2014 CHEVROLET Corvette Stingray Review

Our tester has the full-size rear spoiler, part of the Z51 kit, which, aero-wise, also includes extra brake cooling and extra air deflectors.

Most of the Corvette’s steel unibody has been swapped for an aluminum structure. The chassis is not just 99 lbs (45 kg) lighter than the previous model’s one, but also 57 percent stiffer. The wheelbase has grown by about one inch, while the front and rear tracks being expanded by the same value.

In the same respect, the hood and removable top are made of carbon fiber. The Corvette keeps its fiberglass body panels, but there’s a new compound that makes these even lighter. They’ve even worked underneath the car, where we find carbon-nano composite panels.

Along these panels, we find a completely reworked aluminum suspension. The short-long arm architecture is maintained, but the lower front arms are now hollow (-9 pounds/4 kg), while the rear toe links trade steel for aluminum (-2.4 pounds/1.1 kg).

The saved weight was consumed on the extra mechanicals, such as variable displacement and high tech hidden within the car, so the end result weighs about the same as before. Chevy’s Corvette has a curb weight of about 3,300 lbs (1,500 kg). Nonetheless, that weight is evenly distributed between the axles (50:50).

There are lots of new tech things to make public, but it’s time to lower ourselves into the 2014 Corvette Stingray’s cabin now. Oh my, what a pleasant surprise!

The interior has always been a bit of an Achilles's Heel for the Corvette, but not anymore. They’ve redesigned everything sans the air filter and the top panel latch. As soon as you enter, the driver focus becomes clear. The man in charge gets two thirds of the cabin, with his passenger being clearly constrained to his remaining bit. It’s not so much a matter of space, as one of respect. This is a clear indication that the Corvette is a much more of a sports car than a GT.

Despite the place on the right not coping to well with a passion for cheesecake, the person there does get a dedicate set of climate controls placed on the right, complete with its own screen.

The cockpit is wrapped around you and, as soon as you enter, you notice that you’re surrounded with technology. The driving position keeps you poised, with great credit going to the redesigned, smaller steering wheel. As for the seats, you can choose between two versions, both using magnesium frames: GT and Competition Sport.

We prefer the GT accommodation and don’t think that this lacks lateral support. Even in this case, the bolsters are heftier than what the C6 Corvette had to offer.