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
2024 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs