2014 Chevrolet Corvette
The 2014 Chevrolet Corvette represented the first model year of the seventh-generation (C7) of the sports car, as well as a complete overhaul compared to the outgoing C6. For the 2014 model year, the Corvette was available exclusively as a Stingray, which became the entry-level model for the C7.
Like the Corvette C1 (first-generation Corvette), the 2014 Corvette continues the tradition of using lightweight fiberglass body panels. But this time, the entry level Corvette – the Stingray – is equipped with carbon fiber panels as standard. Fenders, doors, rear quarter panels and the rear hatch panel was made with lighter-density Sheet Molded Compound than the previous generation.
The body was aggressively sculpted taking inspiration from aerospace and nature. Fighter jet cues was a key in the exterior design but also praying on our primitive instincts of man vs beast, a stingray was also a huge influence within design. So much so, in-fact that GM decided to bring back the name first used in 1963 with the C2 Corvette – Stingray.
“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 surface of the Corvette Stingray is purposeful, executed with beauty and proportion.”
Up front was a completely new look to the Corvette that gave a very menacing appearance. A completely new headlight design featuring a single HID projector headlamp in the center with the a daytime styling blade underneath following the contours of the body lines. 6 LED lights would sit on the outside edge within the black chrome headlight housing in a ladder fashion that would act as the turning signals once activated in an amber color and a bright white under normal driving conditions.
A single grille sits in the middle up front but takes the design cues of the C7 unlike the simple rectangular shaped look found on the C6. A single chrome strip sits up front and center carrying across the whole width of the grille. The grille would feature a cross hatch design but this time came painted carbon flash black from the factory unlike the previous generation. The removal of fog-lights that once sat beside the grille on the C6 was due to the evolution of headlight technology as fog-lights have slowly been fazed out within auto design. This allowed GM to give a much more aggressive angle to the overall front fascia without the sacrifice of functionality of where fog-lights once would have sat.
A new carbon fiber hood featured functionality and design with the signature power dome of the hood that had become synonyms with Corvette had been carried across. This time a four slat vent painted in carbon flash black would sit towards the front of the hood. This vent was not just for looks but was very intelligently designed. GM had taken inspiration from their Corvette Racing program. The race car since its inception in 1999 with the C5-R featured a hood vent. Under very demanding racing conditions this vent allowed important heat extraction by having the radiator tilted forward and a cowl making it almost impossible for heat from the radiator to circulate under the hood. This track to the street technology made its way to the C7 by again having the radiator tilted slightly forward and utilized the cold air coming in from the front grille. After passing through the radiator small scoop under the hood would direct the now hot air to the hood vent. Upon meeting the air flowing over the exterior of the car the hot air would now be directed over a crevice on the roof which created a small amount of downforce but without creating any drag usually associated with downforce, also venting air out of the hood reduces total front-end lift for improved steering response at high speeds.
The long hood, short rear deck that had become a hallmark of Corvette design carried across, but unlike the last three Corvette generations, there were some major differences that proved controversial. For starters there was a C pillar. Since 1978 the Corvette had a distinct rear window/hatch that would aesthetically act as the C pillars, gracefully taking the flowing lines to the rear and would become a key design cue associated with Corvette’s. The C7 Stingray is the first entry Corvette to break that tradition adding in a small window behind the side windows and a hidden B pillar. Therefore the rear window was a more simple flat design as opposed to the three dimensional look we had grown used to. This highlighted the profile of the C7 giving a more aggressive stance and keeping continuity of the sharper cut design details.
The roof came from the factory made of carbon fiber. This made it very lightweight and strong not only keeping a low center of gravity but aided transportation as the C7 coupe came as standard with a removable roof. Two simple to use handles inside made the roof very easy to remove and the trunk space featured clamps to secure the roof.
The fenders feature the vent we have come to associate with Corvette’s but this time it was a little less protruding painted carbon flash black and has more of a steep angle. These fender vents relieve underhood air pressure which reduces aerodynamic drag. Placed right behind the vent is a new emblem for the 7th generation Corvette. A birds eye view of a Stingray that has been sculptured to look like it always belonged within auto design. On the coupe models a new duct located at the top of the rear quarter panels also painted in carbon flash black. This duct took inspiration from the NACA ducts on the C6.R race car. These ducts sink into the body work and like the hood vent is also functional. On the Z51 package the ducts draws cold air from the outside to the differential cooler, transmission cooler and other heat exchangers. For convertible models these ducts are integrated into the underbody.
The biggest talking point of controversy was the typical four round taillights found on the Corvette since 1961 were now obsolete. This caused a lot of the Corvette community to be at first very upset, but the round design simply would not have matched the rest of the much more cut, angular look of the C7. Instead what was new was a more straight, and cut version of the quad taillights, integrated with functional vents. Airflow through the differential and transmission heat exchangers exits through the aircraft-inspired taillamp vents. The three-dimensional, sculpted lenses house innovative indirect LED lighting. This time the reverse lights were built within the taillights unlike the previous C6 generation that featured the reverse light at the bottom as part of the rear diffuser.
At the bottom of the rear fascia was new look of a much taller rear diffuser painted in carbon flash black. This also featured functional vents extracting the air from the differential cooler and transmission cooler that worked in conjunction with the vents integrated into the taillights. This took the air that entered through the vents mounted at the top of the quarter panels. Unlike the usual location, the mandated red reflectors were built within the rear diffuser as opposed to typically being built into the taillights themselves. This was due the complex design of the new taillights that would have been compromised by adding the reflectors. The whole diffuser contours towards the center that draws attention to the exhaust tailpipes. GM have carried across the quad design seen on Corvette’s since the C4 but this time they are all an equal distance from each other as opposed to the two gap two look. The diameter of the tips are larger than previous generations and give an almost after burner look keeping with the fighter jet inspiration.
“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.”
Previous generation Corvettes were often under scrutiny for their lackluster interior . Usually quoted as under quality, out dated or boring, the engineers knew that the interior needed a huge overhaul if the new generation Corvette was going to prove it was really all-new. This time the engineers wouldn’t just grab from the GM parts bin, but would make the interior a key focus within design as they wanted to shake the reputation.
The interior offered genuine carbon fiber and aluminum trim, hand-wrapped leather materials, dual eight-inch configurable driver/infotainment screens, and for the first time; two new seat choices – each featuring a lightweight magnesium frame for exceptional support.
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.”
Probably the most notorious interior component in the previous generation Corvettes was the steering wheel as it was used in so many other Chevrolet vehicles such as the Cobalt. GM would not make the same mistake this time using a smaller, 14.1-inch-diameter (360 mm) steering wheel, which fostered a more direct, immediate feel to directional inputs. The attention to the driver extended to the smallest details, including the flat, precise stitching on the steering wheel designed to provide a smooth, consistent feel. This wheel was unique to the Corvette and wasn’t carried into other GM applications.
