Chevrolet Corvette 2014

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Já estávamos a contar com esta noticia...

A caixa manual como a conhecemos, está a ser extinta a passos largos...

Evolução automóvel [;)]
 
Sou totalmente fã de caixa automáticas e ainda para mais estas de última geração. Mas começa a ser estupido tanta mudança.

A ver se ficamos por aqui. A BMW já o fez e bem.
 
650 CV e 881 Nm para o novo Corvette Z06 - oficial

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Durante la presentación del nuevo ChevroletCorvette Z06, en el pasado salón de Detroit, los responsables de la marca no desvelaban la potencia del coche, limitándose a decir que tendría "al menos 625 CV". Ahora, ya conocemos la potencia oficial, es decir, homologada. El nuevo Z06 desarrolla la friolera de 650 CV (norma SAE).

Hay muy pocos coches tan potentes o más como el nuevo Z06. Entre los pocos modelos que le superan nos encontramos con el Ferrari LaFerrari, el McLaren P1, el Porsche 918 Spyder, los Ferrari F12 Berlinetta yFF, así como el Lamborghini Aventador.
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Hoy, Chevrolet también ha desvelado el valor de par motor máximo. Es igualmente impresionante, pues es de 881 Nm a 3.600 rpm. Según Chevy, 620 Nm ya están disponibles en el ralentí, mientras que el 96 % del par máximo disponible llega a tan sólo 2.800 vueltas...

El nuevo Z06 debería así bajar de los 3 segundos en el 0 a 100 km/h, como mucho estar en los 3 segundos justos. De no ser así, sería una decepcionante sorpresa. Viendo estos datos, no es de extrañar que ejecutivos de la marca confesarán en Detroit que no tenían planeado una versión ZR1 para este Corvette. El nuevo Z06 supera ya en potencia y en par al último ZR1 y todo apunta a que también lo hará en prestaciones. Ahora bien, imaginaos si se ponen a desarrollar un ZR1...
Clique para expandir...
 
Não admira que não estejam a considerar desenvolver um ZR-1!
650cv? Ou seja, 660 dos nossos... em algo que deve pesar para aí pouco mais de tonelada e meia e apenas tracção atrás... 620Nm ao ralenti! Vou mas é por-lhe a charrua atrás e pôr a lavrar terrenos com ele[:D] BESTA!
Há que gostar dos americanos.
MORE POWER resolve tudo!
 
