Well: Boosting Your Flu Shot Response

Phys Ed

Gretchen Reynolds on the science of fitness.

As this year’s influenza season continues to take its toll, those procrastinators now hurrying to get a flu shot might wish to know that exercise may amplify the flu vaccine’s effect. And for maximal potency, the exercise should be undertaken at the right time and involve the right dosage of sweat, according to several recent reports.

Flu shots are one of the best ways to lessen the risk of catching the disease. But they are not foolproof. By most estimates, the yearly flu vaccine blocks infection 50 to 70 percent of the time, meaning that some of those being inoculated gain little protection. The more antibodies someone develops, the better their protection against the flu, generally speaking. But for some reason, some people’s immune systems produce fewer antibodies to the influenza virus than others’ do.

Being physically fit has been found in many studies to improve immunity in general and vaccine response in particular. In one notable 2009 experiment, sedentary, elderly adults, a group whose immune systems typically respond weakly to the flu vaccine, began programs of either brisk walking or a balance and stretching routine. After 10 months, the walkers had significantly improved their aerobic fitness and, after receiving flu shots, displayed higher average influenza antibody counts 20 weeks after a flu vaccine than the group who had stretched.

But that experiment involved almost a year of dedicated exercise training, a prospect that is daunting to some people and, in practical terms, not helpful for those who have entered this flu season unfit.

So scientists have begun to wonder whether a single, well-calibrated bout of exercise might similarly strengthen the vaccine’s potency.

To find out, researchers at Iowa State University in Ames recently had young, healthy volunteers, most of them college students, head out for a moderately paced 90-minute jog or bike ride 15 minutes after receiving their flu shot. Other volunteers sat quietly for 90 minutes after their shot. Then the researchers checked for blood levels of influenza antibodies a month later.

Those volunteers who had exercised after being inoculated, it turned out, exhibited “nearly double the antibody response” of the sedentary group, said Marian Kohut, a professor of kinesiology at Iowa State who oversaw the study, which is being prepared for publication. They also had higher blood levels of certain immune system cells that help the body fight off infection.

To test how much exercise really is required, Dr. Kohut and Justus Hallam, a graduate student in her lab, subsequently repeated the study with lab mice. Some of the mice exercised for 90 minutes on a running wheel, while others ran for either half as much time (45 minutes) or twice as much (3 hours) after receiving a flu shot.

Four weeks later, those animals that, like the students, had exercised moderately for 90 minutes displayed the most robust antibody response. The animals that had run for three hours had fewer antibodies; presumably, exercising for too long can dampen the immune response. Interestingly, those that had run for 45 minutes also had a less robust response. “The 90-minute time point appears to be optimal,” Dr. Kohut says.

Unless, that is, you work out before you are inoculated, another set of studies intimates, and use a dumbbell. In those studies, undertaken at the University of Birmingham in England, healthy, adult volunteers lifted weights for 20 minutes several hours before they were scheduled to receive a flu shot, focusing on the arm that would be injected. Specifically, they completed multiple sets of biceps curls and side arm raises, employing a weight that was 85 percent of the maximum they could lift once. Another group did not exercise before their shot.

After four weeks, the researchers checked for influenza antibodies. They found that those who had exercised before the shot generally displayed higher antibody levels, although the effect was muted among the men, who, as a group, had responded to that year’s flu vaccine more robustly than the women had.

Over all, “we think that exercise can help vaccine response by activating parts of the immune system,” said Kate Edwards, now a lecturer at the University of Sydney, and co-author of the weight-training study.

With the biceps curls, she continued, the exercises probably induced inflammation in the arm muscles, which may have primed the immune response there.

As for 90 minutes of jogging or cycling after the shot, it probably sped blood circulation and pumped the vaccine away from the injection site and to other parts of the body, Dr. Kohut said. The exercise probably also goosed the body’s overall immune system, she said, which, in turn, helped exaggerate the vaccine’s effect.

But, she cautions, data about exercise and flu vaccines is incomplete. It is not clear, for instance, whether there is any advantage to exercising before the shot instead of afterward, or vice versa; or whether doing both might provoke the greatest response – or, alternatively, be too much and weaken response.

So for now, she says, the best course of action is to get a flu shot, since any degree of protection is better than none, and, if you can, also schedule a visit to the gym that same day. If nothing else, spending 90 minutes on a stationary bike will make any small twinges in your arm from the shot itself seem pretty insignificant.