The new steering wheel look featured a tri-spoke center back plate that resembled the shape of a stingray colored in either silver or black. The back plate housed the leather center/airbag cover, which sported the new seventh generation Corvette emblem. On the nine and three o’clock spokes; new buttons were added featuring cruise control settings, bluetooth controls and toggles for infotainment system. Below these spokes and mounted slightly behind the wheel was controls for the sound system. Directly behind the wheel was the paddles for: on the manual – engaging Rev Match, or on the Automatic – shifting gears under manual mode.
The next interior component for the engineers to focus on was redesigning the seats. The previous generation Corvette seats, whilst being comfortable featured very little bolstering. This usually lead to ridicule for their lack of support under high speed cornering along with their dull appearance. Whereas in the past Corvette buyers had one seat option with multiple choices of colors and in some cases type of materials, the 2014 Corvette Stingray allowed two choices of factory seat designs.
The two seating choices included: a GT seat for all-around comfort and a Competition Sport seat with more aggressive side bolstering that provided greater support on the track. Precise and elegant stitching also was seen in the available Napa leather trim. The frame structure for both seats was made of magnesium for greater strength and less weight than comparable steel frames. They were also more rigid, contributing to the enhanced feeling of support during performance driving.
The GT seat had a very sporty look featuring far more support than previous generation seats around the legs, ribs and shoulders. A cut out integrated just above the shoulders which allowed access for a race harness to pass through and on the 2LT and 3LT trim a small Corvette emblem on the headrest was added.
The Competition seat, featured the same base as the GT but a different upright design. More aggressive bolstering around the ribs and shoulders and a different look by adding two carbon fiber cutouts with a Corvette emblem in center. These cutouts were designed to support a five point race harness should the owner decide to install.
Keeping the race track in mind GM added additional performance-enhancing details in the interior, which resulted from designers’ “field trips” to GM’s Proving Ground in Milford, Michigan. 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. Keeping a similar layout to the pervious generation Corvette center console, an integrated cup holder securing two regular size cups and due to a new removable section this area could be used for additional storage. The cup holder section was slightly repositioned from the previous generation Corvette solving the issue of knocking the cups once engaging higher gears. Behind the shifter sat the rotary function knob that allowed the driver to switch between the different driver modes: Weather, Eco, Tour, Sport and Track. An integrated button sat central in the driver mode knob that controlled the different traction control settings.
“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 drivers 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 Tour mode was the default setting for everyday driving; Weather mode was designed primarily for added confidence while driving in rain and or snow; Eco mode was for achieving optimal fuel economy; Sport mode was for spirited road driving and Track mode was 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.”
Resembling the previous generation, the arm rest in the center console once again could be opened from the drivers side to reveal a storage area. The handbrake lever was deleted for a more modern take on the parking brake by replacing it with a small finger size electronic button that once pulled – engaged the parking brake and after being pressed down would disengage the parking brake.
The most impressive feature of the interior was certainly crowned to the new dashboard. The shape and design of the dash featured a more angular and cut look, which complementing the exterior design. All trim levels featured a fully-wrapped interior, where every surface was covered with premium, soft-touch materials. Available materials, depended on the trim level package, included Napa leather, aluminum, carbon fiber and micro-suede. The performance-supporting elements inside the 2014 Corvette Stingray were complemented by unprecedented attention to detail and build quality. This included a sweeping arch motif over the driver cockpit trim that featured a seamless transition of the line from the instrument panel to the door. A blend of hand craftsmanship and machined precision was intended to ensure the fit, finish and ambience of the cabin was first-rate. The leather-wrapped instrument panel, for example, featured hand-selected and hand-stretched materials for better grain matching with stitching performed by robots that deliver perfect seams. There was even a micro-LED screen for the passenger’s climate control placed below the vent 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 Vaughn, 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 look was certainly a huge upgrade to previous generation Corvettes but the technology was where GM was hoping to silence the previous critics. An absolute overhaul that changed the traditional functional Corvette interior to a much more modern technological cabin took the fight to the Corvette’s competition such as the Porsche 911. The technology started with the drivers instrument cluster, which despite keeping traditional analog dials, they were no longer located in the center. The dials now sat either side an eight inch high definition screen which was joined by an additional eight inch high definition screen located centrally in the dash between the driver and passenger side. The two eight-inch screens offered 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 them among the brightest screens in the industry at the time. The screen in the center stack also featured touch-screen controls with gesture recognition and could be lowered to reveal a hidden storage compartment that included a USB input for device charging or uploads. The drivers instrument cluster screen featured customizable displays depending on driver modes. High-performance driving also influenced elements of the configurable display screens and available head-up display, which varied depending on the driving mode, including the Track display, which was inspired by the C6.R race car digital tachometer.
The 2014 Corvette Stingray delivered an advanced infotainment system, featuring Chevrolet MyLink and high-definition radio, as well as enhanced OnStar with 3D navigation maps. Additional USB ports 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 included a bass box and two subwoofers – and speakers with rare-earth magnets that delivered greater sound quality with reduced weight and size.
The new 6.2L LT1 engine debuts in the 2014 Chevrolet Corvette Stingray and represents the most significant redesign in the small block’s nearly 60-year history – building on its legacy to make one of the world’s best engines even better. It is part of a new Gen V small block family, with a cam-in-block architecture and 4.400-inch bore centers (the distance between the centers of each cylinder) that are design features shared with the very first small block upon its launch in 1955.
Several advanced technologies, including direct injection, Active Fuel Management and continuously variable valve timing support an advanced combustion system that helps the LT1 engine – the third small block to carry the name in Corvette’s history – produce 460 horsepower and 465 lb.-ft. of torque (with an optional exhaust system) with greater efficiency.
Engine highlights include:
- Cylinder block: the all-new Gen V cylinder block shares two key design elements with GM’s original small-block V8: a 90-degree cylinder angle and 4.400-inch bore centers. The bore and stroke dimensions are: 4.06-inch (103.25 mm) bore x 3.62-inch (92 mm) stroke.
Compared to the Gen IV small block, the Gen V’s aluminum cylinder block casting is all-new, but based on the same basic architecture. It was refined and modified to accommodate the mounting of the engine-driven fuel pump and vacuum pump. It also incorporates new engine mount attachments, new knock sensor locations, improved sealing and oil-spray piston cooling.
- Oiling System: the oiling system is revised and features a new, dual-pressure-control and variable-displacement vane pump with increased flow capacity. As with the Gen-III/Gen IV engines, the oil pump is driven by the crankshaft. Variable displacement enables the pump to efficiently deliver oil pump flow as demanded. Dual pressure-control enables operation at a very efficient oil pressure at lower rpm coordinated with the Active Fuel Management and operation at a higher pressure at higher engine speeds providing a more robust lube system with aggressive engine operation.
All Gen V engines are designed to be used with GM’s Dexos semi-synthetic motor oil. “Thinner” oil is used, too, which helps reduce friction to enhance efficiency. The LT1 6.2L uses 5W30.
The Corvette’s LT1 engine features a structural aluminum six-quart oil pan. A dry-sump oiling system with a 10.5-quart capacity is included with the optional Z51 Performance Package.
