Skip to main content
HOME   |   ABOUT   |   NEWS   |   TECH ARTICLES   |   AT THE TRACK   |   REVIEWS   |   VIDEOS   |   CONTACT ME

2014 Corvette Stingray makes 460 hp!




When GM revealed the 2014 Corvette Stingray, 450 hp and 450 lb-ft of torque were the estimates for engine output (full post: The Stingray is back! Details about the new 2014 C7 Corvette). It is GM tradition, though, to reveal hp numbers that are slightly lower than actual ratings and the C7 Corvette is no different. When equipped with the optional performance exhaust, it makes 460 hp (343 kW) at 6,000 rpm and 465 lb-ft (630 Nm) of torque at 4,600 rpm, as shown above on the SAE engine dyno graph. With the standard exhaust, the numbers drop by 5 hp and 5 lb-ft of torque to 455 hp and 460 lb-ft of torque.

The closest competitor to the Corvette in terms of performance is the Porsche 911 Carrera and these numbers put it well ahead of the pack. The Porsche 911 Carrera makes 350 hp and 287 lb-ft of torque and the Carrera S makes 400 hp and 325 lb-ft of torque, 110 hp and 60 hp lower the Corvette's numbers and even much lower torque. It doesn't just make higher gross numbers, though - with a 3,298 curb weight, the Corvette has a weight-to-power ratio of 7.17 lb./hp (power-to-weight ratio of 308 hp/ton) vs 8.68 lb./hp (254 hp/ton) for the Carrera and 7.69 lb./hp (287 hp/ton) for the Carrera S so although the Corvette weighs more, it carries less weight per hp.

Looking at peak output numbers doesn't tell the complete story about an engine though. The engine should pull strong throughout the rpm range, with 316 lb-ft of torque available at a mere 1,000 rpm and 90% of peak torque (419 lb-ft) available from 3,000 rpm to 5,500 rpm. In other words, it makes more torque at any point in the rpm range than the 911 Carrera makes at peak. The Corvette is expected to run from 0-60 mph in under 4 seconds. GM didn't design this engine around just power numbers and it continues to impress in other areas.




The engine utilizes multiple technologies, such as direct injection, Active Fuel Management, and continuously variable transmission, which optimize combustion and improve efficiency. Direct injection ensures a more complete burn of the fuel in the air-fuel mixture. That's achieved by precisely controlling the mixture motion and fuel injection spray pattern. Direct injection also keeps the combustion chamber cooler which allows for a higher compression ratio. A new cylinder head design and a new, sculpted piston design that is an integral contributor to the high-compression, mixture motion parameters enabled by direct injection.

Active Fuel Management (AFM) is a cylinder deactivation technology which saves fuel by seamlessly shutting down half of the engine's cylinders in light-load driving conditions, such as cruising on the highway. Continuously variable valve timing is refined to support the LT1 AFM and direct injection systems to further optimize performance, efficiency and emissions, which are reduced, particularly cold-start hydrocarbon emissions, by about 25%.

Additional engine features include:
  • Advanced oiling system with oil-spray piston cooling and available dry-sump oiling
  • Engine-mounted, camshaft-driven fuel pump to support the direct injection system
  • Intake manifold with "runners in a box" design that allows for high-efficiency airflow packaged beneath the Corvette's low hood line
  • high-flow, four-into-one exhaust manifolds based on the design of the LS7, 7.0-litre engine.

The Corvette Stingray coupe goes on sale this fall, with a convertible following by the end of the year. So far, every GM press release has been very promising so I highly doubt test drives will be disappointing.

Source: GM


Comments







Does An Aftermarket Grille Really Increase Airflow?
I put a Saleen S281 grille to the test to answer that question.

Stock Suspension S197 Mustang With Square 305/30/19's
What you need to fit a proper size square tire setup.

How Limited Slip Diffs Make You Faster on Track
What you need to know about how they put power down and pros and cons.

Can Telemetry Explain Schumacher's Talent?
A comparison between Schumacher's and then team mate Herbert's data.






