2015 Chevrolet Corvette

Stingray RWD 2-Dr Coupe V8 man trans

2015 chevrolet corvette Reviews and News

2015 Chevrolet Corvette Z06 Convertible Front Three Quarter
Speed limits really suck sometimes. I’m rumbling along one of the exceedingly boring stretches of Interstate-10 between L.A. and Phoenix in the 2015 Chevrolet Corvette Z06 convertible. Craggy rock formations, scrub brush, and weathered cactus roll by in an endless loop – not exactly the Painted Desert. Thankfully it isn’t a million degrees and I have the top down, radio up. Of course, all I can think about is matting the go pedal on the Z06 vert, the open-top version of Chevy’s magnificent American performance icon.
2015 Chevrolet Corvette Z06 Convertible Driver Side
My thoughts drift to that old skit with the devil on one shoulder and the angel on the other. The devil is urging me on: “You can see for miles. No cops in sight. Let’s find out what 170 feels like in a convertible!” The angel, who looks disturbingly like my wife, is more direct: “Slow down, you clown – 75 is fast enough!” The good news is the Corvette Z06 is right at home at any speed. It is without question one of the world’s most imposing high-performance convertibles, but it’ll also happily cruise along all day long at posted limits.
When you do put the spurs to the Z06, you had best be prepared for a furious response because the 6.2-liter supercharged LT4 V-8 assassin lurking beneath its carbon-fiber hood is packing 650 horsepower and 650 lb-ft of pure hellfire, and it can be downright scary at times. Scary fun. Like the time I booted it at 60 and it started getting out of line in traffic. The Z06 is a car that you must show respect, or it will show you an oversteered path straight into a ditch.
2015 Chevrolet Corvette Z06 Convertible Cockpit
It has also been pointed out more than once over the years that the Z06 is one of the greatest supercar bargains of all time. The new car only burnishes that rep, although the C7-generation Corvettes have been taken up a couple of notches in presentation and performance, with only slightly higher prices. The 2015 Chevrolet Corvette Z06 convertible starts at $83,000 before destination and its gas-guzzler tax. The car we drove came with an eight-speed automatic transmission ($1,725), part of a small number of options that included the slick carbon-fiber exterior ($2,995) and interior ($995) packages. Tack on the destination and the $1,300 gas-guzzler tax, and the final tally comes to $101,050. The Porsche 911 Carrera S Cabriolet starts above $110,000. Yes, we know, they’re very different cars, but it’s really the only high-performance convertible even remotely close in price.
2015 Chevrolet Corvette Z06 Convertible Front Gas Station
During my long weekend in the Phoenix area visiting family, I put more than 700 miles on the Laguna Blue Z06 convertible, primarily on the freeway, and my best tankful averaged out to just over 21 mpg. (The car is rated at 13/23 city/highway mpg.) The trunk has 10 cubic feet of space and can easily fit a medium-sized bag or two when the top is stowed. Speaking of the top, it can go down at speeds of up to 30 mph. With it up, it has more than enough sound-deadening to keep things to a dull roar at speed – that is when you’re not dropping down a gear or two and letting those 650 horses out of the barn.
With the top down, the Z06 convertible’s structure felt stout, and it exhibited little bend and flex. Corvette engineers are duly proud of the fact that very little was done to the structure and overall design of the car compared to the hardtop, and it’s only fractionally heavier. There are very few compromises, as it’s available with all the same performance packages as the hardtop. That’s good because, really, there’s no reason to keep the top up, barring inclement weather. It looks fantastic when the tonneau cover swallows it, and the blown LT4 in full song sounds even better when the car is in blue sky mode.
As for the eight-speed, the GM-designed unit is a sweetheart in casual, around-town driving, and it throws down with authority otherwise. When you want a little more control, the paddle-shift option is as entertaining and as responsive as an automatic of this nature can be (Chevy claims wide-open-throttle upshifts are faster than Porsche’s PDK), and I had great fun scaring various family members with stoplight launches and on-ramp romps.
2015 Chevrolet Corvette Z06 Convertible Rear Three Quarter
Though I never succumbed to the devil during my drive, it was a constant temptation. Instead I satisfied myself with keeping the top down and the revs up, with the knowledge that at any point I could break the 2015 Chevrolet Corvette Z06 convertible loose into the danger zone. It’s a place these cars will likely be many times over, unless you have a particularly pesky angel on your other shoulder.

2015 Chevrolet Corvette Z06 Convertible Specifications

On Sale: Now
Price: $85,295/$101,050 (base/as tested)
Engine: 6.2L supercharged OHV 16-valve V-8/650 hp @ 6,400 rpm, 650 lb-ft @ 3,600 rpm
Transmission: 8-speed automatic
Layout: 2-door, 2-passenger, front-engine, RWD coupe
EPA Mileage: 13/23 mpg city/hwy
Suspension F/R: Control arms, coil springs/control arms, coil springs
Brakes F/R: Vented discs
Tires F/R: 285/30R-19 / 335/25R-20 Michelin Pilot Super Sport
L x W x H: 176.9 x 77.1 x 48.6 in
Wheelbase: 106.7 in
Weight: 3,582 lb
Weight Dist. F/R: 51/49%
0-60 MPH: 3.2 sec
1/4-Mile: N/A
Top Speed: 199 mph
Corvette Z06 Vs McLaren 650S Spider 21
My, oh my, what spoiled little brats we have become. Seems it was only yesterday when I was shaking my head in reverence and amazement at the 1984 Porsche 930 Turbo, a whale-tailed thoroughbred cranking out a mind-bending 330 horsepower and capable of accelerating from 0 to 60 mph in—brace for hyperspace!—under 5 seconds! I remember the collective awe. “Well, pardner,” we’d say, “a man cain’t go no faster’n that.”
Today, even the most blasé auto shopper can find a freaking Hyundai that delivers 348 hp and do so for a price in adjusted dollars that makes the 930 Turbo look like it was crafted entirely out of Beluga caviar. Spoiled? To gain a car guy’s undivided attention these days, you better show up with at least 500 horses under the hood. No, no, scratch that; I’m certain I just heard a yawn from the back row. OK, let’s make it 600 hp. No, 600 hp plus.
Corvette Z06 Vs McLaren 650S Spider 07
Behold the Chevrolet Corvette Z06 and the McLaren 650S Spider. These two rear-drive, V-8-powered ultra buggies make power like a Third World dictator with a finger in the toaster, some 650 horses for the ’Vette and 641 hp for the McLaren. Both can mutate your genes under full throttle. With the standard manual transmission, the ’Vette does 0 to 60 mph in a mere 3.2 seconds. The McLaren 650S Spider needs just 2.9 seconds flat. Yet in execution and character, the two machines are as different as John Boehner and Lady Gaga. The Chevrolet Corvette Z06’s pushrod V-8 is big (6.2 liters), supercharged, and mounted up front. The McLaren’s DOHC 32-valve unit is small (3.8 liters), turbocharged, and sits right behind the people part of the car. The Z06’s V-8 mates with a seven-speed manual transmission (an eight-speed automatic is also available); the 650S uses a seven-speed dual-clutch automatic transmission. The Chevy has a pop-out carbon-fiber targa top; the McLaren has a power-folding aluminum convertible top. One car is red; the other is orange. See? This is complicated stuff here.
Corvette Z06 Vs McLaren 650S Spider 01

