2014 Chevrolet Corvette Stingray
You’ve seen the pictures, read all of the specs and claims, and even heard a few gripes as well. But now it’s time for our take on what the all-new Chevrolet Corvette is all about. And it really comes down to only one question. Does this 7th generation of America’s original sports car, and the reincarnation of the classic Stingray, have what it takes to go head to head with the world’s best?
No slew of photos or videos, or thoughtful first impressions, and certainly not knee-jerk blogs, can prepare you for the experience of getting behind the wheel for seat time in the 2014 Chevrolet Corvette Stingray.
Simply put, driving the new Corvette Stingray delivers far more excitement and satisfaction than even we were expecting. But before we get too far ahead ourselves, let’s take a look at the numbers that make this 7th generation ‘Vette such an incredible piece of work.
High tech has certainly arrived under the hood, but don’t think overhead cams; think Digital Direct Fuel Injection, Continuously Variable Valve Timing, and Cylinder Deactivation. All helping this new 6.2-liter small block LT1 V8 crank out 455-horsepower and 460 lb-ft. of torque. Making this the most powerful standard ‘Vette ever. But, smart buyers are spending the few extra bucks for the Performance Exhaust to boost those numbers 5 more to 460 and 465.
Yes we know there are plenty of cars with higher ratings, but few deliver their power this nastily, and we mean that in the best possible way. Launch control is on hand, but most drivers will be able to get better times without it, just 3.8-seconds to 60 if you nail it just right.
After that full-on brutal launch, it feels like this Corvette is not going to be that gentle everyman’s, easy to drive sports car of yore, but it still is. The steering is perfect in every way, quick and direct with great feel. On top of that, the wheel itself has gotten smaller and fits our hands perfectly.
Now let’s take a breath and look at this beautiful beast. There are no rough edges to its looks. Evolutionary? Sure! But, also very much world class with an intoxicating supercar-like blend of exotic stance, beautiful curves, sharp lines, and sheer aggression. There are vents galore, and they all work!
Much ballyhoo has been made over the Camaro-like taillights. Well, they are not nearly as objectionable in person as in photos. They’re here; they’re not round, so deal with it! We’d rather admire the artful center grouped quad-exhaust. Or the beefy rolling stock that comes with the Z51 performance package; 245/35/19’s up front, 285/30/20’s in the rear, with rubber by Michelin.
The Stingray has gotten wider and longer, but thankfully it feels much smaller behind the wheel. Engineering magic that other carmakers would love to duplicate. And even with more size, weight is held down with lots of aluminum and big panels of carbon fiber; for the hood, and the removable roof panel. The chassis is so stiff that you really feel one with the car.
We mentioned the wheels and tires of the Z51 Performance Package. Along with numerous upgrades, from dry sump oiling to bigger brakes, it ratchets up the Stingray’s feel and fun factor exponentially. No wonder 75% of early buyers are going for it.
But to us, Z51’s biggest benefit is the electronic rear differential. It’s seamless; constantly shifting power where it can be used most effectively, helping the Stingray as if it has earned a doctorate in grip.
The interior is vastly better in layout and material quality. It’s still tight, but we’ll take it. There’s nicely done aluminum trim and, if you like, still more carbon fiber. Overall it’s top notch to see and touch.
Even we’ve gotten tired of hearing ourselves complain about Corvette seats, and GM has finally put an end to that grievance. The standard buckets provide good fit and even better comfort. Thumb the start button, and there’s a nice bark, with an almost Italian flair, as everything comes to life.
Ratios for both the 7-speed manual and 6-speed automatic are just about spot-on. The manual is an absolute joy to work. And providing rev matching through steering wheel paddles is a welcome new twist. Magnetic Ride Control is available as before, but the range of firmness is broader, with the ride going from bone jarringly harsh to almost plush, while a standard drive mode system controls up to 12 vehicle attributes to further personalize your ride. All Stingrays also come equipped with Brembo brakes that work splendidly.
Despite all of the additional performance, Government Fuel Economy Ratings are up to 17-City, 29-Highway, and 21-Combined for manual equipped cars.
Corvette has long delivered the biggest high performance bang for the buck. But, you often got what you paid for. The C7 charts new territory and takes a backseat to no one in finesse. Still, $51,995 for this much performance should be pure fantasy land. And, that highly recommended Z51 Performance Package? Only $2,800 more.
To say that Chevrolet has got a real hit on their hands with the 2014 Corvette Stingray might just be the understatement of the year. And as much as we love the new look and giant leap forward in interior refinement, the best thing of all to us, is that it drives even better. Thoroughly modern, thoroughly bad-to-the-bone. The new Stingray! Consider us stung!
