From the December 2015 issue

Let’s get this out of the way up front: The litany of breakdowns suffered by our long-term 2014 Chevrolet Corvette Stingray Z51 (C7) was simply appalling. Yes, we know a car is a machine made up of thousands of components, and that despite massive leaps in technology and manufacturing that make cars far more reliable today than they were just a couple of product cycles ago, things can and do go wrong. But sheesh.

Things were fine at first, starting with our coupe’s base price of $51,995, which is nearly 30 grand less than the base price of another popular way to go fast, the Porsche 911. Among the C7’s standard features are its rigid aluminum space frame and lightweight Batman bodywork that always grabs attention, even in our test car’s reserved Blade Silver Metallic. Contrasting black wheels ($495) and “carbon flash” exterior accents ($100) surely helped. The suspension still uses composite (fiberglass) transverse leaf springs, but the Stingray is ­altogether more high-tech and engaging to operate than before.

The C7’s interior is vastly improved from the C6’s. Nicely equipped to start, our test car also included the mid-level 2LT equipment group ($4210), which added heated and ventilated seats, a color head-up display, and other luxuries. We also opted for carbon-fiber interior trim ($995) and Chevy’s MyLink navigation ($795). The “Car and Driver” identification plaque on the console ($200) flattered our already-inflated egos. As tested, including other options to be cited shortly, the car’s price was $66,575. Little did we know how special it really was.

Our Stingray’s problems started innocently enough when—at 850 miles—the eight-inch center touch screen began malfunctioning because of contact with the surrounding trim panel. Adjusting the trim piece was a simple warranty fix, but other problems followed.

View Photos Top left: During its 17 months in our care, the Stingray was powered by 16 cylinders. Unfortunately, not all at the same time. MARC URBANO, MICHAEL SIMARI

GM’s new aluminum-block, 6.2-liter LT1 V-8 is the heart of the C7, and most of the time it thundered to life and roared like a NASCAR stocker as we worked the standard seven-speed manual transaxle. Our optional variable performance exhaust ($1195) gave it a motorboat yowl. Rated at 460 horsepower and 465 pound-feet of torque, the big LT1 smoothly chugged away from idle and yanked itself up to its 6600-rpm redline.

The latest small-block is clever, too, with direct fuel injection, variable valve timing, and cylinder deactivation. Assisted by the Stingray’s slick profile and tall g­earing, we averaged 21 mpg overall and regularly ­traveled more than 30 highway miles on a ­gallon of premium, making the Corvette an adept road-trip companion. It was comfortably long-legged on ventures to New Jersey, North Carolina, Virginia, and Wisconsin. After its recommended break-in period, our 3436-pound test car was properly quick, reaching 60 mph in 3.9 seconds and covering the quarter in 12.2 seconds at 118 mph.

But the dry-sump oiling system included with the $2800 Z51 package could not prevent the engine from self-destructing. It grenaded at 6000 miles, when we rolled onto a local chassis dynamometer to meas­ure the LT1’s power at the pavement. The engine started to eat itself before we could begin the testing in earnest. Fearing the V-8 was in the early stages of seizure, we shut it down and ordered a flatbed for transport to our dealership.

It took the dealer two weeks to replace the engine under warranty, and GM engineers provided a full tear-down and analysis of the mishap. A connecting-rod bearing had failed, sending debris through the LT1’s belly and chewing up more internals. In related news, GM acknowledged that the engine manufacturing plant had experienced some difficulty ridding the inside of the block of machining burrs. As luck would have it, its oil-filter manufacturer had a similar problem; some filters had a thread shard that could come loose and contaminate the lubrication system. The only good part of this story is that our engine was replaced at no charge.

View Photos MARC URBANO, MICHAEL SIMARI

Acceleration figures were about the same with the second engine when we returned to the track at the end of the test. Yet, technical editor K.C. Colwell noted that the car would’ve likely been quicker than new if the shifter wasn’t “tighter than any other C7 I’ve driven.” Other drivers agreed, chiding the seven-speed for its chunky engagement, propensity to pop out of lower gears, and the difficulty in navigating the tightly spaced gates. At 38,000 miles, we had the dealer adjust the shifter’s linkage in accordance with a service bulletin, but that made little difference.