Two ways to get your V-8: twin-turbocharged 3.8-liter amidships in the 650S or supercharged 6.2-liter up front in the Z06.
Eager to revel in these two vastly disparate approaches to warp speed, we fell back on two of our favorite words: road trip. West Coast editor Michael Jordan and I fired up and turned east from L.A. toward the desert surrounding Palm Springs and Chuckwalla Valley Raceway beyond. Naturally, we endured a deep and abiding sadness thinking of our less fortunate colleagues left behind at their drab computer screens.
On the road, the new C7 Z06 feels immediately comfortable and secure—like a Corvette, in other words. At your fingertips is every modern convenience, including refrigerated leather-upholstered seats, a large video screen for navi­­gation among other things, and an excellent head-up display that can clearly and logically showcase the car’s speed, engine rpm, and more on the windshield in front of you. In Tour mode, the standard Magnetic Ride dampers help the car flow graciously over broken pavement. The action of the stubby shift lever is neat and crisply precise, working in concert with a clutch pedal that’s unbelievably sweet and undemanding given the 650 lb-ft of torque it has to manage. Sure, I knew I was driving a sports car with a rear end as wide as a movie screen, but the Chevrolet Corvette Z06 doesn’t feel bigger than a standard C7. It’s easy to drive, relaxed—a real charmer.
Corvette Z06 Vs. McLaren 650S Spider 06
Then I flattened the gas pedal. And my world  …  changed. A certain lower abdominal aperture instantly hung out a sign that said, “We’re closed.” My ears fainted. Passing trees melted. Distant farmhouses flew at me as if hurled by Dodger pitcher Clayton Kershaw. The Z06’s epic LT4 engine evokes all sorts of acceleration comparisons: aircraft-carrier catapult shots, missile launches, paparazzi catching sight of Charlie Sheen. None of them does it justice. This is a burst of speed that’s sudden and fierce. Unless you regularly fall out of the top bunk bed, you almost can’t believe it’s possible.
The character change in the Chevrolet LT4 V-8 from mild to wild is nothing less than shocking. Plant your right foot, and the normally subdued exhaust note goes full Krakatoa, hammering to the 6,600-rpm redline with delicious ease and threatening to shatter not only nearby windows but also the ego of any Porsche drivers within earshot. On a long stretch of empty desert road, you’re pulling away from most light aircraft overhead even when you have three more gears to go. Speed this monumental tends to make one slightly antisocial; you’re freakish, an untouchable wild man.
2015 Chevrolet Corvette Z06 Rear End
And now for something completely different. Approaching the McLaren 650S Spider, I could almost swear I heard it speaking to me. “You see, Arthur my boy, here at McLaren, being Formula 1 specialists—not to mention being, well, British—we have our own rather unique ways of manufacturing motor cars.” And so they do. Though the 650S is every bit as fast and sensational as the Z06, and likewise relies upon four tires and a steering wheel, it goes about the business of speed with a flavor that’s as different from the Corvette as chalk and cheese, as they say over there.