- Oil-Spray Piston Cooling: All Gen V engines feature oil-spray piston cooling, in which eight oil-spraying jets in the engine block drench the underside of each piston and the surrounding cylinder wall with an extra layer of cooling, friction-reducing oil. The oil spray reduces piston temperature, promoting extreme output and long-term durability. The extra layer of oil on the cylinder walls and wristpin also dampens noise emanating from the pistons.
- Rotating assembly and windage tray: within the Gen V block is a durable rotating assembly that includes a steel crankshaft and 6.098-inch-long, powder-metal connecting rods, as well as high-strength, aluminum-alloy pistons. The connecting rods have a new profile that enhances strength.
The pistons are lightweight, which enhances high-rpm performance, as they enable the engine to rev quicker. They also have a unique head topography that is essential to the direct injection system. The “bowl” and shape of the top of the piston head is designed to promote thorough mixing of the air and fuel – a dished center section helps direct the fuel spray from the injector – to ensure complete combustion, which improves performance and efficiency, particularly on cold starts.
The crankshaft in the Gen V small block is located with new nodular main bearing caps – a significant upgrade over more conventional grey iron main caps. Nodular caps are stronger and can better absorb vibrations and other harmonics to help produce smoother, quieter performance.
A redesigned windage tray is also used with the Gen V engine, which features a new oil scraper design. This enhances performance and efficiency by improving oil flow control and bay-to-bay crankcase breathing. The cylinder block an main bearing caps maintain the optimal cranksase “windows” that were perfected on the Gen IV engine.
- PCV-Integrated Rocker Covers: one of the most distinctive features of the Gen V family is its domed rocker covers, which house a patent-pending, integrated positive crankcase ventilation (PCV) system that enhances oil economy and oil life, while reducing oil consumption and contributing to low emissions. The rocker covers also hold the direct-mount ignition coils for the coil-near-plug ignition system. Between the individual coil packs, the domed sections of the covers contain baffles that separate oil and air from the crankcase gases – about three times the oil/air separation capability of previous engines.
- Camshaft Design: also rotating inside the engine block is a hydraulic roller-lifter camshaft. Compared to the Gen IV small-block, the camshaft remains in the same position relative to the crankshaft and is used with a new rear cam bearing. The camshaft also features an all-new “trilobe” to drive the engine-mounted, high-pressure fuel pump for the direct-injection combustion system.
The LT1 camshaft’s specifications lift include: 0.551/0.524-intake/exhaust lift, 200/207-crank angle degrees intake/exhaust duration at 0.050 tappet lift and 116.5-degree cam angle lobe separation.
- Dual-Equal Cam Phasing: all Gen V engines feature dual-equal camshaft phasing (variable valve timing), which works with Active Fuel Management to enhance fuel economy, while also maximizing engine performance for given demands and conditions.
At idle, for example, the cam is at the full advanced position, allowing exceptionally smooth idling. Under other conditions, the phaser adjusts to deliver optimal valve timing for performance, driveability and fuel economy. At high rpm it may retard timing to maximize airflow through the engine and increase horsepower. At low rpm it can advance timing to increase torque. Under a light loads, it can retard timing at all engine speeds to improve fuel economy.
A vane-type phaser is installed on the front of the camshaft to change its angular orientation relative to the sprocket, thereby adjusting the timing of valve operation on the fly. It is a dual-equal cam phasing system that adjusts camshaft timing at the same rate for both intake and exhaust valves. The system allows linear delivery of torque, with near-peak levels over a broad rpm range, and high specific output (horsepower per liter of displacement) without sacrificing overall engine response, or driveability. It also provides another effective tool for controlling exhaust emissions.
The vane phaser is actuated by hydraulic pressure and flow from engine oil, and managed by a solenoid that controls oil flow to the phaser.
- Cylinder Head Design: the Gen V small-block’s all-new cylinder head design builds on the excellent, racing-proven airflow attributes of previous small-block heads and matches it with an all-new direct-injection combustion system. It supports tremendous airflow at higher rpm for a broad horsepower band, along with strong, low-rpm torque.
Compared to the Gen IV cylinder head design, the LT1 head features a smaller, 59.02cc combustion chamber. It is designed to complement the volume of the piston’s dish. The smaller chamber size and dished pistons work together to produce an 11.5:1 compression ratio. The spark plug angle and depth have been modified to protrude farther into the chamber, placing the electrode closer to the center of the combustion to support the direct injection system.
In addition to the new combustion chamber design, the Gen V head features large, straight and rectangular intake ports that feature a slight twist to enhance mixture motion. This is complemented by a reversal of the intake and exhaust valve positions as compared to the Gen IV design. The exhaust port shapes are optimized for the new valve locations, with new port opening locations at the manifold face.
Large, lightweight intake and exhaust valves are used in the aluminum alloy heads, with 2.13-inch (54mm) hollow intake and 1.59-inch (40.4mm) hollow sodium exhaust valves. The lightweight valves enable the engine to rev quickly and capably to greater than 6,000 rpm.
The valves are held at new 12.5 degrees intake/12 degrees exhaust angles vs. the Gen IV’s 15-degree angle. Additionally, the valves are splayed at 2.61 degrees intake/2.38 degrees exhaust to reduce shrouding and enable greater airflow.
Valvetrain components include durable valve springs and roller-pivot rocker arms with a 1.8 ratio – the amount of movement on the valve side of the rocker arm in comparison with the pushrod side. And speaking of pushrods, the Gen V small-block features stiffer, larger-diameter 8.7mm (outside diameter) that provide greater stiffness than the previous 7.9mm design. This enables improved high-speed valvetrain dynamic performance.
The heads are made with 319-T7 aluminum alloy, using a semi-permanent mold process that produces a more accurate casting for optimal mass reduction and minimal machining.
- Direct Injection: direct injection is featured on all Gen V engines. This technology moves the point where fuel feeds into an engine closer to the point where it ignites, enabling greater combustion efficiency. It fosters a more complete burn of the fuel in the air-fuel mixture, and it operates at a lower temperature than conventional port injection. That allows the mixture to be leaner (less fuel and more air), so less fuel is required to produce the equivalent horsepower of a conventional, port injection fuel system. Direct injection also delivers reduced emissions, particularly cold-start emissions.
The pistons play an integral role in the direct injection system, as they feature dished heads designed to direct the fuel spray for a more complete combustion. Design of this advanced combustion system was optimized after thousands of hours of computational analysis, representing one of the most comprehensively engineered combustion systems ever developed by General Motors.
- High-Pressure Fuel Pump: the direct injection system features very high fuel pressure, up to 15Mpa (150bar), requiring a high-pressure, engine-driven fuel pump in addition to a conventional, fuel-tank-mounted pump. On all Gen V engines, the pump is mounted in the “valley” between cylinder heads – beneath the intake manifold. It is driven by the camshaft at the rear of the engine.
A “soft stop” control strategy for the pump’s internal solenoid significantly reduces the characteristic “ticking” sound of direct injection systems. Mounting the pump in valley, where it is covered by an acoustically treated intake manifold, also helps reduce noise, while also maintaining the tight, compact packaging for which all small-blocks have been known.