The Stingray’s bad luck piled on with the miles. Fixing a windshield stone chip wasn’t a big deal at $50, but the glass subsequently cracked, costing us $937 for a replacement. We also had to shell out $854 for new rear Michelins at 13,000 miles because of a puncture, and wearing out the fronts in 31,000 miles drained the coffers of another $714.

The C7’s seats are a huge improvement over the C6’s, which provided little lateral support and rocked back unsettlingly. But our car’s $1995 Competition Sport thrones left us of two minds. While some drivers found them supremely comfortable for long treks, others called them overkill and found the short bottom cushion unsupportive. Their elevated hip points also gave the awkward feeling of sitting on a phone book and adversely affected the driving position. And then the passenger’s seat-mounted side airbag needed to be swapped out at 15,000 miles because of a defect prompting a recall. The car was returned to us with an unraveling driver’s seatback cover, which would ultimately need to be replaced, too.

Although we had fitted excellent Michelin Pilot Alpin PA4 winter tires, the Corvette struggled in the deep freeze of our Michigan winter. In sub-zero temps, the LT1 V-8 could take up to 12 seconds of cranking before firing, which surely contributed to the starter motor dying at 21,000 miles. Shortly thereafter, the brain of the Stingray’s heating-and-air-conditioning system began shutting down intermittently—in mid-January—and needed to be swapped. We donned parkas and limped the car along while the dealer ordered a new control unit, but this issue still took nearly three weeks to resolve.

View Photos We still appreciate the C7 Stingray's brilliant-cut faceted styling, and we don't miss round taillights one little bit, actually. MARC URBANO, MICHAEL SIMARI

The C7’s axle seals began leaking lubricant at 25,000 miles. Frigid winter weather probably aggravated this failure. GM was in the process of installing more-durable seals in production, and the improved parts supplied to our dealer cured the issue. But it’s worth mentioning that neither our long-term 2014 Jaguar F-type V-8 S nor our 2014 Porsche Cayman S, which both suffered through the same awful winter, had any problems dealing with the cold.

Throughout the frigid months, the Corvette was the car to avoid. The heated seats only got lukewarm, and the already-finicky shifter felt like it was stirring a bag of cement until the drivetrain warmed up. We also were tiring of the cacophony of road and tire noise that suffused the cabin, exacerbated by winter tires. The C7’s aggressive steering geometry also meant that the front tires would annoyingly scrub in tight parking maneuvers, a tradeoff for the car’s impressive handling.

The Stingray’s final 15,000 miles were mostly trouble-free once the weather warmed. Although several drivers noted that they would’ve probably traded in the Corvette by now were it their personal car, we went back to enjoying the rest of the Z51’s performance hardware: sportier suspension settings, an electronic limited-slip differential, shorter transmission gearing, larger slotted brake rotors, transmission and differential coolers, and 19-inch front and 20-inch rear wheels with run-flat Michelin Pilot Super Sport tires (245/35s in front and 285/30s at the rear).

The optional Magnetic Ride Control dampers with GM’s Performance Traction Management ($1795) further aided the chassis’ balance and grip with little apparent harm to the C7’s ride quality. Both systems are integrated into the console’s Drive Mode Selector dial, which can tune the car’s various systems from relaxed to race via five settings (snow/rain, eco, tour, sport, and track). The flexibility allowed the Stingray to be as poised in a fast sweeper as it was trundling down the highway. We all agreed the electric power steering had great feel and response, and the V-8’s soundtrack never grew old.

View Photos Bottom left: Somehow we managed to not pry off this badge before we returned the car. Bottom right: Targa-top stowage, done simply. MARC URBANO, MICHAEL SIMARI

Our initial trip to the test track yielded a stellar 137-foot stop from 70 mph, as well as 1.03 g’s of stick on the skidpad. The Stingray’s braking performance was the same at 40,000 miles as it was when new, yet there was less understeer, and lateral grip increased to a neck-straining 1.07 g’s. Test-driver Colwell suspected a slight change in alignment as the cause, simply saying, “As it sits now, the car is hooked up.”

Compared with the warranty work, the Corvette’s scheduled maintenance every 7500 miles was straightforward. Our five visits cost $661 total, and included oil and filter changes, inspections, and replacing a few normal-wear items. The 30,000-mile service was the largest, at $255, but also included a clutch-fluid change. Although we had to pay for the first three oil and filter changes ($228) because our car was a GM test vehicle, actual owners would get those services for free under the Stingray’s included oil changes for the first two years or 24,000 miles. To maintain a cordial relationship with our dealer, we resisted the urge to demand a refund.

