Please explain transmission ratios
Team Owner
Joined: Sep 1999
Posts: 41,732
Likes: 1,718
From: Springfield MO
That has to do with ease/consistency of the launch, shift speeds and gear ratios more than anything else. The 6L80E has an incredibly low 1st gear ratio of 4.03:1 compared to the steepest manual gear ratio of 2.97:1.
I said the horsepower is UNDER-rated, meaning that the rear-wheel dyno numbers are higher than they should be for the rating, not to mention the variations in dynos and the differences between the factory SAE rating and the fact that many dynos are run STD, facts which preclude comparisons between chassis dyno numbers and factory power ratings. This point is moot unless you pull the engine and dyno it on an engine dyno before you install it and run it on an identically-calibrated chassis dyno under the exact same conditions..
You need to approach this with less passion and more objective logical analysis. The upcoming 8-speed Z06 should run consistent tens in the quarter-mile on stock tires with any driver who can stay on top of their launch, and that's awesome. I have no doubt that it will be the quickest combo ever offered in a factory Corvette. That still doesn't mean that the electronics make it sap less power; that's ludicrous and shows a fundamental ignorance of how physics work to reduce output. Electronics can't reduce parasitic loss on a drivetrain.
I said the horsepower is UNDER-rated, meaning that the rear-wheel dyno numbers are higher than they should be for the rating, not to mention the variations in dynos and the differences between the factory SAE rating and the fact that many dynos are run STD, facts which preclude comparisons between chassis dyno numbers and factory power ratings. This point is moot unless you pull the engine and dyno it on an engine dyno before you install it and run it on an identically-calibrated chassis dyno under the exact same conditions..
You need to approach this with less passion and more objective logical analysis. The upcoming 8-speed Z06 should run consistent tens in the quarter-mile on stock tires with any driver who can stay on top of their launch, and that's awesome. I have no doubt that it will be the quickest combo ever offered in a factory Corvette. That still doesn't mean that the electronics make it sap less power; that's ludicrous and shows a fundamental ignorance of how physics work to reduce output. Electronics can't reduce parasitic loss on a drivetrain.
The A6 with the 4.03 1st gear with the 2.56 rear gear has a total ratio of 10.31 compared to the manual transmission of 2.97 with it's 3.42 1st gear of 10.16. Not at much difference between10.16 and 10.31. Of course other transmission 1st gears and other rear gears offer different total gear ratios(which is what counts).
The new A8 with it's incredibly low 4.56 1st gear and the 2.41 rear gear has a total gear ratio of 10.99, compared to the A6 4.03 with a 2.73 rear gear that equals 11.00.
Now if the Z06 had the Tremec DCT with it's "mild" 3.24 1st gear with the 3.42 rear gear(used in the manual transmission C7), it would equal 11.08 total gear ratio.
You can't compare just the transmission gear ratios.
Safety Car
Joined: Sep 2007
Posts: 4,168
Likes: 21
From: Sunniest city on Earth
You can't compare 1st gear transmission ratios with out comparing the differential gear ratio's. You make it sound like the Corvette with the A6 has an incredibly low ratio when it doesn't.
The A6 with the 4.03 1st gear with the 2.56 rear gear has a total ratio of 10.31 compared to the manual transmission of 2.97 with it's 3.42 1st gear of 10.16. Not at much difference between10.16 and 10.31. Of course other transmission 1st gears and other rear gears offer different total gear ratios(which is what counts).
The new A8 with it's incredibly low 4.56 1st gear and the 2.41 rear gear has a total gear ratio of 10.99, compared to the A6 4.03 with a 2.73 rear gear that equals 11.00.
Now if the Z06 had the Tremec DCT with it's "mild" 3.24 1st gear with the 3.42 rear gear(used in the manual transmission C7), it would equal 11.08 total gear ratio.
You can't compare just the transmission gear ratios.
The A6 with the 4.03 1st gear with the 2.56 rear gear has a total ratio of 10.31 compared to the manual transmission of 2.97 with it's 3.42 1st gear of 10.16. Not at much difference between10.16 and 10.31. Of course other transmission 1st gears and other rear gears offer different total gear ratios(which is what counts).
The new A8 with it's incredibly low 4.56 1st gear and the 2.41 rear gear has a total gear ratio of 10.99, compared to the A6 4.03 with a 2.73 rear gear that equals 11.00.
Now if the Z06 had the Tremec DCT with it's "mild" 3.24 1st gear with the 3.42 rear gear(used in the manual transmission C7), it would equal 11.08 total gear ratio.
You can't compare just the transmission gear ratios.
I'm well aware it take both parts to make that equation; I was bringing part two into the conversation
The stock trans ratios in Corvettes whether manual or Auto trans keep getting lower and lower---
In the earlier days it was typical to see a Corvette with ratios in the 3's
When the C6 came out the autos dropped even lower
C7's have now hit an all time low of 2.56 with an auto with an optioned 2.73
Starting with the C5 a manual came with a 3.42 and an auto either a 2.73 or optioned 3.15 So why ??? Look at the performance 1st --Even though a C5 auto could come with a 3.15 rear the NEW C7 with a 2.56 is by far quicker and faster than ever before !! Approx one whole second faster in the 1/4 mile !!!!
