Corvette

Corvette

Corvette

The Corvette; such an iconic GM vehicle. It's the car that everyone loves, and has a place in the hearts and minds of millions of people around the world. It's Chevrolet's equivalent of the 911, and the two vastly different cars are often compared head to head as ideological opposites. The car that can compare with rivals costing far more; .that car is the Corvette. And that's the car we had the task of redesigning, quite possibly the hardest of all the RIA cars we have done before. Our hardest vehicle, in the hardest lineup. Efforts in this lineup have culminated with, and in our idea of what the next generation C7 Corvette should be.

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In this RIA, our C7 Corvette's styling follows an more evolutionary, rather then revolutionary path. Overall the car is much more emotional and dramatic, with a more planted stance and low-slung look. Things like a swooping downward character line add drama and excitement to the car, while still retaining that unmistakable Corvette look.

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We followed the mantra of "don't mess with success" in hammering out the details on the C7, especially in regards to price. The Corvette is an attainable supercar, and that's something that shouldn't be changed. The LT starts at $47,150 and bumps up the horsepower from current C6 levels to 450HP. And, as is the case now, is available in a few different packages, 1LT, 2LT and 3LT. Z06, which starts at $70,250, increases the HP level to 600HP from it's 7.0L LS7 V8. A new addition to the model line is the "Super Corvette", which we have called the Corvette SS. The Corvette SS, starting at $115,000, has a supercharged version of the engine, making 850HP. The SS also adds features like ceramic brakes, something GM has opted out of the current car because of the over $10k cost. The price has been brought down though, however and it's a feature that certainly should be present on the very best of Corvettes.

Corvette

Lots of debate on where to take the Corvette, both in RIA and inside GM. Some have said to take the Corvette mid-engine. That's the worst course of action because it destroys the very essence of the Corvette in that it's an attainable supercar. In price as well as styling, future Corvettes should stick to the principles that made it what it is. A mid-engined vehicle has it's place at Cadillac, but not as a Corvette. Our proposed C7 Corvette arrives around the time of the production vehicle, in 2010 as a 2011 model.

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Silver Corvette Front View
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2011 Chevrolet Corvette

What's New for 2011

For 2011 the Chevrolet Corvette Z06 is now available with a new Ultimate Performance option package ("Z07"), which incorporates the Corvette ZR1's adaptive suspension and wheel-and-tire fitment. A Carbon Fiber package is also new for the Z06 that adds the lightweight bodywork pieces of the ZR1. Other notable changes this year include upgraded tires for the Z06; option package for the Corvette Grand Sport that combines Z06 tires with ZR1's Magnetic Ride Control suspension; and the addition of a USB port and auxiliary audio jack for the navigation system. Finally, the Corvette Engine Build Experience option allows a Z06 or ZR1 buyer to help assemble the car's engine at the GM facility in Wixom, Michigan.

Introduction

The 2011 Chevrolet Corvette is pretty much the automotive equivalent of a summer action movie. Lots of noise, lots of action, lots of sexy bodywork, but not all that sophisticated in terms of plot. For some, this could be enough to head over to the local art cinema for something German with English subtitles. But for us, the Corvette still represents great automotive fun, even with the big explosions and silly dialogue.
Naturally, the Corvette's special effects are directly related to what's under the hood. Even the base coupe and convertible come with a thumping 6.2-liter V8 good for 430 horsepower. From here you can move up to the Z06, which is the racetrack-oriented model that gains a 7.0-liter V8 cranking out 505 hp. Then there's the ZR1, which sees your Rambo and raises him by a Terminator, because it has a supercharged V8 that flexes its biceps to the tune of 638 hp.
The current-generation Corvette (it debuted in 2005) is getting a bit familiar, but Chevy has been doing its best to keep this sports car fresh. Last year it introduced the Grand Sport, which created an intermediate step between the base Corvette and the Z06. This time around, Chevy has come up with a new package to fill the gap between the Z06 and ZR1. Basically, selecting the Ultimate Performance package (commonly referred to as the Z07 package) for your Z06 gets you the ZR1's trick adaptive suspension and grippier Michelin tires. It's a move of which we wholly approve, since the result represents the Corvette at its best when it comes to handling, yet the package is also priced with some sense of affordability.
Unfortunately the Corvette's underlying weaknesses still remain, the most notable one being its ho-hum interior, which gets more disappointing the higher up the 'Vette food chain you go. And if you do indeed prefer your cars with more sophistication, this leaves the door open for other choices like the BMW M3, Nissan GT-R and the Porsche Boxster/Cayman and 911. On the cheaper end, Ford's 2011 Shelby GT500 is a very worthy competitor to a base Corvette. At the end of the day, though, America loves its summer action movies, and that puts the Corvette in a very good place indeed.

Body Styles, Trim Levels, and Options

The 2011 Chevrolet Corvette is available as a coupe with a removable roof panel, a fixed-roof coupe or a convertible. Trim levels include the base Corvette, Grand Sport (GS), Z06 and ZR1. The fixed-roof body style is exclusive to the Z06 and ZR1.
Standard on the base (1LT) coupe and convertible are 18-inch front cast-aluminum wheels and 19-inch rears, xenon headlamps, cruise control, keyless ignition/entry, full power accessories, OnStar, leather seating, a six-way power driver seat, a manual tilt steering wheel and dual-zone automatic climate control. The standard seven-speaker audio system includes a CD/MP3 player, satellite radio, steering-wheel-mounted controls and an auxiliary audio jack.
The 2LT Package adds Bluetooth and power, leather-upholstered sport seats with power-adjustable lumbar support and supportive side bolsters. The convertible gets a power-operated top with the 2LT package. More equipment can be found on the 3LT, including a head-up display, a power telescoping steering column with manual tilting, heated seats, driver memory settings and a Bose audio system. The top-level Corvette 4LT is similar to the 3LT but adds an exclusive two-tone leather interior (with leather covering the dash top, the console storage cover and the more thickly padded armrests).
The GS is available as a coupe or convertible with the same four equipment packages and then adds a sport-tuned suspension, vents in the front fenders, appearance stripes on the front fenders, wider front and rear fenders, a front splitter and rear wing, unique alloy wheels, upgraded brakes and tires, specific manual-transmission gear ratios and a specific rear axle ratio on automatic-equipped models.
The coupe-only Z06 largely mirrors the base and GS models in terms of feature availability, but gains a race-inspired 7.0-liter V8, the more muscular rear fenders and other bodywork, a lighter frame and body panels, a stiffer suspension, big brakes and special seats.
The top-of-the line ZR1 boasts a supercharged V8, even larger wheels (19-inch front, 20-inch rear), special tires, carbon-ceramic brakes, adaptive dampers and additional lightweight body panels that include a carbon-fiber roof panel and a carbon-fiber hood with a clear polycarbonate window that reveals the engine's intercooler.
New this year is the Ultimate Performance package for the Z06 that adds the ZR1's adaptive dampers, carbon-ceramic brakes, wheels and tires. Further ZR1 imitation comes from the Z06's Carbon Fiber package, which adds most of the ZR1's lightweight panels.
Major stand-alone options include (depending on the model) a navigation system, transparent roof panel for the coupe, two-tone interior, six-disc CD changer (not available with navigation), dual-mode exhaust system and different wheels. For base and GS Corvettes, there is also an optional Magnetic Ride Control suspension that automatically adjusts the firmness of the damping according to the way the car is being driven.

Powertrains and Performance

Both the base and GS feature a 6.2-liter V8 that cranks out 430 hp and 424 pound-feet of torque. The optional dual-mode exhaust adds another 6 hp and 4 lb-ft. The Z06 boasts an exotic-class 505 hp and 470 lb-ft from its 7.0-liter V8, while the ZR1 has an otherworldly 638 hp and 604 lb-ft of torque pumping from its supercharged 6.2-liter V8. All 2011 Chevrolet Corvettes have a six-speed manual gearbox with launch control as standard, while a six-speed automatic with paddle shifters is a no-cost option for the base and GS models.
Regardless of which Corvette you choose, you'll get stunning performance. In our testing, a base coupe went from a standstill to 60 mph in 4.5 seconds. The Z06 will knock that down to 3.9 seconds. The ZR1 isn't much quicker to 60 mph with a run of 3.8 seconds due to traction limitations, but it's capable of a much quicker time in the quarter-mile.
EPA fuel economy estimates stand at a laudable 16 mpg city/26 mpg highway and 19 mpg combined for a manual-transmission Corvette. Opting for the automatic drops these numbers by 1 mpg. The Z06 checks in at 15/24/18 mpg, and the ZR1 garners a still-respectable 14/20/16 rating.

