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Found 11 results

  1. A lot of car people, and especially a lot of people who like Chevrolet, know the basic framework of the story. The Corvette started out as a show car during the Motorama shows presented by General Motors and made it to production on the cheap. Snail-like sales of the hallowed originals just 300 in 1953 nearly led to the car being dropped. Folklore has Zora Arkus-Duntov delivering an over-my-dead-body ultimatum that kept the Corvette alive. The real story is more complicated and compelling. It involves a very special early Corvette that predicted its future remaking as a true sports car with V-8 power. The car is also being extensively shown at some of the countrys most prestigious car shows. - See more at: http://blog.hemmings.com/index.php/2014/06/27/the-nascar-racer-that-saved-the-corvette/?refer=news#sthash.MvgwEehN.dpuf
  2. 1963 Corvette Stingray: Master judge and restorer Mike McCluskey took this rare fuel-injected Sting Ray (that Jay bought sight unseen) back to stock perfection.
  3. Edmunds.com's Engineering Editor Jason Kavanagh takes the 2014 Chevrolet Corvette Stingray to the Dynojet.
  4. Bumbera's Performance Associates did a complete frame off restoration on this 1965 Corvette Sting Ray convertible. Not one bolt was left untouched. Chrome, engine, paint, transmission, rear end, brake lines, fuel lines, interior, wheels, everything was re-done. Contact Bumbera today to restore and build your dream on four wheels! http://www.bumberas.com Phone: 281-493-9300 | FAX: 281-574-5610 Address: 6103 Highway Blvd (90) | Katy, Texas 77494 Hours of Operation: Monday-Friday 7am - 5:30pm
  5. GM President North America Mark Reuss takes time after his pace car driver training session at the 2013 Chevrolet Detroit Belle Isle Grand Prix to discuss what it's like to drive the pace car, his favorite parts of the track and what it means to him to drive the 2014 Corvette Stingray pace car. Learn more about the 2014 Corvette Stingray at http://www.corvettestingray2014.com. Connect with other Corvette fans at http://www.facebook.com/corvette. Mark Reuss is one of the people who give me hope in GM
  6. DETROIT – The 2014 Corvette Stingray’s all-new LT1 6.2L V-8 engine is SAE-certified at 460 horsepower (343 kW) at 6,000 rpm and 465 lb-ft of torque (630 Nm) at 4,600 rpm, with the available performance exhaust system, Chevrolet announced today. The Stingray is SAE-certified at 455 horsepower (339 kW) and 460 lb-ft (624 Nm) with the standard exhaust system. They are the highest standard power ratings ever for the Corvette, delivered with efficiency that is expected to exceed 26 mpg on the highway. “The 2014 Corvette Stingray’s LT1 engine is a triumph of advanced technology, delivering more power and torque than ever before with greater efficiency,” said Jordan Lee, Small Block chief engineer. “The LT1’s performance complements the Corvette’s low mass with a tremendous feeling of power that builds as the rpm climbs. Drivers will experience more power and acceleration than ever before with the standard engine – in fact, its power and torque surpass many uplevel engines offered by competitors.” At 74 horsepower per liter, the LT1 has greater power density than the C6 Corvette’s LS3 6.2L engine and even the C6 Z06’s racing-derived 7.0L LS7. It also produces comparable torque to the LS7 – up to 4,700 rpm – and its peak torque is within 5 lb-ft of the 7.0L engine. That torque is generated early and sustained across the rpm band, with 316 lb-ft available at only 1,000 rpm and 90 percent of peak torque available from 3,000 rpm to 5,500 rpm – giving the lightweight Corvette Stingray excellent acceleration at all speeds. Chevrolet estimates the Corvette will run from 0 to 60 mph in less than four seconds. The new LT1 engine’s high output, and high power density and efficiency are due to several advanced technologies, including direct injection, Active Fuel Management and continuously variable valve timing, which support an advanced combustion system. Direct injection is a primary contributor to the engine’s combustion efficiency, ensuring a more complete burn of the fuel in the air-fuel mixture. That’s achieved by precisely controlling the mixture motion and fuel injection spray pattern. Direct injection also keeps the combustion chamber cooler, which allows for a higher compression ratio. Emissions are also reduced, particularly cold-start hydrocarbon emissions, which are cut by about 25 percent. Active Fuel Management, or cylinder deactivation, is a first-ever application on Corvette. It helps save fuel by imperceptibly shutting down half of the engine’s cylinders in light-load driving. Continuously variable valve timing is refined to support the LT1 AFM and direct injection systems to further optimize performance, efficiency and emissions. These technologies support the all-new, advanced combustion system, which incorporates a new cylinder-head design and a new, sculpted piston design that is an integral contributor to the high-compression, mixture motion parameters enabled by