Read More..

Well: Boosting Your Flu Shot Response

Phys Ed

Gretchen Reynolds on the science of fitness.

As this year’s influenza season continues to take its toll, those procrastinators now hurrying to get a flu shot might wish to know that exercise may amplify the flu vaccine’s effect. And for maximal potency, the exercise should be undertaken at the right time and involve the right dosage of sweat, according to several recent reports.

Flu shots are one of the best ways to lessen the risk of catching the disease. But they are not foolproof. By most estimates, the yearly flu vaccine blocks infection 50 to 70 percent of the time, meaning that some of those being inoculated gain little protection. The more antibodies someone develops, the better their protection against the flu, generally speaking. But for some reason, some people’s immune systems produce fewer antibodies to the influenza virus than others’ do.

Being physically fit has been found in many studies to improve immunity in general and vaccine response in particular. In one notable 2009 experiment, sedentary, elderly adults, a group whose immune systems typically respond weakly to the flu vaccine, began programs of either brisk walking or a balance and stretching routine. After 10 months, the walkers had significantly improved their aerobic fitness and, after receiving flu shots, displayed higher average influenza antibody counts 20 weeks after a flu vaccine than the group who had stretched.

But that experiment involved almost a year of dedicated exercise training, a prospect that is daunting to some people and, in practical terms, not helpful for those who have entered this flu season unfit.

So scientists have begun to wonder whether a single, well-calibrated bout of exercise might similarly strengthen the vaccine’s potency.

To find out, researchers at Iowa State University in Ames recently had young, healthy volunteers, most of them college students, head out for a moderately paced 90-minute jog or bike ride 15 minutes after receiving their flu shot. Other volunteers sat quietly for 90 minutes after their shot. Then the researchers checked for blood levels of influenza antibodies a month later.

Those volunteers who had exercised after being inoculated, it turned out, exhibited “nearly double the antibody response” of the sedentary group, said Marian Kohut, a professor of kinesiology at Iowa State who oversaw the study, which is being prepared for publication. They also had higher blood levels of certain immune system cells that help the body fight off infection.

To test how much exercise really is required, Dr. Kohut and Justus Hallam, a graduate student in her lab, subsequently repeated the study with lab mice. Some of the mice exercised for 90 minutes on a running wheel, while others ran for either half as much time (45 minutes) or twice as much (3 hours) after receiving a flu shot.

Four weeks later, those animals that, like the students, had exercised moderately for 90 minutes displayed the most robust antibody response. The animals that had run for three hours had fewer antibodies; presumably, exercising for too long can dampen the immune response. Interestingly, those that had run for 45 minutes also had a less robust response. “The 90-minute time point appears to be optimal,” Dr. Kohut says.

Unless, that is, you work out before you are inoculated, another set of studies intimates, and use a dumbbell. In those studies, undertaken at the University of Birmingham in England, healthy, adult volunteers lifted weights for 20 minutes several hours before they were scheduled to receive a flu shot, focusing on the arm that would be injected. Specifically, they completed multiple sets of biceps curls and side arm raises, employing a weight that was 85 percent of the maximum they could lift once. Another group did not exercise before their shot.

After four weeks, the researchers checked for influenza antibodies. They found that those who had exercised before the shot generally displayed higher antibody levels, although the effect was muted among the men, who, as a group, had responded to that year’s flu vaccine more robustly than the women had.

Over all, “we think that exercise can help vaccine response by activating parts of the immune system,” said Kate Edwards, now a lecturer at the University of Sydney, and co-author of the weight-training study.

With the biceps curls, she continued, the exercises probably induced inflammation in the arm muscles, which may have primed the immune response there.

As for 90 minutes of jogging or cycling after the shot, it probably sped blood circulation and pumped the vaccine away from the injection site and to other parts of the body, Dr. Kohut said. The exercise probably also goosed the body’s overall immune system, she said, which, in turn, helped exaggerate the vaccine’s effect.

But, she cautions, data about exercise and flu vaccines is incomplete. It is not clear, for instance, whether there is any advantage to exercising before the shot instead of afterward, or vice versa; or whether doing both might provoke the greatest response – or, alternatively, be too much and weaken response.

