers created two entirely new seats. The chairs use a magnesium frame structure for greater strength and weigh less than comparable steel frames. The new seats are also more rigid, resulting in increased support during performance driving.
2014 Corvette Stingray GT Seat
The standard “GT seats” are great for all-around comfort, while the optional Competition Sport seats deliver more aggressive side bolstering for greater support on the track.
A Few Buttons For The Passenger
If the act of merely sitting in the passenger seat of a 2014 Corvette isn’t enough, and the passenger begins to feel left out thanks to the driver-oriented cockpit, fear not: the co-pilot can be entertained with a few buttons on a micro-LED screen placed below the passenger-side air vent. The buttons allow for the adjustment of passenger-side climate control and seat ventilation.
Even better, the screen is positioned away from the performance features of the center stack panel, negating any and all reasons for the passenger to use mess with interfere with any of the performance features in the center stack. That’s the way it should be.
The Technology
The C7’s driver-focused cockpit is made up of four primary features: the Driver Mode Selector, standard dual high-resolution re-configurable screens, and a Head-Up Display.
Driver Mode Selector
At the core of the Corvette Stingray’s driver-focused technologies is the Driver Mode Selector (DMS). The rotary knob, which is positioned directly behind the shifter, allows drivers to optimize 12 vehicle attributes to suit their driving preference and road conditions. Five settings are available, including Weather, Eco, Tour, Sport and Track.
- Tour mode is the default setting and is meant for everyday driving
- Weather mode is designed for added confidence while driving in the rain or snow
- Eco mode is for those concerned with achieving optimal fuel economy
- Sport model is for spirited road driving
- Track mode is for, you guess it, the 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 Model Selector adjusts twelve parameters with each selection, 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 V8 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
Taking all of this into consideration, the claim that the 2014 Corvette Stingray is really three cars in one begins to make that much more sense.
Configurable Screens & Head-Up Display
Outside of pretty LED-based head- and tail-lamp treatments, the hottest trend in the automotive industry these days is to stuff as much technology into a vehicle’s instrument cluster and center stack as possible. But Corvette engineers and designers didn’t just stuff the 2014 Vette with tech wizardry for the sake of doing so.
Instead, they carefully added three configurable displays — a pair of eight-inch screens that are part of the latest incarnation of Chevrolet MyLink, along with a color head-up display (HUD) to convey different performance parameters of each drive mode — an approach not unlike that taken with the Corvette’s functional exterior to enhance the driving experience, especially at high speeds.
And remember those field trips taken by the Corvette team to Milford? Well, they also resulted in tweaks to aspects of the configurable digital screens in the instrument panel.
“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 Corvette Interior Design Manager Ryan Vaughan. “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.”
The fully reconfigurable instrument cluster offers three different modes, including:
- Sport Mode: made up of an analog-like tachometer on the outside and reconfigurable areas inside of the cluster. The driver can add the reconfigurable area to contain a digital speedometer, radio station/track/track number info, a friction bubble (which tracks lateral and longitudinal G-forces), along with other information.
- Touring Mode: slides the tach to the side and makes it less dominant, while adding infotainment displays, navigation, and other info.
- Race Mode: dominated by an easy-to-read bar graph tach inspired by the C6R (exemplary of track-to-street transfer). It includes a digital speedometer, the drive gear, and a reconfigurable area beneath the bar-graph tach.
Not only are the two eight-inch screens in the C7 informative, but they were designed to deliver excellent visibility in direct sunlight. The screen in the instrument cluster delivers 650 cd/m2 of brightness, while the unit in the center stack provides 1,000 cd/m2 — making it among the brightest screens in the industry.
Center Stack Display
And even though drivers may have all the information they may possibly need in the instrument cluster, they can operate the touch screen unit in the center stack using gestures, as the system contains gesture recognition support. Drivers can also lower the center screen to access a hidden storage compartment that includes a USB input for charging devices or uploading data.
The C7’s advanced MyLink infotainment system offers high-definition radio and enhanced OnStar with 3D navigation maps. An additional USB port is located in the center console, as are a stand-alone audio input jack and an SD card slot.
Rounding out the feature list is the memory driver’s seat, along with available Bose audio, push-button door releases, and a push-button parking brake.
Bose Speakers
An optional 10-speaker Bose audio system includes a bass box and two subwoofers. According to GM, the speakers “deliver greater sound quality with reduced weight and size.”
