Edmunds: Instrumented C7 Stingray tests
07-24-2013, 09:28 PM
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Edmunds: Instrumented C7 Stingray tests http://www.edmunds.com/chevrolet/cor...road-test.html
Here is the video:http://bcove.me/4hcjrfj5The Numbers
The Stingray, equipped with the optional dual-mode exhaust, packs 460 horsepower and 465 pound-feet of torque (standard is 455 hp/460 lb-ft). Our test car came equipped with the exhaust, the Z51 package and Magnetic Selective Ride Control. It also utilized the seven-speed manual transmission with active rev-matching: a feature toggled on and off using the wheel-mounted paddles that would otherwise execute shifts on automatic-equipped cars.
And in our tests it was insanely rapid... in every measurable way.
How does a 12.0-second quarter-mile at 117.3 mph sound? Sixty mph was gone in 4.1 seconds (3.8 seconds with 1-foot rollout as on a drag strip).
But straight-line tests hardly tell the whole story. Using the Z51-specific Michelin Pilot Super Sport ZP rubber, it circled the skid pad at 1.08g, the highest number we've recorded in a production car on street tires. The slalom, hastily performed in the last few minutes of our test, passed at a mighty 72.8 mph.
With its middle finger raised to physics, the C7 also stopped from 60 mph in only 93 feet, which is the shortest stopping distance we've ever measured.
2014 Chevrolet Corvette Stingray Z51
Though just barely, all of these numbers are better than the last 991-generation PDK-equipped Porsche 911 we tested. And they're so much better than the last base C6 Corvette we tested that those numbers don't even merit mention.
The Numbers
The Stingray, equipped with the optional dual-mode exhaust, packs 460 horsepower and 465 pound-feet of torque (standard is 455 hp/460 lb-ft). Our test car came equipped with the exhaust, the Z51 package and Magnetic Selective Ride Control. It also utilized the seven-speed manual transmission with active rev-matching: a feature toggled on and off using the wheel-mounted paddles that would otherwise execute shifts on automatic-equipped cars.
And in our tests it was insanely rapid... in every measurable way.
How does a 12.0-second quarter-mile at 117.3 mph sound? Sixty mph was gone in 4.1 seconds (3.8 seconds with 1-foot rollout as on a drag strip).
But straight-line tests hardly tell the whole story. Using the Z51-specific Michelin Pilot Super Sport ZP rubber, it circled the skid pad at 1.08g, the highest number we've recorded in a production car on street tires. The slalom, hastily performed in the last few minutes of our test, passed at a mighty 72.8 mph.
With its middle finger raised to physics, the C7 also stopped from 60 mph in only 93 feet, which is the shortest stopping distance we've ever measured.
2014 Chevrolet Corvette Stingray Z51
Though just barely, all of these numbers are better than the last 991-generation PDK-equipped Porsche 911 we tested. And they're so much better than the last base C6 Corvette we tested that those numbers don't even merit mention.
Here is the video:http://bcove.me/4hcjrfj5The Numbers
The Stingray, equipped with the optional dual-mode exhaust, packs 460 horsepower and 465 pound-feet of torque (standard is 455 hp/460 lb-ft). Our test car came equipped with the exhaust, the Z51 package and Magnetic Selective Ride Control. It also utilized the seven-speed manual transmission with active rev-matching: a feature toggled on and off using the wheel-mounted paddles that would otherwise execute shifts on automatic-equipped cars.
And in our tests it was insanely rapid... in every measurable way.
How does a 12.0-second quarter-mile at 117.3 mph sound? Sixty mph was gone in 4.1 seconds (3.8 seconds with 1-foot rollout as on a drag strip).
But straight-line tests hardly tell the whole story. Using the Z51-specific Michelin Pilot Super Sport ZP rubber, it circled the skid pad at 1.08g, the highest number we've recorded in a production car on street tires. The slalom, hastily performed in the last few minutes of our test, passed at a mighty 72.8 mph.
With its middle finger raised to physics, the C7 also stopped from 60 mph in only 93 feet, which is the shortest stopping distance we've ever measured.
2014 Chevrolet Corvette Stingray Z51
Though just barely, all of these numbers are better than the last 991-generation PDK-equipped Porsche 911 we tested. And they're so much better than the last base C6 Corvette we tested that those numbers don't even merit mention.
The Numbers
The Stingray, equipped with the optional dual-mode exhaust, packs 460 horsepower and 465 pound-feet of torque (standard is 455 hp/460 lb-ft). Our test car came equipped with the exhaust, the Z51 package and Magnetic Selective Ride Control. It also utilized the seven-speed manual transmission with active rev-matching: a feature toggled on and off using the wheel-mounted paddles that would otherwise execute shifts on automatic-equipped cars.