So for now, she says, the best course of action is to get a flu shot, since any degree of protection is better than none, and, if you can, also schedule a visit to the gym that same day. If nothing else, spending 90 minutes on a stationary bike will make any small twinges in your arm from the shot itself seem pretty insignificant.

Read More..

India Ink: In New Delhi, Women Marry Up and Men Are Left Behind

There’s an unexpected problem in New Delhi’s high-end marriage market, according to Gopal Suri, who has been a marriage broker for two decades.

There are too few “quality” men, he said in a recent interview, as a growing pool of young women with unprecedented levels of education are seeking and making matches with educated men from higher socioeconomic groups.

The repercussions from India’s skewed sex ratios are being felt at all economic levels, including Delhi’s wealthiest families. For every 1,000 men in urban India, there are only 926 women, according to India’s census. In Delhi’s urban area, that figure for women drops even lower, to 867. Poor migrant laborers, who travel to the city for work, account for some of the gender disparity, but there is still a large pool of single middle-class men in Delhi.

The well-educated women’s upward mobility has a cascading effect, he said. The less-educated men from wealthy, but not incredibly rich, families get left behind. (Mr. Suri’s business in south Delhi, A to Z Matchmaking, caters to households with an annual income of 5 million rupees ($90,000) to more than 50 million rupees ($900,000).

There are plenty of young men in Delhi with money, he said, but their education levels fall short compared with other women in their class bracket. Educated women in general can afford to be choosy because they are the minority in the marriage market.

“Literacy-wise, there aren’t many boys,” said Mr. Suri.

These empowered women are increasingly discerning when it comes to marriage. In this age of tell-all social networks and social media, it’s not too difficult to research prospective mates, Mr. Suri said. “Some men are into gay activities, some are into drugs or drink too much,” he said. “Then the market finds out and so his reputation goes down. This is the age of Facebook.”

For men who are in the lowest tiers of society, “there is frustration,” he said, as they have limited prospects for marriage or jobs. “He’s not going to get anything or anyone,” he said.

The male frustration, as Mr. Suri dubbed it, arises because the men can’t accept that women in their socioeconomic class are moving swiftly ahead of them. Sometimes these men lash out, and women bear the brunt of it, Mr. Suri said, alluding to the recent attention to violence against women in India’s capital.

These men wind up “on the roads and frustrated, and try to do something, somehow,” he said. “When he drinks, it is like icing on the cake.”

Mr. Suri brokers about 200 marriages a year. In 2008 and 2009, Mr. Suri said, he saw a huge spike in weddings when young, educated men who had left India for opportunities abroad returned to the motherland, further diminishing the prospects for the men in Delhi.

Demographics aside, the primary factors for determining compatibility in India’s marriage market are economics and education, he said.

Other factors do come into play, he said: “Are they cultured? Intellectually compatible? Personally compatible?” But, he said, “ultimately, people pay most attention to finances, in this day and age especially. Money is the floating god.”

Still, highly educated women don’t necessarily get the perfect mates, Mr. Suri said, and most women have to compromise “on one thing or the other.”

“If she does get married, it’s usually out of compulsion,” he said. “This is why divorce has gone up.”

And when women are more educated then their partners, “it just doesn’t match,” Mr. Suri said. “The boy gets an inferiority complex, and the girl starts thinking, ‘Where can I take him?’ ”

The “marrying up” trend isn’t seen among very wealthy women, he said, since the pool of very rich eligible men has shrunk.

“The girls have become 35 or 40 and can’t get married,” Mr. Suri said. “First they were choosy,” he said, and now they are too old.

Read More..

TIMESCAST: Suicide Prompts Investigation at M.I.T.

January 14, 2013By Fritzie Andrade, Zena Barakat, Axel Gerdau, David Frank and Pedro Rafael Rosado

TimesCast Media+Tech: M.I.T. examines its involvement in the suicide of Aaron Swartz. The post-Golden Globe marketing push by movie studios. Networks revisit conversations about violence.

Read More..

California to Give Web Courses a Big Trial

A plan to offer an array of online college classes at a California state university could, if the students are successful, open the door to teaching hundreds of thousands of California students at a lower cost via the Internet.

Udacity, a Silicon Valley start-up that creates online college classes, will announce a deal on Tuesday with San Jose State University for a series of remedial and introductory courses.