This all comes down to EPA fuel mileage requirements ---Getting higher and higher
So GM has come up with the technology to run a C7 at a lower RPM cruising speed than ever before without sacrificing performance but actually exceeding previous performance where Corvette had much taller gears ! That s an amazing accomplishment
C7's (autos) now cruise on the freeway at 65-70 at only 1500 RPM's compared to C5's that were around 2000---- But now with the advent of VVT they have enough power to easily run at 1500 without lugging or pinging----PLUS the C7 TQ converter is so re -designed with it's multi disc set-up and smaller diameter that it basically now is a stock stall converter----ALSO the new A6 tranny is re-designed as well--A C5--C6 auto trans had about 20-22 % drivetrain loss--However the NEW A6 has now only about 10% drive train loss---Now equal to a manual trans !!!!
Simply put---EPA fuel mileage regulations forced GM to come up with technology that allows a C7 to get 29 MPG yet still run 12.0 in the 1/4 mile--the fastest stock Corvette ever !!!! Axle ratios are NOT relevant between a 60's--70's 80's 90's or even a C6 Corvette to a C7 You're comparing apples and oranges---As you can't compare them equally when a major change in technology happens---
In the earlier days it was typical to see a Corvette with ratios in the 3's
When the C6 came out the autos dropped even lower
C7's have now hit an all time low of 2.56 with an auto with an optioned 2.73
Starting with the C5 a manual came with a 3.42 and an auto either a 2.73 or optioned 3.15 So why ??? Look at the performance 1st --Even though a C5 auto could come with a 3.15 rear the NEW C7 with a 2.56 is by far quicker and faster than ever before !! Approx one whole second faster in the 1/4 mile !!!!
This all comes down to EPA fuel mileage requirements ---Getting higher and higher
So GM has come up with the technology to run a C7 at a lower RPM cruising speed than ever before without sacrificing performance but actually exceeding previous performance where Corvette had much taller gears ! That s an amazing accomplishment
C7's (autos) now cruise on the freeway at 65-70 at only 1500 RPM's compared to C5's that were around 2000---- But now with the advent of VVT they have enough power to easily run at 1500 without lugging or pinging----PLUS the C7 TQ converter is so re -designed with it's multi disc set-up and smaller diameter that it basically now is a stock stall converter----ALSO the new A6 tranny is re-designed as well--A C5--C6 auto trans had about 20-22 % drivetrain loss--However the NEW A6 has now only about 10% drive train loss---Now equal to a manual trans !!!!
Simply put---EPA fuel mileage regulations forced GM to come up with technology that allows a C7 to get 29 MPG yet still run 12.0 in the 1/4 mile--the fastest stock Corvette ever !!!! Axle ratios are NOT relevant between a 60's--70's 80's 90's or even a C6 Corvette to a C7 You're comparing apples and oranges---As you can't compare them equally when a major change in technology happens---
Amuses me that people refuse to accept changes in technology--
Simple fact of the matter is that C6 and C5 owners are just pissed that someone with a non-Z51 C7 and a 2.56 rear ratio now is quicker and faster than their bolt on modded cars-
I spent $15k on my '98 A4 to get 475 crank HP--and now stock the C7 has 460----I was pissed too----But you either catch up to technology or fall behind---Just as in professional racing--
It's not magic --It's electronics
Get used to it----
GM has now with new tech. and new electronics-- given the ability for a 1st time Corvette owner with "0" experience and an automatic to run in the low 12's and a mid 4 second 0-60 time--and its making people mad---
On my C7 with 35 psi in the tires---on the street--set on touring mode and in drive--with FULL traction control on consistently ran a 4.5 0-60 time-------and yes on a sticky drag strip with TC turned off and some experience they easily will do the claimed 3.9 or better---
PS: after tuning my car---on the street--in Track mode I ran 4.1's 0-60 times---
Simple fact of the matter is that C6 and C5 owners are just pissed that someone with a non-Z51 C7 and a 2.56 rear ratio now is quicker and faster than their bolt on modded cars-
I spent $15k on my '98 A4 to get 475 crank HP--and now stock the C7 has 460----I was pissed too----But you either catch up to technology or fall behind---Just as in professional racing--
It's not magic --It's electronics
Get used to it----
GM has now with new tech. and new electronics-- given the ability for a 1st time Corvette owner with "0" experience and an automatic to run in the low 12's and a mid 4 second 0-60 time--and its making people mad---
On my C7 with 35 psi in the tires---on the street--set on touring mode and in drive--with FULL traction control on consistently ran a 4.5 0-60 time-------and yes on a sticky drag strip with TC turned off and some experience they easily will do the claimed 3.9 or better---
PS: after tuning my car---on the street--in Track mode I ran 4.1's 0-60 times---
Team Owner
Joined: Sep 1999
Posts: 41,732
Likes: 1,718
From: Springfield MO
That was my point. If you read the context of the discussion, the person I was debating kept pointing out how quick the auto C7 was with only a 2.56 rear and how that meant that it had only 10% drivetrain loss
I'm well aware it take both parts to make that equation; I was bringing part two into the conversation
I'm well aware it take both parts to make that equation; I was bringing part two into the conversation
I could counter that the manual transmission Corvette has the advantage with it's 'incredibly low 3.42" differential ratio. But, that too, would only be looking at half the equation.