We’ve experienced little if any trouble with the later Stingrays we’ve driven and want to think of our test car as a first-year anomaly. The latest Corvette is an amazing performance bargain, and it still pained us to hand back the keys. But the reality is that this Stingray failed spectacularly, and its 17-month evaluation was a test of our patience as much as it was of the car itself. We can forgive some of its troubles because the C7 is the type of machine we’re happy to still have in our over-regulated and increasingly automated world. But we won’t forget this experience anytime soon.

Rants and Raves

Jennifer Harrington: This car is such a sweetheart, and its fuel economy still amazes me. And removing the top and putting it back on is an easy, one-person job.

Ron Sessions: There’s still some work to do on the shifter, which has all the finesse of a Lincoln Log in a burlap sack.

Carolyn Pavia-Rauchman: I feel as if I could drive this car for hours and hours.

Aaron Robinson: This car needs seven speeds like it needs square wheels.

Alexander Stoklosa: I love the way the whole car subtly rocks to the small-block’s lumpy idle. On the flip side, driving this car makes me feel like a 50-something divorcé.

Jeff Sabatini: Count me as one who thinks that the replacement engine has not married to the clutch and transmission as seamlessly as the original.

Don Sherman: My vote for America’s best car. A highly engaging commuter. This is a ride I’d actually stoop to buying.

Jared Gall: I absolutely love this car, but I would never recommend anyone buy one. The only safe course of action is to convince GM to loan you one until it breaks.

Erik Johnson: It still amazes me how easy this thing is to live with in day-to-day traffic.

Juli Burke: Exhilarating having all the passing power I needed, but I grew weary of the noisy, rough ride.

WHAT WE LIKE: With the Michelin summer rubber finally back on our long-term Chevrolet Corvette Stingray, and one of the coldest-ever Michigan winters behind us, we’re back to loving all the goodness that is a raucous, V-8­–powered American sports car with sharp styling. Our 2014 Z51 coupe continues to turn heads like it was just unveiled—particularly when it was seen trudging through four inches of snow—and the 6.2-liter V-8’s 460 horsepower is a riot to cut loose on freeway entrance ramps or, really, whenever we feel like it. The Stingray also continues to be an adept and comfortable commuter, averaging 21 mpg overall with 30 mpg possible on relaxed slogs.

WHAT WE DON’T LIKE: Not counting some additional—and critical—mechanical failures (more on those below), our Corvette simply did not handle the winter’s subzero temperatures as well as the other sports cars in our long-term fleet: a 2014 Jaguar F-type V-8 S and a 2014 Porsche Cayman S. Not that most Corvette owners would drive their cars when it’s minus-26 degrees Fahrenheit outside. But we did, and the Stingray simply doesn’t feel built for the cold, what with its lukewarm heated seats and the lengthy amount of time it takes to defrost the cabin. The big LT1 V-8 also takes a while to start—sometimes cranking for up to 12 seconds in cold temps before firing—and shifting the seven-speed manual gearbox can feel like stirring a bag of cement until it warms up properly. What’s more, that shifter has felt increasingly finicky with age. The closely spaced gates are as tricky to navigate as ever, but other, newer Stingrays we’ve driven have exhibited more positive shift action.

View Photos MARC URBANO, MICHAEL SIMARI

WHAT WENT WRONG: Our particular Stingray coupe has been a fickle beast (see our previous updates), and the cold temperatures only served to exacerbate the issues. There’s never a good time for a car’s heating-and-cooling system to conk out, but that’s what our Corvette’s did at about 24,000 miles in the middle of January. The dealer first reflashed the HVAC system’s computer to no avail, and the car eventually required a new control unit to be ordered and installed under warranty, a lengthy process that necessitated taking apart most of the dash.

Shortly thereafter, the rear-axle seals also needed replacing because they were leaking fluid all over the Stingray’s rear subframe—a worrying problem that we noticed only because we had the car on a lift to inspect a loose, dripping oil filter after a recent service visit. Chevrolet says the axle seals in early Stingrays such as ours weren’t fully optimized for the cold weather we were operating our car in but have since been addressed on later models. GM engineers quickly brought out the upgraded seals for the dealer to install, and the seals appear to have held through the rest of the winter. Other warranty fixes performed during this period included replacing the driver’s seat cover after the old one was damaged while replacing the side airbag under a recall, along with correcting a faulty fuel-filler component under another recall. Our only expenses since the Stingray’s last update have been for two scheduled service visits at roughly 22,000 and 30,000 miles. Both were standard oil changes and inspections; the first included a new cabin air filter for a total of $113, and the more significant 30K service came to $254 and included a clutch-fluid change.

