I mean, come on, these cars practically desecrate every single styling cue we love about the new Corvette Stingray.

Has the American come of age, or will Germany reign supreme? Tom Ford finds out...

Luckily, the two cars we've brought with us are more than capable of dealing with this sort of stuff: small enough to cope, fast enough to be mildly terrifying. The first, and most important, is Chevrolet's new C7 generation, 460bhp Corvette, once again dubbed the Stingray. Just over 60-grand's worth of American icon, all-new in this generation, and sporting the kind of styling you could slice your eyeballs on. Creases, vents, spoilers, the Stingray has them all, and despite being as subtle as Joan Rivers's plastic surgeon, it's got attitude aplenty and drive-by impact you can measure with a Geiger counter.

The other, and the car the C7 was benchmarked against during its development phase (and mentioned several times in the Chevy press material), is Porsche's 991-generation, 400bhp, 911 Carrera S. Less power and a third more money than the Stingray, but with the weight of European prejudice weighing heavily in its favour. Say what you like about Porsche's apparent reticence to change the 911's basic style, but it's a handsome thing: smooth, subtle, confident and grown-up. We've headed north and brought them to some of the UK's most challenging roads to see if the Corvette's engineers paid attention when they went 911 hunting with their 0.50 calibre Stingray.

It's worth pointing out that we pottered up here in a gentle fashion, manual gearboxes slotted into respective seventh gears, engines and attitudes muted. Both swallowed plenty of luggage - the Corvette beneath its generous hatch, the 911 under its almost equally capacious nose, with a couple of extra bags lobbed into the 911's tiny rear seats. Pretty much all square for the most part, then. The immediate surprise is that, if anything, the Corvette is the better cruiser of the two, adjustable damping set to supple and engine set to Eco, the better to take advantage of cylinder shut-down tech at a constant cruise that limits the engine to just four cylinders - effectively becoming a V4 - that yielded a scarcely believable 34.3mpg from the 6.2 V8. Helped, no doubt, by 1,400rpm at 70mph in seventh. The 911 was, if anything, a touch harder-riding, slightly less cosseting, and using various Porsche engine management systems to provide just over 30mpg from its 3.8-litre flat-six.

Yes, the Stingray feels a bit less natural, being LHD only and feeling very cab-rearward - you stare out over a big expanse of bonnet - but once you've spent a little time in it (say, five hours on the M6) you soon get used to the fact that it's to all intents and purposes not any physically bigger than the 911. Both have rather good satnavs and stereos, useful storage and comfy seats for a haul, and their interior appointments reflect their external appearances: the Porsche is sober and aesthetic, ergonomically brilliant and strangely comforting. The Corvette wraps its carbon and red leather dash around you, points lots of dials and HUD information into your face and feels a lot more exciting, if a lot busier and not quite as nicely finished as the 911.

Which is a theme that runs through the initial experiences of the two cars - the Vette has lovely steering, irritated by a fuzzy area dead-centre, the Porsche's is spot-on, if less genuinely chatty than in previous generations. The brakes on both are excellent and fade-free, the Porsche's that little bit more progressive and reliable at the top of the pedal. The Stingray also has a long clutch and marginally less precise 'box, but it's wise to point out you can get a bit lost in the seven-ratios of either, especially when pressing on and being a touch too forceful across the gate. Which you might be, because both are capable of delivering supercar-baiting pace, especially if it gets twisty.

Which brings us to the million-dollar question: can the C7 really stand up to the 911 on a horrible UK B-road when the grey sky is sweating a scary, flirtatious sheen onto the exposed bits? The answer, pretty unequivocally, is yes. Yes, it can. In fact, it comes as a bit of a surprise that, when threading through these technically challenging little roads, the Corvette will happily pull away from the Porsche without too much effort - especially given a short straight. It just blares a glorious V8 symphony from a quartet of centrally-positioned exhausts that look uncannily like the exhaust nozzles from a Saturn V rocket, and edits the view.

It's noisy and slightly angsty, and frenetic. But it's also exceptionally good fun. Obviously, I'd like to think the distance disparity comes from my exceptional driving skills, honed to perfection by my own healthy ego, but it's more likely that even though the Corvette and the 911 are ostensibly the same weight, the Stingray has a 60bhp power advantage and, more pertinently, 140lb ft of extra leverage from 1,000rpm lower in the rev range. Translated, this means that the driver of the 911 has to be working the flat-six harder, and the wrong gear begets penalties. In the Vette, you can pretty much abandon it in any gear you fancy, and leave 6.2-litres of small block to smother your blushes. It's a hugely elastic engine, with globs of character, not least the noise, which is pure sonic vandalism.

