Corvette Stingray
purple
Rp. 25.000
Berminat? sms saja ke kami di 085317351190
Keunggulan :
1. Model mobil klasik (keluaran tahun 1959).
2. Merupakan mobil konsep yang dipakai untuk balapan di era itu.
3. Warna mobil yang keren, ungu.
4. Desain mobil aerodinamis untuk tahun itu.
Review
Chevrolet Corvette adalah jenis mobil sport terkenal
berpintu dua yang sudah diproduksi sejak 1953. Sepuluh tahun kemudian,
Chevrolet mengambil keputusan berani dengan merancang ulang seluruh
penampilannya menjadi mobil baru dengan nama Corvette Sting Ray. Mobil
ini dirancang oleh Larry Shinoda dengan inspirasi utama dari rancangan
awal mobil yang tak diproduksi bernama “Q Corvette” yang dibuat oleh
Peter Brock dan Chuck Pohlmann.Corvette Sting Ray terkenal dengan kaca belakang yang terpisah dan hiasan ventilasi hood
yang tak berfungsi. Di balik bentuknya yang luar biasa, mobil ini
memiliki suspensi independen belakang yang baru dan efektif, menawarkan
keampuhan tambahan, injeksi bahan bakar tenaga blok kecil V8, dan yang
paling penting, secara mengejutkan, cukup terjangkau.
Majalah “Automobile” menyebut mobil Corvette Sting Ray sebagai “mobil paling keren dalam sejarah” dan majalah “Sports Car International” yang menempatkan mobil ini di urutan ke-5 dalam daftar “Mobil Sport Teratas Tahun 1960-an”.
The 1963 Sting Ray production car's lineage can be traced to two separate GM projects: the Q-Corvette, and perhaps more directly, Mitchell's racing Stingray. The Q-Corvette, initiated in 1957, envisioned a smaller, more advanced Corvette as a coupe-only model, boasting a rear transaxle, independent rear suspension, and four-wheel disc brakes, with the rear brakes mounted inboard. Exterior styling was purposeful, with peaked fenders, a long nose, and a short, bobbed tail.
Meanwhile, Zora Arkus-Duntov and other GM engineers had become fascinated with mid and rear-engine designs. It was during the Corvair's development that Duntov took the mid/rear-engine layout to its limits in the CERV I concept. The Chevrolet Experimental Research Vehicle was a lightweight, open-wheel single-seat racer. A rear-engined Corvette was briefly considered during 1958-60, progressing as far as a full-scale mock-up designed around the Corvair's entire rear-mounted power package, including its complicated air-cooled flat-six as an alternative to the Corvette's usual water-cooled V-8. By the fall of 1959, elements of the Q-Corvette and the Stingray Special racer would be incorporated into experimental project XP-720, which was the design program that led directly to the production 1963 Corvette Sting Ray. The XP-720 sought to deliver improved passenger accommodation, more luggage space, and superior ride and handling over previous Corvettes.
While Duntov was developing an innovative new chassis for the 1963 Corvette, designers were adapting and refining the basic look of the racing Stingray for the production model. A fully functional space buck (a wooden mock-up created to work out interior dimensions) was completed by early 1960, production coupe styling was locked up for the most part by April, and the interior, instrument panel included was in place by November. Only in the fall of 1960 did the designers turn their creative attention to a new version of the traditional Corvette convertible and, still later, its detachable hardtop. For the first time in the Corvette's history, wind tunnel testing helped refine the final shape, as did practical matters like interior space, windshield curvatures, and tooling limitations. Both body styles were extensively evaluated as production-ready 3/8-scale models at the Cal Tech wind tunnel.
The vehicle's inner structure received as much attention as the aerodynamics of its exterior . Fiberglass outer panels were retained, but the Sting Ray emerged with nearly twice as much steel support in its central structure as the 1958-62 Corvette. The resulting extra weight was balanced by a reduction in fiberglass thickness, so the finished product actually weighed a bit less than the old roadster. Passenger room was as good as before despite the tighter wheelbase, and the reinforcing steel girder made the cockpit both stronger and safer.[5]
Majalah “Automobile” menyebut mobil Corvette Sting Ray sebagai “mobil paling keren dalam sejarah” dan majalah “Sports Car International” yang menempatkan mobil ini di urutan ke-5 dalam daftar “Mobil Sport Teratas Tahun 1960-an”.
The 1963 Sting Ray production car's lineage can be traced to two separate GM projects: the Q-Corvette, and perhaps more directly, Mitchell's racing Stingray. The Q-Corvette, initiated in 1957, envisioned a smaller, more advanced Corvette as a coupe-only model, boasting a rear transaxle, independent rear suspension, and four-wheel disc brakes, with the rear brakes mounted inboard. Exterior styling was purposeful, with peaked fenders, a long nose, and a short, bobbed tail.
Meanwhile, Zora Arkus-Duntov and other GM engineers had become fascinated with mid and rear-engine designs. It was during the Corvair's development that Duntov took the mid/rear-engine layout to its limits in the CERV I concept. The Chevrolet Experimental Research Vehicle was a lightweight, open-wheel single-seat racer. A rear-engined Corvette was briefly considered during 1958-60, progressing as far as a full-scale mock-up designed around the Corvair's entire rear-mounted power package, including its complicated air-cooled flat-six as an alternative to the Corvette's usual water-cooled V-8. By the fall of 1959, elements of the Q-Corvette and the Stingray Special racer would be incorporated into experimental project XP-720, which was the design program that led directly to the production 1963 Corvette Sting Ray. The XP-720 sought to deliver improved passenger accommodation, more luggage space, and superior ride and handling over previous Corvettes.
While Duntov was developing an innovative new chassis for the 1963 Corvette, designers were adapting and refining the basic look of the racing Stingray for the production model. A fully functional space buck (a wooden mock-up created to work out interior dimensions) was completed by early 1960, production coupe styling was locked up for the most part by April, and the interior, instrument panel included was in place by November. Only in the fall of 1960 did the designers turn their creative attention to a new version of the traditional Corvette convertible and, still later, its detachable hardtop. For the first time in the Corvette's history, wind tunnel testing helped refine the final shape, as did practical matters like interior space, windshield curvatures, and tooling limitations. Both body styles were extensively evaluated as production-ready 3/8-scale models at the Cal Tech wind tunnel.
The vehicle's inner structure received as much attention as the aerodynamics of its exterior . Fiberglass outer panels were retained, but the Sting Ray emerged with nearly twice as much steel support in its central structure as the 1958-62 Corvette. The resulting extra weight was balanced by a reduction in fiberglass thickness, so the finished product actually weighed a bit less than the old roadster. Passenger room was as good as before despite the tighter wheelbase, and the reinforcing steel girder made the cockpit both stronger and safer.[5]
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