View Photos MARC URBANO, MICHAEL SIMARI

WHERE WE WENT: Considering the crummy weather and the Stingray’s very real tendency to break down, drivers have become reluctant to take the Corvette far and wide, and its mileage accumulation has suffered as a result. Aside from commuting throughout the greater Detroit area, the car’s only recent travels have been a weekend jaunt to Chicago and a couple of treks to nearby Indiana. That may change with the 40,000-mile finish line in sight and the warmth of summer upon us, but it’s anyone’s guess as to how soon the Stingray takes the 40,000-mile checkered flag—or whether it continues to spend plenty of time idle.

Months in Fleet: 16 months

Current Mileage: 31,320 miles Average Fuel Economy: 21 mpg

Fuel Tank Size: 18.5 gal Fuel Range: 390 miles

Service: $483 Normal Wear: $0 Repair: $0

Damage and Destruction: $1019

WHAT WE LIKE AND WHY: As you’d imagine, we’re still pretty geeked about having a long-term Chevrolet Corvette in our garage. Although its stay with us didn’t start on the best of terms—a blown engine will do that—we’re still in love with the car’s approachable performance envelope and overall execution. At the midway point in its 40,000-mile evaluation, the car continues to earn praise for its ease of use and general drivability in traffic, as well as for its spacious cargo hold and impressive highway fuel economy. Several drivers have remarked how they grow more comfortable in the car with each opportunity behind the wheel. A few complaints, however, seem to endure.

WHAT WE DON’T LIKE AND WHY: We knew our C7’s optional Competition seats would be polarizing, and indeed some drivers dig their long-haul comfort and prodigious support but not all of the body types in our office have warmed up to them. One logbook entry called them “overkill.” We all agree that the Stingray is a noisy place inside, particularly on certain pavement textures. A partition between the passenger and cargo compartments would be a pleasant, albeit perhaps heavy, addition for longer trips. Other niggles that have cropped up include noticeable front-tire chatter during tight parking maneuvers, a fuel-filler neck that occasionally backs up and adds a lot of time to fill-ups, and a temperamental infotainment touch screen.

View Photos MARC URBANO, MICHAEL SIMARI

WHAT WENT WRONG AND WHY: Our Stingray’s replacement LT1 V-8, now with more than 16,000 miles on the clock (the rest of the car is at 22K), is still running strong. But that doesn’t count for much if the engine’s starter motor fails, which is exactly what happened to one driver after briefly parking the Corvette to run into a store. Roadside assistance whisked the car to our local dealer and the replacement starter was quickly installed under warranty, but that doesn’t make the incident any less annoying. The car hasn’t required a scheduled service since our last update, but this latest failure is another blow to our confidence after the tragic loss of the first engine. The other bad news for the Corvette is that winter is here, which means off with the sticky summer performance tires and on with the Michelin Pilot Alpin PA4 winter rubber. Although they’ll save our hides—and the car’s—when the white stuff falls, they’re even noisier at high speeds and significantly reduce the Z51’s grip and fun factor.

View Photos MARC URBANO, MICHAEL SIMARI

WHERE WE WENT AND WHY: With the summer travel season over, fall was a relatively quiet time for the Corvette. It made one vacation voyage to West Virginia and North Carolina, as well as to a wedding on Michigan’s west coast, but otherwise has remained local, racking up miles as a commuter vehicle. While the C7’s limited seating and the inevitable winter storms will surely hamper its mileage accumulation over the holiday season, it’s still a blast to drive regardless of the weather. So long as, you know, it keeps running.

