Specs

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Andrew Nabors – October 28, 2021

C7 Corvette Z06 Price, Specs, Photos & Review

If you enjoy taking advantage of unsuspecting supercar drivers, the C7 Corvette Z06 is a force to be reckoned with. Z06 began as a hardcore race-prepped Corvette in 1963. It had big brakes, beefy sway bars, and no amenities. Times have changed, but the C7 Z06 is still aimed at a driver who demands the very best. The C7 Corvette Z06 engine shocked the world in 2015. It was the first car to offer a supercharged version of Chevrolet’s 5th Generation V8. The 6.2L LT4 supercharged V8 is only an inch taller than the base-model Stingray, but it offers 190 more horsepower. The camshaft is constantly in motion, being able to move 10 degrees plus or minus its centerline to maximize torque and minimize pollution. Each piston is cooled by an oil squirt nozzle at the base of the cast-iron cylinders. Fed by the camshaft oil gallery, they allow for more ignition timing along with more boost from the supercharger. The engine is just part of the reason why the Corvette C7 Z06 price has stayed steady over the years. C7 Corvette Z06 Engine Working with Eaton, Chevrolet engineers built a 1.7-liter supercharger that is 20 lbs lighter than its predecessor. A pair of 4-lobe rotors are both smaller and lighter than previous blowers, which gives the supercharged Z06 the ability to make boost from idle to redline. The intercoolers ride side-saddle to the blower. This offers 10% more cooling with 23% less volume, and a straight shot to the intake valve. Speaking of those valves, the computer can collapse their lifters to operate as a 4-cylinder on the highway. This offers better fuel economy at the expense of the exhaust sounding like a helicopter when cruising. Since the engine makes 457 lb-ft of torque at 1,500 rpm, who needs a transmission? And as far as the C7 Z06 hp, that's at 650 hp. C7 Corvette Z06 Transmission Chevrolet’s latest automatic transmissions are the best in the industry and they need to be to hold up something like the Z7 Z06 horsepower. So we weren’t surprised that 2015 was the first Z06 to offer an automatic. The 8-speed GM 8L90 automatic is engineered to handle track day abuse in the Camaro and the Corvette, with shift times comparable with the best European dual-clutch gearboxes. If you like to do your own shifting, the C7 Corvette Z06 specs also include a 7-speed Tremec TR-6070 manual transmission. Because the engine makes so much power on the low end, first gear was reduced to 2.29. Fourth gear is 1:1, and it is followed by 3 overdrives. The differential is 3.42 to keep you idling at 90 mph. The most polarizing feature on the manual gearbox is the blip shift. When the clutch is pressed, the computer revs the engine to anticipate a downshift. But it lacks the ability to match a 4th to 2nd or 3rd to 1st effectively. Used Corvette For Sale by Owner C7 Corvette Z06 Review Chevrolet reverse-engineered many European supercars to build the seventh generation Z06. Working with Dana automotive, the hydro-formed aluminum chassis is several times stronger than the steel chassis shared by C5 and C6. It is the first Z06 to be designed as a convertible, achieving 1.0 G of lateral grip with a soft top. Every previous Z06 had a fixed roof, without the option for a targa top or convertible. C7 Corvette Price, Specs, Photos & Review 2018 Chevrolet Corvette Z06 Specs Price: $79,495Engine: 6.2-liter Supercharged V8Horsepower: 650Torque: 650 lb-ft0-60: 2.95 secondsTop Speed: 200 mphTransmission: 8-speed automatic or 7-speed manual Being orders of magnitude stronger than the C6, driving a Z06 is not the brutal experience it once was. Previous Z06 shocks and springs were optimized for the Nurburgring, and are quite abrasive on public roads. But the C7 Corvette Z06 specs are based on magnetic suspension. While it has been an option on base model Corvettes since 2003, the 3rd generation MagneRide has dual coils on each shock. Hertz will rent you a Corvette Z06! This allows the car to go from Cadillac to Maniac in an instant. The differences between touring, sport, wet, and track are dynamic, and you feel them in the steering along with the seat of your pants. Track mode also opens the exhaust, completely bypassing the mufflers, giving the full experience of a true C7 Z07 0-60 sprint. It sounds like a 427 with open headers, so who needs a radio? C7 Corvette Z06 Interior Although the pillars are immense, your seating position is optimal. Visibility