- Active Fuel Management: Active Fuel Management temporarily deactivates four of the cylinders and seamlessly reactivates them when the driver demands full power. When cylinders are deactivated, the engine’s pumping work is reduced, which translates into real-world fuel economy improvements. The transition takes less than 20 milliseconds and is virtually imperceptible.
The key to AFM’s efficiency and seamless operation is a set of two-stage hydraulic valve lifters, which allows the lifters of deactivated cylinders to operate without actuating the valves. In engineering terms, this allows the working cylinders to achieve better thermal, volumetric and mechanical efficiency and lowering cyclical combustion variation from cylinder to cylinder. As a result, AFM delivers better fuel economy and lower operating costs. The only mechanical components required are special valve lifters for cylinders that are deactivated, and their control system. Active Fuel Management relies on three primary components: Collapsible or “de-ac” (deactivation) valve lifters, a Lifter Oil Manifold Assembly (LOMA) and the engine controller, which determines when to deactivate cylinders.
- Exhaust Manifolds: the LT1 engine uses a similar yet cast version of the “four-into-one” short-header exhaust manifold design used on the Gen IV LS7 engine. The cast header passages enable consistent exhaust flow into the “wide mouth” collector at the converter.
- High-Flow Intake Manifold and Electronic Throttle: the Gen V’s intake manifold ports are designed to match cylinder head, while also accommodating the high-pressure fuel pump for the direct injection system, which is mounted in the valley area between the cylinder heads. It is a composite manifold is manufactured with a lost core process to improve runner-to-runner variation and to reduce flow losses. Acoustic foam is sandwiched between the outside top of the intake manifold and an additional “skull cap” acoustic shell to reduce radiated engine noise, as well as fuel pump noise.
The LT1 intake manifold features a “runners in a box” design, wherein individual runners inside the manifold feed a plenum box that allows for excellent, high-volume airflow packaged beneath the car’s low hood line.
An electronically controlled throttle is mounted to the intake manifold. It is a single-bore design with an 87mm bore diameter features a “contactless” design that is more durable and enables greater control.
- Cooling System: the Gen V’s cooling system is redesigned, compared to the Gen IV engine and features a new offset water pump and thermostat.
- 58X Ignition System: the Gen V has an advanced 58X crankshaft position encoder to ensure that ignition timing is accurate throughout its operating range. The 58X crankshaft ring and sensor provide more immediate, accurate information on the crankshaft’s position during rotation. This allows the engine control module to adjust ignition timing with greater precision, which optimizes performance and economy. Engine starting is also more consistent in all operating conditions.
In conjunction with 58X crankshaft timing, the Gen V applies the latest digital cam-timing technology. The cam sensor is located in the front engine cover, and it reads a 4X sensor target on the on the cam phaser’s rotor which is attached to front end of the cam. The target ring has four equally spaced segments that communicate the camshaft’s position more quickly and accurately than previous systems with a single segment.
The dual 58X/4X measurement ensures extremely accurate timing for the life of the engine. Moreover, it provides an effective backup system in the event one sensor fails.
- Additional Features:
- Electronic Power Steering: all Gen V engines have Electronic Power Steering and do not incorporate a conventional, hydraulic power steering system in its accessory-drive system. This enhances both performance and fuel efficiency.
- Air Induction Humidity Sensor: this new feature ensures optimal combustion efficiency, regardless of the surrounding air’s humidity.
- Coil-on-Plug Ignition: the Gen V’s individual coil-near-plug ignition features advanced coils that are compact and mounted on the rocker covers, although they are positioned differently than on Gen IV engine. An individual coil for each spark plug delivers maximum voltage and consistent spark density, with no variation between cylinders.
- Iridium-Tip Spark Plugs: the spark plugs have an iridium electrode tip and an iridium core in the conductor, offering higher internal resistance while maintaining optimal spark density over its useful life. The electrode design improves combustion efficiency.
- E92 Engine Controller: operation and performance of the Gen V is overseen by an all-new engine controller.
Transmission – Manual
The 2014 Corvette Stingray featured the latest in design from TREMEC Corporation (formerly known as Transmission Technologies Corporations) with the introduction of the TR-6070. A brand new 7 speed manual transmission featuring 7 forward gears and 1 reverse gear. To meet the ever increasing demand of emission standards and pursuit of greater fuel economy the TR-6070 featured a triple overdrive gear. The TR-6070 was based on the previous TR-6060 found in the 6th generation Corvette and other GM performance vehicles. Where the TR-6070 differed from its successor was not only introducing a 7th gear but a new hybrid solution to all the forward gears synchronizers by combining double-cone and triple-cone rings. The hybrid rings utilized a combination of materials such as carbon and sintered bronze cones providing greater durability and shifting performance. To increase the feel and driver experience linear bearings were added lowering friction of the rail movements thus creating a lighter more direct movement.
The transmission, once again like the previous two generation Corvettes, would be located in the rear of the vehicle connected via a torque tube. Mounting the transmission in the rear moves a lot of weight from the front that would occur from a traditional front engine to transmission setup. This gives the 2014 Corvette C7 a weight distribution of 50/50 over both axles. A 50/50 weight distribution gives a huge advantage in the handling department by greatly decreasing understeer and adding to rear wheel grip. This allows the vehicle to rotate whilst turning much more easily as the tires are not fighting against a weight biased giving much more precise and predictable handling. The transmission with the Z51 Performance Package includes specific close-ratio gearing for more aggressive driving.
The TR-6070 introduced a new feature on a manual Corvette known as Rev Match. Also referred to as GAP (Gear Absolute Position) Rev Match integrated technology where an electronic signal was sent from the transmission to the engine controller inferring the real time position of the shift selector. With this information, the engine RPM is controlled to match the next gear selection. This mode can be used at any time to improve drivability and overall experience, but where it really shines is at the track.
Rev match allows anyone to essentially utilize a technique known as heel and toe braking. Heel and toe is a necessity under high speed, heavy braking at the latest possible brake point. This technique works due to another way of slowing down a vehicle at high speed, aiding and removing stress from the brakes is to engage a lower gear. This can be problematic without using heel and toe due to what is known as compression lock can occur. This is where the speed of the lower gear is not matched to the road speed causing the drive wheels to lock until the road speed has been matched. Not only is this bad for the drivetrain it is also very dangerous as with a rear wheel drive vehicle such as a Corvette; can cause the rear tires to loose traction therefore rotating the vehicle from the rear, potentially causing a spin or accident. The heel and toe technique avoids this from happening by ‘blipping’ the throttle during the downshift. The driver commonly uses the ball of the right foot to apply the brake pedal and would rotate their foot allowing the heel of the right foot to apply the gas pedal simultaneously. Whilst the left foot disengages the clutch (allowing the motor to free rev) a quick tap of the gas pedal would raise the rpm for the lower gear as the driver downshifts. After re-engaging the clutch the lower gear should be engaged therefore the RPM of the motor is matched to the road speed allowing a smooth downshift and avoiding compression lock.
As you can imagine, this isn’t the easiest of techniques to master and GM wanted the 2014 Corvette Stingray to bring out the best in the driver especially on the race track. Rev Match would be engaged via a paddle mounted on either side of the rear of the steering wheel. Once this paddle was pulled Rev Match would do all the hard work, meaning that all the driver needed to do was downshift and the computer would instantly recognize what the speed was, the new gear selected and the correct rpm for that gear therefore a nice rev from the engine would happen making a seamless downshift greatly decreasing the risk of loss of traction.
