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Old 08-20-2014, 08:33 AM   #1
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Default 2015 Corvette will get 29 mpg highway



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DETROIT -- An 8-speed automatic transmission debuting in the 2015 Chevrolet Corvette boosts fuel economy by 3.5 percent over the six-speed it replaces and gives the General Motors long-running sports car an EPA highway rating of 29 mpg, its highest rating ever.

Tadge Juechter, the Corvette’s chief engineer, said a few more pounds of air pressure in the tires would have bumped the EPA rating to 30 mpg, but affected the car’s ride and handling. “We’ll be back next year and we’ll get to the 30,” he said Tuesday at a media event at GM’s proving grounds west of Detroit.

The GM designed-and-built 8-speed automatic, the 8L90, is also scheduled for installation in the certain 2015 models of the Chevrolet Silverado and GMC Sierra pickups and will likely see duty in Tahoe and Yukon SUVs.
Because of the Corvette’s limited space, GM engineers had to keep the 8-speed the same size as the six-speed. They did that in part by moving the electronic controls off the transmission and by relocating the oil pump to the transmission’s sump. The new transmission, which is built in GM’s Toledo, Ohio plant, also uses lightweight components.

“GM’s new 8L90 eight-speed automatic represents a rare win-win-win scenario for customers,” said Kavoos Kaveh, global chief engineer for 8-speed automatic transmissions. “It offers greater performance and efficiency, while weighing less than the transmission it replaces. That’s a rare accomplishment in the industry, he said.”

The Corvette is equipped with paddle shifters and fast-acting electronic solenoids that enable faster shifts than most dual-clutch transmissions used in sports cars such as the Porsche 911 Turbo. The 2015 Stingray with the 8-speed automatic is faster to 60 MPH than the manual transmission-equipped Corvette, Juechter said.

Long production life?
Though the transmission is just now starting production, it may not have a long production life. A new 10-speed automatic transmission, under development in a joint venture with Ford, is due out in about 18 months. It’s unclear if the 8-speed will remain in production once the 10-speed arrives.

For 2015, GM will install the 8-speed in the Corvette Stingray and Corvette Z06, as well as Silverado and Sierra trucks with 6.2-liter V-8 engines.
GM and Ford are working to boost the fuel economy of their pickups -- not only to meet tougher fuel economy standards, but to catch up with Chrysler’s Ram 1500 Ecodiesel, which carries a 28 mpg highway fuel economy rating. GM officials say they will release the Silverado 8-speed fuel economy figures later this fall as the truck gets closer to production.
Juechter said production of the 2015 Corvette began a few days ago at GM’s plant in Bowling Green, Ky. GM built just over 37,000 2014 Corvettes and still is working to clear a backlog of orders.
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Old 08-20-2014, 10:57 AM   #2
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no manual, no care
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Old 08-20-2014, 11:02 AM   #3
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First Drive:
2015 Chevrolet Corvette Stingray Eight-Speed Automatic
By Nate Martinez | August 20, 2014 |
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We know, we know. Manuals rule. Automatics drool. It’s one of the core arguments among the purest of the purists. But for GM and its crown jewel, the Corvette Stingray, this dispute is not if an automatic will be offered, but rather, which automatic will be offered. Facts are facts: 63% of the 37,000-plus 2014 Corvettes sold had a six-speed automatic. The rest, well, you know what they had.
More on Motortrend.com:2015 Chevrolet Corvette Gains New Valet Mode
Such telling data is precisely why GM is sinking copious time, money, and effort into an updated eight-speed gearbox. It’s dubbed the Hydra-Matic 8L90 and it’s all GM, baby. More than 24 patents were awarded to the company’s brainiacs during its creation. It’s more efficient and more capable than the current six-speed 6L80 it replaces. But, before we get into its specifics, there’s another reason why the 8L90 came to fruition: Z06. Yes, if you haven’t heard by now, the forthcoming Z06 will have a torque-converter-packing, planetary automatic transmission option.