Safety

Antilock disc brakes and side airbags are standard. Side curtain airbags are not available.
The Corvette's special "Active Handling" stability control system has been tuned to engage in a soft, noninvasive way that doesn't panic you. The Corvette's stability control also includes a Competition mode that gives the expert driver more leeway for aggressive dynamics while still maintaining an effective safety net. The ZR1 gets the even more sophisticated Performance Traction Management system.

Interior Design and Special Features

The Corvette's interior is certainly functional, and Chevrolet has been offering upgraded interior appointments for a few years now, yet the overall interior quality still leaves something to be desired. Step out of a BMW M3 or a Nissan GT-R and into a 'Vette and you'll likely find the Chevy's trim pieces, controls and steering wheel to be disappointing.
The front seats are comfortable but we still find them flimsy, while the bolsters prove far from supportive during fast driving. While the affordable price of a base Corvette seems to excuse such things, the Z06 and ZR1 play in a more demanding market. On the bright side, the Vette's large gauges and remarkable cargo capacity (22 cubic feet in coupes and 11 cubes in the convertible) make it a sports car that's easy to live with on a day-to-day basis.

Driving Impressions

No question here: The 2011 Chevrolet Corvette can bring the heat. The base car is extremely fast: the Z06, terrifyingly so. As for the ZR1, any car whose speed at the end of the quarter-mile approaches 130 mph is just in a different league -- the ballyhooed Nissan GT-R trails the ZR1 by a full 10 mph here. Top to bottom, the Corvette stable has enough broad-shouldered eight-cylinder force to satisfy even the most depraved speed fiend. Nor does this hamper drivability, as all Corvette models are pretty easy and comfortable to drive around town.
Compared to a car like the M3, the Corvette's steering can indeed seem a bit deficient in terms of communication. Thanks to their upgraded suspensions and tires, though, the ZR1 and Z06 (with the Ultimate Performance package) are noticeably better in this regard. The Vette's brakes are strong and fade-free, especially the available carbon-ceramic binders, and grip from the enormous tires is, well, enormous. However, the Chevy Corvette still feels less nimble than it should when driven on tight, curvy roads.


The 2011 Corvette is a 2-door, 2-passenger sports car, or convertible sports car, available in 21 trims, ranging from the Coupe 1LT to the ZR1 3ZR.

Upon introduction, the Coupe 1LT is equipped with a standard 6.2-liter, V8, 430-horsepower engine that achieves 16-mpg in the city and 26-mpg on the highway. A 6-speed manual transmission with overdrive is standard, and a 6-speed automatic transmission with overdrive is optional. The ZR1 3ZR is equipped with a standard 6.2-liter, V8, 638-horsepower, supercharged engine that achieves 14-mpg in the city and 20-mpg on the highway. A 6-speed manual transmission with overdrive is standard. 
General Motors has released prices for the 2012 Chevrolet Corvette--and the cost is going up.
According to information given to dealers, the sticker price for base cars is going up by between $480 and $1,150, depending on the model.
There is one exception--the sticker price of the top-of-the-line ZR1 is decreasing by $75, to $112,500, including the $975 shipping charge.
Prices for equipment groups and options are also increasing. The 2LT group regular and Grand Sport coupes will go from $1,195 in 2011 to $2,095 for the 2012 model.
Likewise, the 3LT package will go from $4,205 to $5,995, and the 4LT package will jump from $7,705 to $9,495.
The regular and Grand Sport convertibles are the only models to see a decrease in equipment pricing, but just in the 2LT package, going from $3,190 to $2,095.
Interested in the Centennial Special Edition? That will set you back an additional $4,950, but it can be had on any Corvette model. The package includes black metallic paint with black wheels, red trim and Louis Chevrolet.

2010 Chevrolet Corvette Grand Sport

The best sports cars are wickedly fast, have razor-sharp handling and pretty much guarantee you’ll be smiling after every drive. Yet when it comes to resale value, many of these dream machines can turn into a money-losing nightmare due to huge depreciation.