Push-Button Door Releases
Continuing with the trend established by the C6, the C7 features electric push-button door releases, rather than traditional pull handles. In the rare case of a system failure, a mechanical release lever is available on the outboard of each seat.
Push-Button Park Brake
Those looking to hoon around corners using the e-brake are out of luck: the new Corvette does away with the mechanical lever-based braking system in favor of a push-button electric park brake. For what it’s worth, the set-up saves space in the cabin, while professional race car drivers and instructors would be quick to point out that if you’re using the e-brake to get around a turn, you’re doing something wrong.
Push-Button Start
In case you haven’t yet noticed, all of the switches in the 2014 Corvette are “push-button” — including the switch to start (and stop) the engine. The system is integrated with a keyless access system, which is mighty convenient.
Frameless Rearview Mirror
Rounding out the interior goodness of the 2014 Vette is the (sweet) frameless rearview mirror first introduced on the 2013 Chevy Camaro. We’ve already sung the praises of this particular feature, but in case you haven’t seen it yet — the mirror finally takes these otherwise boring appliances into the 21st century. Looks like we were right about it making its way to other models in the GM stable.
All in all, the interior of the seventh-generation Corvette is the embodiment of respecting the craft of designing a fine automotive interior. Not only is it high in quality materials and fine design, but it also serves to enhance the driving experience of the vehicle, allowing an even greater connection between human and machine — the way it should be.
[nggallery id=503]More on the 2014 Corvette C7:
Comments
Very nice write up. I like the details.
My thoughts: Sport mode with the upper end of performance settings for Active Handling (competitive mode) and Traction Management turned down to the “giant grin” setting, which is inversely proportionate to tread wear…
I’d have to sit in them, but I think I’d go for the GT seats. It seems to be an amazing interior, they did good, real good.
Would absolutely love to road trip the C7 with the targa top off
Right now, I’m getting sick and tried of looking at the C6’s interior.
It got so much praise, especially on GMA, and I don’t think I’ve seen on here, or anywhere else, and I actually only just noticed while watching the Jay Leno Garage C7 First Look video (
). The C7 rear view mirror is the frameless design, same as the one introduced on the Camaro.
It can be seen on the pictures above, just thought I’d point it out since like I said it got so much praise by people.
Andrew — you’re absolutely correct. We’ve updated the deep dive. Thank you for noticing! 🙂
I was gonna show that video!!!!!! I do like how that screen goes down to let people plug their usb though but would just like to know if it does get like parking sensors??? I’m pretty sure the Corvette stingray owners don’t want their front and rear bumpers to get hit or something…. P.S. how many airbags does this vette have??
Great, informative article!
Question: What is the headliner material? With the Stingray design team doing such an outstandingt job of reincarnating this high-end interior (from the horrific Tupperware set previous generations suffered), I’m hoping they’ve gone for alcantara (or at least made it an option).
Thanks!
Jeff, the headliner I saw at the show seemed to be of the same material as the headliner found in the newer Cadillacs and Buicks, along with some of the newer Chevys (2013 Malibu, 2014 Impala). It’s the fine-knit soft-touch material…
To me, however, suede or Alcantara only makes sense for surfaces that will see a lot of friction, such as on the steering wheel or on a seat — as it allows for more comfortable control of an element (the wheel, for instance) over an extended period of time. Since the headliner isn’t touched that often, and given that it’s not used for gripping purposes, I personally don’t see a need to use Alcantara, etc.
That said, an Alcantara (or variants thereof) headliner is not out of the realm of possibility… we’ll have more details on actual trims/configurations as we get closer to launch.
One thing I never mentioned about the desire for a flat bottom wheel. The Vette really isn’t a difficult car to get in and out of, which is typically (at least in track/performance oriented vehicles) why a flat bottom wheel is installed. Now obviously with flat bottom wheels showing up in VW Golfs it has diluted the original intention, but in those cases it is put in for the gimmicky illusion that the car is a ultra low slung, caged/tube framed track star.
Maybe the Z06 and ZR1 will offer a flat wheel for that same cool-gimmick-factor, but it wont be added for original flat bottom purposing, that’s for sure.
I do think, for instance the RS6 wheel, does look cool and help show a racing inspiration. But the flat bottom isn’t something I’d jump for. For daily driving I’d rather have a comfortable round wheel, give it Alcantara and call it a day.