“Really, this transmission was engineered around the upcoming Z06,” admitted Tadge Juechter, Corvette chief engineer. “Corvettes are extremely tightly packaged with the transmission in the back, so we’re bearing-limited in longitudinal space. So essentially, this transmission is custom designed for our package space, as well as the performance capabilities of the car. Our priority was that it had to be able to withstand the 650 foot-pounds of torque and 650 horsepower.”
More on Automobilemag.com:The 2015 Chevrolet Corvette Can Spy on Valet Parking Attendants
Juechter and his team turned to Kavoos Kaveh, global chief engineer for GM’s eight-speed automatic, to take on the task of building not just a gearbox for the Z06 and its crazy power, but a gearbox for the Stingray, other Corvette variants, and GM’s 6.2-liter-powered SUVs and trucks.
Kaveh’s goals were simple, at least on paper: It had to be more efficient; it had to fit inside the Corvette chassis’ already extremely cozy constraints; it had to be lighter; and, if that wasn’t enough, it had to withstand all the stresses that come with the various applications.
More on Automotive.com:2015 Chevrolet Corvette Receives New Options


Amazingly, Kaveh and his team worked within the 6L80’s existing space. They gave the 8L90 smaller step sizes (for better off-the-line go); four simple gear sets with a 7.0 overall gear ratio spread (4.56:1 first gear); a chain-driven, off-axis, binary vane pump (high output for performance, low output for fuel economy); synthetic Dexron 6HP fluid; and a torque converter turbine damper (to improve low-speed clutch smoothness). Just two open clutches reduce power flow losses now.

Its updated Gen II controls include a T87 electronic control module (four times faster than Gen I), three speed sensors for more accurate multi-step shifts, and high and low variable force solenoids to better the accuracy of clutch pressure. The gearbox is eight pounds lighter due to its liberal application of magnesium and aluminum. Its piston housing and channel plate are made of the former, pricey metal; its case with bell housing, clutch pistons, input carrier, and rotating clutch housings are all aluminum. Its input carrier shell uses high-strength low-alloy steel to shed mass.

The end result is a Stingray that is up to five percent better on GM’s highway fuel economy test cycles in Tour mode (not Eco mode). That means 29 mpg — or 29.4932 mpg, if you want to get exact — compared to this year’s 28 mpg EPA rating. “We have an Eco mode in the car, and you have an Eco mode on the label, but we expect more people to drive in Tour, Sport, Track, so we label the car based on the Tour mode,” explained Juechter.
He says that with additional fine tuning and testing, they’ll get to 30, no problem. “We’re going into production, so we don’t have time to tweak or retest for this year, so we’re going in with a 29 (mpg) label. In Eco Mode, it would do solidly in the 30s. And probably next year, we’ll come back and tweak the calibration of the transmission to (officially) get to 30 miles per gallon. In Corvettes, you can actually get the number that’s on the label.” Still, as is sits, that means it’s as efficient as its EPA-rated 2015 counterpart having a seven-speed manual.
But get this: It’s also quicker. In fact, the 8L90-equipped Stingray is quickest Corvette in a straight line (until the Z06 arrives) with a 0-60 mph dash in 3.7 seconds and quarter-mile run 11.9 seconds (no word on trap speed). Added Juechter: “(Those times) should be easily replicated. We’ve had cars in the 3.6s — even some cars in the 3.5s, but we’re going to market with the 3.7 as the performance (figure).”