is great thanks to a transparent window in the rear spoiler. The 8-speed auto is quick to respond, from 8th to 4th to scare your passenger. With the 7-speed stick, you can skip gears Ad Nauseum. Starting in 2nd or even 3rd gear hardly strains this beast. Both seat Sport Seats and the Competition seats have magnesium frames. Even the Competieion Seats arewide and comfortable, with more lateral support than you would expect in an American car. Electric power steering could offer more feedback, but that can be said of all modern cars. Fuel mileage is rated at 15 city and 22 highway, and careful shifting of the 7-speed will offer 24 mpg. This is all based on which aero kit you have. The level 3 spoilers create serious drag, but they work wonders on the track. Even with the targa top stored in the rear, you will have more cargo space than any other 2-seater. Convertibles eat up a decent amount of space, but they come with a partition that is large enough for a few bags of groceries. Bose supplies the audio, so there is room for improvement with aftermarket speakers. C7 Corvette Z06 Brakes Going fast is nice, stopping faster is very satisfying. Corvette Z06 customers can choose between steel or carbon-ceramic Brembo brakes. The front rotors are 14.5” and they are punished by 6-piston calipers. Each piston has cooling vents to prevent fade, an innovation that will allow the pads to last longer. Not only are the rotors and pads easily swapped from track to street, and they are also compatible with older Chevys, putting a stop to expensive aftermarket kits. The C7 Z06 is among a handful of cars that have this option, but we wish it would be more common. C7 Corvette Z06 Design While the C6 was essentially a chiseled C5, GM’s Design Boss Ed Wellburn knew he needed something revolutionary. Tom Peters was responsible for the retro-looks of the 2010 Camaro and he made the 2005 Corvette futuristic, but without much innovation. Wellburn asked him to start from a clean slate. What emerged is a Stingray on steroids. Form meets function equally. It can be seen in the intakes for brake cooling at every coner, along with scoops for the transmission and differential coolers. Hennessey Unleashes HPE1000 Corvette Z06 Heat extractors on the hood solve the problem of front-end lift. This was a feature previewed in the 1963 Z06, but GM would not approve such a bold move, and the hood vents on the ’63 are simply decals over a solid hood. Even the subtle contours in the rocker panels serve to straighten the airflow into the rear brake intakes. Several choices for aerodynamics allow you to be subtle or stellar depending on your mood. The Z07 Performance Pack has the most aggressive rear spoiler. The center section is clear polycarbonate to preserve your rear view, and it is adjustable for track days. As a 2-door convertible, the power top operates below 30 mph and it has good sound insulation. The 2-door targa is offered with a carbon fiber, body color, or glass top that can be stored in the rear hatch. C7 Corvette Z06 Price Chevrolet advertises a new C7 Corvette Z06 coupe at $79,495. This is a bargain considering anything else making this much horsepower and torque. Standard equipment includes a Heads Up Display, Performance Data Recorder, and the Cosworth tuning toolbox. It allows you to play back every engine and performance parameter to keep your laps consistent. Other included goodies are heated & ventilated seats, and passenger climate control. Adjusted for inflation, it is cheaper than the C5 or C6 Z06 models, and it can be had for 0% interest from many of our dealers. The C7 Corvette Z06 convertible is only $84,590, which makes it the most affordable soft top supercar in the world. It is also nice to see an automatic transmission add $1,300 to the price, save the manuals! C7 Corvette Z06 Standout Features When you consider all other supercharged V8 cars, engineers kept weight in check. The Corvette C7 Z06 weight of 3,523 lbs includes the primary cooling, intercoolers, and radiators for transmission and differential fluids. Magnesium was incorporated into the engine cradle to keep the center of weight as low as possible. It allows the Corvette Z06 top speed to be 205 mph. If you like drop-tops, the convertible Corvette Z06 is 200 mph. This has been verified by the Performance Data Recorder. It records your laps with an HD camera, along with lateral G-forces, gear, throttle & brake percentage. View All Corvette Z06 For Sale! " width="680"> Image Source: Chevrolet