My point was that you have to look at BOTH the transmission and the differential ratios to compare the two cars(auto vs manual).
One big advantage that the auto has over the manual in a standing start scenario is that you can flash the torque convertor. the C7's torque convertor has a higher flash point than the C6's auto, which is the reason the C7 with the auto is able to outperform the C6 with the auto transmission, in my opinion.
Drag racers have been installing smaller torque convertors with a higher stall speed in their cars for years without changing the gear ratio's and really lowering their ET's.
Safety Car
Joined: Sep 2007
Posts: 4,168
Likes: 21
From: Sunniest city on Earth
The stock trans ratios in Corvettes whether manual or Auto trans keep getting lower and lower---
In the earlier days it was typical to see a Corvette with ratios in the 3's
When the C6 came out the autos dropped even lower
C7's have now hit an all time low of 2.56 with an auto with an optioned 2.73
Starting with the C5 a manual came with a 3.42 and an auto either a 2.73 or optioned 3.15 So why ??? Look at the performance 1st --Even though a C5 auto could come with a 3.15 rear the NEW C7 with a 2.56 is by far quicker and faster than ever before !! Approx one whole second faster in the 1/4 mile !!!!
This all comes down to EPA fuel mileage requirements ---Getting higher and higher
So GM has come up with the technology to run a C7 at a lower RPM cruising speed than ever before without sacrificing performance but actually exceeding previous performance where Corvette had much taller gears ! That s an amazing accomplishment
C7's (autos) now cruise on the freeway at 65-70 at only 1500 RPM's compared to C5's that were around 2000---- But now with the advent of VVT they have enough power to easily run at 1500 without lugging or pinging----PLUS the C7 TQ converter is so re -designed with it's multi disc set-up and smaller diameter that it basically now is a stock stall converter----ALSO the new A6 tranny is re-designed as well--A C5--C6 auto trans had about 20-22 % drivetrain loss--However the NEW A6 has now only about 10% drive train loss---Now equal to a manual trans !!!!
Simply put---EPA fuel mileage regulations forced GM to come up with technology that allows a C7 to get 29 MPG yet still run 12.0 in the 1/4 mile--the fastest stock Corvette ever !!!! Axle ratios are NOT relevant between a 60's--70's 80's 90's or even a C6 Corvette to a C7 You're comparing apples and oranges---As you can't compare them equally when a major change in technology happens---
In the earlier days it was typical to see a Corvette with ratios in the 3's
When the C6 came out the autos dropped even lower
C7's have now hit an all time low of 2.56 with an auto with an optioned 2.73
Starting with the C5 a manual came with a 3.42 and an auto either a 2.73 or optioned 3.15 So why ??? Look at the performance 1st --Even though a C5 auto could come with a 3.15 rear the NEW C7 with a 2.56 is by far quicker and faster than ever before !! Approx one whole second faster in the 1/4 mile !!!!
This all comes down to EPA fuel mileage requirements ---Getting higher and higher
So GM has come up with the technology to run a C7 at a lower RPM cruising speed than ever before without sacrificing performance but actually exceeding previous performance where Corvette had much taller gears ! That s an amazing accomplishment
C7's (autos) now cruise on the freeway at 65-70 at only 1500 RPM's compared to C5's that were around 2000---- But now with the advent of VVT they have enough power to easily run at 1500 without lugging or pinging----PLUS the C7 TQ converter is so re -designed with it's multi disc set-up and smaller diameter that it basically now is a stock stall converter----ALSO the new A6 tranny is re-designed as well--A C5--C6 auto trans had about 20-22 % drivetrain loss--However the NEW A6 has now only about 10% drive train loss---Now equal to a manual trans !!!!
Simply put---EPA fuel mileage regulations forced GM to come up with technology that allows a C7 to get 29 MPG yet still run 12.0 in the 1/4 mile--the fastest stock Corvette ever !!!! Axle ratios are NOT relevant between a 60's--70's 80's 90's or even a C6 Corvette to a C7 You're comparing apples and oranges---As you can't compare them equally when a major change in technology happens---
You said the auto transmission car had the advantage because of it's gearing and you were saying that the auto has the advantage over the manual due to it's "incredibly low 4.03" ratio. That's is looking at only half the equation.
I could counter that the manual transmission Corvette has the advantage with it's 'incredibly low 3.42" differential ratio. But, that too, would only be looking at half the equation.
My point was that you have to look at BOTH the transmission and the differential ratios to compare the two cars(auto vs manual).
