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You may think that southeast Michigan, home to General Motors’ proving ground in Milford, gets plenty cold enough in winter. Yet for true cold-weather testing, GM engineers subjected the next-generation C7 Corvette to the extreme chill of northern Canada. That gave our spy photographers a chance to snap photos of this prototype version of the 2014 Chevrolet Corvette as it is readied for production.
It’s no secret that the C7 will be a 2014 model launching in fall 2013 -- Chevrolet recently launched special-edition anniversary packages and a 427 convertible model for the 2013 Corvette to serve as a sort of swan song for the C6-generation car. In addition, GM last spring announced $131 million of upgrades to its plant in Bowling Green, Kentucky, to prepare for assembly of the new Corvette. Almost every other detail on the new car, however, has so far been shrouded in rumor and obfuscation.
Two things are certain with the C7 Corvette. For one, it won’t resurrect the split rear window design cue of the 1963 Corvette, as had been suggested by earlier concept cars and rumor mongering. The mule spotted here continues to use one solid rear window that slopes sharply into the decklid.
Second, even though the promise of a mid-engine layout is the most enduring Corvette myth of all time, it seems clear that Chevrolet will stick to a front-engine design for the C7. Multiple executives have denied that the Corvette would reposition its engine, and the proportions of this mule suggest the engine will indeed stay under the car’s long hood.
Familiar Coupe Body
Our spy pictures reveal that the C7 Corvette won’t look drastically different from the current model. As on the current car, the new Corvette will feature a wide rectangular grille opening, a long and low hood, center-mounted quad exhaust tips, and generous rear haunches able to fit wide on the drive axle. A traditional coupe will likely go on sale first, probably joined by a convertible at a later date.
It is clear that the new Corvette is slightly longer, in part because the wheelbase seems stretched a few inches. That move would probably improve the car’s ride-and-handling mix; recall that the new, 991-generation Porsche 911 also received a longer wheelbase, in order to improve comfort and high-speed stability. In the Corvette, increasing the wheelbase might also marginally improve interior and trunk room.
Reports suggest the Corvette may use an aluminum spaceframe, with the body composed of a mix of carbon fiber and fiberglass. That would be expensive, but it would cut weight -- possibly below 3000 pounds in some models. Like all automakers, GM will try to cut weight from new cars, in part because that improves fuel economy, and also because trimming mass will improve the Corvette’s dynamic performance.
Two Powertrain Options?
The Corvette will certainly retain its signature V-8 engine, though it remains uncertain as to whether a V-6 engine also will join the roster. The V-8 mill will be an evolution of GM’s small block design, with the fifth generation of the V-8 family adopting direct fuel injection for the first time. GM has already promised that the fifth-gen small block engines will produce more power and torque, while using less fuel than current engines; the company has invested about $1 billion in preparation for building the new V-8s.
The new Corvette V-8 will almost certainly continue to use pushrods, and may feature some sort of cylinder deactivation. There are indications it will be downsized to as little as 5.5 liters, compared to the 6.2-liter LS3 in the current base Corvette. Those moves would further cut fuel consumption, while retaining the car’s signature torquey nature and eight-cylinder heritage.
Although many executives have denied it, there are hints that the C7 Corvette will also receive a single- or twin-turbocharged V-6 engine. That might strike the Chevrolet faithful as heresy, but doing so would help bump the Corvette’s economy ratings so that GM could better meet stricter CAFE and emissions regulations. If such an engine is offered, it could be a version of GM’s popular 3.6-liter direct-injected V-6. But don’t place bets on a Corvette V-6 just yet -- such a model would be a hard sell to Corvette purists. Perhaps this engine will have to wait for the C8.
As to transmission choices, we’re told the Corvette will score a new seven-speed manual transmission, again keeping up with the 2012 Porsche 911, which offers a new seven-speed stick. Despite rumors of an optional dual-clutch automated transmission, it seems more likely Chevrolet will stick with a regular automatic for the clutch pedal averse. GM is currently developing its next generation of full-size trucks, so it’s possible that automatic transmissions could be shared between the pickups and the Corvette. Expect seven or eight forward speeds, up from six in current Corvette automatics.
Few Chassis Changes
Few details on the C7’s suspension setup have leaked so far, leading us to believe there are no drastic changes. Chevrolet will probably endeavor to make the new Corvette somewhat easier for novices to drive quickly, while retaining the car’s world-class grip and overall driving dynamics. Reduced overall weight and the aforementioned wheelbase stretch should help with this.
In the face of increasing oil prices and tightening government regulations, it’s no secret that Chevrolet must make the C7 Corvette even more fuel efficient. At the same time, executives have made clear that they don’t want the car to neglect the huge levels of performance and fun on which the Corvette has built its name. When the 2014 Corvette goes on sale in fall 2013, we firmly believe it will continue to be one of the best -- or perhaps the best -- best American-made sports cars available.