By Edward Jones – February 05, 2020

C7 Corvette Price, Specs, Photos & Review

C7 Corvette Price If you want a car that is hotter than loaded dice, you need to find a C7 Chevrolet Corvette for sale. Rolling a 7 will elevate your social status thanks to its unique place in Corvette history. One of the best aspects is the C7 Corvette price. Chevrolet spent nearly $500 Billion to renovate the Corvette assembly plant, so it allows the car to be made efficiently. As production winds down, our dealers are offering Corvette C7 prices from $43,900. In almost all circumstances, a C7 Corvette price will be less than an equally equipped predecessor. Taking inflation into consideration reveals that a new C7 Corvette Stingray discount makes it the most affordable Corvette of all time. The last C7 Corvette Stingray sold at Barrett-Jackson for $2.7 Million in November. Blue 2016 Chevrolet C7 Corvette Stingray (Source: Chevrolet) C7 Corvette Review To build a better car, the aforementioned assembly plant upgrades included a new frame shop. Older Corvettes had frames supplied by Dana corporation and they were shipped to the plant. Instead of two hydroformed frame rails, the C7 uses a pair of rails made from 5 individual pieces. They are joined by hollow-cast nodes to allow the aluminum chassis to be 57% stronger than the steel one it replaced. The rear of the 2016 Chevrolet C7 Corvette Stingray (Source: Chevrolet) A stronger frame allows the suspension tuning to be relaxed. The C7 Corvette price includes magnetic shock absorbers. They make use of the strong frame to allow the ride quality to be as smooth as any luxury car or transform into track mode in an instant. The first part of a C7 Corvette review is that driving is a breeze thanks to great visibility; and more ground clearance than most competitors. If you need a little more grip, the Z51 package adds more potential for only a slightly increased C7 Corvette price. Last C7 Corvette Heading to Barrett-Jackson Northeast Because the C7 Corvette price is more competitive than its predecessors, it allows the car to stand out in the world of sports cars. It is the first all-new Corvette since 1997, and it performs as such. The C7 Corvette's horsepower is 455 along with 460 lb-ft of torque. This level of fun is also responsible thanks to 29 mpg on the highway. It is the last Corvette to have a front-mounted engine, so many purists rushed to find their C7 Corvette Stingray for sale before production ended. Yellow 2016 Chevrolet C7 Corvette Stingray (Source: Chevrolet) C7 Corvette Specs Let's look at the details. Officially, the C7 Corvette is known as the Stingray. This is a nod to the classic 1963 model because of how revolutionary it is. The drivetrain consists of a 6.2L V8 up front connected to a torque tube. This runs to a rear-mounted transmission. Two bodies are offered, the coupe has a removable glass or carbon fiber roof that easily stores under the hatch. Highly-optioned C7 Corvette Stingray coupes are ordered with both carbon fiber and glass roof panels. One can be stored under the hatch and they are easily swapped out. If you want maximum acceleration, leave both of them at home on sunny days. Or you can have a classic soft-top convertible. Thanks to the aforementioned chassis improvements, the convertible is stronger than the previous generation coupe. It is the first Corvette to have a powered top that can operate up to 31 mph. It can also be activated by the key fob. One of the most impressive C7 Corvette specs is performance per dollar. Once the engine is broken in, you will be able to run 1/4 mile times of 11.7 at 119 mph. With sticky tires, your C7 Corvette 0-60 will be 3.7 seconds. Chevrolet says the C7 Corvette's top speed is 186 mph, but several have gone faster on private tracks. Price: $43,900 Engine: 6.2L V8 Transmission: 7-Speed Manual, or 8-Speed Automatic Horsepower: 455 hp Torque: 460 lb-ft 0-60 mph: 3.7s 1/4 mile: 11.7s @119 mph Top Speed: 186 mph The 2015 C7 Corvette Stingray's LT1 6.2L Small Block V-8 (Source: Chevrolet) C7 Corvette Engine Direct fuel injection made its debut on the 2014 C7 Corvette. A high-pressure fuel pump is operated by a dedicated lobe on the camshaft. It sends 2175 psi of fuel directly into the cylinder heads. The water pump is offset for the first time, being mounted on the passenger side of the block. This was done to make room for the cam phaser. It can advance or retard the cam depending on load, temperature, humidity, and performance mode. C7 Corvette Z06 Price, Specs, Photos & Review To keep it clean, both rocker covers have integrated PCV systems. To keep it cool, the bottom of each piston is hit by two jets of oil. These ports are fed by the cam gallery and provide continuous oiling at the base of the cylinders. Higher trim levels have dry-sump oil tanks, but the C7 Corvette has a wet-sump system. This means you won't be paying atrocious costs for regular maintenance. If it ain't broke, don't fix it. One of the major advantages of the engine's 65-year history is the ability to cruise at 29 mpg. No other engine