All language subtitles for How.Its.Made.Dream.Cars.S02E08.Chevrolet.Corvette.Stingray.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

Narrator: TODAY ON
"HOW IT'S MADE: DREAM CARS" --

THE CHEVROLET CORVETTE STINGRAY,

A LEGEND REINVENTED.

-- Captions by VITAC --
www.vitac.com

CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

Narrator: IN 1981,
GENERAL MOTORS MOVED

ITS CHEVROLET CORVETTE
ASSEMBLY PLANT

TO BOWLING GREEN, KENTUCKY,

WHICH IS ALSO HOME TO
THE NATIONAL CORVETTE MUSEUM.

HERE, A BUST PAYS TRIBUTE
TO ZORA ARKUS-DUNTOV,

THE MAN KNOWN AS
THE FATHER OF THE CORVETTE.

THE FIRST CORVETTE DESIGN
WAS LED BY

GENERAL MOTORS HEAD OF DESIGN
HARLEY EARL IN 1953.

NOT LONG AFTER,

ZORA ARKUS-DUNTOV
SAW THAT ORIGINAL CAR

AT A NEW YORK
MOTORAMA EXHIBITION

AND FELL IN LOVE
WITH THE CORVETTE LOOK.

BY THE 1960S,

HE HELPED CREATE
THE FAMOUS CORVETTE STINGRAY,

A STYLISH AND POWERFUL
SPORTS CAR.

CHEVROLET STOPPED USING
THE STINGRAY NAME ON CORVETTES

AFTER 1976.

BUT WITH THE SEVENTH GENERATION
OF THE CORVETTE,

STINGRAY RIDES AGAIN.

IT INCORPORATES

ALUMINUM AND CARBON FIBER
MATERIALS TOGETHER

WITH STATE-OF-THE-ART
POWER TRAIN TECHNOLOGY.

THIS CAR HAS BEEN
COMPLETELY REDESIGNED

TO CREATE A FAST,
LIGHTWEIGHT UPDATE

TO THE AUTOMOTIVE LEGEND.

HERE, A ROBOT POSITIONS
COMPONENTS OF THE STINGRAY FRAME

IN A JIG, KNOWN AS
A GEOMETRY SETTING TOOL.

WITH THE FIRST COMPONENT
IN PLACE,

A WORKER LOADS IN A PART CALLED
THE SEAT BACK BEAM,

FOLLOWED BY THE SEAT BACK PANELS

AND THE TUNNEL SIDE PANELS.

THESE ARE ALL PART
OF A COMPONENT

SIMPLY CALLED THE TUNNEL.

ONCE THE SETTING TOOL HAS

CLAMPED EVERYTHING
FIRMLY IN PLACE,

THE WALL BEHIND IT
PIVOTS ON ITS AXIS

AND SWIVELS 180 DEGREES,

REVEALING
A RECENTLY WELDED TUNNEL.

ON THE OTHER SIDE OF THAT WALL,

A PAIR OF ROBOTS BEGIN
WELDING THE PARTS.

JUST 155 SECONDS LATER,

THE TUNNEL IS WELDED
AND READY FOR THE NEXT STEP.

A ROBOT PREPARES
THE BODY LIFE RAILS.

A SECOND ROBOT LOADS THE TUNNEL
BETWEEN THE RAILS

ON THE TOOLING FIXTURE.

THE CAR BODY
BEGINS TO TAKE SHAPE

AS THE FRONT AND REAR BUMPERS
GO ON.

ALL OF THE COMPONENTS
ARE MADE OF ALUMINUM,

WHICH OFFERS RUST-FREE RIGIDITY,
LIGHTNESS, AND DURABILITY.

ONCE ALL THE COMPONENTS OF
THE FRAME ARE CLAMPED IN PLACE,

A ROBOT QUICKLY WELDS THE JOINTS

BEFORE THE FRAMES HEADS TO
THE NEXT STATION.

BY THE TIME THE STINGRAY
IS FINISHED,

IT'LL HAVE
ROUGHLY 350 RESISTANT SPOT WELDS

AND ABOUT 70 LASER WELDS.

THAT'S MORE THAN 36 FEET
OF LASER WELDS.

WHILE THE FRAME IS
A VITAL ELEMENT OF THE CORVETTE,

THE BODY PANELS CREATE
THE STINGRAY'S DISTINCTIVE LOOK.

HERE, A WORKER LOADS
A SET OF PANELS ONTO A CARRIER.