Because the courses are intended to involve the classroom instructor, it could also help to blunt professors’ unease with the online classes. 

The state university’s deal with Udacity is also the first time that professors at a university have collaborated with a provider of a MOOC — massive open online course — to create for-credit courses with students watching videos and taking interactive quizzes, and receiving support from online mentors.

Eventually, such courses could be offered to hundreds of thousands of students in the state.

California Gov. Jerry Brown, who has been pushing state universities to move more aggressively into online education, approached the company to come up with a technological solution for what has become a vexing challenge for the state.

Ellen N. Junn, provost and vice president for academic affairs at the university in San Jose, said the California State University System faces a crisis because more than 50 percent of entering students cannot meet basic requirements.

“They graduate from high school, but they cannot pass our elementary math and English placement tests,” she said.

The Udacity pilot program will include a remedial algebra course, a college-level algebra course and introductory statistics.

For the pilot project starting this month, however, the courses will be limited to 300 students — half from San Jose State University, and half from local community colleges and high schools — who will pay lower than usual tuition. The cost of each three-unit course will be $150, significantly less than regular San Jose State tuition. Sebastian Thrun, one of the founders of Udacity, would not disclose how much the company would be paid for its participation.

San Jose State will receive funds from the National Science Foundation to study the effectiveness of the new online classroom design.

Open online courses exploded in American higher education in 2011 after Mr. Thrun, a nationally known artificial-intelligence researcher at Stanford, and Peter Norvig, Google’s director of research, offered to teach an introductory artificial-intelligence course online. More than 160,000 students initially registered for the class.

After two other Stanford courses each attracted more than 100,000 students, Dr. Thrun started his venture. Two other Stanford computer scientists, Andrew Ng and Daphne Koller, also established a competing private company, Coursera, to develop technologies necessary to change the reach and effectiveness of online education.

The courses have rapidly moved from the periphery to the center of higher education policy as a growing number of schools have begun experimenting with ways to offer the courses for credit toward a degree.

EdX, a university collaboration initiated by the Massachusetts Institute of Technology and Harvard last year, this month will begin offering some of its courses at two Massachusetts community colleges, in a blended format.

Recently edX completed a pilot offering of its difficult circuits and electronics course at San Jose State to stunning results: while 40 percent of the students in the traditional version of the class got a grade of C or lower, only 9 percent in the blended edX class got such a low grade.

Last fall, for the first time, Udacity’s courses were tried on a small group of struggling high school students, at the Winfree Academy Charter School system, a cluster of schools near Dallas-Fort Worth created to help struggling students and reclaim dropouts.

“I was a little scared to put our kids, who are struggling and at risk of dropping out, into a class written by a Stanford professor,” said Melody Chalkley, Winfree’s founder. “But of the 23 students who used Udacity, one withdrew from the school, and the other 22 all finished successfully. And two young women got through the whole physics course in just two weeks.”

This article has been revised to reflect the following correction:

Correction: January 15, 2013

An earlier version of this article misstated the name of a California university faculty group. It is the California Faculty Association, not the California Teachers Association. The article also misstated the nature of the courses that San Jose State University will offer with Udacity. The courses will involve students watching videos and taking interactive quizzes; they will not be blended courses with students first watching videos on their own, and then coming to class to work on assignments with a professor.

Read More..

Well: Turning to the Web for a Medical Diagnosis

Thirty-five percent of American adults said they have used the Internet to diagnose a medical condition for themselves or someone else, according to a new Pew Research Center study. Women are more likely than men to turn to the Internet for diagnoses. Other groups more likely to do so are younger people, white adults, people with college degrees and those who live in households with income above $75,000.

The study, released by Pew’s Internet and American Life Project on Tuesday, points out that Americans have always tried to answer their health questions at home, but that the Internet has expanded the options for research. Previous surveys have asked questions about online diagnoses, but the Pew study was the first to focus on the topic with a nationally representative sample, said Susannah Fox, an associate director at Pew Internet. Surveyors interviewed 3,014 American adults by telephone, from August to September 2012.

Of the one in three Americans who used the Internet for a diagnosis, about a third said they did not go to a doctor to get a professional medical opinion, while 41 percent said a doctor confirmed their diagnosis. Eighteen percent said a doctor did not agree with their diagnosis. As far as where people start when researching health conditions online, 77 percent said they started at a search engine like Google, Bing or Yahoo, while 13 percent said they began at a site that specializes in health information.