And in our tests it was insanely rapid... in every measurable way.
How does a 12.0-second quarter-mile at 117.3 mph sound? Sixty mph was gone in 4.1 seconds (3.8 seconds with 1-foot rollout as on a drag strip).
But straight-line tests hardly tell the whole story. Using the Z51-specific Michelin Pilot Super Sport ZP rubber, it circled the skid pad at 1.08g, the highest number we've recorded in a production car on street tires. The slalom, hastily performed in the last few minutes of our test, passed at a mighty 72.8 mph.
With its middle finger raised to physics, the C7 also stopped from 60 mph in only 93 feet, which is the shortest stopping distance we've ever measured.
2014 Chevrolet Corvette Stingray Z51
Though just barely, all of these numbers are better than the last 991-generation PDK-equipped Porsche 911 we tested. And they're so much better than the last base C6 Corvette we tested that those numbers don't even merit mention.
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07-25-2013, 08:49 AM
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This is amazing. Of course the numbers are legit, things can always go wrong and seem less desirable with slower times and such, but if a car goes faster in an independent test, it's real. I remember one magazine couldn't get the LS2 GTO out of the 14 second mark in the quarter, lol.
07-25-2013, 12:21 PM
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The specs are good on it, but it tipped the scales at 3444lbs! That's about 250lbs more than a base C6! With all the lightweight talk I was thinking it was going to be about the same as the outgoing car, not a couple hundred pounds heavier.
Do they actually post the times they get, or are the corrected times? Magazine times lately have seemed on the very fast times (perfect air and conditions with a great driver) of what people are actually running with the cars.
Do they actually post the times they get, or are the corrected times? Magazine times lately have seemed on the very fast times (perfect air and conditions with a great driver) of what people are actually running with the cars.
07-25-2013, 09:06 PM
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Usually they post the times they get from their own tests. Not sure what you mean by corrected times, do you mean like from the manufacturer? From what I've seen, sometimes they bring in a pro to test the car and sometimes the writer or someone else from the magazine does the testing. That's probably one reason for discrepancies between magazines, among many others. If a car produces a faster time than seen elsewhere, it just means someone else found the car's real limit. Sure, maybe they got lucky and temps were perfect, etc, but it still happened. I just don't think it's likely for a magazine to inflate stats, but it's possible.
07-25-2013, 10:01 PM
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Usually they post the times they get from their own tests. Not sure what you mean by corrected times, do you mean like from the manufacturer? From what I've seen, sometimes they bring in a pro to test the car and sometimes the writer or someone else from the magazine does the testing. That's probably one reason for discrepancies between magazines, among many others. If a car produces a faster time than seen elsewhere, it just means someone else found the car's real limit. Sure, maybe they got lucky and temps were perfect, etc, but it still happened. I just don't think it's likely for a magazine to inflate stats, but it's possible.
07-26-2013, 03:52 PM
#17
DI = etra lobe on camshaft, extra pump mounted at rear of the engine
Differential Cooler = extra fluid, the cooler
Transmission Cooler = extra fluid, the cooler
Brakes = I did not hunt for sizes, but given the improved braking those are most likely bigger cast iron rotors than a base C6
Additonal airbgs = I am sure they added some given ever tightening restrictions
Improved interior materials will always weigh more
Extra gear in the transmission, bigger case, more fluid (?)
It is not one thing, but the little things add up.
07-26-2013, 03:58 PM
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07-26-2013, 07:30 PM
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Dry sump = more fluid, heavier pump
DI = etra lobe on camshaft, extra pump mounted at rear of the engine
Differential Cooler = extra fluid, the cooler
Transmission Cooler = extra fluid, the cooler
Brakes = I did not hunt for sizes, but given the improved braking those are most likely bigger cast iron rotors than a base C6
Additonal airbgs = I am sure they added some given ever tightening restrictions
Improved interior materials will always weigh more
Extra gear in the transmission, bigger case, more fluid (?)
It is not one thing, but the little things add up.
DI = etra lobe on camshaft, extra pump mounted at rear of the engine
Differential Cooler = extra fluid, the cooler
Transmission Cooler = extra fluid, the cooler
Brakes = I did not hunt for sizes, but given the improved braking those are most likely bigger cast iron rotors than a base C6
Additonal airbgs = I am sure they added some given ever tightening restrictions
Improved interior materials will always weigh more
Extra gear in the transmission, bigger case, more fluid (?)
It is not one thing, but the little things add up.
And I get all that but damn. You woul hope for maybe some more use of aluminum n **** to offset a larger portion of that weight. It getting a little heavier was inevitable, but I was thinking like 100lbs not 200+