THE CARRIER MOVES AT A SPEED

PROGRAMMED TO KEEP UP WITH
THE PACE OF PRODUCTION.

AT THE PRIMING BOOTH ENTRANCE,

A READER SCANS
THE UNIQUE BAR CODE

LOCATED ON EACH CARRIER

AND SENDS THE INFORMATION
TO A COMPUTER,

WHICH TELLS THE ROBOTS
WHAT TO DO.

IN JUST 2 1/2 MINUTES,

THEY PRIME THE ENTIRE SET
OF PANELS.

THE PANELS THEN HEAD ACROSS
THE HALL INTO A GIANT OVEN,

WHERE THEY WILL BAKE
FOR 30 MINUTES

AT A TEMPERATURE
OF 260 DEGREES FAHRENHEIT.

AFTER THAT, THE PANELS WILL
RECEIVE A BASE COAT

IN ONE OF 10 DIFFERENT COLORS,
FOLLOWED BY A CLEAR COAT.

FINALLY, THEY ARRIVE HERE,

WHERE A TEAM OF TECHNICIANS
INSPECT THE SURFACES

AND CORRECT ANY DEFECTS
WITH SANDERS AND POLISHERS.

THE PAINT SHOP ALSO HANDLES
ANOTHER PROCESS

CALLED SONIC WELDING.

HERE, A WORKER POSITIONS
THE CORVETTE EMBLEM

IN A FIXTURE,

THEN LAYS THE CAR'S FASCIA
ON TOP.

HE INSERTS COMPOSITE BRACKETS
INTO THE FASCIA.

THE FASCIA AND THE BRACKETS,
WHICH ARE MADE OF A MATERIAL

CALLED THERMOPLASTIC POLYOLEFIN,
OR T.P.O.,

FORM THE NOSE OF THE CAR.

THESE BRACKETS WILL PROVIDE
LOCATING POINTS

FOR THE HEADLIGHT INSTALLATION.

ONCE THEY'RE INSTALLED,
THE WORKER CLAMPS THEM IN PLACE.

A ROBOTIC ARM BEGINS
THE ULTRASONIC WELDING PROCESS.

THIS MEANS IT USES
HIGH FREQUENCY SOUND WAVES

TO MELT THE BRACKET
ON TO THE FASCIA

AT SPECIFIED WELD POINTS.

THESE SOUND WAVES ARE INAUDIBLE.

THERE ARE 25 WELD POINTS
FOR THIS PART.

THE ROBOT COMPLETES ITS TASK
IN JUST 3 MINUTES,

PERFECTLY BONDING THE BRACKETS
AND THE EMBLEM TO THE PANEL.

Narrator: AT THE HEART
OF EVERY CORVETTE

IS A CLASSIC
AMERICAN V8 POWERHOUSE.

THE STINGRAY'S ENGINE IS
6.2 LITERS, 461 HORSEPOWER,

AND HAS A TOP SPEED OF
190 MILES PER HOUR.

THE ENGINES ARE MADE HERE

AT THE G.M. TONAWANDA
ENGINE PLANT

IN BUFFALO, NEW YORK.

THEY START WITH A PRECISION
SAND CAST ALUMINUM BLOCK.

HERE, A TEAM OF ROBOTS
CONDUCTS A SERIES OF TESTS,

INCLUDING
THE WATER JACKET LEAK TEST

AND BLOCKAGE TESTS.

A CAMERA CHECKS
FOR THE PRESENCE

OF ALL THE NECESSARY
THREADED HOLES

THAT WILL PROVIDE
ATTACHMENT POINTS

DURING THE ASSEMBLY OF THE CAR
AT BOWLING GREEN.

A DATA BOLT,

WHICH IS AN ACTUAL BOLT
THAT CONTAINS A COMPUTER CHIP,

RECORDS THE ENGINE'S PROGRESS
AS IT MOVES THROUGH PRODUCTION

AT TONAWANDA.

HERE, A WORKER PREPARES
TO INSTALL THE CRANKSHAFT.

HE PLACES A SPECIALIZED GUIDE
IN THE BLOCK

TO PREVENT ANY DAMAGE
TO THE CRANKCASE

AS HE LOWERS THE PRE-OILED
CRANKSHAFT INTO POSITION.

THESE POWDERED METAL PISTON RODS
ARE KNOWN AS FRACTURED RODS.