Wide open throttle second-to-third upshifts are 0.08 seconds quicker than those of its benchmark, Porsche’s seven-speed PDK, says Kaveh (0.45 vs. 0.53). Downshifts from WOT at 60 mph in Sport mode are just as quick (0.95 seconds) too. The PDK also nips at the Hydra-Matic’s heels during WOT first-to-second upshifts (0.49 vs. 0.52). To experience the gearbox’s character, Chevrolet set us loose on its 2.9-mile twisty, undulating, blind-corner-filled track at the Milford Proving Grounds. Nil-to-wee sprints in Track mode, automatic shifts, were quite telling: The gearbox knocked off gears at its indicated 6500 rpm abruptly, spectacularly, with an accompanying violent explosion that only a 6.2-liter V-8 with quad pipes could produce. As corners neared, downshifts were again crisp. Deep inside corners, gears held with no moments of confusion or hesitation — it was as if the CPU was more intuitive than reactive; more organic than robotic — which ballooned my confidence and allowed me to pinpoint the longish nose.
While Chevy’s numbers beg to differ, the 8L90 in Track mode simply didn't feel as quick as the PDK when operated via its plastic paddles. Don’t get me wrong, clicking off a WOT upshift is a glorious, stupidly fast affair. It is much the same for downshifts. Yet, Porsche, with its well-honed cohesion of an extra clutch and different structural packaging, still has the upper hand in smoothness and feel while on track. Even still, the 8L90 was impressive, especially when off the track. We drove more than 40 miles in highway and city settings around Milford. Smoothness was the name of its game. Intuitiveness was too. Multi-step highway passes in automatic mode required no pauses on its part. The ‘Vette just flew. Then it calmly upshifted into a gear best suited for casual cruising. So, you may be thinking, why no dual-clutch? There were a few reasons why, says Juechter: Structural tunnel packaging, vehicle balance, durability, and fuel economy. It needed to be shared within General Motors as well. “There was no DCT or advanced transmission in the world that would just fit in that package and that would live behind the upcoming Z06 with 650 horsepower. So we were faced with a conundrum: We could have designed our own DCT, which could have worked for us, but it would not be useful anywhere else in General Motors. It wouldn't be good for heavy duty trucks and things like that. DCTs are great for some things, but they’re not great for a lot of clutch slipping.

One of the big fuel economy advantages of this car is being able to run in four-cylinder mode. DCT are not terribly compatible with AFM (Active Fuel Management). So having a torque convertor as a torsional damper in the system actually helps to use four-cylinder operation. That’s a big fuel economy enabler. Between those two factors, we, GM, elected to say ‘Ok, were going to do a planetary eight-speed transmission with a torque convertor, but we’re going to model it after DCT performance characteristics.’’ That election resulted in a very stunning, very capable, lightning-quick automatic transmission. It is gearbox that will surely have potential buyers scratching their heads, wondering if a five-, six-, or seven-speed manual is their way to go. Now, that’s saying something.

2015 Chevrolet Corvette Stingray, Eight-Speed Automatic
BASE PRICE $55,500 (est)
LAYOUT Front-engine, RWD, 2-pass, 2-door hatchback, convertible
ENGINE 6.2L/455-hp/460-lb-ft OHV 16-valve V-8
TRANSMISSION 8-speed automatic
CURB WEIGHT 3450 lb (MT est)
WHEELBASE 106.7 in
LENGTH x WIDTH x HEIGHT 177.0 x 73.9 x 48.6 in
0-60 MPH 3.7 seconds
EPA CITY/HWY FUEL ECON 16/29 mpg (est)
ENERGY CONSUMPTION, CITY/HWY 211/116 kW-hrs/100 miles (est)
CO2 EMISSIONS 0.97 lb/mile (est)
ON SALE IN U.S. Fall 2014



Read more: http://www.motortrend.com/roadtests/...#ixzz3Awddnog2
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Old 08-20-2014, 11:19 AM   #4
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no manual, no care
Perfect transmission for the customers taking the initial depreciation on these.
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Old 08-20-2014, 12:31 PM   #5
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NOt sure, but something seems funny about the same transimssion being used on the Vette and on heavy duty trucks...

I kwow it is not uncommon, but for some reason I want the vette to have something more 'unique'

I should know better by now, I know.
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Old 08-20-2014, 12:46 PM   #6
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Originally Posted by SCRAPPYDO View Post
NOt sure, but something seems funny about the same transimssion being used on the Vette and on heavy duty trucks...

I kwow it is not uncommon, but for some reason I want the vette to have something more 'unique'
Yeah, the Corvette would certainly benefit from a transmission made of pure unobtanium running angel tears for lubrication.