TR-6070 Features at a Glance:
- Rear wheel drive, seven-speed manual overdrive transmission
- Triple overdrive for improved fuel economy and lower emissions
- Gear ratio spread of up to 6.33
- Triple- and double-cone synchronizers
- Advanced and asymmetric clutch teeth in second and third speed gears
- Two-piece gear design for high torque capacity
- Low mass, hollow shaft design available
- Sensors include: Temperature, Speed and Gear position
TREMEC TR-6070 Transmission Specifications
Type: Rear wheel drive, seven-speed manual overdrive transmission
Maximum gross vehicle weight:* 2,400 kg (5,291 lb) *For reference only. Not applicable to a specific application Case: Die-cast aluminum alloy
Center distance: 85 mm
Overall length: 782 mm
Clutch housing: Integrated
Synchronizer type: Double and triple cone; hybrid friction material
Lubricant type: Dexron III ATF
Lubricant capacity (approximate): 3.5 L (7.4 pt)
Transmission weight: Wet: 65.2 kg (143.75 lb)
Power take off: No
- Transmission – Auto
For the 2014 year of the Corvette Stingray GM carried across the trusted 6L80 MYC Hydra-Matic automatic transmission. The Hydra-Matic 6L80 (production code MYC) is a six-speed automatic transmission produced by General Motors for use in rear- and rear-biased all-wheel-drive vehicles with a longitudinal powertrain orientation. Developed in-house by General Motors, the Hydra-Matic 6L80 is part of the 6LXX family of fuel-saving, electronically controlled six-speed automatic transmissions that succeeded the 5LXX family.
The modular design of the Hydra-Matic 6L80 (MYC) is shared with variants rated for different torque levels to accommodate various engines and vehicle applications. All versions share a unique output gearset configuration that enables it a wider range of ratios than a conventional planetary gearset automatic transmission. This allows the transmission to be tailored for optimal fuel economy while delivering excellent acceleration traits.
The wide overall ratio spread of 6.04:1 allows a “steep” first gear, as well as a very “tall” overdrive top gear for low-rpm highway cruising.
The modular concept of the Hydra-Matic 6L80 centers on the desire for common components and manufacturing tooling for four different size variants of the six-speed family. All versions use three gearsets: a simple input planetary gearset and two output gearsets, one of which is a compound gearset with three pairs of two pinion gears on the output carrier, one pair meshing with the sun gear and the other with the ring gear.
Performance Algorithm Braking
Performance Algorithm Shifting is available on some applications. Performance Algorithm Shifting (PAS) monitors how assertively the driver is using engine output to determine at what engine speed to upshift or downshift.
Driver Shift Control
Driver Shift Control allows the driver to shift the transmission like a clutchless manual gearbox. Electronic safeguards prevent over-revving should the wrong gear position be accidentally selected.
Advanced Control System
Advances in transmission control modules allow them to exist reliably inside the transmission, where temperatures remain fairly constant compared to a body-mounted module. The transmission and module are assembled together, so no additional steps are necessary during vehicle assembly.
The 6L80’s 32-bit transmission control module (TCM) monitors transmission performance and compensates for normal wear in components such as clutch plates, so transmission performance remains consistent for the life of the transmission.
Transmission Gear Ratios
|Type:||seven-speed manual with
Activ Rev Match
|seven-speed manual with
Active Rev Match w/Z51
|Gear ratios (:1)|
|Final drive ratio:||3.42||3.42||2.56 (2.73 w/ Z51)|
For the Z51 package the 2014 Corvette Stingray came equipped as standard with an eLSD (Electronic Limited Slip Differential). This differential continuously makes the most of the torque split between the rear wheels by utilizing a hydraulically actuated clutch that can infinitely vary clutch engagement and can respond from open to full engagement in tenths of a second. Being electronic it takes advantage of the series of onboard computers by communicating a unique algorithm that factors in throttle position, steering input and vehicle speed that shifts torque between the rear wheels. This greatly improves the balance and traction of the car whilst improving steering feel for the driver.
“The electronic limited-slip differential transforms the Stingray by optimizing handling for the driving situation,” said said Mike Bailey, chassis vehicle system engineer. “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 Electronic Stability Control 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 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.
The rear axle featured a 3.42 ration (GU6). This was the standard axle for both the coupe and Z51 coupe models.
The frame of the 2014 Corvette Stingray featured a completely new design taking advantage of the “Track to Street” technology transfer taken from the Corvette Racing program. A stiffer frame was the goal, although stiffness may seem to some undesirable due to a harsh ride, greater rigidity greatly improves mechanical grip due to the flexing of the frame can decrease traction from the inside wheels during high speed cornering. GM would counter the stiffer ride from the frame with an intelligent suspension design.
The new frame design allowed GM to avoid the classic performance stealing chassis reinforcement that convertibles of the past were used to. The all-new aluminum frame structure that was 99 pounds (45 kg) lighter, and 57-percent stiffer than the previous-generation convertible frame. This resulted to a frame that was so strong, no structural reinforcements was needed for the convertible model. The only changes were limited to accommodations for the folding top and repositioned safety belt mounts.
The previous generation Corvette frame used continuous hydroformed main frame rails with a constant 2mm wall thickness. The 2014 Corvette Stingray frame featured 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’s gauge varies in thickness from 2mm to 11mm, tailored – along with the shape – by the simulation software to optimize the strength requirements for each frame section with minimal weight.
The aluminum frame was manufactured using innovative manufacturing processes at GM’s Bowling Green, Kentucky, assembly plant. The state-of-the-art facility created several advanced joining technologies to ensure dimensional accuracy within 0.75 mm.
Each frame featured:
- 354 spot-welds using a GM-patented process that uses a unique electrode designed specifically for aluminum
- 188 Flowdrill-machined fasteners, which were installed by a high-speed drill that extrudes the frame material to create a strong, integral collar that was tapped for bolt-on fasteners
- 113 feet of structural adhesives, used in conjunction with welding and fasteners to increase overall frame stiffness
- 37 feet of laser welds, which joined frame sections via a precise beam of high energy that minimizes heat beyond the weld area for improved structural accuracy.
The frame’s greater strength and lower weight were complemented by chassis elements also designed for low-mass strength. Hollow-cast aluminum front and rear cradles that were approximately 25-percent lighter and 20-percent stiffer than the solid cradles used on the previous structure were included.
A standard carbon fiber hood on all Corvette Stingray models, and carbon fiber roof panel on all coupes worked in injunction with the new frame. The underbody panels were created with carbon-nano composite technology, an advanced blend of traditional composite material and carbon fiber for reduced weight and improved strength.
Dimensionally, the 2014 Corvette Stingray’s wheelbase was approximately an inch longer than the previous generation, with front and rear tracks that was almost an inch wider. Those changes provided a more stable feel, particularly at high speeds.
