Certified Pre-Owned 2014 ChevroletCorvette Stingray Z51 6.2 Coupe

  • VIN: 1G1YH2D73E5125804
  • Stock: 11875AG
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Chevrolet Corvette Stingray
  • Carfax Free
Odometer
8,941 miles
Fuel Economy
17.0/29.0 mpg City/Hwy
Exterior Color
White
Interior Color
Red
Body/Seating
Coupe/2 seats
Drivetrain
rear-wheel
Engine
6.2L V8 F DOHC 16V / REAR WHEEL DRIVE

Highlighted Features

  • Leather upholstery
  • Automatic temperature control
  • Emergency communication system
  • Premium audio system
  • Wireless phone connectivity
  • Front dual zone A/C
  • Turn-by-turn navigation service
  • High intensity discharge headlights

Dealer Notes

RAMSEY CORP IS HOME OF AUTO LOAN SPECIALIST ! THIS VEHICLE COMES WITH A FREE 3 MONTH WARRANTY; EXTENDED WARRANTIES AVAILABLE. FAMILY OWNED, NO COMMISSION SALES, NATIONWIDE SHIPPING RATES

Bose Premium Sound System 
Rear Parking Camera 
Removable Roof 
Navigation 
2014 CHEVROLET CORVETTE STINGRAY Z51 1LT
1G1YH2D73E5125804
COUPE 6.2L V8 F DOHC 16V
REAR WHEEL DRIVE

2014 Chevrolet Corvette Stingray

The 2014 Chevrolet Corvette Stingray was already a fantastic sports car, but Chevrolet has found a way to make it even better — lose the hardtop and eliminate any barrier between the exhaust and your ears.

As long as there have been Chevrolet Corvettes there have been convertible versions, and the latest Stingray is no exception. Arriving in dealerships in early 2014, the 2014 Chevrolet Corvette Stingray Convertible features every update and option that has made the new coupe so popular. That’s no hyperbole — the convertible is exactly the same car as the coupe, available with every option you can have on the coupe, but with the added benefit of much better on-demand ventilation. Want the Z51 suspension? No problem. Special leather-wrapped sport seats? You can have those, too. See how the 2014 convertible compares to the previous generation here.

The worries about changing any coupe into a convertible come in two areas: weight penalty and stiffness. Chop the top off a rigid body structure and things vibrate, wobble, shift and flex — and with a tight, high-performance car like the Corvette, the risk of dashboard shake and squeaky panels is even greater. The solution to that is usually adding stiffening brackets, structural beams and other fixes that can add a lot of weight. That’s not what we want in a sports car, even one without a top. So the question with this latest, seventh-generation Corvette convertible becomes, has General Motors chopped the top without turning its halo sports car into a rattling mess?

Styling


The convertible shares the same styling updates as the coupe version of the 2014 Stingray, an evolutionary update from the previous model that is still recognizable as a Corvette. There’s more exotic-car influence in the lines now, but losing the low fastback top makes the convertible seem less dramatic than the coupe. It’s still seriously good-looking, and it’s just as good with the top up, too — a rare thing in the convertible world.

The convertible top is a lightweight carbon fiber piece that’s power-operated and completely automatic — no latches to flip, catches to snag, or anything other than a single button to push. You can push that button at speeds up to 30 mph, too, which makes departures from one’s driveway a little bit faster. Instead of sitting there while the top goes down, just get in, start up, pull away and drop the top while you’re rumbling through the neighborhood. Alternatively, you can point your key fob at the car and raise or lower the top completely while standing outside it — handy when you’re walking up to the Stingray in a parking lot on a hot summer day and want to air it out before you get there (or perhaps just impress admiring onlookers).

How It Drives


When Chevrolet insists that the convertible is exactly the same car as the coupe, it’s not joking. The Corvette Stingray was engineered as a convertible from the beginning, meaning it’s stiff and flex-free, without rattles or shakes, and it handles going topless with no penalties at all. The car is only about 50 pounds heavier than the coupe, and it doesn’t feature much in the way of significant additional bracing, brackets or stiffening bars, as its structure was engineered from the start not to need any. That’s an extraordinary accomplishment, and it shows up in how the Stingray convertible drives — which is almost exactly like the coupe.

The same brutally quick acceleration, the same amazingly accurate and communicative handling, the same strong and fade-free brakes are all here exactly as they were in the coupe. The big difference comes in the car’s soundtrack, which now arrives at your ears directly from the quad tailpipes without having to filter through any fiberglass or aluminum. It’s a glorious noise, the music of a 6.2-liter, LT1 V-8 engine pumping out 460 horsepower and 465 pounds-feet of torque. Just like the coupe, the engine is matched up to a seven-speed manual transmission or a six-speed automatic. Both transmissions provide smooth, clean shifts, with the automatic using a paddle-shift feature and rev-matching function for more aggressive driving. Or row the gears yourself; the seven-speed stick is notchy, smooth and features a rev-matching function. The clutch operation is not overly heavy or vague.