So sad that they apparently have not increased the size of the center console, put a lock on it or re-hinged it to open from the rear and not the side. how many times has the passenger tried to get something out of it from the passenger seat? Impossible when car is moving…should be accessible for both driver and passenger..would be easy to fix
This is really interesting, You are a very professional blogger. I have joined your rss feed and look forward to in the hunt for more of your wonderful post. Additionally, I’ve shared your web site in my social networks
This is the most exciting and enjoyable car to drive that I have ever owned. But –
There are a few design flaws that these websites never seem to mention, notwithstanding the taillight re-design complaints that frequent the web (this is not an issue with me).
The most aggravating is the fact that the heads up display cannot be adjusted high enough to be useful.
Fac t is, the “heads-up” display is NOT a heads-up display at all. It is a windshield display. One looks THROUGH a heads up display, so one does not have to look down while looking outside. Looking at this display requires lowering one’s eyes and taking them off the road. If I have to look down I might as well look at the instrument cluster – same difference.
This expensive option is useless for anyone who really knows what a heads-up display is for. This is a big reason why I opted for the LT-2 package, and I feel that I wasted $4000 for this little “misnomer”.
The second aggravation is that it takes two hands to move the seat back forward (so I can put a package in back, is why). Every other two door car I’ve owned, allowed the seat back to go back with ONE hand.
The third aggravation is that the pre-programmed menu options make truly customizing this vehicle almost impossible. I should be able to select each feature independently of any other. But Oh, no – GM knows what is best for me. One glaring example is the inability to select the eco mode full time. This is a cruise-only option that should always be available when cruising. If one is cruising one is not using the performance features of track mode or sport mode or touring mode – or weather mode, either!
I should have a manual switch, maybe on the shift lever, to turn the performance exhaust off and on. As GM would have it, I have to either change the vehicle’s mode, or dig through three levels of menus to get at this control, which requires my eyes to be where they should not be, as I do this.
It is impossible to see a car in one small area of my left blind spot. When I turn my head, the view is blocked by the styling of the car. We have dirt-cheap blind spot technology now that should have been on this car in particular because blind spot viewing is so restricted in the C7 Corvette. That is an unforgivable oversight or omission, whatever. How many accidents will happen because of this oversight, I wonder?
While we are on “blind spots”, I should have the ability to monitor the backup camera while going forward if I so desire. It may show a vehicle in the blind area where I cannot see. I should be able to turn it on at will, and perhaps it should be aim-able to the left while the car is moving forward, to monitor that blind spot, if I so desire.
There should be an optional way to provide for power for my radar detector and accessory GPS devices. Running these things through the provided cigarette outlets leaves these wires cluttering my car.
If you allow the door release cable on the left side of the “trunk” to slip from your grip it will disappear into the area behind the trunk liner, never to be useful again. It should have had a split ring on the tab so this couldn’t have happened. If I ever get mine back, it will have a ring on it. We will see if the dealer can recover that tab free of charge.
There used to be a vacuum/boost gauge in the programming at one time, but it has disappeared. I have been using vacuum gauges for years and do not want to be without one. The Stingray throttle response programming is too sensitive around the point where mileage varies drastically with a small throttle movement, making this the first vehicle I’ve owned where I cannot “beat” the cruise control mileage with my right foot. A vacuum gauge is necessary for those who understand how to use one, and those small throttle movements show up instantly on a vacuum gauge. A vacuum gauge would also help a driver stay in “eco” (AFM, or cylinder deactivation mode). As it is, this vehicle shifts out of “eco” mode instantly, but it doesn’t go back into “eco” mode without a delay – another aggravation.
A collateral fix wold be to allow a driver to program the throttle response around the cruise throttle position, just as model aircraft radios allow the operator to program and expand the response around the center point of a control.
If you are wondering why I would use then accessory GPS when I have the built-in $795 factory installed GPS, it’s because the built in factory GPS is nothing less than primitive. It lacks many features that my older Garmin GPS provides, which I do not want to be without.
These flaws make me wonder if GM engineers went on vacation after designing this wonderful auto. I would say this vehicle has failed it’s pre-production testing. Sometimes it’s these little things that make a truly superior product into an aggravating one that is less than that.
Well, it was made by GM after all. The last GM vehicle I bought was a new ’74 Chevy, and there was more than one reason I did not buy another GM product until this C7 Stingray showed up. I hope I don’t come to regret my purchase.
Was very disipointed when my car arrived and it had no CD player for this reason I will never buy. Another .I assumed it did after custom ordering it so it was a$ 100.000 bummer.
2015 and you’re still using CD’s?
Convert to FLAC and stream it.