However, some sports cars manage to buck the trend and hold onto their value year after year. Cars like the  Chevrolet Corvette Grand Sport and Porsche 911 carrera have built enormous fan bases after many decades of production. Others, like theJaguar XK and Audi S5, woo buyers by managing to balance driving thrills with elegant exteriors and a modicum of practicality.

Of course, there are also sports cars that are simply the hottest must-have machines of the moment. The Tesla Nissan GT-R manages to defy physics with its incredible grip on the road. And the electric-powered
 Roadster allows its lucky owner all the pleasures of driving a nimble sports car in one guilt-free, zero-emissions package.
Going into the 2010 model year, the Corvette lineup is growing to four models with the revival of the Grand Sport nameplate that slots in between the base and Z06 models. This is the third iteration of the Grand Sport, the first being a run of just five race-ready cars built by original Vette chief engineer Zora Arkus Duntov. The second batch was a run of 1,000 cars built in 1996 to close out the C4 generation. This time around, the Grand Sport is a regular production model and General Motors promises to make as many examples as customers demand.

The first customer bound production examples should be arriving at dealers this week, and the Corvette crew invited Autoblog out to the Milford Proving Ground for a tasting session. Thankfully, when Corvettes and Milford mix, that usually means a visit to the Milford Road Course (MRC), better known as the "Lutz 'Ring." MRC was completed five years ago at the south end of the company's proving grounds and as you might imagine, it's a suitably wonderful place to evaluate Corvettes. We spent the better part of an hour thrashing the Grand Sport around the MRC and came away impressed with this middle child. Read all about it after the jump.
Two seconds—that’s the most important figure to know when you’re considering the credentials of the new, 2010 Corvette Grand Sport. Those two ticks represent how much quicker the latest track-fortified Vette is around the hairy 2.9-mile road course at GM’s Milford proving grounds than was last year’s model with the Z51 handling package. That’s a huge gain, one that bites off more than half the Z06’s time advantage over the base Vette, and should convince skeptics that this is more than just a scheme to charge an additional four grand for the Corvette’s latest track pack.
More of a Good Thing
Replacing the previous (and highly recommended) Z51 package—it added larger wheels and tires, a stiffer suspension, bigger brakes, and shorter gearing to the base Corvette coupe or convertible—the Grand Sport shares a name with limited-edition models from 1963 and 1996 but is a new model line and not a low-volume special. In fact, Chevy is predicting that nearly 50 percent of Corvette sales going forward will be Grand Sports, citing claims that its customers were clamoring for more Z06-ness but without that 505-hp beast’s coupe-only and manual-transmission-only limitations. That’s why, as with the Z51 package, the Grand Sport, which starts at $55,720, or $5840 more than a base Corvette, is offered as a convertible or targa-topped coupe and with a manual or automatic. An available Heritage package brings the iconic Grand Sport front-fender hashes as well as two-tone seats.
As for the mechanicals, the Grand Sport keeps the base car’s 430-hp LS3 V-8 (436 hp with the optional exhaust) and steel frame but gets lots of Z06 bits, including its much larger tires (275/35-18s in front and 325/30-19s in back), wider track, cross-drilled brake rotors (14.0-inch fronts and 13.4-inch rears), and visual add-ons (front air inlet, bulging fenders, and rear brake-cooling ducts) that go more than skin deep, as they reduce aerodynamic lift by half. And although drag is increased, there’s no penalty to fuel economy, which remains an impressive 16 city/26 highway mpg for the coupe, 15/25 for the convertible. The only thing the Corvette really needs now is a remedy for its cheap-looking interior plastics; the available beyond-fake-carbon-fiber-wannabe surround for the center stack is particularly egregious. The cabin needs a breakthrough on par with the ones seen in the second-gen Cadillac CTS or the 2010 Buick LaCrosse.