The convertible really lends itself to the automatic, however. The coupe’s mission, first and foremost, is to be a sports car; with its Z51 adjustable suspension package, it goes from street to track with ease. You can get the Z51 on the convertible, but you’re not going to take a convertible on a track (most tracks require a roll bar if you have a soft-top), so the convertible’s mission is to be more of a street sports car. That means it’s just as likely to see traffic and low-speed cruise duty as it is high-speed mountain canyons, making the automatic a better choice. Regardless of transmission, cruising in the convertible at any speed is a remarkably serene experience. Wind buffeting is impressively absent, a testament to the car’s aerodynamic work, and even when temperatures dropped as I climbed into the mountains around Palm Springs, Calif., on my test route, putting the windows up and pumping up the heat a bit kept me comfy in my shirtsleeves.

But the audio highlight comes when the sonorous exhaust note reverberates off the steep rock canyon walls, echoes down to your ears from all sides and encourages you to press harder, push faster and give the Vette some serious gas. You know the car is something special when you turn off the sound system to focus on driving, so as not to dilute the aural experience of hearing that amazing pushrod V-8. As in the coupe, there’s a Drive Mode Selector that allows you to choose between five settings, adjusting 12 attributes of the car to your environment. Tour is what most people will keep it in, but Sport opens up the exhaust pipes for a much more visceral sound. Track is best left for the track, as the harder suspension settings and throttle mapping make for unpleasant around-town driving. Eco maximizes the cylinder deactivation when cruising — great if you want to save a little gas on a highway road trip. The Weather mode helps you get around in rain or snow, optimizing traction control and stability program settings. Each one comes with a different display on the Corvette’s central gauge cluster and the head-up display, providing different information to the driver. It borders on information overload, but younger buyers aren’t likely to be dissuaded by this kind of info presentation.

Interior


Just as with the driving dynamics, the interior carries over from the coupe with few changes except the loss of the top. A hard tonneau cover with the Corvette logo now resides behind the seats, eliminating some storage room but opening up the Vette’s significantly improved cabin to the elements. Material quality is a world away from where the last Chevrolet Corvette played, making all the PlaySkool jokes obsolete. Fully competitive materials abound, with genuine leather and real aluminum covering the seats, doors and dash. No longer do you sit in a Corvette and think, “This costs sixty grand?” It’s more spacious, more comfortable, and feels like a proper brand halo.

It’s not perfect. The design of the center console’s multimedia system controls could be better — no actual hard button to switch to the navigation screen means it’s a multi-touch action. The touch-pad buttons that open the doors, also used on the outside, may save weight and space, but they’re still awkward and unusual. The optional sport seats will be a bit too narrow for wider folks, but the base seats are plenty comfortable. Aside from those few minor quibbles, Chevrolet did a wonderful job updating the passenger space.

Ergonomics & Electronics


Along with a new interior comes a full and welcome update to the Corvette’s electronics, everything from the inclusion of Chevrolet’s latest MyLink system and the newest head-up display on the windshield to a reconfigurable LCD replacing most gauges in front of the driver. The MyLink system is one of the better multimedia systems on the market, with clear and relatively intuitive operation and decent recognition of voice commands. Its speed of recognition can be finicky, however — one example I tested in a Chevrolet Corvette coupe had interminably long processing times (push the voice command button, say your command, count to eight, and then something happens). Yet in the convertible I drove, processing speed was not an issue, with commands recognized quickly and implemented promptly. The touch-screen is accurate and easy to reach, and can even be customized with one of several themes to suit the owner’s style.

Gauges are clear and legible, but the central LCD seemed rather dim in my test car, and no amount of adjustment could make it bright enough to withstand strong sunlight, especially when wearing sunglasses (as is fairly common in a convertible). The tachometer and speedometer are repeated as conventional gauges flanking the central LCD, and the head-up display is sufficiently bright.

Cargo & Storage


The loss of the glass hatchback necessarily means a reduction in cargo room for the new Corvette convertible, which drops from 15 cubic feet in the coupe to 10 cubic feet of room in the convertible. It’s still a usable volume, big enough for a couple of soft duffel bags or a small roll-aboard suitcase. It’s on par with competitor convertibles like the Ford Mustang GT500 or the Audi S5 Cabriolet, and well ahead of smaller performance cars like the Nissan 370Z Roadster. There’s a decent amount of room in the passenger space for knickknacks, as well, with a reasonably sized glove compartment and pockets in the doors.