2015 Corvette Comparison


[TABLE="width: 636"]
[TR]
[TD="width: 132"][/TD]
[TD="width: 126"]2014 CORVETTE STINGRAY[/TD]
[TD="width: 126"]2015 CORVETTE Z06[/TD]
[TD="width: 126"]2015 CORVETTE Z06 with Z07 package[/TD]
[TD="width: 126"]Corvette C7.R race car[/TD]
[/TR]
[TR]
[TD="width: 132"]Engine displacement (liters / cu in):[/TD]
[TD="width: 126"]6.2 / 376[/TD]
[TD="width: 126"]6.2 / 376[/TD]
[TD="width: 126"]6.2 / 376[/TD]
[TD="width: 126"]5.5 / 336[/TD]
[/TR]
[TR]
[TD="width: 132"]Induction system:[/TD]
[TD="width: 126"]naturally aspirated[/TD]
[TD="width: 126"]supercharged[/TD]
[TD="width: 126"]supercharged[/TD]
[TD="width: 126"]naturally aspirated[/TD]
[/TR]
[TR]
[TD="width: 132"]Fuel system:[/TD]
[TD="width: 126"]direct injection[/TD]
[TD="width: 126"]direct injection[/TD]
[TD="width: 126"]direct injection[/TD]
[TD="width: 126"]direct injection[/TD]
[/TR]
[TR]
[TD="width: 132"]Oiling system:[/TD]
[TD="width: 126"]wet sump[/TD]
[TD="width: 126"]dry sump[/TD]
[TD="width: 126"]dry sump[/TD]
[TD="width: 126"]dry sump[/TD]
[/TR]
[TR]
[TD="width: 132"]Horsepower (hp / kW):[/TD]
[TD="width: 126"]460 / 339[/TD]
[TD="width: 126"]650 / 650[/TD]
[TD="width: 126"]650 / 650[/TD]
[TD="width: 126"]TBD[/TD]
[/TR]
[TR]
[TD="width: 132"]Transmission:[/TD]
[TD="width: 126"]7-speed manual or 6-speed automatic[/TD]
[TD="width: 126"]7-speed manual or 8-speed automatic[/TD]
[TD="width: 126"]7-speed manual or 8-speed automatic[/TD]
[TD="width: 126"]6-speed manual (racing-spec sequential)[/TD]
[/TR]
[TR]
[TD="width: 132"]Wheelbase (in / mm):[/TD]
[TD="width: 126"]106.7 / 2710[/TD]
[TD="width: 126"]106.7 / 2710[/TD]
[TD="width: 126"]106.7 / 2710[/TD]
[TD="width: 126"]106.6 / 2708[/TD]
[/TR]
[TR]
[TD="width: 132"]Length (in / mm):[/TD]
[TD="width: 126"]176.9 / 4493[/TD]
[TD="width: 126"]176.9 / 4492[/TD]
[TD="width: 126"]176.9 / 4492[/TD]
[TD="width: 126"]TBD[/TD]
[/TR]
[TR]
[TD="width: 132"]Width (in / mm):[/TD]
[TD="width: 126"]73.9 / 1877[/TD]
[TD="width: 126"]75.9 / 1929[/TD]
[TD="width: 126"]75.9 / 1929[/TD]
[TD="width: 126"]80.7 / 2050[/TD]
[/TR]
[TR]
[TD="width: 132"]Height (in / mm):[/TD]
[TD="width: 126"]48.6 / 1235 (coupe)[/TD]
[TD="width: 126"]48.6 / 1235[/TD]
[TD="width: 126"]48.6 / 1235[/TD]
[TD="width: 126"]45.3 / 1151[/TD]
[/TR]
[TR]
[TD="width: 132"]Front and Rear Suspension:[/TD]
[TD="width: 126"]short/long arm (SLA) double wishbone, cast aluminum control arms, transverse-mounted composite springs; standard monotube shock absorbers, available, Magnetic Selective Ride Control[/TD]
[TD="width: 126"]short/long arm (SLA) double wishbone, cast aluminum control arms, transverse-mounted composite springs, Magnetic Selective Ride Control[/TD]
[TD="width: 126"]short/long arm (SLA) double wishbone, cast aluminum control arms, transverse-mounted composite springs, Magnetic Selective Ride Control[/TD]
[TD="width: 126"]short/long arm (SLA) double wishbone, fabricated steel upper and lower control arms, coil-over adjustable shock absorbers[/TD]
[/TR]
[TR]
[TD="width: 132"]Brakes:[/TD]
[TD="width: 126"]steel rotors; four-piston front and rear calipers[/TD]
[TD="width: 126"]steel rotors; Aluminum six piston Monbloc fixed calipers, aluminum four-piston rear calipers[/TD]
[TD="width: 126"]carbon ceramic rotors; Aluminum six piston Monbloc fixed caliper, aluminum four piston Monbloc fixed rear calipers[/TD]
[TD="width: 126"]steel rotors; six-piston monobloc front calipers, six-piston rear calipers[/TD]
[/TR]
[TR]
[TD="width: 132"]Front brake rotors:[/TD]
[TD="width: 126"]12.6 x 1.2 in320 x 30 mm[/TD]
[TD="width: 126"]14.6 x 1.3 in370 x 34 mm[/TD]
[TD="width: 126"]15.5 x 1.4 in394 X 36 mm[/TD]
[TD="width: 126"]14.8 x 1.4378 x 35[/TD]
[/TR]
[TR]
[TD="width: 132"]Rear brake rotors:[/TD]
[TD="width: 126"]13.3 x 0.9 in338 x 23 mm (std)[/TD]
[TD="width: 126"]14.4 x 1 in365 x 26 mm[/TD]
[TD="width: 126"]15.3 x 1.3 in390 x 32 mm[/TD]
[TD="width: 126"]14.0 x 1.3355 x 32[/TD]
[/TR]
[TR]
[TD="width: 132"]Wheels:[/TD]
[TD="width: 126"]18 x 8.5 in front19 x 10 in rear (std)[/TD]
[TD="width: 126"]19 x 10 in front20 x 12 in rear[/TD]
[TD="width: 126"]19 x 10 in front20 x 12 in rear[/TD]
[TD="width: 126"]18 x 12.5 / 18 x 13[/TD]
[/TR]
[TR]
[TD="width: 132"]Tires:[/TD]
[TD="width: 126"]Michelin Pilot Super Sport run-flat
front: P245/40R18rear: P285/35R19[/TD]
[TD="width: 126"]Michelin Pilot Super Sport run-flat
front: P285/30ZR19rear: P335/25ZR20[/TD]
[TD="width: 126"]Michelin Pilot Sport Cup 2 run-flat
front: P285/30ZR19rear: P335/25ZR20[/TD]
[TD="width: 126"]Michelin racing tiresfront: 30/68-18rear: 31/71-18[/TD]
[/TR]
[/TABLE]
 