One big advantage that the auto has over the manual in a standing start scenario is that you can flash the torque convertor. the C7's torque convertor has a higher flash point than the C6's auto, which is the reason the C7 with the auto is able to outperform the C6 with the auto transmission, in my opinion.
Drag racers have been installing smaller torque convertors with a higher stall speed in their cars for years without changing the gear ratio's and really lowering their ET's.
I could counter that the manual transmission Corvette has the advantage with it's 'incredibly low 3.42" differential ratio. But, that too, would only be looking at half the equation.
My point was that you have to look at BOTH the transmission and the differential ratios to compare the two cars(auto vs manual).
One big advantage that the auto has over the manual in a standing start scenario is that you can flash the torque convertor. the C7's torque convertor has a higher flash point than the C6's auto, which is the reason the C7 with the auto is able to outperform the C6 with the auto transmission, in my opinion.
Drag racers have been installing smaller torque convertors with a higher stall speed in their cars for years without changing the gear ratio's and really lowering their ET's.
Race Director
Joined: Jul 2007
Posts: 10,961
Likes: 2,643
From: Texas Hill Country
joe and rj, you are just arguing for sport.
Now let's challenge a little more.....
WHY do autos use a low first gear ratio and a high diff ratio vs the manual approach of a high(er) first gear ratio and a low(er) diff ratio?
Why not just use the same/similar ratios instead of a seemingly opposite strategy, especially with an auto's capability of flashing the converter?
Now let's challenge a little more.....
WHY do autos use a low first gear ratio and a high diff ratio vs the manual approach of a high(er) first gear ratio and a low(er) diff ratio?
Why not just use the same/similar ratios instead of a seemingly opposite strategy, especially with an auto's capability of flashing the converter?
Safety Car
Joined: Sep 2007
Posts: 4,168
Likes: 21
From: Sunniest city on Earth
joe and rj, you are just arguing for sport.
Now let's challenge a little more.....
WHY do autos use a low first gear ratio and a high diff ratio vs the manual approach of a high(er) first gear ratio and a low(er) diff ratio?
Why not just use the same/similar ratios instead of a seemingly opposite strategy, especially with an auto's capability of flashing the converter?
Now let's challenge a little more.....
WHY do autos use a low first gear ratio and a high diff ratio vs the manual approach of a high(er) first gear ratio and a low(er) diff ratio?
Why not just use the same/similar ratios instead of a seemingly opposite strategy, especially with an auto's capability of flashing the converter?
Race Director
Joined: Dec 2006
Posts: 12,387
Likes: 2,909
From: Fort Worth, Texas
That has to do with ease/consistency of the launch, shift speeds and gear ratios more than anything else. The 6L80E has an incredibly low 1st gear ratio of 4.03:1 compared to the steepest manual gear ratio of 2.97:1.
I said the horsepower is UNDER-rated, meaning that the rear-wheel dyno numbers are higher than they should be for the rating, not to mention the variations in dynos and the differences between the factory SAE rating and the fact that many dynos are run STD, facts which preclude comparisons between chassis dyno numbers and factory power ratings. This point is moot unless you pull the engine and dyno it on an engine dyno before you install it and run it on an identically-calibrated chassis dyno under the exact same conditions..
You need to approach this with less passion and more objective logical analysis. The upcoming 8-speed Z06 should run consistent tens in the quarter-mile on stock tires with any driver who can stay on top of their launch, and that's awesome. I have no doubt that it will be the quickest combo ever offered in a factory Corvette. That still doesn't mean that the electronics make it sap less power; that's ludicrous and shows a fundamental ignorance of how physics work to reduce output. Electronics can't reduce parasitic loss on a drivetrain.
I said the horsepower is UNDER-rated, meaning that the rear-wheel dyno numbers are higher than they should be for the rating, not to mention the variations in dynos and the differences between the factory SAE rating and the fact that many dynos are run STD, facts which preclude comparisons between chassis dyno numbers and factory power ratings. This point is moot unless you pull the engine and dyno it on an engine dyno before you install it and run it on an identically-calibrated chassis dyno under the exact same conditions..
You need to approach this with less passion and more objective logical analysis. The upcoming 8-speed Z06 should run consistent tens in the quarter-mile on stock tires with any driver who can stay on top of their launch, and that's awesome. I have no doubt that it will be the quickest combo ever offered in a factory Corvette. That still doesn't mean that the electronics make it sap less power; that's ludicrous and shows a fundamental ignorance of how physics work to reduce output. Electronics can't reduce parasitic loss on a drivetrain.
The DCT's weight of 198 pounds includes the weight of the two clutches as they are internal. You only add the weight of the flywheel to get the total weight. 198+25=223 pounds(or 198+39=237 pounds with a dual mass flywheel). GM has said the A8 weighs 8 pounds less than the A6(which weighs 227 pounds wet configured for the Corvette) thus it weighs 219 pounds. to that you have to add the weight of the flexplate and the torque convertor to get the total weight.