The 2014 Corvette Stingray suspension was 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. The components and their calibrations – from the brake size and damper rates to the steering system – are identical between coupes and convertible.
“An important goal for the team was to create a more intimate and connected driving experience for the new Corvette Stingray,” said Mike Bailey, chassis vehicle system engineer. “Because they share common chassis tuning, power-to-weight ratios and structural rigidity, the coupe and convertible feel almost identical behind the wheel.”
While the 2014 Corvette Stingray retains the race-proven short/long-arm suspension design, front and rear, the components were all-new. Improvements to the suspension included hollow lower control arms that save approximately nine pounds (4 kg) per vehicle and new aluminum rear toe links that save 2.4 pounds (1.1 kg) over previous steel links.
The 2014 Corvette Stingray featured standard 35mm-piston Bilstein monotube shocks that connected to dual-path aluminum shock mounts that separated the shock rod and shock body load paths. The Z51 Performance Package came with larger 45mm-piston Bilstein dampers for more aggressive body control and track capabilities.
Only the Z51 Performance Package could be equipped with the optional third-generation Magnetic Ride Control. This new system featured a new twin-wire/dual-coil damper system that reacted 40 percent faster, enabling improved ride comfort and body control.
The 2014 Corvette Stingray had the option of two body styles: Coupe and Convertible.
The coupe was equipped with a removable roof panel and featured clamps in the trunk for quick, easy storage. Thanks to the new stiffer frame the roof was not a key component in structural rigidity, meaning the removable roof became standard on all coupe models.
The convertible was equipped with an all-new, fully electronic material soft top:
- The top could be opened or closed on the go, at speeds of up to 30 mph (50 km/h). Its folding mechanism was all-new and enabled the top to be lowered in 21 seconds.
- With the top up, the convertible was designed for a refined driving experience. A thick fabric top, along with sound-absorbing padding and a glass rear window, contributed to a quiet cabin and premium appearance.
- Behind the seat backs sat dual black trim panels, which enhanced the character lines of the tonneau cover. Corvette Stingray’s signature “waterfall” design originated in the valley between the seats, bringing the exterior color into the interior.
Trim Levels & Pricing
1YY07 – Stingray 2dr Coupe $51,995
- Lightweight aluminum frame
- LT1 V-8 with SAE-certified 455 hp (339 kW) and 460 lb.-ft. (624 Nm) – and 460 hp (343 kW) / 465 lb.-ft. (630 Nm) with available performance exhaust
- EPA-estimated 17 mpg city and 29 mpg highway
- Seven-speed manual transmission with Active Rev Match technology
- Drive Mode Selector with 12 vehicle attributes to fit the driver’s environment
- Standard carbon fiber hoods on all models, and removable roof panel for coupes
- 1LT – No Cost: The 1LT sub-trim was equipped with 18-inch wheels up front and 19-inch ones in the back, all of which came equipped with sticky Michelin Super Sport summer tires. High Intensity Discharge (HID) headlamps, Solar-Ray light-tinted glass, and a rear-opening hood all came standard on the Stingray 1LT. Interior wise the 1LT had standard perforated Mulan leather upholstery, and options between several different colors. The steering wheel was wrapped in leather, and it could be upgraded to sueded micro-fiber. A rearview camera, anti-theft system, and SiriusXM Radio trial subscription all came standard as well. On the technological front, the Stingray 1LT came with a 9-speaker Bose sound system. For easy access there was steering wheel mounted controls including cruise control . Dual-zone automatic climate control for maintaining the vehicle’s temperature without the need to constantly adjust the heating and cooling settings.
|Active Handling Stability Control, Steering, Z51 – Dry Sump Oil System (Z51 Only)|
|Driver and Passenger Air Bags, Frontal and Side Impact,|
|Driver and PassengerAir Conditioning, Dual Zone Automatic Climate Control|
|Audio System, Bose premium 9-Speaker Syster|
|Brakes, 4-Wheel Disc, 4-Wheel Antilock|
|Daytime Running Lights|
|Driver Information Center|
|Keyless Access/StartMirrors, Outside Heated & Power Adjustable, Body Colored|
|Mirrors, Outside Heated & Power Adjustable, Body Colored|
|Oil Life Monitoring System|
|OnStar – Directions & Connections 6-Month Subscription|
|Power Tilt & Power Telescopic Steering Wheel|
|Power Windows w/ Express Up and Down|
|Remote Vehicle Starter (Automatic Trans Only)|
|SiriusXM Satellite Radio (3-Month Subscription)|
|Solar-Ray Tinted Glass|
|Steering, Power, Speed Sensitive Rack & Pinion Vaiable Ratio|
|Wipers, Front Intermittent|
|Z51 – Cooler, Rear Differential (Z51 Only)|
|Z51 – Differential, Electronic Limited Slip, Rear (Z51 Only)|
|Z51 – Dry Sump Oil System (Z51 Only)|
- 2LT – $4,210
The 2LT trim level package added on top of everything the 1LT provided but would provide the buyer the option to color code the door panels and center trim pieces with the interior color options. Other notable changes included a color Head Up Display, a better Bose sound system and heated & vented seats. These vented seats were especially great in hot conditions as the A/C would blow through the base of the seat.
|Everything on 1LT Plus:|
|Advanced Theft Deterent System|
|Center Console and Door Panels in Interior Seat Color|
|Head Up Display – Color|
|Heated and Vented Seats|
|Luggage Shade and Cargo Net|
|Mirrors Auto-Dimming Interior & Driver Side Exterior|
|Performance Leather GT Seats w/Lumbar/Wing Adjust|
|Premium Bose Audio-Centerpoint Surround (10 Speakers)|
|Seat Crossed Flags Logo Badge|
|SiriusXM Satellite Radio 12- Month Subscription|
|Universal Home Remote|
- 3LT – $8,005: The highest interior package for the 2014 Stingray, the 3LT offered a few interesting upgrades. On the Stingray 3LT came equipped with an upgrade of perforated Nappa leather upholstery. This upholstery gained some new color options meaning that small things from color of stitching could be selected to a two tone color dashboard and other interior pieces. An option for an either upscale leather in the cabin adding Custom Leather Wrapped Interior Package. This equipped the upper door trim panels, upper instrument cluster, and console cover with leather wrapping. Additionally, the infotainment system on the Stingray 3LT came with a built-in navigation feature that included a PDR (performance data recorder) function. This feature played back video and displays real-time performance information and had five distinct monitoring modes (Track, Sport, Touring, Performance, and Valet). Valet mode was useful seeming it recorded when the owner was not controlling the vehicle. PDR was a new feature for Corvette which was a must for the owner that liked to track their Corvette. It recorded from a High Definition camera located in the rear view mirror that pointed outwards through the windshield. It featured on screen a Head Up display showing throttle and brake percentage, steering angle, driving aids that were being used such as traction control, gear, track map, lap times and driver mode. The recording could be uploaded to a USB memory stick allowing the footage to be shown from other devices.