It's not the whitewash that it sounds, though. Get the Porsche in the right gear, the flat-six singing above 6,000rpm, and lean on the light-feeling nose right into a corner, and you'll catch the Vette and keep it. You just have to work a little harder through the gears, and carry more velocity through the corner. While the Corvette has a tendency to want to oversteer - direct front end from sharp steering, lots of torque - the Porsche is pretty much resolutely neutral, slick as a salesman's patter, unless you provoke it. As you drive, it just gets more comfortable, confidence-inspiring and faster.

That's not to say that the Stingray is in any way naturally lairy - a 50/50 weight distribution means that it hasn't got any odd, snappy traits - but the magnetorheological dampers can sometimes be slightly caught out by repetitious bumps. The first two deflections are smothered beautifully - especially in Touring or Sport (Track mode is a bit tight for anything but an actual track), but it has a marginal tendency to bounce on a mistimed third movement.

Under power and mid-corner, it's a tiny bit less confidence-inspiring than the Porsche's insane regularity of damping, and the charming indifference of those dry-stone walls tend to mean that the smallest of niggles matters.

The basic feeling of both cars, back to back on the same road, on the same day, is that the Porsche feels slightly more together in every direction. From the way it delivers from the throttle, to the way the body is controlled, the feeling through the steering and the happy kick when the engine breaches 6,000rpm. The Vette requires a touch more thinking time, a little more finessing. Of course, both cars can be altered to suit - but even here the Porsche feels that bit more confident with just Sport and Sport Plus modes. The Corvette offers a five-position Drive Mode Selector (Weather, Eco, Tour, Sport and Track), which ‘optimises' no fewer than 11 of the car's systems from the information displayed on the dials to the throttle and through exhaust, diff, steering, damping, traction, launch, fuel management, as well as Performance Traction Management, which subsequently offers five further stages of torque reduction and brake intervention for track driving. It smacks of twiddling parameters simply because it's possible, rather than because it is actually preferable. The basics of the chassis - an aluminium frame some 57 per cent stiffer and 45kg lighter than the outgoing model - plus all the excellent work by engineers who know what a satisfying car feels like, don't need all the extra bells and whistles. But it's a small gripe.

Of course, there's a misconception in the UK that the Corvette is so cheap in the US that you get one free with every Happy Meal, and it's true that there is a version with the same basic bits on sale in the States for around $51k (£30k). But once you factor in the ‘drive away' price and US tax, it's not quite as cheap as a badly researched headline might have you believe. Plus, the car we get in Europe is the ‘Z51' specification, which includes stuff like an electronic limited-slip differential, dry sump, better brakes, diff and transmission cooling, specific dampers and springs and anti-roll bars, different gear ratios, bigger wheels, brakes and better tyres as well as the aero package that offers extra stability at speed. Which makes it not exactly cheap, but - for the kind of experience on offer - still something of a bargain.

In fact, Chevy has been very clever here, because the Stingray is sitting in a neat little sub-£65k niche. It's theatrical but practical, wantonly fast but relatively efficient if you aren't going mental, interesting, capable and fun. It's not a 911, but emphatically doesn't need to be. In fact, it's more Nissan GT-R-ish (£76k) in some ways, though less intent on sheer speed at the expense of lower-than-Mach-1 thrills. Perhaps a more pertinent competitor would be something like a Jaguar F-Type V6 S Coupe at £60,235, for which you get a Jag and RHD, and a prettier car, but also a less singular experience. In fact, the things that really limit the Stingray are the aggressive styling and the fact that it comes in left-drive only in the UK, which is also presumably one of the reasons it's not £85k.

And so to a conclusion. The fact that the Stingray was benchmarked against the 911 is in no way a bad thing, but it is misleading. The 911 still has the extra finesse in everything it does, from the interior to the one-shot damping to the way that flat-six yowls. It feels unburstable, brilliant and, when push comes to shove, sublime - really at the top of its game. But it should. To get a vaguely comparative 911, you need this 400bhp ‘S', and that costs, without options, over £83k. A 22-grand premium over a Z51 Stingray, which comes with more standard kit and more easily accessible speed.

But more to the point, there was a time when buying a Corvette in Europe came pre-damned with faint praise, or a slightly whiny sub-clause. The Vette was always good "for the money", or "for American muscle". That time has passed. The Corvette C7 Stingray is simply a damn fine sports car, irrespective of the price point. The fact that it feels like good value is just another plus. The Corvette always felt like it would one day come of age. That time, it seems, is now.

