Also from Issue 82
- The Last C6: 2013 427 Convertible
- Interview: Dave Tatman
- 2002 Z06
- Buyer’s Guide: C5
- Amelia Island Sting Ray Salute
- Profile: Dave McLellan
- 1962 Restomod
- Corvette Racing: Data Acquisition
The European Question
If Kirk Bennion throws around terms like “emotional gesture” in reference to the 2014 Corvette’s design cues, he’s earned the right. Art was always his best class, and he studied at Cleveland Institute of Art. An audience with Bennion reveals the obvious sensitivity one would expect of an artist. His refined countenance, clear blue eyes and soft voice confirmed that he belongs in a studio, not on an oil rig. But make no mistake, he is a bona fide car guy, with a 1970 1/2 Camaro Z/28 in his garage.
We were particularly interested in hearing Bennion’s reaction to commentary that describes the C7 as “European.” Does it mean anything to him? “I’m not bothered by that,” he says. “It was, in fact, one of our goals: that the car be able to conquer continents. We have real strong sales here, but we’re not as strong in Europe.”
He explains that people are responding, as might be hoped, to the design team’s emphasis on details. For example, the use of molded-in color is kept to a minimum, whereas carbon-flash metallic is broadly applied. “It’s very rich-looking,” he says.
Black chrome for the surround to the exhaust outlets, as well as polished exhaust tips, also represent the team’s strategy. Note as well the bright Corvette badges, with anodized inserts. LED technology “done in a new, different way” supplies yet another element to work with.
“We really wanted to play up the premium finishes and details,” Bennion says, as a publicist approaches with her clipboard and a list of his other appointments. Before he departs, though, he illuminates us further, showing the larger picture, one that wipes out any complaint about the design.
“When people say it looks European, I think what they’re saying is it looks more upscale, more like a European product—which was our intent all along. That’s where we want to be. We want to park next to an Aston Martin, a 911, and have our customers feel like, ‘Hey, I’ve got a car I can be proud of.’”—Ronald Ahrens
Less than two months after the 2014 Corvette Stingray coupe was revealed at the Detroit Auto Show, the C7 convertible made its debut at the Geneva Motor Show. “While the name is synonymous with Americana, the new Corvette is distinctively international in its design, technology and driving experience,” said Susan Docherty, President and Managing Director of Chevrolet and Cadillac Europe in Geneva. “That’s why it’s fitting that we introduce the convertible right here on this stage.”
General Motors hopes for big increases in Corvette sales abroad, and isn’t waiting around to get started. The 2014 Stingray convertible and coupe will be available globally beginning in late 2013, with markets including Europe, the UK, the Middle East, Japan and Russia. It was designed in such a way that regional changes required are limited to such things a headlights and side mirrors. The car will continue to be available in left-hand-drive configuration only; Chevrolet has never built a series-production right-hand-drive Corvette.
In the United States and Canada, Stingray convertible sales will also begin around the November time frame, roughly three months after the coupes start arriving at dealerships. Prices have yet to be announced, but expect a sticker that is a little north of the current model, which retails for $54,600.
As with its C5 and C6 predecessors, the C7’s frame did not need to be re-engineered for droptop duty, as was the case with the fourth-generation Corvette. “From the very beginning, the car was designed as an open-top vehicle,” says Corvette Chief Engineer Tadge Juechter. “The coupe’s roof is removable, too, so we optimized everything for open-top driving.”
Structurally, the differences between Stingray coupe and convertible are minor, and limited to making space for the folding soft top and repositioning the seatbelt mounts. No extra bracing was required to maintain the new aluminum frame’s incredible stiffness—it’s 57-percent more torsionally rigid than the C6’s steel frame, and 99 pounds lighter—which means the convertible’s curb weight will be only slightly higher and its performance hardly diminished compared to the coupe.