I don't know the weight of the flexplate an torque convertor used on the current A6 or the new A8, but I would guess that the combined weight would be at least 40-50 pounds(SWAG). 219+ 45=264 pounds(SWAG).
The TR6070 weighs 144 pounds + 68 pounds = 212 pounds. Not that much lighter than the Tremec DCT and quite a bit lighter than the A8.
I don't think you would need a dual mass flywheel with the DCT, but not sure, because of the AFM. Possible that on a limited production Z06 with a DCT, the AFM would not be standard thus would use the lighter 25# flywheel, vs the TR60670's dual mass flywheel/dual disc clutch.
I was addressing the weight comparison between the new GM A8 and the Tremec DCT. The DCT with it's flywheel weighs less than the A8 with it's flex plate and torque convertor.
With the DCT, I doubt that you will have the heat build up problems associated with an automatic transmission such as the A6/A8 hydramatic when tracking the car.
For your typical driver, that never tracks their car, the A8 should be an excellent street transmission with occasional WOT's and driving 8/10's on a twisty road. For the person that pushes his Z06, I feel the DCT will be a superior transmission to the A8. My opinion, of course.
I don't know the weight of the flexplate an torque convertor used on the current A6 or the new A8, but I would guess that the combined weight would be at least 40-50 pounds(SWAG). 219+ 45=264 pounds(SWAG).
The TR6070 weighs 144 pounds + 68 pounds = 212 pounds. Not that much lighter than the Tremec DCT and quite a bit lighter than the A8.
I don't think you would need a dual mass flywheel with the DCT, but not sure, because of the AFM. Possible that on a limited production Z06 with a DCT, the AFM would not be standard thus would use the lighter 25# flywheel, vs the TR60670's dual mass flywheel/dual disc clutch.
I was addressing the weight comparison between the new GM A8 and the Tremec DCT. The DCT with it's flywheel weighs less than the A8 with it's flex plate and torque convertor.
With the DCT, I doubt that you will have the heat build up problems associated with an automatic transmission such as the A6/A8 hydramatic when tracking the car.
For your typical driver, that never tracks their car, the A8 should be an excellent street transmission with occasional WOT's and driving 8/10's on a twisty road. For the person that pushes his Z06, I feel the DCT will be a superior transmission to the A8. My opinion, of course.
Race Director
Joined: Dec 2006
Posts: 12,387
Likes: 2,909
From: Fort Worth, Texas
You can't compare 1st gear transmission ratios with out comparing the differential gear ratio's. You make it sound like the Corvette with the A6 has an incredibly low ratio when it doesn't.
The A6 with the 4.03 1st gear with the 2.56 rear gear has a total ratio of 10.31 compared to the manual transmission of 2.97 with it's 3.42 1st gear of 10.16. Not at much difference between10.16 and 10.31. Of course other transmission 1st gears and other rear gears offer different total gear ratios(which is what counts).
The new A8 with it's incredibly low 4.56 1st gear and the 2.41 rear gear has a total gear ratio of 10.99, compared to the A6 4.03 with a 2.73 rear gear that equals 11.00.
Now if the Z06 had the Tremec DCT with it's "mild" 3.24 1st gear with the 3.42 rear gear(used in the manual transmission C7), it would equal 11.08 total gear ratio.
You can't compare just the transmission gear ratios.
The A6 with the 4.03 1st gear with the 2.56 rear gear has a total ratio of 10.31 compared to the manual transmission of 2.97 with it's 3.42 1st gear of 10.16. Not at much difference between10.16 and 10.31. Of course other transmission 1st gears and other rear gears offer different total gear ratios(which is what counts).
The new A8 with it's incredibly low 4.56 1st gear and the 2.41 rear gear has a total gear ratio of 10.99, compared to the A6 4.03 with a 2.73 rear gear that equals 11.00.
Now if the Z06 had the Tremec DCT with it's "mild" 3.24 1st gear with the 3.42 rear gear(used in the manual transmission C7), it would equal 11.08 total gear ratio.
You can't compare just the transmission gear ratios.
joe and rj, you are just arguing for sport.
Now let's challenge a little more.....
WHY do autos use a low first gear ratio and a high diff ratio vs the manual approach of a high(er) first gear ratio and a low(er) diff ratio?
Why not just use the same/similar ratios instead of a seemingly opposite strategy, especially with an auto's capability of flashing the converter?
Now let's challenge a little more.....
WHY do autos use a low first gear ratio and a high diff ratio vs the manual approach of a high(er) first gear ratio and a low(er) diff ratio?
Why not just use the same/similar ratios instead of a seemingly opposite strategy, especially with an auto's capability of flashing the converter?
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Race Director
Joined: Jul 2007
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From: Texas Hill Country
I'm going to guess it's because of strength of larger rear gear set and efficiency from less parasitic loss being there is less contact point from less teeth in the rearend, which also increases chassis dyno numbers slightly which ultimately means more power to transferred to the ground.
