America’s favorite sports car goes global
By Christian Wardlaw
|
July 31, 2005
Introduction
Glowing over distant mountains, a central California sunset blazes in fiery glory, framed within the 2005 Chevrolet Corvette’s windshield as the roadster rockets down the last twisty bit of the day, xenon high-intensity discharge headlamps combining with the last vestiges of natural light to illuminate the pavement blurring between its bulging front fenders. Tired, sunburned, but not quite ready to quit dipping into the 6.0-liter V8’s sheer power and monstrous torque before a freeway blitz back to Los Angeles, we’re wringing as much as we can out of the new Corvette before darkness descends and we switch the adjustable suspension from Sport back into Comfort mode.Redesigned from the ground up, the 2005 Chevrolet Corvette is a revelation, a car that serves equally well as a sports car and a daily driver. Drive it on the track, on the street, in traffic, or on the wide-open two-lane roads criss-crossing California’s central coast – the Corvette never disappoints. Better yet, and despite gains in power, handling, and refinement, the price of entry for this world-class sports car remains comparatively low, starting at a reasonable $44,510, including an $800 destination charge.
There was a time when the Chevrolet Corvette physically manifested the insecure, style-impaired, blue-collared, gold-chained American male ego in rippled fiberglass relief. No longer. Today’s car is a brilliant concoction of performance, design, and quality that remains obtainable to the Average Joes who’ve saved their pennies for their dream car, but is now desirable to high-powered executives who might otherwise choose a Ferrari or Porsche. The 2005 Corvette is a car that everyone likes, and after a week of cruising around California with the top dropped, we’re ready to join the club.
Nuts and Bolts
Nuts and Bolts Under the 3,179-pound 2005 Chevrolet Corvette’s long, luscious hood thumps a cast aluminum, six-liter, eight cylinder engine dubbed the LS2, making 400 horsepower and 400 lb.-ft. of torque good for 0-60 mph in four seconds and a top speed of 186 mph.
Under the 2005 Chevrolet Corvette’s long, luscious hood thumps a cast aluminum, six-liter, eight-cylinder engine dubbed the LS2. Perhaps not the most sophisticated motor on the planet, the LS2 employs old-school pushrod valve actuation rather than modern overhead cams and breathes through two valves per cylinder instead of a more contemporary four-valve design. But with 400 horsepower at 6,000 rpm and 400 lb.-ft. of torque at 4,400 rpm, you’re not gonna care about yester-tech engineering that limits redline to 6,500 rpm – a spot on the rev band where allegedly sophisticated Japanese sports cars are just getting the party started. Nobody can argue with zero to sixty acceleration measuring close to four seconds by Chevrolet’s stopwatch, quarter-mile times in the mid-12s at 114 mph, or a top speed of 186 mph. Add EPA fuel economy ratings of 18 city and 25 highway with the automatic transmission and 19/28 with the manual, and the 3,179-pound Corvette starts to resemble some kind of automotive miracle.
With six cogs to stir, the standard manual transmission features shorter throws and a new shifter to make changing gears more enjoyable. The optional four-speed automatic is a strengthened version of the old Corvette’s set-it-and-forget-it gearbox, updated with Performance Algorithm Shifting (PAS) software designed to ensure that the Corvette can predict exactly which gear is desirable for a given driving situation and get the transmission into that gear right when the driver wants it. Both transmissions are mounted at the rear axle, next to the drive wheels rather than right behind the engine, to keep the Corvette’s weight distribution at a nearly ideal 51/49 split front to rear.
Equal weight distribution helps handling, but chassis dynamics are also critical. The redesigned 2005 Chevrolet Corvette rides on a stiff, lightweight frame made of a hydroformed steel backbone fortified with composite floors filled with balsa wood, an aluminum and magnesium cabin architecture, and a boxed center driveshaft tunnel that helps to erase structural flex.
Suspension is double wishbones with aluminum upper and lower control arms front and rear, with monotube shock absorbers controlling wheel movement and transverse-mounted composite leaf springs filtering road shock from the body. An optional Magnetic Selective Ride Control suspension employs electrically-charged dampers that continually read road surface conditions and adjust the suspension for the optimum blend of ride and handling, and an aggressively-tuned Z51 Performance suspension is available including stiffer shocks and springs, thicker stabilizer bars, and cross-drilled 13.4-inch front and 13-inch rear brake rotors for handling performance that Chevrolet claims is close to the previous-generation Z06.
Normally, the rotors measure 12.8-inches up front and 12 inches in the rear, charged with hauling Z-rated Goodyear Eagle F1 Extended Mobility Technology (EMT) tires down from speed. Mounted to 18 x 8.5-inch alloy wheels up front and 19 x 10-inch rims in the rear, the EMT run-flat rubber is sized 245/40 at the Corvette’s nose and 285/35 at its tail, and features an asymmetric tread design with the Z51 Performance suspension option. Speed-sensitive magnetic rack-and-pinion steering guides the way on all 2005 Chevy Corvettes. Antilock brakes, traction control, and an Active Handling stability control system are also standard equipment.
Model Mix
Model Mix Last year’s hardtop Z06 model is on hiatus, returning with a vengeance for 2006. Until then, choose between the 2005 Corvette Coupe and the 2005 Corvette Convertible, adding options to the standard equipment list to tailor the car just the way you want.