For years the Corvette has been lambasted for its poor cabin design but the latest 2014 model has made it onto the annual list of 10 best interiors compiled by Ward’s Auto, joining some luxury heavyweights like the Rolls-Royce Wraith and Mercedes-Benz S-Class. As we noted in our first drive report on the 2014 Corvette Stingray, the interior is simply top-notch, and even better in person than it looks in the photos--and it appears the testers at Ward’s fully agree.

Standout elements of the 2014 Corvette Stingray’s cabin that were noted by the testers included the car’s available carbon fiber trim, suede-like microfiber headliner, contrast stitching, supportive bucket seats, and reconfigurable digital instrument cluster.

There were 41 contenders this year. For the evaluation process, testers (eight in total) drove the vehicles during their routine commutes and submitted score sheetsranking each interior based on several criteria, including materials, ergonomics, comfort, safety, value, fit-and-finish and overall design. Scores were also applied based on the user-friendliness of the interface and connectivity features.

Drop-top Supercar: 2015 Corvette Z06 Convertible

NEW YORK – Chevrolet today introduced one of the most capable drop-tops on the market: the 2015 Corvette Z06 Convertible. With at least 625 horsepower, and 635 pound-feet of torque, the Z06 is also the most powerful convertible ever produced by Chevrolet.

"The Z06 Convertible is a world-class supercar in every sense," said Mark Reuss, executive vice president, Global Product Development. "Only a handful of convertibles in the world bring more than 600 horsepower and 600 pound-feet of torque. Even fewer can match the advanced technologies, aerodynamic design, and visceral driving experience of the Z06 Convertible."

This is the first Z06 Convertible offered from the factory since 1963 when the Z06 option package was introduced for endurance racing. Records show only 199 Corvette orders with a Z06 package that year, including one convertible.

Recent technological advancements enable the building of a modern Z06 Convertible, said Corvette chief engineer Tadge Juechter

"Until recently it was not possible to create a lightweight, open-roof structure strong enough to cope with the braking, cornering, and acceleration of Corvette's top performance models," Juechter said. "The frame for the Z06 convertible leverages advancements in computer-aided engineering, metallurgy, and manufacturing techniques – many of which were not available just five years ago."

The aluminum structure is 20 percent stiffer than the previous, fixed-roof Z06. As there are no structural reinforcements needed for the Z06 Convertible, its curb weight is nearly identical to the Z06 Coupe. They also share the same chassis tuning, powertrain output, driver technologies and equipment options – including the Z07 Performance Package, which adds Brembo carbon-ceramic matrix brakes, Michelin Pilot Sport Cup tires and adjustable front- and rear-aerodynamic components.

"The most impressive aspect of the Z06 Convertible may be its performance bandwidth," said Juechter. "Very few cars on the market can match its combination of extreme, supercar levels of performance; the flexibility for daily driving and long-distance commuting; and the 360-degree, open-air driving experience only true convertibles can offer."

All-aluminum, high-tech foundation
The Corvette Z06 Convertible represents the culmination of more than four years developing an all-new, all-aluminum structure for the seventh generation Corvette. That structure, built at General Motors' Bowling Green Assembly plant, was designed to the specifications of the Corvette Stingray, Corvette Z06 and the Corvette Racing C7.R.

"We wanted a frame that was lighter than the steel frame of the previous Corvette, yet strong enough for both a 600-horsepower convertible and a 24-hour endurance racer," said Ed Moss, engineering group manager for Corvette structures. "That would not have been possible without improvements in computer-aided engineering software, which allowed us to model more than 17,000 frame iterations, with each iteration improving strength and stiffness, while reducing mass."

The team used nearly 186,000 computational hours of modeling to develop the frame. It features main rails composed of five customized aluminum segments, including aluminum extrusions at each end, a center main rail section and hollow-cast nodes at the suspension interface points. The gauge of each segment varies in thickness from 2mm to 11mm, tailored – along with the shape – to meet the strength and stiffness requirements for each frame section with minimal weight.

These components are assembled using many advanced manufacturing processes, including:
• 439 spot-welds using a GM-patented process that uses a unique electrode designed specifically for aluminum
• 188 Flowdrill-machined fasteners installed by a high-speed drill that extrudes the frame material to create a strong, integral collar tapped for bolt-on fasteners
• 113 feet of structural adhesives used in conjunction with welding and fasteners to increase overall frame stiffness
• 37 feet of laser welds, which join frame sections via a precise beam of high energy that minimizes heat beyond the weld area for improved structural accuracy.
The only structural differences between the Z06 Coupe and Convertible are provisions for mounting the power-folding top, and repositioned safety-belt mounts.

