je commence apres 5 ans au Quebec a m'habitue au langage Quebecois et quand il parlent de marde c'est tres tres souvent de la neige l'hiver et je pense que le gars parle de ca dans ca blague, de la marde de blanche comme ils disent 
mince j'avais pas vu le premier mot de la blague...desole.
http://monvolant.cyberpresse.ca/essais/ ... ingray.php
extrait:
Magnétique, vous avez dit? Pourtant, rien n'est moins vrai : les accessoires sont tous très sophistiqués. À commencer par la suspension magnétique ajustable, dont le comportement varie selon les goûts du pilote. S'ajoute à cela la sécurité active déjà connue : freins ABS, antipatinage et antidérapage, et des coussins gonflables mur à mur. Ainsi que des pneus à roulement à plat, des fois que. Dans un marché aussi varié que celui des coupés et décapotables, pas de doute, la Corvette se distingue très bien. Et pour une fois, c'est une bonne chose.
http://www.auto123.com/fr/actualites/ac ... rtid=81340
un post sur l'importation d'une corvette nord americaine en France:
pas vraiment interressant a faire j'ai l'impression...
http://fr.answers.yahoo.com/question/in ... 445AAXFvfn
un autre lien sur une compagnie d'importation :
http://www.quebec-usa.com/2007/09/05/un ... 1-en-2009/
un test complet en anglais avec plein de belles photos et aussi plusieurs videos
http://www.edmunds.com/insideline/do/Dr ... eId=123805
Acceleration Comments:
This thing has torque and horsepower everywhere, as it could easily spin the tires all the way through 1st gear and even leaves a couple strips in 2nd gear. The shifter is way better at finding 3rd gear in a hurry than it once was. It's no Porsche 911 flick, but I could palm it like I never could before. While I didn't care for the high pedal engagement of the clutch in "civilian use," it worked very well on the drag strip. And OMG, what a sound that V8 makes under load and it even spits and burbles when you get off the throttle. Cool and oh-so Vette.
Handling Comments:
Gobs of grip around the skid pad and a little more feel in the steering weight than I have grown to expect. What once was a springy, artificial weight now has more to do with what the front tires are doing. The balance is so neutral that I could choose to either under- or oversteer the car all the way around the circle. Even so, I'd prefer more predictability to how and when it lets go. Once it starts to rotate, the driver needs to be way ahead of it -- otherwise, there's no catching the inevitable spin that will occur. In the slalom, the Corvette tends to pile on oversteer with each successive cone. That's fine if you're ready for it, but that's not a very confidence-building trait. Corvettes have never "liked" the slalom test and the quickest way through was with all systems off, as it allows a pretty crazy yaw angle through the final gate (which competitive mode does not). However, on one 10/10ths run, I managed a rare slow-motion three-quarter spin off the tarmac because I let it go too far sideways and it wouldn't recover. The Corvette remains entertaining but not record-breaking, nor for the amateur driver to attempt without the safety net of stability control.
Braking Comments:
I expected shorter distances from a car weighing a mere 3,272 pounds with big rubber track shoes. While 118 feet is excellent and repeated on the fifth run, these brakes don't elicit the kind of hackneyed "retina-detaching" comments some other purebred sports cars do. Even though the measured distances didn't grow by the last stop, the ABS pulses began to be less frequent, indicating some heat was affecting the effectiveness of the brakes.
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