The key dissimilarity, of course, is that the McLaren wears its V-8 amidships, right behind the “al-you-minium” folding roof. The difference hits home the moment you crank yourself under the upraised scissor door and down into the single-piece molded-carbon driver’s seat. (More conventional seats are optional.) Instantly, I felt way out and in front of the car. The view is panoramic; the short nose drops away so sharply you almost don’t see it. It’s like sitting in the cockpit of an F-16 fighter plane. The Z06 makes you feel as if you’re at the back of a locomotive, hanging your head out of the window of the cab and pouring on the coal. In the Corvette, you’re always aware of that hulking mill laid out in front of you, while the McLaren puts nothing ahead of you but glass and a little luggage bin in front of your feet.
2015 McLaren 650S Spider Rear Three Quarter In Motion
The McLaren seems more austere inside. True enough, the dash includes a central video screen with touch controls for navigation and stereo sound just like the Corvette, but there are fewer displays and not as many buttons and gizmos to play with. The materials are sumptuous, however, with stitched suede-like Alcantara for the dash, the cabin pillars, and the rim of the steering wheel, plus glossy carbon-fiber trim inserts all around. While the Z06 seems like a car you could easily take on a weekend getaway, thanks to conventional doors and usable luggage space under the rear hatch, the 650S feels more mission-specific. It’s way more difficult to enter (if you’re “large,” forget it) and more intimate once you slide into your seat, as if it’s a machine crafted purely for entertaining the driver and passenger. As far as luggage goes, you can’t really go anywhere overnight unless you’re content to adopt that strung-out screenwriter look, as if you’d been wearing the same clothes for a week.
Corvette Z06 Vs McLaren 650S Spider 23
Drive the McLaren even a short distance, though, and you’ll probably never want to stop for sleep anyway. The 650S feels more linear in power delivery—a climbing rocket versus a dropping bomb—but it blows you away just the same. Unlike many turbo engines, which tend to have a muted exhaust note, the McLaren’s V-8 with its flat-plane crankshaft emits a fantastic, electrifying racket. (That the engine is situated right behind your brain doesn’t hurt.) Adding to the fever is the near-instantaneous bang-bang-bang of the car’s dual-clutch transmission. With your feet wedged into the narrow footwell, fingers squeezing off upshifts and downshifts, and 8,500 revs wailing behind your ears, you can almost convince yourself you’re driving a single-seat racing car. Drop the power-operated convertible top, and the furious whirl of air through the cockpit at high speed heightens the sensation. Pull over to park after a brisk drive, and you half expect to run into your team manager.
Enjoyable as both these cars are on public roads, the Corvette and McLaren are just too fast to exploit fully without making a guest appearance on “Cops.” Our fix: the outstanding 2.7-mile circuit at Chuckwalla Valley Raceway, which is far off in the Mojave Desert east of Palm Springs. No stop signs, no speed limits.
2015 McLaren 650S Spider Front End