Months in Fleet: 9 months

Current Mileage: 22,098 miles Average Fuel Economy: 21 mpg

Fuel Tank Size: 18.5 gal Fuel Range: 390 miles

Service: $115 Normal Wear: $0 Repair: $0

Damage and Destruction: $1019

WHAT WE LIKE: From the crisp, new design, to the cozy, modern interior, to the excellent balance of performance and drivability, there’s not much we don’t love about our long-term 2014 Corvette Stingray Z51. Our car continues to turn heads and elicit cheers from passersby, even in its subtle Blade Silver Metallic hue. (The wailing exhaust note ensures we’ll at least be heard if not seen.) Many drivers have praised the Corvette’s relatively compliant ride and the comfort from the optional Competition seats, which make long voyages a treat, as well as its excellent brakes and flypaper-like grip. Our observed fuel-economy average has climbed to 21 mpg, too, thanks to greater amounts of highway cruising where the car’s Active Fuel Management cylinder-deactivation system and a slippery shape help it achieve an indicated 30-plus mpg.

WHAT WE DON’T LIKE: Our greatest displeasure has been the car’s downtime at the dealer for repairs (more on that in a second), but we have some day-to-day complaints as well. A few drivers have yet to bond with the Competition seats and moan about insufficient lumbar support, and others take issue with the occasional slowness of the MyLink infotainment’s operation. There is almost unanimous agreement that the seven-speed manual’s gates should be better defined. We’ve also noticed some notchiness with the shift linkage in the lower gears regardless of how careful we are with the clutch. Long stints behind the wheel are marred by significant road noise and footwells that can get overly toasty in city traffic.

View Photos MARC URBANO, MICHAEL SIMARI

WHAT WENT WRONG: For starters, the LT1 small-block V-8 introduced with the C7 lunched itself at 6000 miles, necessitating a complete replacement under warranty. Our forensics lab was unable to assist in dissecting the matter, but an investigation by GM pinned tentative blame on a piece of metal debris (likely from a bad oil filter) that worked its way into the oiling system and wrecked a connecting-rod bearing, which created even more debris that damaged the engine’s bottom-end. Given the LT1’s tight tolerances and high-performance design, it didn’t take much to upset its workings. We’ve heard of a few similar accounts throughout the Stingray community and GM says it’s aware of the issue and is analyzing its manufacturing process for a root cause. Our car was returned quickly and as healthy as new, but—just to be safe—we sent the car back to the dealer after 1300 engine miles for its first scheduled service at 7500 overall miles. The stop included an oil-and-filter change and inspection for $57.28.

The car returned to the dealer at 15,100 miles for an identical scheduled service, during which the side-airbag module in the passenger seat was also replaced under one of GM’s many recent recalls. Other maladies that befell our Corvette include a punctured rear tire at 13,000 miles—which required us to reshod the rear of the car with a pair of new run-flat 285/30ZR20 Michelin Pilot Super Sport ZPs ($905 for the pair from the Tire Rack)—as well as a sizable chip in the windshield that cost us $50 to seal up.

View Photos MARC URBANO, MICHAEL SIMARI

WHERE WE WENT: Most of our drive time in the Stingray continues to be local commuting, although it has embarked on a couple of trips to Indiana and a weekend in Chicago, after which the driver noted that he loves how “the whole car subtly rumbles to the small-block’s lumpy idle.” The grandest trek was a six-day, 1700-mile round trip from Ann Arbor to Virginia International Raceway and New Jersey Motorsports Park, averaging an impressive 27 mpg overall. Additional voyages surely will happen before the ambient temperature drops significantly and we have to dig out the car’s winter rubber.

Months in Fleet: 6 months

Current Mileage: 15,436 miles Average Fuel Economy: 21 mpg

Fuel Tank Size: 18.5 gal Fuel Range: 390 miles

Service: $115 Normal Wear: $0 Repair: $0

Damage and Destruction: $1019

With the 2014 Chevrolet Corvette’s seventh-gen make over one of the boldest in the nameplate’s history—along with the C7 Stingray’s awesome track performance, multiple comparison-test wins, and 2014 10Best Cars nod—the calls around the C/D HQ for a long-term study were loud and persistent.

General Motors answered our pleas and dropped off this 2014 Blade Silver Metallic coupe, complete with our own personalized plaque on the console, for a 40,000-mile evaluation. Not wanting to stuff it into a late-season snow bank before we could unleash the new Gen V LT1 small-block V-8, we immediately fitted a set of Michelin Pilot Alpin PA4 winter tires, which facilitated the completion of a proper break-in despite the slush.