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I should know better by now, I know.
Or maybe you should know that it all comes down to the programming.
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Old 08-20-2014, 02:58 PM   #7
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Well if Dodge can use a truck engine in the Viper...

huehuehue
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Old 08-20-2014, 07:39 PM   #8
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Originally Posted by OrbitalEllipses View Post
Well if Dodge can use a truck engine in the Viper...

huehuehue
Corvette engine is more closely related to the truck engines than the Viper V10 is to the truck V10 (is that still a thing?).


Also, Corvette has been getting 30+mpg real life since the late 90's. I wonder why they keep getting ratings below 30mpg.
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Old 08-21-2014, 11:02 AM   #9
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Originally Posted by SCRAPPYDO View Post
NOt sure, but something seems funny about the same transimssion being used on the Vette and on heavy duty trucks...
The fact is drivetrain components in any modern car are very close to the limits of production technology. When you make as much torque as the 'Vette does, you have to have a truck transmission, like it or not. I'm pretty sure the Tremec is lighter than any DCT capable of taking the torque.

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Also, Corvette has been getting 30+mpg real life since the late 90's. I wonder why they keep getting ratings below 30mpg.
Because the EPA highway test doesn't actually resemble how many of us drive on the highway, or rather how we drive on the freeway. Very little time in the test is devoted to constant-speed cruising. Lots of changes in speed. The average is something like 48 mph IIRC.
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Old 08-21-2014, 11:06 AM   #10
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Given the capability of the cars, who cares? Way better MPG out of a performance car than I'm used to.
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Old 08-21-2014, 11:49 AM   #11
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Given the capability of the cars, who cares? Way better MPG out of a performance car than I'm used to.
I bought mine because of mpg. Seriously.
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Old 08-10-2015, 02:47 PM   #12
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Default Comparison Test: 2015 Chevrolet Corvette 15 Boxster GTS

Quote:
Dan Heyman and Brendan McAleer

Dan says:

The Porsche entrant in the vs Corvette battle is now much more open to debate.

When you think of the Corvette vs Porsche rivalry over the years, it is Stuttgart’s iconic 911 that has always been the target because of their closer performance levels, racing pedigrees and legacy. However, with the release of the all-new Corvette Stingray last year and continuing popularity and improvement of the “affordable” Porsche sports cars – the Boxster and Cayman – the Porsche entrant in the vs Corvette battle is now much more open to debate.

Me? Well, I’ve brought the Boxster GTS along for good reason. Of all the cars I’ve tested over the years, from Audi R8s to Porsche Turbos to Shelby Mustangs and others in between, this particular Boxster, in all its Carmine Red glory, has stood out as possibly the best car I have ever driven, and if you’re working with an 80-100K budget for a new sports car, the Boxster or Cayman are the ones in that window.

Brendan, on the other hand, has come round with the latest of GM’s heavy metal (figuratively, of course; it’s rather light being crafted from aluminum and fibreglass) to see how it stacks up. I’m really looking forward to seeing the results.

Styling

Brendan says:

Incremental improvements, or a total change-up: that’s the story here. Where the new Boxster design is a port n’ polish of the previous generation – and the GTS some further sport-oriented polishing of that ideal – the Stingray Corvette is the same basic shape as the previous ‘Vette, but a total re-fracturing.

It would appear to me that they haven’t quite got the front end right. The flat-mouthed grille is a little too wide, a little too straight. It looks a bit like one of those unamused smiley faces.

However, the rest of the Vette is pure rock n’ roll. Sit in the driver’s seat and watch the heat waves come radiating out through the hood vent, and you can’t help grinning at the audacity of this machine. There are other trim levels, more violence and volume up the line, but even this basic car feels audacious.