Read More..

Well: Turning to the Web for a Medical Diagnosis

Thirty-five percent of American adults said they have used the Internet to diagnose a medical condition for themselves or someone else, according to a new Pew Research Center study. Women are more likely than men to turn to the Internet for diagnoses. Other groups more likely to do so are younger people, white adults, people with college degrees and those who live in households with income above $75,000.

The study, released by Pew’s Internet and American Life Project on Tuesday, points out that Americans have always tried to answer their health questions at home, but that the Internet has expanded the options for research. Previous surveys have asked questions about online diagnoses, but the Pew study was the first to focus on the topic with a nationally representative sample, said Susannah Fox, an associate director at Pew Internet. Surveyors interviewed 3,014 American adults by telephone, from August to September 2012.

Of the one in three Americans who used the Internet for a diagnosis, about a third said they did not go to a doctor to get a professional medical opinion, while 41 percent said a doctor confirmed their diagnosis. Eighteen percent said a doctor did not agree with their diagnosis. As far as where people start when researching health conditions online, 77 percent said they started at a search engine like Google, Bing or Yahoo, while 13 percent said they began at a site that specializes in health information.

Read More..

Leon Panetta Says U.S. Has Pledged to Help France in Mali

LISBON — In a move that could draw the United States into another conflict in North Africa, the Obama administration has pledged to help the French in their fight against Islamist militants in Mali, Defense Secretary Leon E. Panetta said Monday. He said the assistance could include air and other logistical support.

Jacquelyn Martin/Associated Press

Defense Secretary Leon E. Panetta boards a plane bound for Portugal on Monday.

The United States was already sharing intelligence with the French when their warplanes struck camps, depots and other militant positions deep inside Islamist-held territory in northern Mali on Sunday. Defense officials said that no decisions had been made about whether the United States would also offer help with midflight refueling planes and air transport, but that those options were under review.

Defense officials would not rule out the possibility that American military transport planes might land in Mali, where the United States has been conducting an ambitious counterterrorism program for years. The officials would not discuss whether the United States has deployed drone aircraft, either armed or unarmed, over Mali.

Mr. Panetta, who spoke to reporters on his plane en route to Portugal for a weeklong trip in Europe, said that the chaos in Mali was of deep concern to the administration, and he praised the French for their actions. He also said “what we have promised them is that we would work with them, to cooperate with them, to provide whatever assistance we can to try to help them in that effort.”

Mr. Panetta said that the Obama administration was deeply worried about the two extremist groups that hold large swaths of territory in northern Mali, Ansar Dine and Al Qaeda in the Islamic Maghreb, or AQIM. “We’re concerned that any time Al Qaeda establishes a base of operations, while they might not have any immediate plans for attacks in the United States and in Europe, that ultimately that still remains their objective,” he said.

For that reason, he said, “we have to take steps now to make sure that AQIM does not get that kind of traction.”

Read More..

Drivers With Hands Full Get a Backup: The Car

Annie Tritt for The New York Times

Jesse Levinson of Stanford develops safety and self-driving systems like one on this Volkswagen Passat that detects obstacles.

PALO ALTO, Calif. — Driving around a college campus can be treacherous. Bikes and scooters zip out of nowhere, distracted students wander into traffic, and stopped cars and speed bumps suddenly appear. It takes a vigilant driver to avoid catastrophe.

Jesse Levinson does not much worry about this when he drives his prototype Volkswagen Passet around the Stanford University campus here. A computer vision system he helped design keeps an unblinking eye out for pedestrians and cyclists, and automatically slows and stops the car when they enter his path.

Someday soon, few drivers will have to worry about car crashes and collisions, whether on congested roads or on empty highways, technology companies and car manufacturers are betting. But even now, drivers are benefiting from a suite of safety systems, and many more are in development to transform driving from a manual task to something more akin to that of a conductor overseeing an orchestra.

An array of optical and radar sensors now monitor the surroundings of a growing number of cars traveling the nation’s highways, and in some cases even track the driver’s physical state. Pedestrian detection systems, like the one that Dr. Levinson, a research scientist at Stanford’s Center for Automotive Research, has helped design, are already available in luxury cars and are being built into some midrange models.