Heavy Artillery

Even in base 1LT trim, the $53,995 2014 Stingray comes well-equipped, packing a carbon-fiber hood and removable roof panel, an eight-inch touch-screen in the center stack, another eight-inch display—this one for driver information—in the cluster, supportive sport seats, advanced stability control, a seven-speed manual gearbox, and much, much more. (You can read a full rundown of the Stingray’s basics here.) Our example went a step beyond with the $4210 2LT package and its heated and ventilated seats, head-up color display, 10-speaker Bose stereo, auto-dimming mirrors, Corvette logos on the seats, and color-keyed console and door trim.

View Photos MARC URBANO, MICHAEL SIMARI

We want to exploit the full potential of the C7, so we opted for the Z51 performance model ($57,995 base), which adds more aggressive suspension tuning, an electronic limited-slip diff, closer-spaced gear ratios, larger slotted brake rotors, 19-inch front and 20-inch rear wheels, aero tweaks for improved high-speed stability, and dry-sump oiling for the 455-hp 6.2-liter V-8.

To reach full-attack mode, we also specified the new Competition seats with additional bolstering ($1995), Magnetic Ride Control with Chevy’s Performance Traction Management system ($1795), and the dual-mode exhaust ($1195), which gives the LT1 a menacing roar while boosting output to 460 horsepower and 465 lb-ft of torque. Other bits contributing to the $66,575 as-tested figure include carbon-fiber interior trim ($995), MyLink navigation ($795), black painted wheels ($495), the personalized ID plaque ($200), and the spoiler and mirrors painted in “carbon flash”($100).

Shake ‘N Bake

Although $67K pushes our test car beyond bargain-shopper territory, the Corvette is loaded with technology and is fantastic while blasting down back roads or just cruising the boulevards. The color scheme adds a smidge of modesty to the jet-fighter exterior shape, while the overall cockpit feel is more intimate and welcoming than was the C6’s. The C7 is a driver’s car through and through.

Our initial track data assuaged the sticker shock even further, with the 3436-pound Z51 dashing to 60 mph in 3.9 seconds and through the quarter-mile in 12.2 at 118 mph, its quad tailpipes snarling madly up to its drag-limited 181-mph top speed. With the run-flat Michelin Pilot Super Sports—sized 245/35 in front and 285/30 in back—lending flypaper-like grip, the car clung to the skidpad to the tune of 1.03 g and tried to detach our retinas with a fade-free 137-foot stop from 70 mph, one of the best performances we’ve ever recorded.

View Photos MARC URBANO, MICHAEL SIMARI

The Real World Cometh

Despite the tall seventh gear and EPA ratings of 17 mpg in the city and 29 on the highway, our initial exuberance for the direct-injected small-block V-8 has limited our observed fuel economy to just 19 mpg. Part of that is also due to the car staying relatively close to home thus far, its most distant journey being a quick jaunt to Virginia International Raceway in support of our annual Lightning Lap event. Initial logbook comments have praised the C7’s overall driving experience and the old-school forward view of the front fenders rising above the long, vented hood. Although some drivers have chided the manual shifter as being too notchy and the engine’s idle as too lumpy, others find them to be part of the ’Vette’s muscular charm. The new seats are vastly more supportive than the flimsier chairs of previous Corvettes, yet some drivers are still coming to terms with the firm, movement-restricting design.

Our car has yet to receive its first scheduled service (due at 7500 miles), but we’ve already had to visit the dealer for the central infotainment screen, which would occasionally flash wildly between menus and freeze up entirely. It turned out that carbon trim on the dash was in contact with the touch-screen: the dealer easily fixed the issue by shimming the trim away from the display. Our Stingray also has been flagged by one of GM's many recent recalls, specifically for the side-impact airbag modules in the optional competition seats, which may not deploy in the event of an accident. As of this writing, new airbag modules are on order at our local dealer and will be installed under warranty. GM is instructing owners of affected Corvettes to keep small children from riding in the car until the modules have been replaced.

The new Stingray is arguably the best Corvette in history. While we can already say the new car has effectively addressed our main qualms with the C6—namely, the poor seats and interior materials, and a lack of tactility when driving below the car’s limits—the remaining 34,000 miles in our C7 test will reveal how well GM has adapted its American icon for the modern age.

Months in Fleet: 3 months

Current Mileage: 5,911 miles Average Fuel Economy: 19 mpg

Range: 350 miles

Service: $0 Normal Wear: $0 Repair: $0

Damage and Destruction: $0

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