Melting Slicks
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From: Chicagoland Area IL
Race Director
Joined: Dec 2006
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From: Fort Worth, Texas
Thread Starter
Cruising
Joined: Apr 2008
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O.K….. You guys are all amazing! Even though I was a mechanical engineer -- just for a year -- in my long-ago youth I never did and still do not understand much more than the basics of an internal combustion engine, and what I don't know about about transmissions… I think you all should work for GM designing Corvettes. I'm not joking… Thank you/thank you for responding to my question on Transmission Ratios. I especially liked the graphs, which answer my question perfectly!
As I mentioned, I've had 'Vettes since 2000… A C5 in 2000, a C6 in 2005 and now my new Stingray. All have been sticks, only because I enjoy driving them. And, frankly, I can't imagine driving a sports/race car in an auto. But, that's just me.
In a non-engineering way, let me tell you my observations about the Stingray vs the C6 and C5….
In no particular order…
The stick's rev matching is just unbelievable. Hard to believe how much better it is than without it. In my C6, I went through a period when I was downshifting all the time -- and I quickly wore out the clutch. I don't think the clutch is as much at risk of early death with rev matching.
The convertible top is so much better, it's unbelievable. It's much, much quieter on the road -- I think I read it has another layer of cloth vs older models. The top up/top down procedure is orders of magnitude better. No hand locking the top in the front and a much slicker operation.
Of course, the reason I bought my first Corvette is still in play; it's the only two seat sports car in the country that can hold two sets of golf clubs with the top down.
The interior --- Wow, it's almost luxurious first class now, vs economy car in the C5/6.
It is hot and dry where I live, and the microfiber inserts in the seats, coupled with the ventilated seats, make the car way more comfortable, even in our hottest weather. BUT, I wish they had made COOLED seats instead of just VENTILATED.
The fit/finish is terrific; no rattled, etc.
I love the multi-mode drive selector.
I love the sound!
I'm used to the Head Up Display, but the C7 has color and much more info, more easily available, and way more options.
The dashboard area is adjustable to automatically match the drive mode or be manually set to one type.
The microphone input for the "voice command" is now located in the driver's side header, which means I can use the bluetooth phone and people can hear me even when I'm driving at speed with the top down. I usually put the driver's side window up when I'm driving with the top down and want to speak on the telephone.\
The voice commands are easier to use and accept natural language rather than only code words.
I can't yet decide on the Chevy My-Link System. Theoretically, I does lots more than comparable stuff in my older 'Vettes, but I've had the car 2 months and I still don't have that system mastered.
The car seems faster and more agile.
The Stingray has both traction control and stabilitrack, both much better than C6.
Oh… despite some critics complaining about the look of the rear end, especially because it looks a bit like a Camaro… To me, the rear end is absolutely gorgeous, and everywhere I go people stop me to admire the car -- especially the rear end!
I'm sure there's much more to mention, but that's enough.
I went to Bondurant School of Performance Driving last October, and spent two days learning how to race 'Vettes in Grand Prix type driving. We used the C6, V06 couples. Amazing. I'm a pretty conservative driver, and at Bondurant I learned that in all the years I'd owned Corvettes, I've driven them at maybe only 15% or so of what the car can really do! In that case, you might ask why would an old retired guy spend so much money on a Corvette outfitted with "everything" if I'm not going to push the car? I asked myself that before I bought it, and for maybe an hour or two I was wondering if I really should buy it! But I quickly overcame that doubt! I bought it because I can and I just love everything about the car, even if I don't use it all!
As I mentioned, I've had 'Vettes since 2000… A C5 in 2000, a C6 in 2005 and now my new Stingray. All have been sticks, only because I enjoy driving them. And, frankly, I can't imagine driving a sports/race car in an auto. But, that's just me.
In a non-engineering way, let me tell you my observations about the Stingray vs the C6 and C5….
In no particular order…
The stick's rev matching is just unbelievable. Hard to believe how much better it is than without it. In my C6, I went through a period when I was downshifting all the time -- and I quickly wore out the clutch. I don't think the clutch is as much at risk of early death with rev matching.
The convertible top is so much better, it's unbelievable. It's much, much quieter on the road -- I think I read it has another layer of cloth vs older models. The top up/top down procedure is orders of magnitude better. No hand locking the top in the front and a much slicker operation.
Of course, the reason I bought my first Corvette is still in play; it's the only two seat sports car in the country that can hold two sets of golf clubs with the top down.
The interior --- Wow, it's almost luxurious first class now, vs economy car in the C5/6.
It is hot and dry where I live, and the microfiber inserts in the seats, coupled with the ventilated seats, make the car way more comfortable, even in our hottest weather. BUT, I wish they had made COOLED seats instead of just VENTILATED.
The fit/finish is terrific; no rattled, etc.
I love the multi-mode drive selector.
I love the sound!
I'm used to the Head Up Display, but the C7 has color and much more info, more easily available, and way more options.
The dashboard area is adjustable to automatically match the drive mode or be manually set to one type.