The Boxster, on the other hand, is recognizably a Boxster, and that means not a 911. Fine, especially when big-brother neunelfer has gone all GT, but were this tester not Carmine Red with black wheels, the price tag might surprise given the relatively conservative exterior. GTS models gain some unique fascia work, bigger wheels, a slightly lower suspension, and extra badging. In a more reserved colour, the Boxster could fly under the radar a bit, and perhaps that’s a boon to a potential owner.

Pages:1234567
http://www.autos.ca/car-comparisons/...e-boxster-gts/
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Old 08-10-2015, 03:07 PM   #13
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The mpg chest thumping is only posted to try to give GM engineering cred.

"...Look at us, we get 30 mpg because we are just sooo darned smart and sophisticated and stuff... can you hand me that tub of beef jerky?..."
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Old 08-10-2015, 03:10 PM   #14
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So, last year's Corvette is going to get 29mpg?

I don't see how thats news.
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Old 04-02-2016, 09:50 AM   #15
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Default GM Still Making GM Crap ???

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http://www.motortrend.com/news/2016-...view-update-6/


2015 CHEVROLET CORVETTE STINGRAY Z51 UPDATE 6: A FEW ISSUES (W/VIDEOS)


There are some sounds new cars are supposed to make. Engines are supposed to rumble, and stereos are supposed to bump. Tops aren’t supposed to rattle, doors aren’t supposed to creak, and steering wheels most certainly aren’t supposed to squeak.

When we last left off, the long-term 2015 Chevrolet Corvette Stingray Z51 had just spent a week at the dealer getting a malfunctioning infotainment system display and a rattling targa top addressed. The infotainment system screens were replaced under warranty, but this particular Chevy dealer told us that the click-clack sounds our Corvette’s top made were “normal body flex” noises. That’s bull.

2015 Chevrolet Corvette Stingray Z51 center stack

Over the next few months, the rattling targa top was joined by a trio of new, equally annoying issues. First the electronic parking brake switch started to stick when depressed to release the brake, which would cause a parking brake fault light to pop on the dash. Then the steering wheel started to squeak like a cheap motel bed. Annoying, but that could only really be heard with the engine shut off. And finally, the driver’s side door started creaking while opening and closing. My wife’s first car, a ’96 Jeep Cherokee that had 350,000 miles on it, mind you—had doors that made the same sound. I’ve got no problem with creaking doors on an old beater, but I have little tolerance for it on a year-old $65,000 sports car with 20,000 miles on it and that’s billed as America’s finest.

So off to the dealer I went (a different one this time), armed with the three Instagram videos below as added ammo in case I was met with claims that the noises couldn’t be replicated:

Creaking door

Squeaking steering wheel

Rattling targa top

Thankfully, this new dealer was much more reasonable than the last. Over the course of several back-and-forth trips to the dealer as they awaited parts, the parking brake switch was replaced, the driver’s side door was disassembled, a check link was replaced, and the targa top’s strikers and pins were replaced according to GM service bulletin #15-NA-016. Unfortunately, the dealer couldn’t quite figure out how to address the squeaking steering wheel, but with the Corvette nearing the end of its time with us and the major quality issues fixed, it’s nice to have our Chevy back in action once again.

More on our long-term 2015 Chevrolet Corvette Stingray Z51:

Arrival
Update 1: Daily-Driver Performance
Update 2: Practically Speaking
Update 3: New Perspectives on our Long-Term ‘Vette
Update 4: A Week at the Dealer
Update 5: Daily Driver Showdown
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Old 04-02-2016, 04:36 PM   #16
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It sounds like the answer is "yes" they still are making crap. A shame, really. It occupies a very unique place in the automotive pantheon. Still, I'll bet the 'Vette is no more problematic than an Aston Martin which costs three times as much.

It also sounds like some Chevy dealers (the first one) are part of the problem. Niggling issues are a lot easier to forgive if the dealer is prompt and diligent about addressing them.
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Old 04-03-2016, 01:39 AM   #17
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**** GM. Again and again.


Can you be angry at them, or is it simply a case to be sad for them? Gross negligence or utter incompetence? Or perhaps both.
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Old 04-03-2016, 09:47 AM   #18
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So, last year's Corvette is going to get 29mpg?