Cayman GT4 Track Review
The first Cayman with proper (911-challenging) power.

Is an EcoBoost Mustang any good on Track?
Two days at the track in a Mustang short 4 cylinders.

2016 BMW M4 DCT Track Review
It's quick (properly quick). But is it fun?

Can a stock Golf Diesel handle a Track Day?
Not your every day track beater.




🔥 Most Visited This Week

Michelin Pilot Super Sports vs Firestone Firehawk Indy 500 - Street Review

I've been a huge fan of Michelin PSS tires and exclusively bought them for the Mustang over the last four years. So how did I end up here? This year, I was hugely interested in trying an "R-comp" tire. I had my eyes set on Bridgestone Potenza RE-71R's for two simple reasons: price and reputation. Although not a true "R-comp" tire on paper, it performs like one by the account of every single test and review I've read (down to wear rates...). They seem like they're easily the most affordable (from a big brand) R-comp tire and combine that with a reputation for having tons of grip, it was an easy top contender. I had my concerns, though. For one, I'm told and have read that they are an autox tire, not really designed for high speed, pressure, and temps associated with open track. For another, the Mustang is a heavy car (as far as track cars are concerned) being roughly 3,800 lb. (including driver), which will amplify the unwanted open track load

Michelin Pilot Sport Cup 2's vs Bridgestone Potenza RE-71R's

I never thought I'd ever run Michelin Pilot Sport Cup 2's on my 2012 Boss 302. The cost is astronomical and they are supposed to last the least of anything comparable. So how did I end up with (nearly) fresh Sport Cup 2's? A complete fluke. I came across a lightly used set with only a few hundred miles and no track time; 305/30/19 takeoffs from a GT Performance Pack Level 2 (GT PPL2). I knew my 71R's were getting very worn before the season started and likely wouldn't last the whole season, even this short one. The price was far better than a new set of RE-71R's, a little more than half, and local Time Attack rules (Canadian Automobile Sport Clubs) recently made 180 and 200 TW tires equivalent, meaning no PAX or PIP point penalty for going with 180 TW tire like the Pilot Sport Cup 2's. I have been very curious about how PSC2's compare to RE 71R's but I stayed away due to their being painfully expensive and, up to last year, their 180 TW rating would

Bridgestone Potenza RE-71R Track Review

2012 Boss 302 on square 305/30/19 RE-71R's at AMP - Graham MacNeil © For better or for worse, I have heard and read so much about RE-71R's. Everyone swears by the grip but complains about the wear. Generally speaking, the pros are: 1. They grip as well or better than most R comps. 2. They don't wear as quickly as R comps if driven occasionally on the street. 3. They work better in the rain than R comps. The cons were limited to overheating quickly when used on track (being an autocross tire) and wearing too fast on heavy cars like mine. In the popular 200 TW category, they are faster than the popular Hankook RS-4's and BFGoodrich Rival S's according to published Tire Rack Tests. According to plenty of reviews, they are also faster than well established R comps like R888R's (which don't seem to work too well on heavy cars anyway) and the venerable NT01's. But I was still hesitant for a while until I talked to a tire tech support gentleman

Michelin PSS vs Firestone Indy 500 - Track Review

A couple of weeks ago, I posted my first impressions of Michelin's PSS vs Firestone Firehawk Indy 500 tires. I've run PSS's for several years on the Boss, but I'm trying the Indy 500's for the first time. In short, I was worried about the narrower tires (I was running 285/35/18 PSS but could only find the Indy 500 in 275/35/18) and tread squirm, but I was happy with them up to that point just driving on the street. I had the chance to drive on them for three track days now. So what were they like? After my first session, they made an impression that basically persisted for the rest of track sessions on them. Phenomenal, unmatched value. Now, if value is something that stands out above all else, it typically means the compromise between qualities you want and those you don't is less than ideal, but the value is attractive. This is no different. I'll start with the bad, which really boil down to two: ultimate grip and grip longevity. Grip is noticeably l