Despite its age, the Chevrolet Corvette is one of the greatest sports cars in the world. There's a wide range of models that can fit a variety of budgets from the entry-level Corvette coupe up to the monstrous ZR1. I prefer the Grand Sport because it offers the right mix of performance and cost and it feels a little more special than a regular Corvette coupe. The super-high-performance ZR1 is reserved for those with deep pockets and, hopefully, plenty of experience with high-performance sports cars.
It's a little known fact that Chevrolet has a full range of distinctly different sports cars all masquerading under the Corvette name. The base car and the Grand Sport are akin to a Porsche 911. They are livable, straightforward sports cars. The $110,000 Corvette ZR1 has the demeanor of the Ferrari 458 Italia. It possesses finesse and fluidity in the context of obscene power. This fiery Z06, then, is the ZR1's antithesis. It is a Lamborghini to the ZR1's Ferrari. It is unruly, brutish -- and awesome.

With 470 lb-ft of torque on tap, the Z06 nonchalantly lopes through the city at 600 rpm. Pressed into duty, it squirms and squeals and screams to a 505-hp peak at 6300 rpm. The Z06's prevailing character is brash and aggressive, but it also packs some slick, sophisticated technology. Sport mode for the magnetically controlled adjustable dampers is so stiff that it's best left for track time, which is fine since the tour mode keeps body control intact while removing the punishing edge over rough roads.
As imposing and impressive as the Z06 is, it isn't without fault. The clutch is fickle creeping and creeping in and out of parking spots often brings the scent of burnt friction surface. The fuel-saving skip-shift feature that forces you from first gear to fourth gear during slow acceleration is more obtrusive than what you get in the Camaro. The steering could be tighter and more responsive on center and the optional Michelin Pilot Sport Cup ZP tires fitted to our tester have no business being on a street-driven car. The new sport seats and steering wheel are welcome improvements, leaving the cheap center stack as the only sore thumb that stands out inside this Corvette. Then again, Lamborghinis aren't exactly compromise-free, which makes all of these imperfections seem so right.
Thank you, Eric Tingwall, for saying it: these tires are pretty ridiculous for a street car! When they're cold, you can barely turn the front wheels to pull out of a parking space or out of your driveway. The first time I drove the car, I thought there was something wrong at the front axle. These Pilots may be absolutely spectacular on the track, but if you've got $100K for a high-performance Corvette and you intend to drive it on the road much at all, you might prefer to have a separate set of track tires and something more compliant for street use.

Tires aside, this is a phenomenal performance machine, offering extraordinary acceleration, superb body control, smooth power delivery, and a great engine/exhaust soundtrack, with great burble on the overrun. The Z06 corners like crazy. Because the Z06 is a more pure Corvette model without a lot of sound insulation, you can hear every expansion joint on the freeway, but in tour mode they are not at all harsh.
I thought about the Z06 on November 3, when I attended a screening of the GM-commissioned documentary "Chevy 100," marking the centennial of the Chevrolet brand. Given that Louis Chevrolet was himself a balls-out racer guy in his day, it seems entirely appropriate that the Corvette Z06 is the recipient of some 100th-anniversary love. I suspect this particular model might have a bit of future collector value.
This is a brutish sports car, and is definitely not something you would want to drive every day. The tires are far too aggressive for street use, and because they're so wide, they tend to follow every groove in the road, meaning it can be a bit of a chore to keep this Corvette from wandering around in its lane. The suspension is super stiff, especially when set to sport. Changing to the touring setting helps slightly, but "touring" is really not part of this car's lexicon.

I have to disagree somewhat with Eric on the center stack. For the most part, the control buttons on the center stack are well laid out and labeled, and they don't look too cheap to me. However, they are let down by a navigation system that is not at all up to date compared with what you find in several other competitors. The most egregious flaw of the interior is the very large "Corvette" stitched across the dash in front of the passenger. GM should know by now that the Corvette is a good enough car that it can stand on its own without having to advertise itself every time you enter the cockpit.