Ready for Launch

The best Grand Sport value is the manual-transmission coupe, which gets a differential cooler and the dry-sump oiling system that’s shared with the Z06 and ZR1 and nearly doubles capacity, to 10.5 quarts. An additional benefit is that the dual oil pump and longer crankshaft used in conjunction with the dry-sump setup mean that those particular LS3 engines are hand-built alongside the LS7 and LS9 from the Z06 and ZR1.
Another welcome addition on all 2010 manual-transmission Vettes (including Z06s and ZR1s) is launch control. Simply put the car into “competition mode” by clicking the stability/traction-control button twice, and it’s armed. Push in the clutch and mat the throttle, and the revs rise to roughly 4500 rpm—the precise engine speed depends on the ambient temperature, among other things. Dump the clutch and the system ascertains the available grip by the viciousness of the initial wheelspin and then precisely modulates the torque sent to the wheels by adjusting the fuel and spark delivery 100 times per second while keeping the throttle wide open. Although the excess wheelspin used to calibrate the launch means the system’s times aren’t quite as good as those possible by the best drivers, it’s within 0.1 or so second and is extremely consistent.

The Right Balance

Weight is up about 40 pounds to just over 3300, roughly 100 more pounds than the Z06, and straight-line performance isn’t predicted to improve over the Z51’s 4.0-second 0-to-60-mph time, but we plan on a skidpad figure of at least 1.00 g when we get our hands on a Grand Sport for instrumented testing. Unfortunately, the lack of lateral support from the same flimsy seats that we’ve long complained about is still a big issue. The shift effort in manual cars still tends toward manly, but the broad torque is addicting, as is the roar that turns into a ripping snarl when the flaps open on the optional exhaust. This is truly a car that can easily withstand serious track time as is, which is impressive considering that the base Corvette’s forgiving ride isn’t sacrificed. Whereas pushing a Z06 always seems dangerous, the Grand Sport feels far less suicidal; the burlier Vette’s larger tires and instantly responding, slop-free brakes seem to suit this new model perfectly. But don’t think we’ve gone soft; there’s still plenty of power to break the rear tires loose and ruin your day. Aside from the $109,130 ZR1, this is our new favorite Corvette on the track.
 

2013 Chevrolet Corvette C7

The 2013 Corvette is a 2-door, 2-passenger sports car, or convertible sports car, available in 21 trims, ranging from the Coupe 1LT to the ZR1 3ZR.

Upon introduction, the Coupe 1LT is equipped with a standard 6.2-liter, V8, 430-horsepower engine that achieves 16-mpg in the city and 26-mpg on the highway. A 6-speed manual transmission with overdrive is standard, and a 6-speed automatic transmission with overdrive is optional. The ZR1 3ZR is equipped with a standard 6.2-liter, V8, 638-horsepower, supercharged engine that achieves 14-mpg in the city and 20-mpg on the highway. A 6-speed manual transmission with overdrive is standard.

The 2011 Corvette is a carryover from 2010. 

Given the concept’s massive wheels, exaggerated exterior, and extremely low roofline, there’s almost no way the production C7 Corvette will look exactly like it. However, we don’t think GM has created this concept for no reason at all.
With that in mind, we’ve created a speculative illustration of the production C7 based on the concept. It has small LED headlights that create a similar effect to the hideaway lamps of yore, and the overall styling is a fusion of new and old design cues.
Although details surrounding the C7 project remain scarce, General Motors has confirmed that the C7 Corvette will begin production in April 2012 as a 2013 model. The C7 Corvette will retain its front-engine layout, forgoing a more costly – and complex – mid-engine setup.
One speculated engine option would be a twin-turbo 3.6-liter DOHC V6 capable of 400 horsepower. If the V6 engine does make it into the production C7, you can count on a premium V8 to be available as well for those who like the classic V8 rumble Corvette’s are known for.

This is an awesome car, I think it would be a proud iteration of the Corvette. This is being quite optimistic that GM survives though…
LLL#3 – No. GM is Corvette and Vice-versa. It’s the same as saying, “I hope Mustang spins off of Ford” That’s their iconic product and I think it should live and die-if that is to be- with GM. Maybe someone buys the Corvette production line, but by no means should they ever use the name that GM made and perfected.

MotorTrend Pits the Corvette Z06, Shelby GT500 and Nissan GT-R Against Each Other

What weights ten tonnes and costs more than US$240,000? If you said, “a gold plated bulldozer”, you’d be close but no cigar. The answer is three sub-100k supercars: the Chevy Corvette Z06, Ford Shelby GT500 and Nissan GT-R. These three industry titans, with nameplates stretching as far back as the 1960s, were the recent subjects of an epic comparison test by MotorTrend. Here are three would-be-supercars – over 500hp and 3 second 0 to 60 mph times – that don’t command the supercar price tag.