|Everything on 1LT & 2LT Plus:|
|Custom Leather-Wrapped IP/Doors/Console|
|Instrument Panel in Interior Seat Color|
|Napa Leather GT Seats w/Lumbar/Wing Adjust|
- Z51 Performance Package – $2,800
The Z51 Performance Package was an upgrade package for the 2014 Corvette Stingray. For an additional $2,800 the Z51 Performance Package would come with cosmetic changes as well as suspension, brake and cooling upgrades. With Z51-equipped models were able to accelerate from 0-60 in 3.8 seconds, run the quarter-mile in 12 seconds at 119 mph, achieve 1.03g in cornering grip and stop from 60 mph in 107 feet. Aesthetically the 2014 Corvette Stingray Z51 rode on bigger wheels; 19 inch up front and 20 inch on the rears. A rear spoiler was added which improved downforce aiding track performance whilst finishing the styling on the rear. Where the Z51 Performance Package really made the difference was under the skin. For starters a dry-sump oiling system was added, which is essential for sufficient lubrication under high g-force turns. Gear ratios where changed to a shorter range that made a small compromise to fuel economy but in return allowed the LT1 motor to stay in prime power range, perfect for the track. Brakes were upgraded to a bigger diameter, dual-cast, slotted 13.6-inch (345 mm) front rotors and 13.3-inch (338 mm) slotted rear rotors. They had a 6-percent more swept area than the previous-generation Grand Sport and were cooled front and rear for improved track capability. Consequently, stopping distance was improved by 5 percent. Heat exchangers were added for the transmission and differential. The Z51 package equipped the eLSD (Electronically Limited Slip Differential) which adjusted 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. The NPP duel mode performance exhaust came standard with the Z51 Performance Package which added an additional 5bhp and 5lb ft torque. Finally Z51 Performance Package came equipped with more capable 45mm-piston Bilstein dampers, and for an additional $1,795 the third generation Magnetic-Ride Control could be added.
1YX07 – Stingray 2dr coupe with Z51 Performance Package – $54,795
The convertible model equipped with the Z51 Performance Package featured all the same upgrades as the the coupe but relocated the quarter panel ducts. These ducts that directed air to heat exchanges were moved to the underbody due to the large body panel that covered the roof mechanism and stored the soft-top roof when not in use.
1YY67 – Stingray 2dr Convertible – $56,995
The coupe and convertible shared identical chassis tuning and performance technologies. They also shared nearly-identical curb weights, as the only structural changes for the convertible model were limited to accommodations for the folding top and repositioned safety belt mounts. A fully electronic top that could be lowered remotely using the key fob and operates at up to 30 mph.
“An important goal for the team was to create a more intimate and connected driving experience for the new Corvette Stingray,” said Mike Bailey, chassis vehicle system engineer. “Because they share common chassis tuning, power-to-weight ratios and structural rigidity, the coupe and convertible feel almost identical behind the wheel.”
1YX67 – Stingray 2dr Convertible with Z51 – $59,795
|RPO Code||Transmisson type||Price|
|MEP||7 Speed Manual Transmission||No Cost|
|MYC||6 Speed Automatic Transmission||$1,350|
|RPO Code||Color Name||Price|
|G7H||Laguna Blue Tintcoat||$995|
|G7J||Lime Rock Green Metallic||$495|
|G8A||Velocity Yellow Tintcoat||$995|
|G8G||Arctic White||No Cost|
|GAN||Blade Silver Metallic||No Cost|
|GBE||Crystal Red Tintcoat||$995|
|GBV||Cyber Gray Metallic||No Cost|
|GKZ||Torch Red||No Cost|
|GXH||Night Race Blue Metallic||No Cost|
|RPO Code||Color Name||Price|
|70*||Adrenaline Red||No Cost|
|19*||Jet Black||No Cost|
|D30||Color Combination Override||$590|
|RPO Code||Color Name||Price|
|QG6||Silver-Painted Aluminum||No Cost|
|Q7E||Z51 Chrome Aluminum||$1,995|
|Q7S||Z51 Silver-Painted Aluminum||No Cost|
|Q7T||Z51 Black Aluminum||$495|
|RPO Code||Color/Type Name||Price|
|CFA||Body Color Carbon Roof||No Cost|
|C2M||Carbon Fiber/Glass Duel Roof Package||$2,995|
|C2Q||Body-color/Glass Duel Roof Package||$1,995|
|C2Z||One Piece Visible Carbon Fiber||$1,995|
|CC3||One Piece Glass||$995|
|RPO Code||Color Name||Price|
|AE4||Competition Sport Bucket Seats||$1,995|
|AE4||Competition Sport Bucket Seats w/ Sueded Inserts||$2,494|
|ERI||Battery Protection Package||$100|
|FAY||Carbon Fiber Interior Trim and Instrument Panel||$995|
|FE4||Magnetic Select Ride (Z51 Only)||$1,995|
|IL4||Sueded Microfiber Seat Inserts – 2LT (Not Avail w/ Adrenaline Red)||$395|
|IL6||Sueded Microfiber Seat Inserts – 3LT (Not Avail w/ Adrenaline Red)||$395|
|IWE||Sueded Microfiber-Wrapped Upper Interior Trim Package||$995|
|NPP||Dual Mode Performance Exhaust||$1,195|
|TTV||Carbon Flash Spoiler & Mirrors (Z51 Only)||$100|
|UY4||Navigation System (Available on 1LT & 2LT, Standard on 3LT)||$795|
|VK3||License Plate Bracket, Front (Auto Shipped to Required States)||$15|
|PIN||Customer Selectable VIN Ending||$5,000|
|R8C||Corvette Museum Delivery||$990|
The 2014 Corvette is produced exclusively at the GM Bowling Green plant in Kentucky.