In corners, McLaren’s Brake Steer system applies precise braking force to the inside rear wheel for max traction and balance.
I hit the track in the McLaren and … damn. This car is just so brilliant. With the engine’s weight behind you, the front tires feel light in your hands, a sensation that’s reinforced by unusually responsive steering that tickles your fingerprints with tarmac info. It’s easy to place the rubber right where you want it. That said, I was initially surprised at the amount of understeer—even with the handling and powertrain controls both set to Track mode. By design, a mid-engine car is meant to more easily rotate about the mass that is centralized in the chassis, yet McLaren has biased the 650S toward forgiving front-end push rather than playful oversteer (which requires a more skilled pilot at the helm). Probably this is the right call for most McLaren buyers. Sure, if provoked with a stab of throttle or a sudden mid-corner lift, the rear of car will step out, but even then—and even in Track mode—a safety net of stability control activates to prevent unintended pirouettes.
2015 McLaren 650S Spider Cockpit
Did I mention the McLaren’s brakes? They’re awesome. Carbon-ceramic rotors as big as sombreros. Apparently, you know when they’re properly bedded-in (and properly used) when a thin film of white ash reveals itself on the leading edge of the pads. (Look, there it is.) Again and again I pounded on the left pedal while setting up for corners, and never—not once, not even after five straight hot laps—did the binders fade or otherwise shrink from delivering maximum stopping power. Did I mention this company builds Formula 1 racing cars?
You’ll never forget all that when lapping the 650S. The V-8, designed and built by the renowned wizards at Ricardo, a legendary name in British automotive engineering, is a Fabergé egg that makes stupendous horsepower. That’s how elegant and sophisticated and wonderful it is. The car’s structure, built around an F1-like carbon-fiber tub, never quivers, even with the top retracted. (The 650S was designed from the get-go as a Spider.) The track experience? Well, compared to a multimillion-dollar Picasso, the McLaren’s $351,935 as-tested sticker almost seems cheap for a masterpiece.
2015 Chevrolet Corvette Z06 Front Three Quarter In Motion
Which is not to say that the Z06 doesn’t also qualify as modern art, even at $266,370 less. It’s for this car that “OMG” was created. Driving this machine on the racetrack is like strapping onto a great white shark that hasn’t eaten in a month. And it was on a back straight at Chuckwalla when I first went to full throttle that the feeding frenzy began.
Almost instantly, the supercharger was twirling at 20,000 rpm, the direct injection hosed fuel into cylinders that compressed at a 10:1 ratio, and sparks did fly. What awesome controlled chaos! What a sound! But you know what? For all its fearsomeness, the race-bred Chevy V-8 is flexible and smooth and winds out to its redline with an almost childlike joy. And while I hear the eight-speed automatic is the quicker way to go, the manual transmission is definitely the choice if you’re looking to exit the circuit wearing the goofiest grin. The seven-speed is darn near perfect. There’s a built-in rev-matching system for downshifts, but I never even triggered the special paddles behind the rim of the steering wheel because heel-and-toeing myself was just too much fun.
2015 Chevrolet Corvette Z06 Cockpit
Unlike the McLaren, the Z06 will happily swing its rear out under hard throttle in Track mode. Oh, yes sirree— super-sticky 335/25R-20 Michelin Pilot Super Sport rear tires be damned. But there are still some electronics waiting at the end to save the day, and you have to be stupid with the gas to do it. Mostly what you notice is how easy the Z06 is to drive fast. Yes, it feels bigger and bulkier than the McLaren (it’s about 300 pounds heavier), but there’s no mistaking the Z06’s track-bred DNA. Chevy designed it right in conjunction with the Pratt & Miller racing team, which campaigns the Corvette C7.R in the Tudor United SportsCar Championship. Thus you find cutting-edge bits of hardware such as a carbon-fiber hood, titanium intake valves and con rods, 14.6-inch front and 14.4-inch rear Brembo brakes (larger ceramic binders are available with the Z07 performance package), a dry-sump oil system, and an adjustable rear spoiler. And with its aluminum structure, the Z06 is so stout that even in convertible guise it needs no additional bracing.
In corners the Z06 is simply devastating. I found myself simply rolling the huge front meats onto my desired line and hanging on for dear life. Chuckwalla has lots of long, long late-apex turns. After a particularly fast one, I looked down quickly at the lateral-acceleration meter on the head-up display: 1.25 g. Oh, no wonder my gallbladder seems to have exited my body and now is in the passenger seat. Forget Nautilus machines; here’s a conditioning routine for sculpting every fiber of your body and your soul.
Corvette Z06 Vs McLaren 650S Spider 02
Driving back to Los Angeles, the light fading in tempo with my slowly stabilizing adrenaline, I looked out from the cockpit of the McLaren 650S at the Corvette Z06 rumbling along in the next lane. Front-engine? Mid-engine? Supercharged? Turbocharged? Dual-clutch shifter or manual?
Without a moment’s hesitation came the answer: yes.