THAT'S BECAUSE THE SUPPLIER
ACTUALLY BREAKS THEM

AT THE POINT WHERE THEY WILL
ENCIRCLE THE CRANKSHAFT.

THE IRREGULARITY
OF THE FRACTURE SURFACES

ALLOW THE TECHNICIANS
AT TONAWANDA

TO REALIGN THE RODS PERFECTLY
DURING INSTALLATION.

NOW A TECHNICIAN USES A DEVICE
CALLED A PISTON CUP

TO COMPRESS THE PISTON RINGS
AT TAPERING ANGLE.

THIS MAKES IT EASIER
TO SLIDE THE PISTON ASSEMBLY

INTO THE CYLINDER.

THE SECOND WORKER USES
A BLUE TOOL CALLED A GUIDEFORK

TO GUIDE THE ROD IN WITHOUT
DAMAGING THE PISTON LINER

OR THE CRANKSHAFT.

THIS IS THE OIL PAN RTV STATION.

RTV STANDS FOR "ROOM-TEMPERATURE
VULCANIZATION."

WITH THE BOTTOM SECTION OF
THE OIL PAN CLAMPED UPSIDE DOWN,

THE MACHINE SQUEEZES
A THIN BEAD OF RTV

AROUND ITS PERIMETER.

A CAMERA VERIFIES THAT
THE ORIENTATION IS CORRECT.

THE MACHINE FLIPS THE BOTTOM
SECTION OF THE OIL PAN

180 DEGREES

AND BRINGS THE TOP SECTION
UP TO MEET IT.

THE TURNTABLE THEN SWIVELS,

DELIVERING THE NEXT OIL PAN

WHILE ALLOWING THE WORKER
TO TRANSFER THE FINISHED ONE

ONTO AN INVERTED ENGINE BLOCK.

THIS PROCESS MUST
BE ACCOMPLISHED QUICKLY

BEFORE THE RTV HAS A CHANCE
TO CURE.

16 SPINDLES DESCEND
TO TIGHTEN THE OIL PAN FASTENERS

TO THE PRECISE TORQUE REQUIRED.

HERE AT
THE HEAD SUB ASSEMBLY STATION,

THIS MACHINE INSTALLS BOTH
THE EXHAUST AND INTAKE VALVES

AT THE RATE OF 48 PARTS
IN JUST 40 SECONDS.

ONE OF THE ARMS GRABS
A SET OF VALVE COMPONENTS,

DIPS THEM IN OIL,
AND INSERTS THEM.

THE MACHINE FLIPS THE HEAD,

THEN THE SECOND ARM INSTALLS
A SERIES OF SPRINGS,

COMPRESSING THEM SLIGHTLY

AND DROPPING A KEY
DOWN INSIDE THEM.

AS THE SPRING DECOMPRESSES,

THE KEY LOCKS,
HOLDING THE SPRING IN PLACE.

A TECHNICIAN POSITIONS
A COMPONENT

CALLED A CYLINDER HEAD GASKET
ON THE ENGINE

BEFORE INSTALLING THE HEAD.

THIS GASKET IS A HIGH TECH,
MULTILAYER STEEL COMPONENT

THAT MUST SEAL IN OIL, COOLANT,
AND COMBUSTION.

THE CYLINDER HEAD'S
INTEGRATIVE FUEL RAIL TO

ACCOMMODATE THE DIRECT INJECTION
FUEL SYSTEM.

TWO WORKERS INSERT
THE 16 PUSH RODS

THAT WILL TRANSMIT MOTION FROM
THE CAM SHAFT TO THE VALVES.

ONCE THE RODS ARE IN PLACE,

THE WORKERS INSTALL COMPONENTS
CALLED ROCKER ARMS.

THE MOTION OF THE CAM SHAFT WILL
TRANSFER THROUGH THE PUSH RODS

TO THE ROCKER ARMS
AND THEN TO THE VALVES.

THE WORKERS HAVE ONLY PARTIALLY
SCREWED THE ROCKER ARMS

IN PLACE.

AT THIS STATION,
A SPECIALIZED DEVICE

ORIENTS THE ENGINE
SO THAT NO VALVES ARE OPEN

BEFORE TIGHTENING THE BOLTS
TO THE NECESSARY TORQUE.

THIS OPERATION IS CALLED
THE ROCKER ARM RUNDOWN.

A TECHNICIAN INSTALLS
THE ROCKER COVER AND COIL PACKS.

