Instrumented Test
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Same sting, much more rays.
Pop open the electronically actuated door of any new Corvette Stingray and the odor of plastic resin greets you. Smelling like a martini created with counterfeit Chinese vodka, the C7 coupe cannot go al fresco quickly enough—via its standard removable roof panel—when it’s been sitting in the sun. Perhaps GM requirements to set up a perfume dispenser like the one in the Mercedes-Benz S-class. If it does, can we get a bacon fragrance?
Or you can just opt for the convertible. It requires only 21 seconds to drop the top, and you can go ahead and pull away from the curb after the method has started the roof works as lengthy as you maintain your speed below 30 mph, which is far more than rapidly adequate for extricating the auto from wherever it is parked.
From behind the wheel, you would never know the coupe and the convertible are distinct vehicles as long as you steer clear of searching in the rearview mirror. Stow the coupe’s targa best in the cargo region and you will even get the identical sunburn. But the ease and speed of operating the 1-button convertible best stand in stark contrast to the triple latches of the coupe’s removable panel. You will get pleasure from open-air motoring more in the convertible because you will be far more probably to motor in the open air.
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Some of the usual downsides apply. The convertible has a small trunk, it is much less suited for track days, and it has an awkward profile with the leading up. And yes, as with any soft prime, there are safety concerns. But you needn’t be concerned with overall performance numbers. When it launched the C7 Corvette, Chevy promised that the convertible would provide identical functionality to the coupe. Soon after our initial drive, we had no reason to doubt this assertion, and our testing gear now confirms it. A Z51 package–equipped convertible turned in a efficiency at the test track that really nearly carbon-copied that of our similarly equipped extended-term Stingray coupe.
Both 6-speed manual-equipped automobiles ran from to 60 mph in 3.9 seconds. By means of the quarter-mile, the convertible was a tenth behind at 12.3 seconds and hit the traps at 117 mph, a single mile per hour slower than the coupe. Braking from 70 mph took 138 feet in the convertible, just one particular foot longer. Both cars exceeded 1.00 g on the skidpad. Leading speed favors the a lot more aerodynamic coupe by 3 mph, but a drag-restricted 178 mph in the convertible is certainly not slow. In fact, it’s 7-mph greater than a Jaguar F-sort can attain and 2-mph more than a Porsche Boxster S. So, yes, the C7 Stingray convertible is significantly a lot more than merely the Corvette model least most likely to lead to an inhalants addiction.
Get it out on the street, dial it into Sport mode, and hear the rumble commence to go scary and dark. If you have the $ 1195 functionality exhaust of our test car, it will get much louder, much sooner. (And if you’re behind the wheel of a 2015-model-year Z51 Vette, you do have the exhaust Chevy has rolled the formerly standalone selection into the expansive Z51 package.) Punch it—as you should—but hold on when the nose pops up just a tiny and the rear finish squirms. That is 460 horsepower and 465 lb-ft of torque from the 6.2-liter V-8 creating you feel like some tainted booze is reversing its path through your method. And the sound, oh, it is angry. (Note: The $ 62,995 base value in the specs is for a 2014 auto with the Z51 kit and practically nothing else the non-Z51 convertible begins at $ 58,995.)
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With this auto, Chevy has addressed all the shortcomings of the C5/C6 era. There’s nevertheless a bit of Millennium Falcon to the Stingray, which is not fairly as polished as Porsche’s Tie Fighters. The Corvette shakes at idle, and all manner of rumbles and twitches are communicated from the chassis to the driver—and not just via the superb steering. The Corvette moves, it feels alive underneath you, more animal than robot.
Paradoxically, comfort appears much less of a priority than in years previous, but the improvements to the interior and seats made for this generation have resulted in a Corvette that’s actually a lot more comfy than ever. The shifter nonetheless calls for some powerful-arming, and its organic resting point amongst third and 4th gear signifies that you have to be doubly positive you’ve chosen very first, though the auto will launch in third without having stalling. But the manage relationships are outstanding, and if you can’t discover a content location in this cockpit, you may need to have to drive some thing other than a sports car.
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2014 Chevrolet Corvette Convertible Tested: Very same Sting, Much more Rays
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