direct injection. Additional engine features include: Advanced oiling system with oil-spray piston cooling and available dry-sump oiling Engine-mounted, camshaft-driven fuel pump to support the direct injection system Intake manifold with “runners in a box” design that allows for high-efficiency airflow packaged beneath the Corvette’s low hood line High-flow, four-into-one exhaust manifolds based on the design of the LS7 engine. Small Block legacy The 2014 Corvette Stingray’s LT1 engine is the fifth generation of the Small Block engine family, which debuted in the Corvette in 1955. It displaced 4.3L (265 cubic inches) and was rated at 195 horsepower, drawing air and fuel through a four-barrel carburetor. Five years later, Small Block power helped Corvette secure its first victory at the 24 Hours of Le Mans. In 2012, the Small Block-powered Corvette Racing C6.R beat Ferrari, BMW and Porsche to sweep the drivers’, team, and manufacturer championships in production-based American Le Mans Series GT class. These championships make Corvette Racing the most successful team in ALMS history, with a total of 77 class wins, eight drivers’ championships, and nine manufacturer and team championships since 2001. The 2014 Corvette Stingray coupe goes on sale this fall, with a convertible following by the end of the year – each sharing an all-new aluminum frame structure and enhanced chassis, as well as completely new exterior and interior designs.
  7. Designer Ed Welburn talks about his process and inspiration when designing the 2014 Corvette Stingray.
  8. John Bednarchik learned to appreciate the Chevrolet Corvette when he was a kid, working with his dad restoring a 'Vettes. John grew up to be an aerodynamics performance engineer and he helped sculpt the next-generation Corvette Stingray. Watch the video to find what role racing played in the aero design of the 2014 Corvette.
  9. DETROIT – The 2014 Chevrolet Corvette Stingray coupe will have a suggested starting retail price of $51,995, and the Corvette Stingray Convertible will start at $56,995. Both prices include a $995 destination fee but exclude tax, title, and license. “The 2014 Corvette Stingray perfectly embodies Chevrolet’s mission to deliver more than expected for our customers,” said Chris Perry, vice president, Chevrolet marketing. “The Corvette Stingray delivers a combination of performance, design and technology that very few manufacturers can match, and none can even come close for $52,000.” Standard features on the all-new 2014 Corvette Stingray include: Seating with lightweight magnesium frames for exceptional support, and eight-way power adjustment Five-position Drive Mode Selector that tailors up to 12 vehicle attributes New seven-speed manual transmission with Active Rev Matching 6.2L LT1 V-8 engine with direct injection, Active Fuel Management, continuously variable valve timing and an advanced combustion system Carbon fiber hood on all models, and a carbon fiber removable roof panel on coupes Aluminum frame that is 99 pounds lighter (45 kg) and 57-percent stiffer than the previous model’s structure Advanced, high-intensity discharge (HID) and light-emitting diode (LED) lighting Dual, eight-inch configurable driver/infotainment screens, with next-generation Chevrolet MyLink infotainment system and rear vision camera Bose nine-speaker audio system with SiriusXM Satellite radio, Bluetooth connectivity, USB and SD card and auxiliary input jack Keyless access with push-button start Power tilt/telescope steering wheel An all-new, fully electronic top on the convertible that can be lowered remotely using the key fob As shown at the North American International Auto Show, the Stingray coupe fitted with the major available options would be $73,360, including: 3LT interior package, with leather-wrapped interior ($8,005) Z51 Performance Package ($2,800) Competition sports seats ($2,495) Exposed-carbon-fiber roof panel ($1,995) Magnetic Ride Control with Performance Traction Management ($1,795) Dual-mode exhaust system ($1,195) Carbon fiber interior trim ($995) Sueded, microfiber-wrapped upper interior trim ($995) Red-painted calipers ($595) Black-painted wheels ($495) The 3LT interior package includes: Bose 10-speaker surround-sound audio system; SiriusXM Satellite radio with one-year subscription and HD radio receiver; color head-up display; memory package; navigation system; heated and ventilated seats with power lumbar and bolster adjustment; premium Napa leather seating surfaces; and leather-wrapped dash and instrument panel, console and door panels. The Z51 Performance Package includes: high-performance gear ratios; transmission-cooling system; larger 19-inch front and 20-inch rear wheels and tires; larger, slotted rotors and brake-cooling ducts; electronic limited-slip differential and differential cooling system; unique chassis tuning; and available Magnetic Ride Control active-handling system with Performance Traction Management. Equipped with the Z51 package, the Corvette Stingray is capable of accelerating from 0–60 mph in under four seconds, and more than 1 g in cornering.
