2015 Chevrolet Corvette

For the seventh-generation car, the Corvette's look has evolved into a high-tech, vents-and-creases theme that, to some eyes, is just as good as the original Sting Ray's, though it's built for descendants of the Computer Age, rather than Mad Men.

It's hard to take the Corvette on the details; each individual element could be seen as alternately too plain or too over-the-top. It works best on an all-or-nothing viewing.

Taken as a whole, you get the long, low hood, steeply swept windshield, and bluff rear end that has come to define the Corvette's proportions. Each is a confluence of smooth curves and sharp creases, planes that intersect and warp. It's a high-tech--almost exotic--design theme that somehow still transmits the car's classic DNA.

The 2014 Stingray's interior look has also been upgraded. Gone is the plasticky kit-car-like cabin of the previous Corvette; the Stingray's interior is fully wrapped, even in its most basic form, and can grow into true luxury accommodations in its higher trim levels. 

The shape of the center stack and instrument panel is driver-focused and simple, but with a high-tech touch that makes it clear that the Corvette Stingray is all about performance. A carbon fiber instrument panel surround looks like it comes from a six-figure supercar; suede and rich leather trim and upholstery is available, with deep colors that speak of designer influence.

Updates for 2015 include an improved rev-matching algorithm for the manual gearbox, and an all-new eight-speed automatic with shift paddles that Chevy says beats Porsche’s PDK shift times by 80 milliseconds—a relative eternity in the land of performance transmissions. In our time driving the car on the street and the track, the new eight-speed does a remarkable job whether clicking the paddles manually or letting the computer figure out which gear is best—and it doesn’t feel in any way slower than the manual. In fact, it’s quicker to accelerate thanks to a wider gear spread, shaving a tenth of a second off the 60 mph and quarter-mile times, down to 3.7 seconds and 11.9 seconds respectively for the automatic.

All of that power, plus an electronically-actuated rear differential (in Z51 package cars) mates impressively with the new aluminum-intensive chassis and suspension setup, particularly when configured with the magneto-rheological adjustable dampers.

Add to that Chevy's latest Performance Traction Management system, and the Stingray is bred for performance--that is, speed in the curves as well as the straights. Flat cornering, over 1 g of lateral grip, and surprisingly accurate (if slightly numb) electric power steering combine to yield truly addictive driving traits for the enthusiast. There's an experience to driving the new Corvette, just as there should be with every long-running, history-rich sports car family.

It's important to remember, too, that this is likely the slowest Corvette of the seventh generation. A higher-performance Z06 sporting 650 horsepower and 650 pound-feet of torque from a supercharged LT4 V-8 engine is due soon.

At the end of the day, the Corvette runs with cars that cost twice its price or more, while mostly hiding its cost-savings in other areas.

And if you're considering a Corvette Convertible, don't be afraid of compromised performance. In fact, don't be afraid of stepping up to the track-ready Z51. That's because the C7 Corvette was engineered as a roadster to begin with, so you won't be sacrificing any structural integrity.

The standard sport seats are surprisingly comfortable despite holding occupants in place well, and upgraded seats with more race-inspired form and function are available for those who’d like yet more secure positioning for spirited driving.

The driver’s seat is highly adjustable, and the tilting/telescoping steering wheel makes it easy to acquire a comfortable driving position for a wide range of body types and sizes. In manual-transmission models, the shifter falls right where you'd expect it to, at a comfortable height, even across a range of seating positions. Hip, head, and leg room are all good enough even for those a bit over six feet tall (and a bit over the 200-pound mark). The steering wheel is comfortable and fairly small in diameter, making room in the Corvette's snug-but-not-tight cabin.

The 2014 Stingray has space for your things, too. The real magic of the Corvette, as before, is how it makes use of its large, flat cargo area under the rear hatch. It holds a surprising amount of luggage or other cargo, and makes the Corvette a rather practical option for a two-door, two-seat sports car. In the cabin, there are a few cubbies and boxes for smaller items; even the nav screen has a James Bond-esque hidden compartment behind it with a plug-in jack for your phone.
 
The Convertible offers a tight-fitting automatic top, which requires no additional lock at the top of the windshield, allowing you to raise or lower the top at speeds of up to 30 mph—not that you'd want to, but we appreciate the flexibility.

Wind buffeting isn't as great as in some touring convertibles, but it's not bad either. A dealer-installed windblocker makes a meaningful improvement.

An optional head-up display (HUD) relays instrument panel and performance driving information to a projection on the windshield, helping to keep the driver's eyes on the road.

Among the headline optional features for the 2015 Corvette Stingray is the Performance Data Recorder system, which not only records audio and video with a data overlay of key performance and vehicle parameters, but can also record audio and video while the car is being valeted, to help ensure the security of your precious sports car.

For those seeking more luxury or equipment, the 2LT and 3LT interior packages add color and material upgrades to the upholstery; an available Bose 10-speaker audio system; SiriusXM with HD Radio; upgraded competition sport bucket seats; a sueded microfiber-wrapped steering wheel; a custom luggage set; memory-function eight-way power adjustable seats; satellite navigation; and many aesthetic and comfort options.

Performance upgrades include the Z51 package, a roughly $2,800 option that adds upgraded brakes and dampers, stiffer springs and anti-roll bars, an electronic limited-slip differential, a dry sump oil system, unique wheels, and upgraded cooling for the differential and transmission. Also included with the Z51 package is a set of aerodynamic upgrades. Magneto-rheological (MR) dampers are available with the Magnetic Selective Ride Control option, enabling various levels of ride comfort and performance.

Delivery of a new 2015 Chevy Corvette Stingray can also be taken at the National Corvette Museum across from the plant in Bowling Green, Kentucky, for a unique ownership experience.

The Z06 trades yet more economy for performance: the automatic rates 13 mpg city, 21 mpg highway, and 16 mpg combined; the seven-speed manual is better, achieving 15 mpg city, 22 mpg highway, and 18 mpg combined.

While those figures won't win over many hybrid drivers, they are shockingly good in light of the standard 455-horsepower output of the Stingray. In fact, it's likely the most efficient car on the market in terms of mpg-per-horsepower, and, if Chevy can secure the 30-mpg rating in 2016, it could become the first car to achieve that figure while also accelerating to 60 mph in under 4.0 seconds.