The microphone input for the "voice command" is now located in the driver's side header, which means I can use the bluetooth phone and people can hear me even when I'm driving at speed with the top down. I usually put the driver's side window up when I'm driving with the top down and want to speak on the telephone.\
The voice commands are easier to use and accept natural language rather than only code words.
I can't yet decide on the Chevy My-Link System. Theoretically, I does lots more than comparable stuff in my older 'Vettes, but I've had the car 2 months and I still don't have that system mastered.
The car seems faster and more agile.
The Stingray has both traction control and stabilitrack, both much better than C6.
Oh… despite some critics complaining about the look of the rear end, especially because it looks a bit like a Camaro… To me, the rear end is absolutely gorgeous, and everywhere I go people stop me to admire the car -- especially the rear end!
I'm sure there's much more to mention, but that's enough.
I went to Bondurant School of Performance Driving last October, and spent two days learning how to race 'Vettes in Grand Prix type driving. We used the C6, V06 couples. Amazing. I'm a pretty conservative driver, and at Bondurant I learned that in all the years I'd owned Corvettes, I've driven them at maybe only 15% or so of what the car can really do! In that case, you might ask why would an old retired guy spend so much money on a Corvette outfitted with "everything" if I'm not going to push the car? I asked myself that before I bought it, and for maybe an hour or two I was wondering if I really should buy it! But I quickly overcame that doubt! I bought it because I can and I just love everything about the car, even if I don't use it all!
Le Mans Master
Joined: Aug 2005
Posts: 5,375
Likes: 328
From: CA.
St. Jude Donor '13-'14-'15
O.K….. You guys are all amazing! Even though I was a mechanical engineer -- just for a year -- in my long-ago youth I never did and still do not understand much more than the basics of an internal combustion engine, and what I don't know about about transmissions… I think you all should work for GM designing Corvettes. I'm not joking… Thank you/thank you for responding to my question on Transmission Ratios. I especially liked the graphs, which answer my question perfectly!
As I mentioned, I've had 'Vettes since 2000… A C5 in 2000, a C6 in 2005 and now my new Stingray. All have been sticks, only because I enjoy driving them. And, frankly, I can't imagine driving a sports/race car in an auto. But, that's just me.
In a non-engineering way, let me tell you my observations about the Stingray vs the C6 and C5….
In no particular order…
The stick's rev matching is just unbelievable. Hard to believe how much better it is than without it. In my C6, I went through a period when I was downshifting all the time -- and I quickly wore out the clutch. I don't think the clutch is as much at risk of early death with rev matching.
The convertible top is so much better, it's unbelievable. It's much, much quieter on the road -- I think I read it has another layer of cloth vs older models. The top up/top down procedure is orders of magnitude better. No hand locking the top in the front and a much slicker operation.
Of course, the reason I bought my first Corvette is still in play; it's the only two seat sports car in the country that can hold two sets of golf clubs with the top down.
The interior --- Wow, it's almost luxurious first class now, vs economy car in the C5/6.
It is hot and dry where I live, and the microfiber inserts in the seats, coupled with the ventilated seats, make the car way more comfortable, even in our hottest weather. BUT, I wish they had made COOLED seats instead of just VENTILATED.
The fit/finish is terrific; no rattled, etc.
I love the multi-mode drive selector.
I love the sound!
I'm used to the Head Up Display, but the C7 has color and much more info, more easily available, and way more options.
The dashboard area is adjustable to automatically match the drive mode or be manually set to one type.
The microphone input for the "voice command" is now located in the driver's side header, which means I can use the bluetooth phone and people can hear me even when I'm driving at speed with the top down. I usually put the driver's side window up when I'm driving with the top down and want to speak on the telephone.\
The voice commands are easier to use and accept natural language rather than only code words.
I can't yet decide on the Chevy My-Link System. Theoretically, I does lots more than comparable stuff in my older 'Vettes, but I've had the car 2 months and I still don't have that system mastered.
The car seems faster and more agile.
The Stingray has both traction control and stabilitrack, both much better than C6.
Oh… despite some critics complaining about the look of the rear end, especially because it looks a bit like a Camaro… To me, the rear end is absolutely gorgeous, and everywhere I go people stop me to admire the car -- especially the rear end!
I'm sure there's much more to mention, but that's enough.
I went to Bondurant School of Performance Driving last October, and spent two days learning how to race 'Vettes in Grand Prix type driving. We used the C6, V06 couples. Amazing. I'm a pretty conservative driver, and at Bondurant I learned that in all the years I'd owned Corvettes, I've driven them at maybe only 15% or so of what the car can really do! In that case, you might ask why would an old retired guy spend so much money on a Corvette outfitted with "everything" if I'm not going to push the car? I asked myself that before I bought it, and for maybe an hour or two I was wondering if I really should buy it! But I quickly overcame that doubt! I bought it because I can and I just love everything about the car, even if I don't use it all!
As I mentioned, I've had 'Vettes since 2000… A C5 in 2000, a C6 in 2005 and now my new Stingray. All have been sticks, only because I enjoy driving them. And, frankly, I can't imagine driving a sports/race car in an auto. But, that's just me.