[Teste] - Chevrolet Corvette Stingray Convertible - by Jeremy Clarkson

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You betcha, Hank, this beauty really can do corners

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DO YOU believe that America’s involvement in Iraq was righteous and justified? Do you have an attack dog? Do you believe everyone has a right to own as many automatic weapons as they damn well please and that Obama Barrack is basically a communist? Yes? So, of course, you drive a Chevrolet Corvette.

This is not a car. It’s a statement. And what it says is that you are a staunch conservative, from a family of decent God-fearing folk, who believes in short haircuts, US beer and the American way.

Nobody has ever listened to a George Michael CD while driving a ’Vette. Or Edward Elgar. And things that have never been said to anyone who has just stepped from such a car include, “Welcome, Your Grace”, “Thank you for sparing us some of your time, Your Holiness” and “Darling, the undertaker is here”.

All of this means that Democrats who do listen to George Michael would never drive a Corvette in a million years. And that’s always been fine. Because to drive, America’s only sports car — ha-ha-ha — was much like its typical owner’s other car: a pick-up truck. Bouncy, disconnected, unwieldy and crude.
Have you ever wondered why the Corvette has never been made with its steering wheel on the correct side of the car? Well, I’ll tell you. It’s because Chevrolet’s sports car division reckons that the world outside of America is full of cannibals and communists, neither of whom would appreciate their pushrod engines and leaf-spring suspension. Amen. Praise the Lord.

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However, there’s a problem. I first noticed it a couple of years ago while driving the previous-generation Corvette ZR1 from San Francisco to the Nevada desert. I know, of course, that American products often seem not so bad when they’re at home — I can even tolerate Budweiser in some states — but the car really didn’t seem to be so bad. Yes, it was a big, daft old Hector, but it looked as though Chevrolet was actually trying to make it more than 1½ tons of plastic, pig iron and straight-line grunt.