Safety


The Chevrolet Corvette received significant updates, but safety improvements have been limited to a stiffer structure … and that’s about it. The Vette has four airbags, stability control and seat belt pre-tensioners, but it lacks modern advances like collision detection, active lane keeping, lane departure warning or blind spot detection. The Corvette has not been crash-tested. See all the car’s safety features here.

Value in Its Class


Matching the Corvette Stingray convertible up against competition isn’t as easy as it might sound. Its abilities put it up against cars like the Porsche 911, but its price more closely matches the Porsche Boxster. The base Corvette Stingray Convertible rings in at $56,995, or just $5,000 more than a base coupe (all prices cited include destination charges). Start adding major option packages, however, and that price can quickly escalate to $75,000 or more. Still, given the car’s outstanding abilities, such a price is something of an extraordinary value in the sports car realm. Option one the way you want it here.

The closest domestic brand competitor is the Ford Mustang Shelby GT500, the most powerful sports car Ford makes. It comes with two extra seats and a much more upright driving experience, but starts a bit higher than the Stingray convertible at $60,935. Its 662-hp, supercharged V-8 engine handily outguns the Corvette, but is mated to a far less sophisticated driveline and is wedged into a much heavier car (by 600 pounds), meaning acceleration is barely better than the Corvette, while fuel economy is worse. The Porsche 911 is often mentioned as a fair competitor for the new Corvette, and they seem well-matched in all ways except price: the cheapest 911 Cabriolet starts at $97,150. Horsepower is down from the Corvette at just 350 from its 3.4-liter, six-cylinder boxer engine, but the 911 is lighter than the Vette, making for similar performance. If you want something a bit more sophisticated, try an Audi S5 Cabriolet. It starts at $61,295 and features a 3.0-liter, supercharged V-6 making 333 hp, so it’s not as fast as the Corvette, but it is considerably more comfortable and practical. See how the Corvette Stingray convertible matches up against competitors here.

A survey of the competition really does put the Corvette Stingray convertible in perspective — few cars out there can match its exotic-car abilities for anywhere near its premium-car price. With the added alfresco version, there’s even more to like about the new Stingray.

Included Packages & Options

  • Transmission: 6-Speed Paddle Shift w/Auto Mode$1,350
    • 2.73 Limited Slip Performance Rear Axle Ratio
    • Remote Vehicle Starter System
  • Carbon Flash-Painted Rear Spoiler$100
    • Carbon Flash-Painted Outside Mirrors

Detailed Specifications

  • 1-touch down
  • 1-touch up
  • Air conditioning
  • Automatic temperature control
  • Driver door bin
  • Driver vanity mirror
  • Emergency communication system
  • Front beverage holders
  • Front dual zone A/C
  • Illuminated entry
  • Passenger door bin
  • Passenger vanity mirror
  • Power windows
  • Remote keyless entry
  • Speed control
  • Telescoping steering wheel
  • Tilt steering wheel
  • Alloy wheels
  • Four wheel independent suspension
  • Front anti-roll bar
  • Front tires: 245/35ZR19.0
  • Power steering
  • Rear anti-roll bar
  • Rear tires: 285/30ZR20.0
  • Rear wheel size: 20"
  • Speed-sensing steering
  • Sport suspension
  • Wheel size: 19"
  • 1st row LCD monitors: 2
  • AM/FM radio: SiriusXM
  • Diversity antenna
  • MP3 decoder
  • Premium audio system: Chevrolet MyLink
  • Primary LCD size: 8.0"
  • Radio data system
  • Speaker type: Bose
  • Steering wheel mounted audio controls
  • Turn-by-turn navigation service: OnStar Turn-by-Turn Navigation
  • Wireless phone connectivity: Bluetooth
  • Front center armrest
  • Front seats: bucket
  • Leather shift knob
  • Leather steering wheel
  • Leather upholstery
  • Max seating capacity: 2
  • Power driver seat
  • Power passenger seat
  • Sport steering wheel
  • Cylinder configuration: V-8
  • Cylinder deactivation
  • Drive type: rear-wheel
  • Engine liters: 6.2
  • Engine location: front
  • Fuel economy city: 17mpg
  • Fuel economy combined: 21mpg
  • Fuel economy highway: 29mpg
  • Fuel tank capacity: 18.5gal.
  • Limited slip differential
  • Number of valves: 16
  • Recommended fuel: Premium Unleaded
  • Variable valve control
  • Bumpers: body-color
  • Door mirrors: body-color
  • Heated door mirrors
  • Power door mirrors
  • Rear cargo: liftgate
  • Spoiler
  • Tailpipe finisher: polished
  • Compression ratio: 11.50 to 1
  • Engine bore x stroke: 103.3mm x 92.0mm (4.07" x 3.62")
  • Engine displacement: 6.2 L
  • Exterior body width: 1,877mm (73.9")
  • Exterior height: 1,240mm (48.8")
  • Exterior length: 4,493mm (176.9")
  • Front headroom: 963mm (37.9")
  • Front hiproom: 1,364mm (53.7")
  • Front legroom: 1,092mm (43.0")
  • Front shoulder room: 1,402mm (55.2")
  • Interior cargo volume: 425 L (15 cu.ft.)
  • Interior maximum cargo volume: 425 L (15 cu.ft.)
  • Wheelbase: 2,710mm (106.7")
  • Compass
  • Delay-off headlights
  • Front reading lights
  • Fully automatic headlights
  • High intensity discharge headlights
  • Low tire pressure warning
  • Outside temperature display
  • Rear window defroster
  • Tachometer
  • Trip computer
  • Variably intermittent wipers
  • Voltmeter
  • 4 wheel disc brakes
  • ABS brakes
  • Dual front impact airbags
  • Dual front side impact airbags
  • Electronic stability
  • Ignition disable
  • Occupant sensing airbag
  • Panic alarm
  • Traction control