High-performance aerodynamics
Like the structure, only minor design changes distinguish the Z06 Coupe from the Convertible. The Z06 convertible features an electronic top that can be lowered remotely using the car's key fob. The top can also open or clos on the go, at speeds of up to 30 mph (50 km/h).

With the top up, the Z06 Convertible is designed for a refined driving experience. A thick fabric top, offered in four colors along with sound-absorbing padding and a glass rear window, contributes to a quiet cabin and premium appearance.

Behind the seat backs, dual accent panels – either Carbon Flash-painted or available with exposed carbon fiber – enhance the character lines of the tonneau cover. Corvette Stingray's signature "waterfall" design originates in the valley between the nacelles, bringing the exterior color into the interior.

The power-operated tonneau cover necessitated moving the air intakes for the differential and transmission coolers from the rear quarter panels on the Z06 Coupe to the underbody of the Z06 Convertible.

Otherwise, both models share the same, performance-driven aesthetic.

"Practically every exterior panel serves a functional purpose to meet the performance goals of the Z06," said Tom Peters, Corvette design director, "The flared fenders accommodate larger, wider wheels and tires for more grip. The larger vents provide more cooling air to the engine, brakes, transmission and differential for increased track capability. The more aggressive aerodynamic package generates true downforce for more cornering grip and high-speed stability."

Both Z06 models are fitted with Michelin tires (Pilot Super Sport tires for the Z06; Sport Cup 2 tires with the Z07 package): P285/30ZR19 front, and 335/25ZR20 rear.

The tires are mounted on lightweight, spin-cast aluminum wheels (19 x 10 inches in front and 20 x 12 inches in the rear). Their open, ultralight design showcases the massive Brembo brakes, which contribute to the design:
• The Z06 features two-piece steel rotors, measuring 14.6 x 1.3-inch (371 x 33 mm) front and 14.4 x 1-inch (365 x 25 mm) rear, with aluminum six-piston and four-piston fixed calipers, respectively
• The Z07 package adds larger, 15.5 x 1.4-inch (394 x 36 mm) front and 15.3 x 1.3-inch (388 x 33 mm) carbon ceramic-matrix brake rotors for consistent performance lap after lap. They collectively save 23 pounds over the standard Z06 rotors.

Both Z06 coupe and convertible will be available with one of three, increasing levels of aerodynamic downforce:
• The standard Z06 features a front splitter, spats around the front wheel openings, a unique carbon-fiber hood with a larger vent, and rear spoiler
• An available carbon-fiber aero package delivers aerodynamic downforce four times greater than the standard Z06. It adds a carbon fiber front splitter with aviation-style winglets, carbon fiber rocker panels, and a larger rear spoiler with a fixed wickerbill – a small, vertical tab at the edge of the spoiler that significantly increases downforce. The package is available in black or a visible carbon-fiber finish
• The available Z07 package adds larger winglets to the front splitter, along with an adjustable, see-through center section on the rear spoiler enabling customers to tailor the aerodynamics to their preference.

Compared to the Corvette Stingray, the Corvette Z06 fenders are 2.2 inches (56 mm) wider at the front, and 3.15 inches (80 mm) at the rear. Those extensions give the Corvette Z06 a wider, lower appearance further emphasized by a unique rear fascia. It incorporates the same taillamp assemblies as the Stingray, but on the Z06 the taillamps are pushed approximately three inches farther apart, toward to edges of the body.

The exterior design also reflects the increased cooling required for the new Corvette Z06. For example, the mesh pattern on the front fascia was designed to deliver the most possible airflow to the supercharger's intercooler heat exchanger, so much that the mesh grill directs more air into the engine bay than if the grille was removed.

The unique grille also features dedicated brake-cooling intakes and wider grille outlets on the bottom serve as air diffusers. A larger hood vent allows air driven through the grille to exit through the hood rather than being forced under the car, which could create lift.

Standard front and rear brake-cooling ducts, including Z06-signature rear ducts integrated in front of the rear fender openings, are also part of the functional design changes.

The Z06 benefits from interior details designed for high-performance driving, first introduced on the Stingray, including a steel-reinforced grab bar on the center console for the passenger and soft-touch materials on the edge of the console, where the driver naturally braces during high-load cornering.