THE ROCKER COVER
SEALS THE VALVE TRAIN,

WHILE THE COIL PACKS
SUPPLY IGNITION ENERGY

TO THE SPARK PLUGS.

A PIECE OF FOAM SOUND INSULATION
GOES OVER THE ENGINE

BEFORE A TECHNICIAN POSITIONS

THE HIGH DENSITY COMPOSITE
PLASTIC INTAKE MANIFOLD ON TOP.

LAST BUT NOT LEAST,

A MACHINE ATTACHES
THE EXHAUST MANIFOLD

TOGETHER WITH ITS GASKET.

MADE OF CAST STAINLESS STEEL
FOR STRENGTH AND DURABILITY,

THE EXHAUST MANIFOLD FEATURES
EQUAL LENGTH RUNNERS

FOR OPTIMAL ENGINE PERFORMANCE.

Narrator: FROM START TO FINISH,

THE NEW
CHEVROLET CORVETTE STINGRAY

WILL TRAVEL SEVEN MILES
ON A NETWORK OF CONVEYOR SYSTEMS

AS WORKERS TRANSFORM
THE COMPONENTS

INTO A COMPLETE CAR

OVER THE COURSE
OF THREE AND A HALF DAYS.

SINCE 1981,

ALL CORVETTES HAVE BEEN MADE
HERE IN BOWLING GREEN, KENTUCKY,

AT THE BOWLING GREEN
ASSEMBLY PLANT,

WHICH COVERS
1,000,000 SQUARE FEET.

TO BUILD THE CAR, WORKERS RELY
ON A SPECIAL CONVEYOR SYSTEM

KNOWN AS A TOWVEYOR.

THIS CONSISTS OF TOW CARTS WHICH
MOVE AT PRECISELY TIME SPEEDS

ALONG TRACKS SET IN THE FLOOR.

THIS ALLOWS WORKERS TO MOUNT
COMPONENTS ON THE CHASSIS

AS IT MOVES, ENSURING SMOOTH,
TIMELY ASSEMBLY.

HERE, A WORKER USES A HOIST
TO SETTLE THE TRANSMISSION

INTO ITS CRADLE,
WHERE THEY WILL SECURE IT.

THE NEW STINGRAY COMES WITH
TWO TRANSMISSION OPTIONS --

AN 8-SPEED
AUTOMATIC TRANSMISSION

WITH PADDLE SHIFTING,

OR A 7-SPEED MANUAL TRANSMISSION
WITH ACTIVE REV MATCH.

AS THE CHASSIS MOVES ALONG,

THE ENGINE TRAVELS
A PARALLEL ASSEMBLY LINE.

THE TWO LINES MEET
AT PRECISELY THE RIGHT TIME.

WORKERS TRANSFER THE FINISHED
ENGINE TO THE CHASSIS

AND LOWER IT INTO POSITION.

WORKERS NOW CONNECT A LONG
CYLINDER CALLED A TORQUE TUBE,

WHICH WILL TRANSFER
THE ENGINE'S TORQUE

TO THE TRANSMISSION.

AND, OF COURSE, THE TRANSMISSION
WILL BE CONTROLLED

FROM THE STINGRAY'S
HIGH TECH COCKPIT,

WHICH IS READY FOR INSTALLATION.

ALL THE JOINTS GET
A PROTECTIVE COATING OF URETHANE

BEFORE A ROBOT LOWERS
THE COCKPIT ONTO THE CAR FRAME.

32 BOLTS ON EACH SIDE
SECURE IT IN POSITION.

AT THIS STATION,

A ROBOT APPLIES
A URETHANE ADHESIVE

ON A COMPONENT CALLED
THE WHEELHOUSE,

AS A CART DOCKS THE CAR
IN A PRECISE LOCATION.

AUTOMATED LIFTS INSTALL
THE WHEELHOUSES ON THE CAR

AND HOLD THEM THERE
FOR 90 SECONDS

AS THE ADHESIVE CURES.

A WORKER BRINGS THE LEFT REAR
QUARTER PANEL TO THE CAR

AND ATTACHES IT
WITH SEVERAL SCREWS ON THE TOP

AND SEVERAL IN THE DOORFRAME.

NEXT, SHE INSTALLS
THE FUEL NOZZLE.

WITH THE NEW CORVETTE STINGRAY,

YOU'LL NEVER ACCIDENTALLY
LEAVE YOUR GAS CAP BEHIND

AT THE SERVICE STATION.