The systems offer auditory, visual and mechanical warnings if a collision is imminent — and increasingly, if needed, take evasive actions automatically. By the middle of this decade, under certain conditions, they will take over the task of driving completely at both high and low speeds.

But the new systems are poised to refashion the nature of driving fundamentally long before completely autonomous vehicles arrive.

“This is really a bridge,” said Ragunathan Rajkumar, a computer science professor who is leading a Carnegie Mellon University automated driving research project partly financed by General Motors. “The driver is still in control. But if the driver is not doing the right thing, the technology takes over.”

By Carnegie Mellon University

Carnegie Mellon's Autonomous Cadillac SRX can drive itself on public roads, detect and stop for pedestrians, and communicate with traffic signals--among other things--all while looking very normal.

Although drivers — at least for now — remain responsible for their vehicles, a host of related legal and insurance issues have already arisen, and researchers are opening a new line of study about how humans interact with the automatic systems.

What the changes will mean to the century-old American romance with the car remains to be seen. But the safety systems, the result of rapid advances in computer algorithms and the drastically falling cost of sensors, are a practical reaction to the modern reality of drivers who would rather talk on the phone and send text messages than concentrate on the road ahead and drive.

Four manufacturers — Volvo, BMW, Audi and Mercedes — have announced that as soon as this year they will begin offering models that will come with sensors and software to allow the car to drive itself in heavy traffic at speeds up to 37 miles per hour. The systems, known as Traffic Jam Assist, will follow the car ahead and automatically slow down and speed up as needed, handling both braking and steering.

At faster speeds, Cadillac’s Super Cruise system is intended to automate freeway driving by keeping the car within a lane and adjusting speed to other traffic. The company has not said when it will add the system to its cars.

Already actions like steering, braking and accelerating are increasingly handled by computer software rather than the driver.

“People don’t realize that when you step on antilock brakes it’s simply a suggestion for the car to stop,” said Clifford Nass, a director at the Center for Automotive Research at Stanford. How and when the car stops is left to the system.

The automobile industry has been motivated to innovate by growing evidence that existing technologies like the antilocking braking systems and electronic stability control have saved tens of thousands of lives.

In November, the National Transportation Safety Board recommended that all new cars be equipped with collision avoidance technologies, including adaptive cruise control and automatic braking. Two states — California and Nevada — have passed laws making it legal to operate self-driving cars as long as a human being is inside, able to take over.

The National Highway Traffic Safety Administration recently reported that one system, electronic stability control, or E.S.C., which digitally detects the loss of traction and compensates automatically, saved 2,202 lives from 2008 to 2010. Federal safety regulations began phasing in electronic stability control on small trucks and passenger vehicles in 2007.

This article has been revised to reflect the following correction:

Correction: January 12, 2013

An earlier version of this article misstated the federal agency that recommended that all new cars be equipped with collision avoidance technologies. It was the National Transportation Safety Board, not the National Highway Traffic Safety Administration.

This article has been revised to reflect the following correction:

Correction: January 14, 2013

An earlier version of this article, and a photo caption, misidentified the model of car that researchers at Stanford are working with. It is a Volkswagen Passat, not a Touareg. The article also referred incorrectly to one of the researchers on second reference. Jesse Levinson has a PhD, and should have been referred to as Dr. Levinson, not Mr. Levinson.

Read More..

Wheels Blog: The Seventh-Generation Corvette Is Unveiled in Detroit

DETROIT — The Stingray is back, in name and in spirit.

At an invitation-only gathering hours before the North American International Auto Show was scheduled to open for press previews, General Motors introduced the 2014 Corvette, the seventh generation of Chevrolet’s hallmark sports car.

Underscoring the importance of this vehicle was Chevrolet’s revival of the long-dormant Stingray badge, a name it first used on a 1959 racecar built by G.M.’s design chief, Bill Mitchell. The hope for that original Stingray racecar was to beat Europe’s best, and G.M. still seems to be thinking along those lines.

According to G.M.’s president for North America, Mark Reuss, the latest Stingray is a potential worldbeater.

“Like the ’63 Sting Ray, the best Corvettes embodied performance leadership, delivering cutting-edge technologies, breathtaking design and awe-inspiring driving experiences,” Mr. Reuss said. “The all-new Corvette goes farther than ever, thanks to today’s advancements in design technology and engineering.”