Like the Stingray, the Z06 comes with two seating choices: a GT seat, for all-around comfort, and a Competition Sport seat with more aggressive side bolstering, which provides greater support on the track. A magnesium frame structure for both seats provides greater rigidity and strength compared with steel frames.

Unprecedented attention to detail and build quality complements the Corvette Z06's performance. All models feature a fully wrapped interior, with every surface covered by premium, soft-touch materials. Available materials, depending on the trim level, include Napa leather, aluminum, carbon fiber and micro-suede.

The interior also features a flat-bottom steering wheel with a carbon fiber center spoke. The Z06 comes in five interior colors, including two that are unique to Z06 – blue and dark gray.

Supercharged, efficient performance
The heart of the 2015 Corvette Z06 is the all-new LT4 6.2L supercharged V-8 engine, expected to deliver at least 625 horsepower (466 kW) and 635 lb-ft of torque (861 Nm). To balance performance and efficiency, the LT4 leverages the same trio of advanced technologies introduced on the Corvette Stingray: Direct injection, Active Fuel Management, or cylinder deactivation, and continuously variable valve timing.

These technologies – combined with the fuel-efficient multi-speed transmissions, aerodynamic design and lightweight construction – help make the new Z06 surprisingly fuel efficient.

"The supercharged LT4 engine delivers the greatest balance of performance and efficiency ever in the Corvette," said John Rydzewski, assistant chief engineer for Small-Block engines. "It is one of the world's only supercharged engines to incorporate cylinder deactivation technology, enabling it to cruise efficiently on the highway with reduced fuel consumption, but offer more than 600 horsepower whenever the driver calls up its tremendous power reserve."

The supercharged LT4 comes with a standard seven-speed manual transmission with Active Rev Match, or an all-new 8L90 eight-speed paddle-shift automatic transmission designed to enhance performance and efficiency. The seven-speed manual incorporates rev-matching technology for upshifts and downshifts. A new dual-mass flywheel and dual-disc clutch deliver greater shift quality and feel through lower inertia.

The eight-speed automatic is tuned for world-class shift-response times. Smaller steps between gears keep the LT4 within the sweet spot of the rpm band, making the most of the output of the supercharged engine for exhilarating performance and greater efficiency.

"There's no trade-off in drivability with the new 8L90 eight-speed automatic transmission – it was designed to deliver performance on par with dual-clutch designs, but without sacrificing refinement," said Bill Goodrich, assistant chief engineer for eight-speed automatic transmissions. "It is also the highest-capacity automatic transmission ever offered in a Chevrolet car."

Featuring four gearsets and five clutches, creative packaging enables the GM-developed eight-speed automatic to fit the same space as the six-speed automatic used in the Corvette Stingray. Extensive use of aluminum and magnesium make it more than eight pounds (4 kg) lighter than the six-speed. Along with design features that reduce friction, the 8L90 is expected to contribute up to 5-percent greater efficiency, when compared with a six-speed automatic.

Track-proven technologies
The 2015 Corvette Z06 Coupe and Convertible leverage the technologies introduced on the Corvette Stingray, with unique features and calibrations tailored for its capabilities.

"Our mission with the seventh-generation Corvette was to make the performance levels more accessible, enabling drivers to exploit every pound-foot of torque, every 'g' of grip and every pound of downforce," said Juechter. "It's a philosophy we introduced with the 460-horsepower Corvette Stingray – and one that's even more relevant with an estimated 625 horsepower at your beck and call."

The new Z06 retains the SLA-type front and rear suspension design of the Corvette Stingray but uniquely calibrated for the higher performance threshold. The third-generation Magnetic Selective Ride Control dampers, adjustable for touring comfort or maximum track performance via the standard Driver Mode Selector, are standard on Z06.

Like the Stingray, the Driver Mode Selector tailors up to a dozen features of the Z06 to suit the driver's environment, including:
• Launch control: Available in Track mode for manual and automatic transmissions, providing maximum off-the-line acceleration
• Traction control: Weather mode tailors traction control and engine torque for driving in inclement conditions
• Performance Traction Management: Available in Track mode and offers five settings of torque reduction and brake intervention for track driving
• Electronic Limited Slip Differential: Adjusts the rate at which the limited slip engages, balancing steering response and stability in different driving conditions with more aggressive performance in Sport and Track modes.

The smart electronic limited-slip differential, or eLSD, is standard. It features a hydraulically actuated clutch capable of infinitely varying clutch engagement. The system enhances all aspects of performance by constantly tailoring the clutch-pack engagement based on a unique algorithm that factors in vehicle speed, steering input and throttle position to improve steering feel, handling balance and traction.