2015 McLaren 650S Spider Specifications

Price: $283,925/$351,935 (base/as tested)
Engine: 3.8L, twin-turbo DOHC 32-valve V-8/641 hp @ 7,250 rpm, 500 lb-ft @ 6,000 rpm
Transmission: 7-speed dual-clutch auto
Layout: 2-door, 2-passenger, mid-engine, RWD coupe
EPA Mileage: 16/22 mpg city/hwy
Suspension F/R: Control arms, leaf spring/control arms, leaf spring
Brakes F/R: Vented carbon-ceramic discs
Tires F/R: 235/35R-19 / 305/30R-20 Pirelli P Zero Corsa
L x W x H: 177.6 x 82.4 x 47.4 in
Wheelbase: 105.1 in
Weight: 3,236 lb
Weight Dist. F/R: 42/58%
0-60 mph: 2.9 sec
¼ Mile: 10.6 sec @ 138 mph
Top Speed: 204 mph

2015 Chevrolet Corvette Z06 Specifications

Price: $78,995/$85,565 (base/as tested)
Engine: 6.2-liter, supercharged OHV 16-valve V-8/650 hp @ 6,400 rpm, 650 lb-ft @ 3,600 rpm
Transmission: 7-speed manual
Layout: 2-door, 2-passenger, front-engine, RWD coupe
EPA Mileage: 15/22 mpg city/hwy
Suspension F/R: Control arms, coil springs/control arms, coil springs
Brakes F/R: Vented discs
Tires F/R: 285/30R-19 / 335/25R-20 Michelin Pilot Super Sport
L x W x H: 176.9 x 77.1 x 48.6 in
Wheelbase: 106.7 in
Weight: 3,524 lb
Weight Dist. F/R: 51/49%
0-60 mph: 3.2 sec
¼ Mile: 11.3 sec @ 126.2 mph
Top Speed: 199 mph
2015 Chevrolet Corvette Stingray Front View In Motion Track 1
MILFORD, Michigan -- Here’s the thing about driving a 2015 Chevrolet Corvette Stingray around the Milford Road Course at General Motors Proving Ground: It’s hard. The car is blistering fast, and the course is incredibly tight -- 2.9 miles of blind corners, hills, and chicanes, with practically no straightaway. We have enough to worry about without ever thinking about shifting. Good thing we don’t have to: This 2015 Chevrolet Corvette is equipped with an eight-speed automatic.
Automatics are nothing new to Corvettes, of course. The car debuted in 1953 with a two-speed Powerglide, and two-thirds of Corvettes sold these days have two pedals. GM’s new eight-speed, however, essentially erases any remaining performance gap with the stick shift. It hits 60 mph in 3.7 seconds, a tenth of a second faster than what GM achieves with the seven-speed manual. The transmission weighs about the same as the old six-speed automatic, which means it’s still heavier than the manual gearbox. It’s also a bit heavier than a comparable ZF eight-speed automatic, which GM engineers attribute to the fact that their new transmission must stand up to towing in full-size trucks. It also will have to handle the 650 lb-ft of torque produced by the upcoming 2015 Chevrolet Corvette Z06. The Corvette team says it passed on a dual-clutch automatic because it needs the high-torque capacity, and must spread the cost of transmission development by sharing it with the high-volume trucks.
Despite its torque converter, the new eight-speed shifts very fast -- faster than some dual-clutch transmissions -- GM says. Full-throttle shifts have that near-instantaneous quality we’ve come to associate with Porsches, only here, the soundtrack is of a mighty 460-hp V-8 ripping through gears. Even more impressive is the transmission’s performance on the track, where the shift logic is unimpeachable. We just put it in drive and go, and let the software figure out where and when to downshift for us. At times, we can feel some hesitation as various computers and sensors -- in the engine, the transmission, the active differential, the dampers, the brakes, etc. -- figure out exactly how much power to deliver to the rear wheels. But we’ve observed the same sensation in manual transmission cars, which are nearly as computerized.
Later, we hit the highway for a fuel economy test. The additional gears, coupled with a slightly lower axle ratio, improve fuel economy from the ’14 C7 six-speed automatic’s 16/28 mpg by 1 mpg highway, to an EPA-rated 16/29 mpg. The seven-speed manual is rated 17/29 mpg. Corvette chief engineer Tadge Juechter notes the eight-speed’s highway mileage is actually within a whisker of 29.5 mpg and suspects his team will find a way to round up to the coveted 30 mpg rating next year. Cool. We worry more about testing 50 to 90 mph acceleration and thus see 14.1 mpg during 40 miles of mostly highway driving. The transmission quickly serves up full throttle downshifts except when you’re in Eco mode, where you must wait an additional split-second as deactivated cylinders come back online. Eco mode is also quicker to return the transmission to a higher gear.
In manual mode, the transmission responds quickly and immediately to driver commands, including multi-gear downshifts. The paddles themselves feel cheap and flimsy -- yes, they’re in the manual transmission cars as well, but are rarely used, as they toggle on and off the auto rev-matching feature. The Corvette team should hit up Cadillac for the magnesium paddles used in the ATS.
We do miss the manual at times -- like when we press the imaginary clutch to execute a heel-to-toe downshift on an exit ramp -- but the Corvette assaults the senses in so many ways that losing one input doesn’t ruin the experience.