In a non-engineering way, let me tell you my observations about the Stingray vs the C6 and C5….
In no particular order…
The stick's rev matching is just unbelievable. Hard to believe how much better it is than without it. In my C6, I went through a period when I was downshifting all the time -- and I quickly wore out the clutch. I don't think the clutch is as much at risk of early death with rev matching.
The convertible top is so much better, it's unbelievable. It's much, much quieter on the road -- I think I read it has another layer of cloth vs older models. The top up/top down procedure is orders of magnitude better. No hand locking the top in the front and a much slicker operation.
Of course, the reason I bought my first Corvette is still in play; it's the only two seat sports car in the country that can hold two sets of golf clubs with the top down.
The interior --- Wow, it's almost luxurious first class now, vs economy car in the C5/6.
It is hot and dry where I live, and the microfiber inserts in the seats, coupled with the ventilated seats, make the car way more comfortable, even in our hottest weather. BUT, I wish they had made COOLED seats instead of just VENTILATED.
The fit/finish is terrific; no rattled, etc.
I love the multi-mode drive selector.
I love the sound!
I'm used to the Head Up Display, but the C7 has color and much more info, more easily available, and way more options.
The dashboard area is adjustable to automatically match the drive mode or be manually set to one type.
The microphone input for the "voice command" is now located in the driver's side header, which means I can use the bluetooth phone and people can hear me even when I'm driving at speed with the top down. I usually put the driver's side window up when I'm driving with the top down and want to speak on the telephone.\
The voice commands are easier to use and accept natural language rather than only code words.
I can't yet decide on the Chevy My-Link System. Theoretically, I does lots more than comparable stuff in my older 'Vettes, but I've had the car 2 months and I still don't have that system mastered.
The car seems faster and more agile.
The Stingray has both traction control and stabilitrack, both much better than C6.
Oh… despite some critics complaining about the look of the rear end, especially because it looks a bit like a Camaro… To me, the rear end is absolutely gorgeous, and everywhere I go people stop me to admire the car -- especially the rear end!
I'm sure there's much more to mention, but that's enough.
I went to Bondurant School of Performance Driving last October, and spent two days learning how to race 'Vettes in Grand Prix type driving. We used the C6, V06 couples. Amazing. I'm a pretty conservative driver, and at Bondurant I learned that in all the years I'd owned Corvettes, I've driven them at maybe only 15% or so of what the car can really do! In that case, you might ask why would an old retired guy spend so much money on a Corvette outfitted with "everything" if I'm not going to push the car? I asked myself that before I bought it, and for maybe an hour or two I was wondering if I really should buy it! But I quickly overcame that doubt! I bought it because I can and I just love everything about the car, even if I don't use it all!
I agree with you 100% about the new C7---and I am on my 8th new Corvette--and the C7 seems so planted to the ground--Even the New A6 has rev matching when downshifting---it is amazing----I owned a 1969 427 car and I thought that was lightning fast---however it only ran about a 14.0 in the 1/4 and had a 0-60 time of 6.0---compared to the new C7 it was a turd !!!! I owned a C5 and a C6---neither can compare to my new Stingray---Even with a 2.56 axle ratio it is still quicker and faster than any Corvette I've ever owned---
Some are boo hooing the New A6 tranny and New dual disc TQ converter--- but those improvements in technology have made the C7 so much faster even with a 2.56 rear end---Due to less drivetrain loss and a multi stage TQ converter----In launch control with competitive driving activated the Converter will stall to 2200 RPM with your foot on the brake without rolling forward---That is unheard of with any previous Corvette auto--that would stall out at 1200 and spin the tires
Safety Car
Joined: Sep 2007
Posts: 4,168
Likes: 21
From: Sunniest city on Earth
I agree with you 100% about the new C7---and I am on my 8th new Corvette--and the C7 seems so planted to the ground--Even the New A6 has rev matching when downshifting---it is amazing----I owned a 1969 427 car and I thought that was lightning fast---however it only ran about a 14.0 in the 1/4 and had a 0-60 time of 6.0---compared to the new C7 it was a turd !!!! I owned a C5 and a C6---neither can compare to my new Stingray---Even with a 2.56 axle ratio it is still quicker and faster than any Corvette I've ever owned---
Some are boo hooing the New A6 tranny and New dual disc TQ converter--- but those improvements in technology have made the C7 so much faster even with a 2.56 rear end---Due to less drivetrain loss and a multi stage TQ converter----In launch control with competitive driving activated the Converter will stall to 2200 RPM with your foot on the brake without rolling forward---That is unheard of with any previous Corvette auto--that would stall out at 1200 and spin the tires
Some are boo hooing the New A6 tranny and New dual disc TQ converter--- but those improvements in technology have made the C7 so much faster even with a 2.56 rear end---Due to less drivetrain loss and a multi stage TQ converter----In launch control with competitive driving activated the Converter will stall to 2200 RPM with your foot on the brake without rolling forward---That is unheard of with any previous Corvette auto--that would stall out at 1200 and spin the tires