|Model:||2014 Chevrolet Corvette Stingray|
|Body styles:||2-door hatchback coupe with removable roof panel or 2-door convertible|
|Layout:||Front engine, longitudinal powertrain placement|
|Driveline:||Rear wheel drive|
|Construction:||composite and carbon-fiber body panels, hydroformed aluminum frame with aluminum and magnesium structural and chassis components|
|Manufacturing location:||Bowling Green, Kentucky, USA|
|Engine:||LT1 6.2L V-8|
|Displacement (cu in / cc):||376 / 6162|
|Bore & stroke (in / mm):||4.06 x 3.62 / 103.25 x 92|
|Block material:||cast aluminum|
|Cylinder head material:||cast aluminum|
|Valvetrain:||overhead valve, two valves per cylinder|
|Fuel delivery:||direct injection|
|Lubrication system:||wet sump (Stingray), dry sump (Stingray with Z51)|
|Horsepower without available performance exhaust (hp / kW @ rpm):||455 / 339 @ 6000 (SAE-certified)|
|Horsepower with available performance exhaust (hp / kW @ rpm):||460 / 343 @ 6000 (SAE-certified)|
|Torque without available performance exhaust (lb-ft / Nm @ rpm):||460 / 624 @ 4600 (SAE-certified)|
|Torque with available performance exhaust (lb-ft / Nm @ rpm):||465 / 630 @ 4600 (SAE-certified)|
|Max. engine speed (rpm):||6,600|
|Recommended fuel:||premium recommended, not required|
|Fuel economy 6-speed auto (city / highway / combined):||16 / 27 / 20|
|Fuel economy 7-speed manual (city / highway / combined):||17 / 28 / 21|
|Type:||7-speed manual with Active Rev Match||7-speed manual with Active Rev Match with Z51||6-speed paddle-shift automatic||6-speed paddle-shift automatic with Z51|
|Gear ratios (:1)|
|Final drive ratio:||3.42||3.42||2.56||2.73|
|Front:||short/long arm (SLA) double wishbone, cast aluminum upper and lower control arms, transverse-mounted composite spring, monotube shock absorber|
|Rear:||short/long arm (SLA) double wishbone, cast aluminum upper and lower control arms, transverse-mounted composite spring, monotube shock absorber|
|Active handling:||Magnetic Selective Ride Control (available with Z51)|
|Traction control:||StabiliTrak electronic stability control|
|Steering type:||variable-ratio rack-and-pinion with electric power assist|
|Steering gear ratio:||12.0 to 16.4|
|Turns lock to lock:||2.53|
|Turning circle, curb to curb (ft / m):||37.7 / 11.5|
|Stingray||Stingray with Z51|
|Type:||Front and rear power-assisted discs with four-piston fixed front and rear calipers||Front and rear power-assisted discs with slotted rotors, four-piston fixed front and rear calipers|
|Front rotor diameter (in / mm):||12.6 / 320||13.6 / 345|
|Rear rotor diameter (in / mm):||13.3 / 338||13.3 / 338|
|Front rotor thickness (in / mm):||1.18 / 30||1.18 / 30|
|Rear rotor thickness (in / mm):||0.90 / 23||0.90 / 23|
|Stingray||Stingray with Z51|
|Tire:||Michelin Pilot Super Sport run-flat||Michelin Pilot Super Sport run-flat|
|Front wheel size:||18-inch x 8.5-inch||19-inch x 8.5-inch|
|Rear wheel size:||19-inch x 10-inch||20-inch x 10-inch|
|Front tire size:||P245/40R18||P245/35R19|
|Rear tire size:||P285/35R19||P285/30R20|
|Wheelbase (in / mm):||106.7 / 2710||106.7 / 2710|
|Overall length (in / mm):||176.9 / 4493||176.9 / 4493|
|Overall width (in / mm):||73.9 / 1877||73.9 / 1877|
|Overall height coupe (in / mm):||48.6 / 1235||48.6 / 1235|
|Front track (in / mm):||63 / 1600||63 / 1600|
|Rear track (in / mm):||61.7 / 1567||61.7 / 1567|
|Curb weight coupe (lb / kg):||3298 / 1499||3362 / 1529|
|Weight distribution (% front / rear):||50 / 50||50 / 50|
|Headroom (in / mm):||38 / 962|
|Leg room (in / mm):||43 / 1092|
|Shoulder room (in / mm):||55 / 1397|
|Hip room (in / mm):||54 / 1371|
|Interior volume (cu ft / L):||52 / 1475|
|Cargo volume coupe (cu ft / L):||15 / 425|
|Cargo volume convertible (cu ft / L):||10 / 283|
|Fuel capacity (gal / L):||18.5 / 70|
|Engine oil (qt / L):||7 / 6.6|
|Engine oil with Z51 (qt / L):||9.75 / 9.2|
|Engine cooling system (qt / L):||11.3 / 10.7|
- All-new Chevy Corvette announced on January 13, 2013, due in the third quarter in 2013 as a 2014 model
- Unveiled on January 13, 2013 ahead of the 2013 Detroit Auto Show
- Known internally known as Y1XX; informally called C7, for seventh-generation Corvette
- Powered by an all-new range of V8 engines, including the LT1 fifth-generation small-block engine
- Features an all-new interior and exterior
- Contains a plethora of high-tech features
What We Know Now
- Corvette Stingray will make a comeback as the name of the base model on the 2014 Corvette
- C7 Corvette will contain an all-new digital instrument panel that will most likely be part of the new Chevrolet MyLink infotainment system
- First production C7 will likely be auctioned off for charity
- 2014 C7 Corvette will go into production Q3 2012
- Tours of the Corvette Bowling Green plant in Kentucky suspended for retooling in August 2012
- The logo of the 2014 Corvette C7 was revealed in an official teaser video by Chevrolet
- According to President of GM of North America Mark Reuss, the 2014 Corvette will offer “an entirely new driving experience”, one that’s “refined and redefined”
- According to some reports, the C7 will “not be an old guy’s car anymore” thanks to angular styling, especially in the taillamps. According to the same reports, the C7 will also “knock the current Vette out of the water”
2014 C7 Corvette Spy Shots, Leaks, Renderings
- The 2014 Corvette chassis leaked out hours before the debut
- More magazine photos of the 2014 Corvette C7 leak out ahead of debut
- 2014 Corvette C7 rear-end leaks out
- 2014 Corvette C7 front-end leaks out
- 2014 C7 Corvette Nose
- 2014 C7 Corvette Convertible rendered
- 2014 C7 Corvette Convertible spied
- 2014 C7 Corvette test fleet spied in the mountains
- 2014 C7 Corvette rear fascia leaked
- 2014 C7 Corvette rendered again
- 2014 C7 Corvette interior spied
- 2014 C7 Corvette spied at GM’s Milford proving grounds
- Computer-generated video of 2014 C7 Corvette
- Front fascia of 2014 C7 Corvette revealed in supplier video. After posting this, GM Authority received a legal summons to remove the image. Oh well…
- 2014 C7 Corvette spied in the snow
- Spy shots of 2014 C7 Corvette show LED lighting elements
- Video of 2014 C7 Corvette being tested
- 2014 C7 Corvette spotted for the first time
- 2014 C7 Corvette illustrated for the first time, said to be “dead accurate”
- 2014 C7 Corvette mule wearing a C6 body spotted
Chevrolet will unveil the next-generation Corvette ahead of the Detroit Auto Show on January 13, 2013 at a special event at the Russel Industrial Center. GM Authority will be on-site to cover the event and subsequent news, in full. The unveil of the 2014 Corvette C7 will be streamed live online.
Leading up to the announcement, Chevrolet has released short videos of the vehicle, without actually showing the full car. There will be four videos released in total, including:
Chevrolet also released a teaser image of the 2014 Corvette covered by a car cover in November.
Following its release at the Detroit Auto Show, the 2014 Corvette will make an appearance during the halftime show of the 2013 SuperBowl.
The C7’s pre-release strategy, including the teaser videos and photos, has been criticized by “Autoextremist” Peter De Lorenzo.
Leading up to the official reveal, GM Authority publishes two articles about what we know about the 2014 Corvette:
While We Wait
As we anxiously await the official reveal on January 13, 2013, we have the following to occupy our time:
The design of the 2014 C7 Corvette has been characterized to be:
- More aggressive
- More angular
- Squared-off rear end inspired by the fifth-generation Camaro
- Sloping roofline
Production commenced in the second quarter of 2013, with units arriving to dealers during the fall/summer months.
- Porsche 911
- SRT Viper
- Nissan GTR
- Audi R8
- BMW M3 (and competitors)