2015 Chevrolet Corvette Stingray

Base Price: $55,820
Price as Tested: $65,680
Engines: 6.2-liter V-8
Power: 460 hp @ 6000 rpm
Torque: 465 lb-ft @ 4600 rpm
Transmission: 8-speed automatic
Drive: Rear-wheel
Fuel economy: 16/29 city/hwy
0 to 60 mph: 3.7 seconds
2015 Chevrolet Corvette
2015 Chevrolet Corvette

New for 2015

The 2015 Chevrolet Corvette enters its second year, and a host of changes come with it: the six-speed automatic is replaced by an eight-speed; the Atlantic convertible and Pacific coupe Design packages are introduced; a Performance Data Recorder is available; various appearance add-ons are now available; and, last but not least, the Z06 coupe and convertible are introduced.

Vehicle Overview

The Corvette is Chevrolet’s flagship sports car, now in its seventh generation. By combining handling, power, reasonable fuel economy, and a world-class interior the Corvette remains a performance bargain, fitting above the capable Camaro in Chevrolet’s lineup.


The 2015 Corvette Stingray enters the second year of the C7, which debuted last year. Joining the lineup is the range-topping Z06, which has two firsts for the model: an optional eight-speed automatic and a convertible*. Power on the standard Stingray coupe and convertible is provided by a 6.2-liter V-8 that makes 455 hp and 460 lb-ft of torque or 460 hp and 465 lb-ft with an available performance exhaust. Pairing the LT1 with the seven-speed manual nets an EPA-estimated 17/29 mpg city/highway; the eight-speed automatic gets 16/29 mpg, improving over the replaced six-speed auto by one-mpg on the highway.
A modified version of the LT1 gets fitted with a supercharger and gets renamed the LT4, which boosts power from the 6.2-liter V-8 to 650 hp and 650 lb-ft of torque. EPA-estimated fuel economy is a “you-didn’t-buy-it-to-save-gas” 13/23 mpg that is nonetheless impressive considering its high-power rivals, with potential for more savings as the LT4 retains the LT1’s cylinder deactivation technology.
The Atlantic convertible and Pacific coupe Design Packages are now available on Z51 equipped cars, which serve to show what the 2015 Corvette Stingray can be if taken to either extreme: Atlantic is the nicely appointed touring car, and the Pacific is the high-performance track edition. The Performance Data Recorder is a system that records and allows owners/drivers to play back lap video with times, speed, audio, brake input, steering input, and throttle. It’s a neat system that also allows you to record the valet who parks it, or anyone who drives it while you’re away.
The 2015 Chevrolet Corvette Stingray has not been crash tested by the NHTSA or the IIHS.

What We Think

The eight-speed automatic in the Corvette is quite good, and the near instantaneous shifts are something we typically associate with Porsches. On the track, the shift logic is also excellent, but we noted some hesitation as the computers and sensors calculated how much power to put down.
Your interaction with the C7 is as straightforward as a handshake. The ergonomics feel right; the switchgear is clear and functional; you can see out of the cabin; and the seats hold you comfortably in place … The materials look and feel good, and the interfaces manage to be modern yet not gimmicky, a concept that more and more carmakers are finding elusive these days.
From what we’ve experienced with the 2014 Corvette, and the latest revision of the automatic, which added two gears, we can’t wait to drive the ZO6 in all of its forms.
You’ll Like
  • Eight-speed automatic
  • 650-hp Z06
  • High-quality interior
You Won’t Like
  • Controversial exterior styling
  • Getting in and out of the low cabin
Key Competitors
  • Porsche 911
  • BMW M4
  • Ford Mustang GT500
  • Dodge Viper SRT
  • Nissan GT-RM


