RE: New Corvette revealed at last!
Discussion
benzpassion said:
E38Ross said:
OK - we'll see what sells more over here then shall we.
Hip, incredible value for money Corvette to lame, overweight GT pretending to be a sports car, aimed at Palm Beach retirement set Jag, erm, ~ 20:1 sales ratio? Wanna bet?e38ross said:
the jag isn't going to be slusher only either,
yeah right. That's what Hallmark(Gaydon marketing)'s PR team always are saying. Like Jag's perennially promised 'BMW 3-series fighter', get back to me when they actually do it, rather than lead sap punters up the garden path just talking about it, okay?e38ross said:
keep up with the times. you're also forgetting import tax on the vette.
you need to keep up with the times/market awareness. The F-type's overwhelming main target market is the States, not backwater UK. If the F-type doesn't succeed in the US, it's pretty much gameover for Jag as a brand; this new, surprising, rather wonderful Corvette is the final nail in Jag's already emaciated body: BMW sold more 5-series in the US alone in 2012, >50,000, than Jag's total worldwide 2012 sales, as an illustration of how precarious the true position of Jag is, compared to the Gaydon PR regurgitated almost daily in the sycophantic UK media.The main point is, the new Corvette Stingray just smashed the F-Type. It's like an extinction event - pre Stingray, post Stingray. PS, post-Stingray, big, lumbering, morbidly obese, massively over price-tagged species, like the big cat Jaguar, were killed off at a stoke, by lean, mean, powerful killers like the new Stingray... .
(btw comparing BMW 5 series with Jaguar is completely pointless. BMW also sell more 3 series in the UK than Ford do Mondeos, what does that mean? f
k all.)Yes please. With the Z51 pack and sports seats (proper seats for the first time? Woohoo!)
Should suffice until the next Z06 arrives. Can't wait for that.
Shame the price is probably going to get ratcheted up and up by the time it gets over here via `official` importers. If you could get an official import (warrantied etc) in the UK for <£50k I reckon it would sell pretty damn well even in LHD!
Should suffice until the next Z06 arrives. Can't wait for that.
Shame the price is probably going to get ratcheted up and up by the time it gets over here via `official` importers. If you could get an official import (warrantied etc) in the UK for <£50k I reckon it would sell pretty damn well even in LHD!
That's not really working for me. It's quite nice but awfully fussy, and seems very derivative. Ferrari 599 profile, FF nose, Nissan GTR windows, Z4 hips.. everywhere I look on it I'm seeing another car, not a Corvette. Probably just coincidence.
Either way, still too fussy, and from experience I find that if I find a car to look too fussy on first sight, it won't grow on me over time.
But I can't afford one so my opinion doesn't matter
Either way, still too fussy, and from experience I find that if I find a car to look too fussy on first sight, it won't grow on me over time.
But I can't afford one so my opinion doesn't matter
IDrinkPetrol said:
Mostly because they are a better engineering solution.
Thieved from Wikipedia but basically echoes what I've always understood about them and saves me typing it all out:
Advantages
Less unsprung weight. Coil springs contribute to unsprung weight; the less there is, the more quickly the wheel can respond at a given spring rate.
Less weight. The C4 Corvette's composite front leaf weighed 1/3 as much as the pair of conventional coil springs it would replace. Volvo reported that the single composite leaf spring used in the rear suspension of the 960 Wagon had the same mass as just one of the two springs it replaced.[8]
Weight is positioned lower. Coil springs and the associated chassis hard mounts raise the center of mass of the car.
Superior wear characteristics. The Corvette's composite leaf springs last longer than coils, though in a car as light as the Corvette, the difference is not especially significant. No composite Corvette leaf has ever been replaced due to fatigue failure, though steel leafs from 1963 to 1983 have been. As of 1980, the composite spring was an option on the C3.
As used on the Corvette, ride height can be adjusted by changing the length of the end links connecting the leaf to the suspension arms. This allows small changes in ride height with minimal effects on the spring rate.
Also as used on the C4 front suspension, C5, and C6 Corvettes, the leaf spring acts as an anti-roll bar, allowing for smaller and lighter bars than if the car were equipped with coil springs. As implemented on the C3 and C4 rear suspensions with a rigid central mount, the anti-roll effect does not occur.
Packaging. As used on the C5 and later Corvettes the use of OEM coil over damper springs would have forced the chassis engineers to either vertically raise the shock towers or move them inward. In the rear this would have reduced trunk space. In the front this would have interfered with engine packaging. The use of the leaf spring allowed the spring to be placed out of the way under the chassis and while keeping the diameter of the shock absorber assembly to that of just the damper rather than damper and spring.[9]
[http://en.wikipedia.org/wiki/Corvette_leaf_spring for the full article and to follow citations]
This.Thieved from Wikipedia but basically echoes what I've always understood about them and saves me typing it all out:
Advantages
Less unsprung weight. Coil springs contribute to unsprung weight; the less there is, the more quickly the wheel can respond at a given spring rate.
Less weight. The C4 Corvette's composite front leaf weighed 1/3 as much as the pair of conventional coil springs it would replace. Volvo reported that the single composite leaf spring used in the rear suspension of the 960 Wagon had the same mass as just one of the two springs it replaced.[8]
Weight is positioned lower. Coil springs and the associated chassis hard mounts raise the center of mass of the car.
Superior wear characteristics. The Corvette's composite leaf springs last longer than coils, though in a car as light as the Corvette, the difference is not especially significant. No composite Corvette leaf has ever been replaced due to fatigue failure, though steel leafs from 1963 to 1983 have been. As of 1980, the composite spring was an option on the C3.
As used on the Corvette, ride height can be adjusted by changing the length of the end links connecting the leaf to the suspension arms. This allows small changes in ride height with minimal effects on the spring rate.
Also as used on the C4 front suspension, C5, and C6 Corvettes, the leaf spring acts as an anti-roll bar, allowing for smaller and lighter bars than if the car were equipped with coil springs. As implemented on the C3 and C4 rear suspensions with a rigid central mount, the anti-roll effect does not occur.
Packaging. As used on the C5 and later Corvettes the use of OEM coil over damper springs would have forced the chassis engineers to either vertically raise the shock towers or move them inward. In the rear this would have reduced trunk space. In the front this would have interfered with engine packaging. The use of the leaf spring allowed the spring to be placed out of the way under the chassis and while keeping the diameter of the shock absorber assembly to that of just the damper rather than damper and spring.[9]
[http://en.wikipedia.org/wiki/Corvette_leaf_spring for the full article and to follow citations]
Plus I have yet to read anything about the new 'Vette' using leafs, however, GM stood by it because it works.
Anyway on to the C7, personally I think it looks great, just like a Corvette should, brash, brutish and very American although you can tell they want more overseas sales, as people have mentioned, there are hints of Maranello in there.
Not completely sold on them calling it a Stingray however, rear of the car should have homaged the 60s cars a little more for the name to be used imo, plus, think I need to see the rear in person to be 100% sold on it.
It has been added to the dream car garage mind, 9/10 from me.
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