Used 2014 Chevrolet Corvette

Almost as if no sports cars ever came before it, the all-new 2014 Chevrolet Corvette Stingray is untouchable. You can’t get this much horsepower (455) at this much price ($52,000 for the coupe) anywhere else. With striking looks that stir our "American Supercar" vapors in coupe and convertible form, and a 2-seat interior soaked in leather, aluminum and carbon fiber, the new Corvette has the power and refinement to make you forget your crush on a Porsche 911 or Audi R8 – all for the price of a Porsche Cayman or an Audi TTS. The new Corvette fulfills your desires whether you’re picking up another quart of Monster from the 7-11 or you want to trim another second off your lap time on track day.

The 2014 Corvette Stingray is an A-Plus player, owning every corner and rolling out acceleration without breathing hard. It’ll snap to 60 mph in under four seconds, or log 30 mpg on a fuel-economy run (the official EPA mpg numbers are 17 city, 29 highway). In Eco mode, an automatic cylinder-shutoff turns the V8 seamlessly into a fuel-saving V4. The Chevy’s responsive steering will give Porsche night sweats, and its braking has that buttoned-down, all-business feel that makes driver confidence a given. A Drive Mode Selector on the center console adjusts the Corvette’s handling, steering, throttle response and even the exhaust note. Unlike many such systems, the Drive Mode Selector’s five driver-selectable programs significantly changes the Corvette’s character, with the starkest difference between the default Tour and the all-performance Track modes. The convertible offers everything the coupe does, but with a power top that opens in a scant 16 seconds, at speeds up to 30 mph.

Easy on both the eyes and the body, the Corvette Stingray’s interior is a premium space upholstered in leather and trimmed in aluminum and carbon fiber. The magnesium seats are a real treat, as is the 8-inch color screen on the center dash. Details, for a long time not a specialty of Corvette interiors, are now a point of legitimate pride, including two power USB ports in the center console and more good cargo space under the coupe’s rear hatch than you’ll find in a BMW 7 Series – even the convertible sports a big and usable trunk.

Finally, the Chevrolet Corvette looks like it could win a knife fight. Gone are the rubbery curves from the last two decades in favor of strong, folded edges and functional inlets. That lithe skin is bonded to an all-aluminum frame that’s 100 pounds lighter, 57 percent stiffer, and otherworldly times more talented than last year’s model – no additional structural stiffening was needed for the convertible. In top-up mode, the Stingray convertible loses the exquisite sweep of the coupe’s rear roofline and hatch window, but regains its presence when the fabric top retracts completely out of sight behind the seats.

IT’S ALL ABOUT THE ENGINE
The new Corvette Stingray’s cast-aluminum small-block engine – 455 horsepower and 460 lb-ft of race-worthy torque – is a masterpiece of the V8 art form. It breeds power, earns smart fuel-economy figures and summons the attention of all within hearing distance.

Z51 PERFORMANCE PACKAGE
We heartily recommend spending $2,800 for the Z51 Package. That investment scores 19-inch front/20-inch rear forged-aluminum wheels (the standard Stingray gets 18-inch/19-inch cast-aluminum wheels), quicker gears (0-60 in 3.8 seconds), deliciously bigger brakes, an electronic limited-slip differential (standard car: mechanical limited-slip diff), a dry-sump oil system, and other technologies to improve handling and brake/differential cooling.

Beyond V8 power and a 7-speed manual transmission, every 2014 Corvette Stingray comes with 8-way power-adjustable magnesium-framed seats, keyless lock/unlock with push-button start, a power-adjust tilt/telescoping steering wheel, and the 5-position Drive Mode selector that lets you adjust the Corvette’s driving personality to match the situation. On the dash, you get an 8-inch touch-screen display controlling the standard 9-speaker Bose audio and Chevy MyLink infotainment system and displaying what the standard rearview camera sees. All Corvette Stingray coupes get a removable carbon-fiber roof panel, while the convertible’s electronic top can be operated remotely using the key fob.

Apart from the must-have Z51 Performance Package, you can add options that range from painted brake calipers – red or yellow – to an $8,000 interior package that includes premium Nappa leather seating and leather-wrapped interior, heated/ventilated seats with power lumbar support and bolsters, plus navigation and a 10-speaker Bose surround-sound audio system. Performance add-ons include Magnetic Ride Control’s automatic shock-absorber system, a dual-mode exhaust that can increase the engine’s power (and exhaust note), and a 6-speed automatic transmission with paddle shifters on the steering wheel.

The new Corvette’s wicked 6.2-liter V8 engine offers more naturally aspirated horsepower and a much bigger bite of low-end torque than ever. At the same time, the V8 highway fuel economy that can reach as high as 29 mpg – that’s better than a Scion xB, and pretty much better than any high-performance car you can name – thanks to the engine’s ability to imperceptibly shut down four of its eight cylinders when the Stingray’s driver is taking it easy on the throttle. A standard 7-speed manual gearbox sends the V8’s glorious power to the rear wheels, though most Corvette buyers will opt for the 6-speed automatic. With either setup, you’ll find nothing to disappoint you.

6.2-liter V8
455 horsepower @ 6,000 rpm
460 lb-ft of torque @ 4,600 rpm
460 horsepower @ 6,000 rpm (with available performance exhaust)
465 lb-ft of torque @ 4,600 rpm (with available performance exhaust)
EPA city/highway fuel economy: 17/29 mpg (manual), 16/28 mpg (automatic)

Our Expert Ratings come from hours of both driving and number crunching to make sure that you choose the best car for you. We comprehensively experience and analyze every new SUV, car, truck, or minivan for sale in the U.S. and compare it to its competitors. When all that dust settles, we have our ratings.

We require new ratings every time an all-new vehicle or a new generation of an existing vehicle comes out. Additionally, we reassess those ratings when a new-generation vehicle receives a mid-cycle refresh — basically, sprucing up a car in the middle of its product cycle (typically, around the 2-3 years mark) with a minor facelift, often with updates to features and technology.

Rather than pulling random numbers out of the air or off some meaningless checklist, KBB’s editors rank a vehicle to where it belongs in its class. Before any car earns its KBB rating, it must prove itself to be better (or worse) than the other cars it’s competing against as it tries to get you to spend your money buying or leasing.

Our editors drive and live with a given vehicle. We ask all the right questions about the interior, the exterior, the engine and powertrain, the ride and handling, the features, the comfort, and of course, about the price. Does it serve the purpose for which it was built? (Whether that purpose is commuting efficiently to and from work in the city, keeping your family safe, making you feel like you’ve made it to the top — or that you’re on your way — or making you feel like you’ve finally found just the right partner for your lifestyle.)

We take each vehicle we test through the mundane — parking, lane-changing, backing up, cargo space and loading — as well as the essential — acceleration, braking, handling, interior quiet and comfort, build quality, materials quality, reliability.