2016 Chevrolet Corvette Z06 C7R Edition Front Three Quarter Motion
Good news for unhinged 2015 Chevrolet Corvette Z06 owners who were unhappy with the 650 hp and 650 lb-ft of torque pushed out of their criminally fast Corvettes. Now, Z06 owners with a hankering for more get-up-and-go are spoiled with two new tuning options from established shops.
2016 Ford Shelby GT350 Mustang Front Three Quarters In Motion
The age of “all-motor” is coming to a close. From the highest echelons of supercars, down to the lowest entry-level compacts, turbocharged powerplants are now the norm. Still, there are a few naturally aspirated holdouts, with ultra-responsive free-breathing mills that still push out impressive amounts of power. Here are the 15 most powerful naturally aspirated cars in 2015. As usual, we stuck to cars that are on sale now, or will be on sale by the end of the year. Also, we stuck to our usual rule of “one engine, one car,” so don’t expect to find a list full of cars sharing the same engine.
Chevrolet Corvette Horsepower Infographic 01
Horsepower has always been an important part of the Chevrolet Corvette’s reputation, and a new infographic from Spork shows how the all-American sports car’s numbers have changed over its seven generations spanning from 1953 until today.
2014 Chevrolet Corvette Stingray Bowling Green Assembly Plant
GM will invest $439 million into its Bowling Green, Ky., assembly plant that produces the Chevrolet Corvette. The investment will cover a new paint shop, among other upgrades, and comes in addition to the roughly $135 million the automaker has invested over the past four years in preparation for C7 Corvette Stingray production and upgrades to the Performance Build Center.

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2015 Chevrolet Corvette Specifications

Quick Glance:
6.2L V8Engine
Fuel economy City:
17 MPG
Fuel economy Highway:
29 MPG
455 hp @ 6000rpm
460 ft lb of torque @ 4600rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential (optional)
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player (optional)
  • CD Changer (optional)
  • DVD (optional)
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36,000 miles / 36 months
100,000 miles / 60 months
100,000 miles / 72 months
100,000 miles / 60 months
24,000 miles / 24 months
Recall Date
General Motors LLC (GM) is recalling certain model year 2015 Chevrolet Corvette vehicles manufactured August 20, 2014, to August 27, 2014. In the event of a driver frontal air bag deployment, the driver air bag module back plate may fracture, allowing the driver air bag to separate from the steering wheel.
An air bag that separates from the steering wheel may increase the risk of injury to the driver in the event of a crash.
GM will notify owners, and dealers will replace the driver side air bag, free of charge. The recall began on October 29, 2014. Owners may contact Chevrolet customer service at 1-800-222-1020. GM's number for this recall is 14594.
Potential Units Affected
General Motors LLC

Recall Date
General Motors LLC (GM) is recalling certain model year 2015 Chevrolet Corvette vehicles manufactured August 20, 2014, to September 4, 2014. In the affected vehicles, only one of the rear parking brake cables may be fully seated and engaged, resulting in the parking brake only operating on one of the rear park brake drums. Without the parking brake working on both rear wheels, the vehicle may roll away if parked on a steep gradient. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard No. 135, "Light Vehicle Brake Systems."
If the parking brake cable isn't fully seated and engaged on both of the rear park brake drums, the vehicle may roll away if parked on a steep gradient, increasing the risk of a crash.
GM will notify owners, and dealers will inspect and correct the park brake cable installation, as necessary, free of charge. The recall began on October 31, 2014. Owners may contact Chevrolet customer service at 1-800-222-1020. GM's number for this recall is 14620.
Potential Units Affected
General Motors LLC

Recall Date
General Motors LLC (GM) is recalling certain model year 2015 Chevrolet Corvette vehicles manufactured September 26, 2014, to October 2, 2014. In the affected vehicles the toe link outer ball joint on the rear suspension may not have been properly tightened during the assembly process. The Toe link may loosen with the vehicle use and eventually separate.
A toe link separation can result in a reduction in vehicle stability and steering control, increasing the risk of a vehicle crash.
GM will notify owners, and dealers will inspect and replace any damaged parts, free of charge. The recall began February 23, 2015. Owners may contact GM customer service at 1-800-222-1020 (Chevrolet). GM's number for this recall is 14857.
Potential Units Affected
General Motors LLC

NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Rear Crash
IIHS Roof Strength
IIHS Front Small Overlap

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5-Year Total Cost to Own For The 2015 Chevrolet Corvette

Loss in Value + Expenses
= 5 Year Cost to Own
Fuel Cost
Repair Costs
State Fees
Five Year Cost of Ownership: $62,146 What's This?
Value Rating: Above Average