The release of a new Corvette is always highly anticipated by auto enthusiasts; speculation about “C7″ — shorthand for the seventh generation — has run high. Would it get a twin-cam turbocharged powertrain? Would Chevy switch to an exotic midengine chassis?

In actuality, the 2014 model will again have a pushrod V-8 engine in its nose, driving the rear wheels. That conservative approach might be seen as a timid compromise from a company that has just begun to get back on solid financial footing. But the front-engine, rear-drive layout has long defined the Corvette, and this car, like its C6 predecessor, may well show its taillights to cars with specs that more closely conform to what is considered state of the art.

While automakers are quick to toss around the words “all new” to describe their latest offerings, however warmed over they might be, in this case the term is justified — the 2014 Corvette shares only two parts with its predecessor.

The C7 Corvette’s styling is in keeping with the brand’s persona, yet it projects a more aggressive image than previous generations. The clean front fascia is devoid of parking lights, and is energized by a sharp edge where it meets the hood, which is itself defined by a prominent bulge and more hard edges. The curve of the front fenders peaks at yet another edge that blends seamlessly into the body side at the A-pillar. The body’s flanks are defined by character lines that race back from vents behind the front wheel, not unlike those of previous Corvettes, but here those lines are more sharply drawn, with the upper line sweeping up and back to define the shape of the rear quarter panel. The lower character line projects from the body, forming a wing of sorts that flows out of the front fender and terminates at the rear of the door. The coupe’s roofline arcs smoothly to meet the rear spoiler, rather than terminating at the rear window, as in the C6. The individual rear taillights that have long been a part of Corvette design are now paired in a deep recess on each side. Four large exhaust pipes exit center-stage, rear.

The sheet-molded fiberglass body, with carbon-fiber hood and roof panels and carbon-nano composite underbody panels, is 37 pounds lighter than the C6’s body. It rides on a new aluminum frame that is 57 percent stiffer and 99 pounds lighter than the current model’s. The wheelbase is about one inch longer than that of the C6, and the track is almost an inch wider — changes said to provide a more stable feel at high speed.

Inside the cockpit, considerable effort was lavished on upgrading what has generally been considered a blighted zone. Optional carbon fiber trim and real aluminum combine with plastic in a wraparound configuration. The steering wheel, with a 14.1 inch diameter, is smaller than that of the previous model, and two seat choices are offered, with the competition sport version providing more side bolstering to hold occupants in place in spirited maneuvers. Indicative of the car’s purpose is the inclusion of a console-mounted steel grab bar for the passenger.

Under the hood, Chevrolet’s 6.2-liter small block V-8 — now in its fifth-generation design — produces an estimated 450 horsepower and 450 pound-feet of torque. At low speed, torque output exceeds that of the previous 6.2-liter engine by 50 pound-feet. The engine shares few parts with prior Corvette V-8s and is fitted with direct fuel injection that, in combination with other refinements, enables a high compression ratio of 11.5:1. Active Fuel Management, G.M.’s system for deactivating cylinders when they are not needed, lets the car cruise on four cylinders in some driving modes. Final fuel-economy numbers are not yet available.

Two transaxles will be offered: a 6-speed automatic with paddle-shift mode or a 7-speed manual with rev-matching capability — an electronic version of the heel-and-toe shifting techniques that competition drivers employ to enable smooth gear changes when negotiating twisty bits.

The Corvette driver will be able to select from among five driving modes: weather, Eco, Tour, Sport and Track; the default setting will be Tour. Changing modes alters 12 vehicle attributes, including throttle response, shift points, engagement of the limited-slip differential engagement, shock damping and more. Four-piston Brembo brakes provide stopping power, and electric power steering sets the course.

An optional Z51 performance package adds an electronic limited-slip differential that can continuously vary torque split between the rear wheels, dry-sump oiling, upgraded shock absorbers, a revised version of the automaker’s Magnetic Ride Control suspension-regulating system, close-ratio gears for the manual transmission, larger brake rotors and aerodynamic refinements that incorporate air-flow management for cooling of heat-stressed components.

Like its predecessor, the 2014 Corvette Stingray will be built at a G.M. plant in Bowling Green, Ky. The car is expected to arrive at dealerships in the third quarter of this year.

Read More..