KBB.com Consumer Reviews

Kelley Blue Book - KBB.com
Overall4.9Out of 5
  • Best Corvette Yet

    By Guyster on Tuesday, October 01, 2019

    5.0
    Grand Sport is my favorite trim level and this one handles like it’s on rails. Magnetic Ride Control is a must have.
  • PUNCHY, POWERFUL & GOOD VALUE

    By Mouse on Friday, February 14, 2020

    5.0
    As I write this, these cars are almost gone - inventory is down and the C8 is a heartbeat away. But don't overlook the 2019 if you can find one. The sticker discounts are amazing and the car is incredible. Not certain the new C8 is lightyears ahead - yet. That said, I prefer the 2019 Z51to the two Porsches that were in the family garage before they were replaced by 2019 Z51 Vettes, a couple and a convertible. The coupe is way more user friendly and much roomier than the 2012 911 C4S it replaced - and cost about $45K less new-to-new. Much more comfortable too. The Porsche is, well, Teutonic. The droptop out-slicks the limited edition 2008 RS 60 Spyder, which featured more HP and different suspension than a Boxster S of the same year. Much more comfortable, modern and power is in another world. Don't buy into the classic nitpicks about the Corvette interior. Porsche ain't no gem. My last three (including the 120K-plus 911) ended up blowing bits of foam rubber insulation out the AC vents, plastic interior parts melted in the Florida heat and the $1500 rearview mirror developed spots. There were other issues, too. Porsche parts prices - and service are crippling. But Vettes and Porsches are about performance. A quick check of numbers shows the Chevy is close or exceeds the 911S in most categories. The Boxster isn't in the same class. Both Porsches feel a bit more nimble in tight traffic but, surprisingly, the Corvette seems to hold the road much better in curves. Soaks up bumps better, too. By the time this posts, the Vette will be more for those in the used car market. I would recommend it over either Porsche used and particularly new - since the German make's value drops like a stone when you drive off the lot. Give the PDK a slight edge in transmission.
  • It’s A Smile Machine

    By Meemps on Saturday, November 02, 2019

    5.0
    Whether you’re driving, a passenger, or street onlooker, everyone smiles. I love my 2016 Z06. So fun to drive. So fast and responsive. It looks so Good. I have not one complaint about it. Overall quality is excellent. Service & repairs are affordable. Reliability has been great. Power, speed, and handling are deep into super car territory. You will never get close to its limits legally driving on a public road. I do my own oil changes and basic maintenance and the GM parts are very reasonable. I keep mine in the garage during the winter to keep it nice. It’s not my daily driver only because I love it too much for work. But I drive it for pleasure every chance I get. Be prepared, you will get a lot of looks, stares, and folks coming up to you to look at it and talk about it. Everyone just loves this car, it’s crazy. One last thing, get the manual. Rowing through the gears and listening to the tremendous exhaust tones is pure heaven.
Some of the equipment on the vehicle may not apply.  Customer must check all equipment and option of the vehicle in person as the Dealer is not responsible for any items that are not in the vehicle.  Dealer reserve the right to change the price of the vehicle at any time without notice.

Price   excludes tax, tags & plates.

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