I don't see how thats news.
Well if you read the article you would know it's getting a new 8 speed automatic transmission which will increase fuel economy by 3.5 percent it was the first sentence and at the time was BIG NEWS.
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Old 04-03-2016, 11:18 AM   #19
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I expected to see an article talking about the new vetted running on 4 cylinders on the highway and that was their "new" tech lol.
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Old 04-04-2016, 09:34 AM   #20
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**** GM. Again and again.


Can you be angry at them, or is it simply a case to be sad for them? Gross negligence or utter incompetence? Or perhaps both.
I vote sad. I wouldn't say it's either negligence or incompetence, more like terminal bean counter myopia. The engineers know what they're doing, it's just that the bean counters won't hire enough of them or give them enough resources to do the job right. From an organizational perspective I guess that's incompetence, it's just that most uninformed observers mis-allocate the incompetence to the engineers.
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Old 04-04-2016, 12:28 PM   #21
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Arrow It's just how they are

I have to sell a '06 C6 for a family member. I drove it yesterday thru the country roads, and it feels like a Corvette. They rattle, creak and have a lot of drivetrain noise. The clutch uptake is high and requires decent effort, along with the stiff (but precise) gearshift. But it is pretty fast.

This is what makes this car feel unique. My Dad loved this car, but he always commented how easy other cars were to drive. I've driven a half-dozen Vettes over the years, and they all kind of feel this way. I couldn't live with it on a daily basis. But hey, just pop the top off and drown out the chassis noise.

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Old 04-04-2016, 12:43 PM   #22
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I have to sell a '06 C6 for a family member. I drove it yesterday thru the country roads, and it feels like a Corvette. They rattle, creak and have a lot of drivetrain noise. The clutch uptake is high and requires decent effort, along with the stiff (but precise) gearshift. But it is pretty fast.

This is what makes this car feel unique. My Dad loved this car, but he always commented how easy other cars were to drive. I've driven a half-dozen Vettes over the years, and they all kind of feel this way. I couldn't live with it on a daily basis. But hey, just pop the top off and drown out the chassis noise.
I've driven them too. It's sad when a $50k+ Corvette rattles and creaks more than my 2007 WRX at half the price and twice the mileage.

I haven't driven a well-worn ATS, but one hopes it's better than the 'Vette. Let's hope GM has learned lessons in their latest Cadillac designs and those lessons propagate to the rest of the product range.
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Old 06-02-2016, 06:18 AM   #23
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Default 2015 Chevrolet Corvette Stingray Z51 Long-term Verdict

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2015 CHEVROLET CORVETTE STINGRAY Z51 LONG-TERM VERDICT


The Chevrolet Corvette’s main rival, the Porsche 911, is a car that its proponents say you can use every day. It’s compact yet relatively spacious, efficient yet fast, planted yet not at all jarring on real-world roadways. The 2015 Chevrolet Corvette Stingray Z51 by all accounts should be a car that you can happily drive to work Monday through Friday and on a racetrack on Saturday and Sunday. Yet it isn’t.

I’ve developed a love-hate thing with the MT Garage Corvette Stingray over the past 25,000 miles and change. A lot of the time, I really adore the car—I mean, what’s not to love about a freaking Corvette? It’s loud, fast, and handles well. Plus, I mean, look at it—to my eye, the C7 Corvette is the best-looking ’Vette since the original ’60s Corvette Stingrays. It’s the modern first Corvette that seems like an aspirational goal for young’uns, not just a plaything for the stereotypical old fart in gold chains and track suits.

Aside from its rock star looks and rocket ship performance, it’s also proven itself remarkably practical. Although it’s down two mini-seats to its German archrival, the ’Vette makes up for it with a huge (for a sports car) 15-cubic-foot cargo area. The hatchback proved equally capable of hauling large boxes to the post office, carrying a week’s worth of groceries home from the store, or swallowing up luggage for two for long road trips.