The US$55,330 GT500, US$90,950 GT-R and US$98,010 Z06 are all within the budgets of most mid-life crisis suffers (providing you sell the house, the kids and the dog) and offer the sort of performance that was once the sole reserve of great Italians like Ferrari, Lamborghini and Maserati.

And they’re not stripped out racers either. The Z06, for instance, comes with such luxuries as heated leather seats, Bose audio, Bluetooth and sat nav. You can’t buy a second-hand Lamborghini with that sort of equipment for US$98,010.

If you want to find out who wins this legendary battle, you’ll just have to check out the video. Even if you don’t care who wins you should check out the video anyways for a sweet-as drag race between the Z06, GT500 and GT-R. Now that’s something you don’t see everyday...

By Tristan Hankins

Source: Motortrend

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Savage Rivale’s Roadyacht GTS gets a Racing Variant

Back in 2009 at the Top Marques Monaco Show, Dutch automaker Savage Rivale blew the lid off the Roadyacht GTS, an eccentric four-door, coupe-convertible supercar. While interesting enough to be worth a second look, one could’ve argued on the chances of the Corvette-based vehicle to become a hit. Still, it seems that it was successful enough to prompt the development of a racing version, aptly called the GTR.

The company says the competition model will have a limited run of 69 units and will make use of the same Corvette underpinnings as the civilian version. However, the road-going model's older LS7 V8 is ditched in favor of the more modern LS9 variant. It also loses 2 doors in the process of becoming a truly hardcore racecar.

The 6.2-liter powerplant is said to deliver around 700HP and is strapped to a steel tubular space frame chassis that tips the scales at just 115 kg or 254 lbs and is complemented by a flat underbody with “suction deck” for improved stability and car control.

Inside, the GTR offers only the bare essentials in the form of a seat, steering wheel and typical racing safety features, but customers can also ask for additional seating for a “multi-person experience”.

By Csaba Daradics

Source: Autogespot

VIDEO: Kawasaki ZX10 takes on Mazda RX-7 with Corvette V8 in Drift Challenge

Now here's something you don't see every day. Sent in by Carscoop reader Łukasz Ż, this enjoyable time-waster of the day pits a motorcycle against a rear-wheel drive sports car in an out of the ordinary drift challenge. In one corner we have Nick "Apex" Brocha of Icon Motorsports piloting a 2005 Kawasaki ZX10 with 175HP and an extended swingarm. In the other corner is professional racecar driver Jim Guthrie in a 1993 Mazda RX-7 powered by a 375HP Corvette V8 engine. The result? Follow the jump to find out.

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Corvette NASA Astronauts

Astronaut Alan Shepard, a long time Corvette owner, was invited by then GM Chief Engineer Zora Arkus-Duntov to drive pre-production Corvette models. General Motors executives later gave Sheppard a 1972 model with a Bill Mitchell interior. Jim Rathmann, a Melbourne, Florida Chevrolet dealer and winner of the 1960 Indy 500, befriended astronauts Shepard, Gus Grissom, and Gordon Cooper.



Rathman convinced GM President Ed Cole to setup a program which supplied each astronaut with a pair of new cars each year. Most chose a family car for their wives and a Corvette for themselves.
Alan Bean recalls Corvettes lined up in the parking lot outside the astronaut offices at the Johnson Space Center in Houston, and friendly races between Shepard and Grissom along the Florida beach roads and beaches themselves as local police turned a blind eye.
Shepard, Grissom and Cooper even pulled each other on skis in the shallow water. The Mercury and later astronauts were unofficially tied to the Corvette and appeared in official photographs with their cars and with mock-ups of space vehicles such as the Lunar Module or Lunar Rover. Cooper talked of the races along Cocoa Beach in his eulogy of Shepard at the Johnson Space Center in 1998.

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Corvette officially leave the GT1 class. In August, Corvette Racing will officially open the entrance to the GT2 class at Mid-Ohio ALMS race. The new GT2 car bodywork is inspired by the Corvette ZR1

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Chevrolet Corvette 2010