Detroit VIDEO: 2014 Chevrolet Corvette Stingray

After years of anticipation and speculation, Chevrolet has finally unveiled the all-new, seventh-generation (C7) Corvette. The latest iteration of America’s sports car will launch with more power, an upscale interior and a historic nameplate – the Corvette Stingray.
 
Outside, the new model continues to use the long hood, short rear deck proportions that have characterized Corvettes for decades, but the overall look is crisper and more angular than before. Notable touches include a tapered greenhouse, new rear-quarter windows and closely-grouped, center-mounted quad exhaust pipes.
 
Unlike the first model year of the original Stingray (and the recent Stingray Concept), the C7 doesn’t feature a split rear window. In a break with Corvette styling tradition, the usual rounded taillights have been replaced by new rhomboid units, which are grouped with functional vents that connect with air inlets mounted on the tops of the rear fenders.

(more after video)


 
The Small Block Lives On
Though some rumors had indicated that the Corvette would get a twin-turbo V6, the sports car will instead use an all-new small-block V8 known as the LT1. It churns out 450 horsepower at 6000 rpm and 450 lb-ft of torque at 4000 rpm, improvements of 20 ponies and 26 lb-ft over the LS3. Chevrolet says that output is enough to empower the C7 Corvette to sprint from zero-to-60 mph in under 4.0 seconds, and with over 400 lb-ft of twist on tap between 2,000 and 4,000 rpm, the LT1 also provides plenty of mid-range output.
 
While the tried-and-true pushrod configuration remains, the LT1 features direct-injection, variable valve timing and a fairly high 11.5:1 compression ratio. A dry sump oil system will be an optional extra in place of a standard wet sump unit.
 
Also part of the LT1 package is a cylinder deactivation system that saves fuel by effectively turning the 6.2-liter V8 into a 3.1-liter V4.  Chevrolet says the system will help the LT1 better the less-powerful LS3's 26-mpg highway rating, although official numbers are not yet available.
 
Like the latest Porsche 911, the Corvette uses a seven-speed manual transmission. It features a “Active Rev Matching” system that provides rev-matched upshifts and downshifts. It can be switched on or off via steering wheel-mounted paddles shifters – an unusual touch for a manual-equipped vehicle.
 
The optional automatic transmission is a six-speed unit, not the eight that was previously rumored. Additional gears after the first six offer negligible efficiency benefits, Chevrolet says.

New to the Corvette is the Driver Mode Selector, which lets drivers optimize the sports car for any given driving situation. It offers five different modes: Tour mode is the default setting for day to day driving; Weather mode is intended to provide additional confidence in rain or snow; Eco mode helps achieve maximum fuel efficiency; Sport mode is for spirited road driving and Track mode is, as one would expect, for track use.

The Drive Mode Selector modifies 12 different vehicle settings, including steering assist effort, throttle responsiveness, launch control calibrations stability control settings, traction control parameters, exhaust noise levels, active fuel management settings, Performance Traction Management configurations, automatic transmission shift points, electronic limited-slip engagement and Magnetic Ride Control damper settings (the last two are Z51-exclusive features). Additionally, the gauge cluster changes to display information pertinent to the selected drive mode.
 
As before, a Z51 performance package will be available to make the Corvette even more track-friendly. It includes dry-sump lubrication, closer manual-transmission gear ratios, an electronically-controlled limited-slip differential and additional cooling for the gearbox, differential and brakes. Also part of the package are upsized brakes and 19-by-8.5-inch front and 20-by-10-inch rear wheels and tires, compared with 18-by-8.5- and 19-by-10-inch as standard.
 
Available as an option on Z51-equipped models is the third-generation of GM’s Magnetic Ride Control, which features a new twin-wire/dual-coil damper system that reacts 40 percent faster for improved ride comfort and body control.
 
Lightweight Components
For the first time, the base Corvette rides on an aluminum frame – a feature previously reserved for Z06 and Z51 models. The new setup is 99 pounds lighter and 57 percent stiffer than the C6’s steel unit. To save additional weight, the hood and roof are constructed from carbon fiber, and the underbody trays are said to be lighter than before.
 
Despite those measures, the new Corvette’s higher content level will likely mean it ends up slightly heavier than the C6, which weighed in at 3208 pounds.
 
Improved Interior
Inside, the two most highly criticized elements of the outgoing model’s cabin – cheap materials and seats unbefitting of a performance car – have been improved. Soft-touch materials abound, and premium trimmings such as Nappa leather, micro-suede, aluminum and carbon fiber can be spec’d as options.
 
Two seating choices will be on offer: comfort-oriented “GT” seats and “Competition Sport” thrones that promise the lateral support for which track-going Corvette enthusiasts have long clamored.

Eight-inch configurable screens are mounted at the center of the instrument cluster and at the top of the center stack, which is canted towards the driver and fitted with Corvette-specific HVAC controls.
 
Chevrolet says that the 2014 Corvette Stingray will hit the market in the second half of 2013; watch for fuel-economy and pricing details to be released in the coming months.

Live photos by Chris Doane.