THAT'S BECAUSE
THERE IS NO GAS CAP.

THANKS TO A CLEVER,
SPRING-LOADED MECHANISM,

THE NOZZLE SELF-SEALS
WHEN YOU FINISH FUELING UP.

NEXT, TECHNICIANS USE HOISTS
TO INSTALL THE SEATS.

THERE ARE TWO DIFFERENT
SEATS OPTIONS --

THE STANDARD GT
AND THE COMPETITION SPORT.

A PROTECTIVE RING AROUND THE
PERIMETER OF THE DOOR OPENING

ENSURES THIS PROCESS
WON'T DAMAGE THE CAR BODY.

A WORKER REMOVES THE BACKING

FROM A SELF-ADHESIVE
CORVETTE EMBLEM.

HE USES A JIG TO MAKE SURE

THE EMBLEM IS
PERFECTLY POSITIONED

BEFORE ADHERING IT TO
THE REAR FASCIA OF THE CAR.

WHILE THERE, HE ALSO
TAKES THE OPPORTUNITY

TO TEST THE REAR L.E.D. LIGHTS.

HE NOW ROTATES THE PANEL
TO THE UPRIGHT POSITION.

ALTHOUGH THE REAR FASCIA
IS LIGHTWEIGHT,

CORVETTE MANDATES

THAT TWO WORKERS SHOULD
WALK THE PART TO THE CAR.

THIS HELPS PREVENT
DAMAGE BEING DONE

TO EITHER THE PART OR THE CAR

AS THE WORKERS
CAREFULLY INSTALL IT TOGETHER.

THE POWER TRAIN AND THE CAR BODY
HAVE BEEN ASSEMBLED

ON TWO SEPARATE CONVEYOR LINES

THAT ARE PRECISELY TIMED
TO CONVERGE HERE.

THE OVERHEAD CONVEYOR
SLOWLY LOWERS THE BODY,

AS THE TOWVEYOR RAISES
THE POWER TRAIN TO MEET IT.

ONCE TECHNICIANS HAVE

BOLTED THE BODY
AND ITS POWER TRAIN TOGETHER,

WORKERS INSTALL THE HOOD,

WHICH IS MADE OF STRONG,
LIGHTWEIGHT CARBON FIBER.

A TECHNICIAN THEN USES SPACERS,
OR GAP TOOLS,

TO MAKE SURE THE GAP BETWEEN

THE HOOD AND THE REST
OF THE CAR BODY

IS THE CORRECT WIDTH.

AFTER FASTENING THE HOOD
TO THE CAR

AT ITS ATTACHMENT POINTS,

HE DOUBLE-CHECKS THE WIDTH
WITH A SET OF GAUGES.

SATISFIED,
HE REMOVES THE GAP TOOLS.

A WORKER NOW INSTALLS
THE HEADLIGHTS.

THE CORVETTE STINGRAY FEATURES
AMBER L.E.D. TURN SIGNALS,

FRAMING THE BI-XENON,
FROSTED, INDIRECT,

H.I.D. HIGH AND LOW BEAM
HEADLIGHTS.

THERE ARE ALSO WHITE L.E.D.
D.R.L. UNDER EACH PROJECTOR.

WITH THE LIGHTS FULLY INSTALLED,

TWO WORKERS CAN NOW CARRY
THE FRONT FENDER TO THE CAR

AND POSITION IT
FOR INSTALLATION.

THE FENDER INCLUDES THE
STINGRAY'S DISTINCTIVE GRILLE

AND THE CORVETTE'S
FAMOUS EMBLEM.

A TECHNICIAN USES A HOIST

TO POSITION THE WHEELS
FOR INSTALLATION.

THE WHEELS FEATURE

MICHELIN PILOT
SUPER SPORT TIRES,

SPECIFICALLY DESIGNED
FOR THE STINGRAY.

Narrator: A FULLY DECKED OUT

SEVENTH GENERATION
CORVETTE STINGRAY

FEATURES MAGNETIC
SELECTIVE ROD CONTROL,

HEAD-UP DISPLAY,

A 10-SPEAKER AUDIO SYSTEM,

AND A DRIVER MODE SELECTOR
WITH FIVE DIFFERENT OPTIONS.

THESE CORVETTES ARE
COMPLETELY ASSEMBLED.

AN OVERHEAD CONVEYOR SYSTEM
SLOWLY LOWERS THEM

UNTIL THE WHEELS TOUCH
THE GROUND FOR THE FIRST TIME.