2015 Chevrolet Corvette Stingray Z51 front side in motion

Speaking of road trips, the Corvette really excels at them. With the drivetrain in Eco or Tour modes, the big, burly V-8 quiets right down, making conversation with your road trip buddy easy and effortless. The ride, it’s worth noting, is exceptionally nice. Despite the fact that our tester wasn’t specced with magnetic ride, the Corvette happily took to road imperfections, even allowing me to take West Los Angeles’ growing plague of speed bumps at, well, speed.

Our Corvette sadly wasn’t without its faults over the past 15 months. My biggest problem with the ’Vette was that it was making sounds it wasn’t supposed to make. The removable targa top rattled like a train click-clacking over rails, the steering wheel squeaks like a mouse, the driver door creaked when opening and closing, and the brakes squealed excessively. The only thing worse than your new car’s interior making a noise it isn’t supposed to be making is your new car’s cabin making four separate noises it isn’t supposed to be making. The creaks and rattles were maddening and seriously detracted from the ownership experience. It got to the point where I simply didn’t want to drive the Corvette every day because I was either sick of having to crank the stereo to drown out the noises or having to explain to my passenger why a brand-new $65,000 sports car sounded like an old Jeep.

We had other issues with the Corvette aside from the cacophony of cabin noises. The electric parking brake button would periodically stick when depressed, causing a “service parking brake” message to appear on the dash. We also had trouble with the Chevrolet MyLink infotainment display, which inexplicably stopped working one morning. The fix for the latter issue took about a week as our dealer awaited parts to replace both the MyLink display and instrument cluster screen. Like the cabin noises, the parking brake and infotainment issues were repaired under warranty. (Chevy didn’t fix the cabin noises until the very end of our loan, but they were eventually rectified under warranty.)

We spent a grand total of $0 on maintenance over the past year thanks to the Corvette’s 24 month/24,000 mile free maintenance guarantee, though we were on the hook for $1,556.06 worth of tires. The ’Vette’s free maintenance makes it a bargain in the segment, especially when compared to the $525.27 we spent on maintenance for our 2015 Camaro Z/28 and $766.70 we spent maintaining our old Nissan GT-R Black Edition long-term car.

The issues we’ve had with our Corvette appear not to be isolated incidents caused by lead-footed editors; a quick visit to a handful of Corvette forums reveals a host of C7 owners dealing with odd noises and electrical gremlins. Maybe that would help explain why GM has been through four quality chiefs in as many years.

Unlike some other early Corvette Stingrays, our Chevy was mechanically sound, but the quality issues severely detracted from both the ownership and driving experiences. For years—decades, even—the Corvette has been known as a budget world-beating sports car. Its owners and fans overlooked poor interior design and quality for the performance it packed under the hood and the relatively affordable mid-$50,000 sticker price. Those days should be long gone. Aside from the fact that $65 grand ain’t exactly chump change these days, the C7 Corvette is the first since the original Stingrays that has fully delivered on performance and design inside and out. It’s this close to being the total package—were GM to invest a few more dollars per car on improving interior fit, finish, and quality, I truly believe the Corvette could start winning the hearts and minds of 911 buyers.

Quality has been and for now remains the Corvette’s final frontier. Overcome that, though, and the Corvette won’t just be America’s sports car. It’d be a true world sports car, too. Sadly, until the day the Corvette’s quality issues are finally sorted out, its rival Porsche 911 will remain the sports car that you not only can use every day but that you’d want to drive every day too.
Motor Trend
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Old 06-02-2016, 06:44 AM   #24
salisburyv
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i drove a Z06 on thompson speedways road course last weekend. The car is an absolute beast. But for the money, it better be. and it was. i was really impressed, although i was going too fast, and had a helmut on, to hear any creaks or rattles.... don't think i'll get one tho, it is way faster than my STi..... scary fast.... but what a rush!! good job GM!!
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Old 06-02-2016, 07:43 AM   #25
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Originally Posted by salisburyv View Post
and had a helmut on
I'm sure you did.

--kC
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