Specifications
- Engine: 6.2-liter
- Horsepower: 455
- Torque: 460 lb-ft.
- 0-60 mph: 3.8 seconds
- EPA: 17 mpg city/ 29 mpg highway
2025 Infiniti QX80
Infiniti’s Flagship SUV Sets A Course For Extravagance
This full-size Infiniti QX80 started out as the QX56, a hastily rebadged version of Nissan’s truck-based Armada full-size utility. That was in the early 2000s when the luxury SUV craze was exploding. It wasn’t as much as a game-changer, as it was “try to keep upper”. Now, this new QX80, Infiniti is promising to “Reimagine the luxury SUV”. Let’s see if Infiniti has turned their imaginations into reality.
Well, if over the top is what Infiniti was shooting for in the all-new 2025 QX80, mission accomplished. There’s an overall feeling of extravagance here that we haven’t experienced from Infiniti in quite some time.
It’s not just the open pore ash wood trim with aluminum inlays, 24-speaker audio, and plush quilted leather seating; there’s also nicely integrated ambient lighting, a massive glass roof, plenty of tech, lots of active driving assistance, and even chilled center console storage. Forward of that is a dual touchscreen setup; the top 14.3-inch touchscreen for infotainment sits next to the digital gauge display in a single housing; while just below, there’s a 9-inch one for climate controls.
You are reminded this is still a body-on-frame utility the moment you have to climb up into the cockpit, but there’s also the commanding view of the road that comes with that. Captain’s chairs are standard for the second row, but a three-place bench is optional with all trims except for top Autograph which comes exclusively with these climate-controlled massaging chairs, along with a touchscreen control panel. The third-row experience is great, too, with heated leather seating, and adult size room for three.
Now, there is a whole new experience coming from under the hood. The last gen’s V8 has been replaced with a new twin-turbo 3.5-liter V6 rated at 450 horsepower, 50 over the V8. More notably, torque is up by more than 100 lb-ft to 516. Transmission is a nine-speed automatic, two more gears than last year, with rear-wheel drive standard, four-wheel drive an option. Max tow rating is 8,500-lbs.
And at the test track, it did pull strongly off the line, getting up to speed in a hurry with the 0-60 sprint taking just 6.3 seconds. There is roughly 3 tons of weight to push through the quarter-mile, but that twin-turbo does it well, finishing in 14.7 seconds at 95 mph. Gear changes are incredibly smooth, while not hindering acceleration in any way.
It's an impressive looking utility from any angle.
In panic braking runs, there was some fade and a considerable amount of nosedive, but our average stopping distance of 115 feet is not bad for a vehicle as big and heavy as the QX80. Last gen, the QX80 moved from the Titan truck platform to the global Patrol SUV chassis, which shifted the vibe from budget Escalade to Lexus LX fighter. The attending improvement in ride and handling was the real bonus, and that largely continues for this gen with air suspension and Dynamic Digital Dampers on all but base QX80s. While we could certainly feel all that weight through our cone course, body roll was well-controlled and without significant oversteer or understeer.
It’s an impressive looking utility from any angle, starting right up front with the big “bamboo forest” grille. The overall shape is boxy, but all body panels are smooth; and for better or worse, Infiniti joins the flush door handle fad. Look for its “Artistry In Motion” design theme to work its way down through the rest of the Infiniti lineup. All QX80s ride on 22-inch wheels except for base Pure trim which makes do with 20s.
A full power play includes standard motion-activated rear liftgate and power operation of both second and third row seats, expanding cargo capacity from 22 cu-ft behind the third row to 59 behind the second, and a max of 101.0 cu-ft with both rows folded.
Government Fuel Economy Ratings with four-wheel-drive are not great: 16 city, 19 highway and 17 combined. We averaged 18.6 mpg of premium. That’s a much worse than average Energy Impact Score, using 17.5 barrels of oil annually, with 8.6 tons of CO2 emissions.
Driving such a PUREly LUXEurious SENSORY overload, you’ll probably be expecting people to want your AUTOGRAPH, which we’re guessing is how Infiniti came up with their grade structure; pricing starts with Pure at $84,445 and climbs to $112,590 for Autograph.
The 2025 Infiniti QX80 is a massive SUV that delivers massive amounts of power and luxury. They aimed for the moon here and have clearly blasted themselves into a much more competitive orbit in the big buck, big hauler, sport-utility galaxy.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: 9-speed automatic
- Horsepower: 450
- Torque: 516 lb-ft.
- EPA: 16 City | 19 Highway | 17 Combined
- 0-60 mph: 6.3 seconds
- 1/4 Mile: 14.7 seconds at 95 mph
- Braking, 60-0 (avg.): 115 feet
- MW Fuel Economy: 18.6 mpg (Premium)