  10. I've driven the CTS-V for only four days now. I drove the 1997 ETC for fifteen and a half years. I had a Corvette in the mists of antiquity and have had some contact with them since. I spent some time in Dallas recently and Bruce showed me around his STS-V. Thus I have some thoughts about the things that are very similar and very different about the cars. The CTS-V is a hard-core world-class GT car. The ride is quite serviceable for a daily driver, and my wife loves the ride. That was a bit of a concern for me because a lot of people that aren't inclined to performance machinery would rather ride in a Deville with weak shocks for that silky smooth ride. But the handling and responsiveness are world class, too. Layered over it all is a top-line Cadillac and all that this implies. It has umpteen-way power seats with warmer *and* cooler; there are HVAC vents into the seats and backs of the front seats. The climate control is as good as anything I've ever experienced, as is the Bose speakers and multimedia radio. The nav system is also top-notch. It has voice commands for the nav system, the Bluetooth, and of course the OnStar. It has a back-up camera. And, it has a lateral acceleration meter that is available on the DIC that I wish that I had discovered before I got into the mountain twisties in Tennessee. The STS-V is very similar to the CTS-V. The STS and CTS share the Sigma platform, as can be inferred from the side-by-side photos. The CTS-V has a 6.2 liter pushrod V8 while the STS-V has a 4.4 liter DOHC V8. With Bruce's tweaks to his STS-V, any practical differences in performance seem minor in my limited experience with both cars. The STS-V is a street car first and foremost, as compared to the CTS-V's commitment to road race track performance, and the STS-V has a better ride. It also has a few high-end features such as the heads-up display that aren't available on the CTS-V. A Corvette, with its lower center of gravity, lower weight, better balance, and lower moment of inertia relative to weight about any axis, will have better responsiveness and higher limits on handling stresses than any sedan or GT car. And, it won't ride any worse than the CTS-V. In fact, a lot of suspension technology is shared between the supercharged Corvettes, the CTS-V, and the ZL-1 Camaro. But on a road course, a Corvette will have the advantage. This doesn't explain why Cadillac owns the Pirelli World Challenge GT Manufacturer's Championship when the competition in the GT class includes Corvettes and Vipers. The ETC is dated, but its FE3 suspension with fresh OEM electronic shocks and struts with ultra-high-performance all-season tires it is the other side of the STS-V. Without a supercharger, it is only 300 hp, so it is in a different class than the V-series cars. It's ride is a tad better than that of the STS-V but it's higher center-of-gravity its handling can't compare with that of the STS-V or CTS-V. What it does have that the CTS-V and STS-V don't is on-board OBD II code readouts and limited control of module-operated options such as selecting DIC readouts, programming fobs, and other functions that require a trip to a dealer and a hookup with a Tech II in 2006 and later models. It has a rain sensor that controls the interval wiper mode, while the later models have a wider range of interval selection without a rain sensor. And while its handling and power don't match up to those of the V-series cars, it is more than a match for most modern sport sedans. It's not a bad idea to master an STS or ETC before you get behind the wheel of a V-series car. Your comments are welcome.
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