And now things have got worse because there’s an all-new Corvette. It’s called the Stingray and, ahem, I really don’t know how to say this but, um, it’s excellent.Yes, mothers still asked their children to come inside when I drove by, and cyclists sneered at me even more cruelly than usual. I felt the hatred from anyone whose IQ was greater than their hat size. And I wanted to lean out of the window and tell them all: “Look, I know you think this is crap, and that I only bought it to demonstrate my love for Garth Brooks, but, trust me, it’s tremendous.”Corvettes have always been good-looking but this one is a masterpiece. Yes, it has four huge exhaust tailpipes and a bonnet that’s more sculpted than the Himalayas. So I’ll agree it’s childish, but what’s wrong with that? The Lamborghini Aventador is childish. The Ferrari 458 Italia is childish. The Jaguar F-type is childish. And the Stingray looks as good as any of them. Better, in fact, from some angles. It’s one of the most beautifully proportioned cars I’ve seen.
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Under the skin it’s like a greatest-hits album. Because what Chevrolet has done is to take all of what’s good from the best of Europe and Japan and put it in its car. It has the same sort of unpronounceable suspension and electronic differential that you get in Ferraris, the same sort of throttle-blipping technology that you get in a Nissan 370Z, the same sort of head-up display that you get in a BMW M5 and a system that shuts down half of the cylinders when they’re not needed. The same as you get in a Bentley.

But, that said, it has some things you won’t find in any European car. The touchscreen display, for instance, will slide down at the press of a button to reveal a hidden cubbyhole that is easily big enough for a Bible and a small pistol.

Naturally, behind the hi-tech exterior some things remain resolutely backward. The gearbox is mounted at the back for better weight distribution, but it comes with the traditional Corvette weak synchro crunchiness when you’re going into second or third. You also get a pushrod engine with just two valves per cylinder, because four is communist. And the body is still fibreglass because carbon fibre is a pinko plot. So, yes, it’s a Silicon Valley software geek, but it still knows how to kill a deer.

And the signature track? Well, that would be the straight-line wallop, which is fearsome even by the most demanding European standards. Get the launch just right and that mighty 6.2-litre V8 will get you past 62mph in 4.2 seconds. The top speed, according to the speedo on my car, is 330mph. I think that may be a bit optimistic — 180mph is nearer the mark.

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Of course, many American cars over the years have been capable of impressive straight-line performance, but the Corvette can do something else as well. It can go round corners. Both kinds — left and right.

I’m going to make no bones about this. I drove the Stingray to, and then round, the Top Gear test track the other day, and while I admit that a clear blue sky can make any drophead seem acceptable, I absolutely loved it.

The issues were tiny. Over speed humps — which are communist — the nose graunches even if you are going slowly. And no matter what setting you select, the ride is always on the wrong side of firm. But then I guess that being a bit uncomfortable puts you closer to Jesus. Also, the steering wheel is on the wrong side of the car.

But I didn’t mind because I was having too much fun. With all eight cylinders engaged, the bellow when you accelerate is intoxicating, and this is a car that behaves like a Mercedes SLS. It’s happy only when there’s 40 degrees of opposite lock up front, a grinning driver in the middle and enough smoke pouring off the rear tyres to hide a battleship.

In America the cost of a basic Stingray convertible is about £34,000. And yet somehow General Motors has decided the price here in Britain should be £64,540.

I don’t doubt that makes you very cross, because it smacks of blatant profiteering. But look at it this way. A similarly quick Ferrari will cost more than twice as much, so £64,540 for a 180mph convertible that looks this good and drives this well is still the bargain of the century. I mean, a Jaguar F-type V8 is almost £16,000 more, for heaven’s sake. And I’m sorry but it’s not as good.

There is just one thing, though. If you drive a Jaguar, you are welcome to drop round at my house any time for tea and buns. If you drive a Corvette Stingray, you are not.

Clarkson’s verdict ★★★★☆

Yup, Americans can make sports cars


2014 Chevrolet Corvette Stingray convertible specifications

Engine: 6162cc, V8
Power/Torque: 460bhp / 464 lb ft
Transmission: 7-speed manual
Performance: 0-62mph: 4.2sec
Top speed: 180mph
Fuel: 23.1mpg
CO2: 283g/km
Road tax band: M
Price: £64,540
Release date: On sale now
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