THE CAR HAS A DRY WEIGHT
OF 3,159 POUNDS.

WITH ALL ITS FLUIDS,

THE CURB WEIGHT WILL BE
3,302 POUNDS.

HERE, BRIGHT SIDE LIGHTING
ALLOWS TECHNICIANS

TO CAREFULLY INSPECT THE CAR
FOR ANY FLAWS IN THE PAINT JOB

OR THE GAPS BETWEEN
THE BODY PANELS.

A WORKER THEN STARTS THE CAR UP
FOR THE FIRST TIME

AND DRIVES IT OVER
A RUMPLE STRIP

TO AN ALIGNMENT STATION.

HERE, TECHNICIANS WILL USE
PRECISION EQUIPMENT

TO PERFECTLY ALIGN

THE STEERING SYSTEM
AND THE HEADLIGHTS.

IN A PIT
UNDER THE ALIGNMENT STATION,

A WORKER CAREFULLY ADJUSTS
THE WHEELS.

THE STEERING WHEEL MUST BE
NO MORE THAN 5 MILLIMETERS

OFF ITS CENTER POSITION

WHEN THE WHEELS ARE POINTED
STRAIGHT AHEAD.

SIMULTANEOUSLY,

AN OPTICAL SENSOR MOVES
BACK AND FORTH

IN FRONT OF THE CAR

TO GAUGE THE POSITION
OF THE HEADLIGHTS.

AT A DISTANCE OF 25 FEET,
THE MIDDLE OF THE HEADLIGHT BEAM

CAN BE NO MORE THAN
5 MILLIMETERS OFF CENTER.

THE CAR IS NOW READY FOR
THE DYNAMIC VEHICLE TEST.

HERE, A DRIVER TRIES OUT
EVERY SWITCH

WHILE REVVING THE CAR
UP TO 80 MILES PER HOUR,

AS A COMPUTER RUNS OVER
800 TESTS IN JUST 2 MINUTES.

IT CHECKS EVERYTHING
FROM THE ENGINE CYLINDERS

TO TRANSMISSION SHIFTING
AND EMISSION LEVELS.

ONCE PAST
THE DYNAMIC VEHICLE TEST,

THE CAR MUST ENDURE A POWERFUL,
SIMULATED TROPICAL STORM.

THIS IS KNOWN AS THE WATER TEST.

FOR 2 SOLID MINUTES,

HIGH PRESSURE JETS
HAMMER THE CAR

WITH 12 GALLONS PER SECOND.

THE DRIVER USES A FLASHLIGHT
TO EXAMINE THE INTERIOR

FOR ANY SIGNS OF LEAKAGE.

UNDER SUCH AN INTENSE BARRAGE,

THE SMALLEST CRACK WILL SHOW UP.

THE DRIVER NOW TAKES THE CAR

OVER SOMETHING CALLED
THE SQUEAK AND RATTLE TRACK,

WHICH SIMULATES
DIFFERENT ROAD CONDITIONS.

AS HE DRIVES, HE LISTENS
CAREFULLY FOR...WHAT ELSE?

SQUEAKS AND RATTLES.

THE NEW STINGRAY IS THE LATEST

IN A LONG LINE
OF FAMOUS CORVETTES.

IN FACT, CHEVROLET HAS MADE

MORE THAN 1.5 MILLION OF THEM
IN TOTAL.

IN PRODUCTION SINCE 1953,

THE CORVETTE IS THE WORLD'S
LONGEST RUNNING,

CONTINUOUSLY PRODUCED
PASSENGER CAR.

THE ORIGINAL 1960 STINGRAY
TOOK MORNING THAN JUST ITS NAME

FROM THAT HYDRODYNAMIC FISH.

THE DESIGN OF BOTH THE OLD
AND THE NEW CORVETTE STINGRAY

FEATURES
SMOOTHLY CURVING TRANSITIONS

FROM SURFACE TO SURFACE,

ENABLING AIR TO FLOW OVER
AND AROUND IT AT HIGH SPEED.

THIS DESIGN FEATURE,

TAKEN TOGETHER WITH THE NEW
STINGRAY'S POWERFUL V8 ENGINE,

HIGH TECH TRANSMISSION,
AND LIGHTWEIGHT CONSTRUCTION,

MAKE IT A TRUE CORVETTE,

PAYING TRIBUTE TO
A CELEBRATED PAST

WHILE ROARING INTO THE FUTURE.