comes close. In Eco Mode, the Active Fuel Management shuts down half the engine by collapsing the lifters. V4 mode saves gas at the expense of sounding like a helicopter. Keep it in Sport mode to prevent this. 2015 Chevrolet C7 Corvette Seats (Source: Chevrolet) C7 Corvette Transmission We might be looking at the final days of the manual transmission. Rumors of the next generation car suggest the Corvette transmission will only be a dual-clutch automatic. That is why we're glad the C7 offers an 8-speed traditional automatic or an unprecedented 7-speed manual. Like a traditional 4-speed, 4th gear is 1:1. The big change comes in adding a 3rd overdrive for 7th gear. This was done to take advantage of the ample torque provided by the engine. Before the 8-speed was finalized, early C7 Corvette Stingray transmissions were 6-speed automatics. Being shared across Chevrolet models, the 6-speed automatic has tremendous support from the aftermarket. Being able to idle at 80 mph allows the engine to run in 4-cylinder mode, saving fuel and producing less smog. The 8-speed automatic was supposed to be ready by 2014, but it was not to be. Therefore, 2014 was the only year the C7 Corvette used the 6-speed automatic from its predecessor. Built in-house by GM's hydramatic division, they both perform flawlessly under pressure. 2016 Chevrolet C7 Corvette Stingray Convertible Interior (Source: Chevrolet) C7 Corvette Interior Corvette interiors of the past have been afterthoughts. Passengers were forced to sit inches above the ground and between the frame rails. But thanks to the strength of the C7 Corvette chassis, there is no compromise to comfort. Starting with the instrument cluster, a large digital display is configurable for multiple modes. It can be a tachometer, shift light, radio display, and navigation. It is flanked by a large analog speedometer on the left and fuel/temp gauges on the right. Moving to the infotainment, the touchscreen has controls for every system in the car, and it also does a disappearing act. The screen will lower into the dash to reveal a storage compartment. Inside the compartment is a USB port for your phone, and the door can be locked in valet mode. If your car is driven in valet mode, the experience is recorded via the telemetry system onto an SD card. Originally designed for track days, the system incorporates an HD camera along with performance data and a G-meter. It even records every engine parameter that can be later analyzed using Cosworth software on a Windows PC. Aside from all the fancy electronics, there is plenty of cargo room behind the seats. The C7 Corvette interior can hold two golf bags or a full load of groceries. 2016 C7 Corvette Stingray and Z06 Jet Black Suede Design Package (Source: Chevrolet) C7 Corvette Brakes Going fast is fun, but stopping faster is much more rewarding. That is why the C7 Corvette brakes measure 12.6" on the front and 13.3" on the rear. Engineered and manufactured by Brembo, they have more swept area than performance models of the previous generation. The Z51 Performance Package makes the car track-ready. The rear brakes remain the same, but the front rotors are 1" larger, at 13.6". All four rotors are slotted to prevent fade, while the base model uses steel blanks. A traditional vacuum booster provides power brakes, but it isn't connected to the intake. Corvette For Sale By Owner Because the LT1 doesn't produce much vacuum at idle, the brake boost comes from an electric vacuum pump. Both front and rear rotors are vented and fed by air ducts at all corners. This will prevent warping as long as you bed the pads in a proper manner. Of course, each rotor is controlled by an advanced ABS module. It can vary the amount of your drift depending on the driving mode, or save your life if you come into a corner too hot. 2015 Chevrolet C7 Corvette Infotainment Center (Source: Chevrolet) C7 Corvette Standout Features If you want to know what really makes the C7 Corvette stand out, let's start with the cost. The C7 Corvette is built at a more efficient plant, with the engines and chassis built on-site. It has more interior and exterior options than any Corvette in recent history. The design is a major departure from the last two decades. It is by far, the most efficient Corvette to date. Taking into consideration that the C7 Corvette Stingray shares almost no parts with other cars, Chevrolet took time to hide Easter Eggs around the car. Tiny outlines of the Corvette badge can be found inside the headlights, door sills, under the hood, and even the window tint on the rear hatch. Because it is so different, it has changed the demographics of a Corvette buyers. Taking direct aim at the Germans, more young professionals are taking part in the plastic fantastic. The car is more practical and easier to live with on a daily basis, so many owners choose it as their primary transportation. Other factors like the C7 price and the C7 Corvette's fuel mileage also play major factors. Browse Corvettes For Sale " width="680">

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