If the list of hardware upgrades makes it sound like the standard 2005 Chevrolet Corvette is just as good as the previous-generation Z06 model, you wouldn’t be far off the mark. But last year’s hardtop Z06 model is on hiatus, returning with a vengeance for 2006 to serve as the most incredible Corvette ever produced by a General Motors factory. Until then, choose between the Corvette Coupe and the Corvette Convertible, adding options to the standard equipment list to tailor the car just the way you want.
Standard equipment on the 2005 Chevrolet Corvette includes common features like power windows, power door locks, power mirrors, cruise control, tilt and telescopic steering wheel, CD player, xenon headlights, dual-zone automatic climate control, and leather upholstery. Uncommon goodies like Keyless Access, which allows the Corvette to be unlocked and started without removing the transmitter fob from a pocket or purse, and Active Handling, a stability control system with a competitive mode that allows for a greater range of driver control at the limit without completely disabling the safety net, are also included in the base price.
Corvette options include OnStar telematics, XM satellite radio, a Bose audio system with an in-dash six-disc CD changer, a dual-mode head-up display that can track and show handling data right on the windshield within the driver’s line of sight, and a navigation system with mapping for the continental U.S. and Canada on a single DVD.
Corvette Coupes feature a standard removable targa roof panel, 15 percent larger than before but weighing just a pound more. Pop the rear glass hatch, and the Corvette Coupe can accommodate 22 cubic feet of cargo. convertibles have a standard manual-folding, five-layer fabric top, which can be power-operated as an option. Convertibles carry 11 cubic feet of luggage with the top raised, but that figure gets cut by more than half to five cubes with the top down.
We spent a week driving a loaded Magnetic Red Metallic 2005 Chevrolet Corvette Convertible equipped with the power top, Magnetic Selective Ride Control, OnStar, XM, Bose, dual-mode head-up display, and DVD navigation. But even at an as-tested price of $63,200, the Corvette Convertible is a raging bargain.
Exterior Design
Exterior Design Low, sleek, and sexy, the ‘05 version is the best-looking ‘Vette since 1972, the year before dainty chrome bumpers and fuel-swilling high-performance big-block engines began to give way to unsightly body-colored end caps and emissions-strangled motors.
Blending just the right hint of the Corvette’s past with the hard-edged, high-tech, contemporary forms of the present, the 2005 Chevrolet Corvette’s styling is beautiful. Low, sleek, and sexy, the ‘05 version is the best-looking ‘Vette since 1972, the year before dainty chrome bumpers and fuel-swilling high-performance big-block engines began to give way to unsightly body-colored end caps and emissions-strangled motors.
Significantly, because they’ve been missing from the Corvette since 1962, the 2005 model gets exposed rather than hidden headlamps, a change made to reduce weight and complexity while improving the illumination pattern at night. The 2005 model is also the most aerodynamic Corvette ever with a drag coefficient of 0.28, improving anti-lift characteristics for better high-speed stability.
And if you think the new Corvette looks smaller, your eyes do not deceive. Larger wheels and tires combine with a length chopped by five inches and a width slimmed by one inch, resulting in a size and stance almost identical to the Porsche 911 Carrera. Chevrolet hopes that a smaller Corvette will play better in Paris, Texas, and Paris, France, because the pudgy dimensions of previous models have not sold well overseas.
Our main criticism of the 2005 Chevrolet Corvette’s design is the seemingly misplaced “Corvette” nameplate that’s molded into the lower right corner of the rear fascia. Center mounted since 1968, the nameplate’s new location seems like an afterthought. But the Corvette’s build quality makes up for it. Our test car displayed only major assembly gaffe – a passenger’s door that was obviously mounted askew.
Interior Design
Interior Design No longer coach, but not quite first-class, the 2005 Chevrolet Corvette’s interior is a big improvement but still isn’t of the caliber expected in a car at this price.
Cheap interior materials were the chief failings of the previous-generation Corvette, the C5. Potential customers balked at forking over north of $40,000 for a sports car equipped with Cavalier-grade plastics inside, and rightly so. Therefore, in creating the new sixth-generation model, the C6, Corvette designers made sure to upgrade the cabin.
No longer coach, but not quite first-class, the 2005 Chevrolet Corvette’s interior is a big improvement but still falls short of the caliber expected in a car of this price. We’re not the first critics to claim that customers who are already shelling out this kind of coin for the Corvette’s incredible performance and gorgeous styling wouldn’t mind spending another grand for real aluminum interior trim, the best plastic money can buy, less monotonous décor, and metal door sill trim rather than the decal-decorated plastic on our test car.
That said, the new Corvette is hard to fault when it comes to interior design. Controls are exactly where you expect them to be, are clearly labeled for easy use, and don’t require reference of the owner’s manual to decode – though first-time riders have trouble locating the well-integrated door release handles.
We did get frustrated with our test car’s optional navigation radio, which had small primary function buttons, required precise and forceful use of on-screen buttons to achieve the desired effect, and displayed every single finger smudge on its surface. Plus, in our convertible, the screen washed out in sunlight and produced problematic reflections. We’d save the cost, buy a map, and stick with the standard radio.
Assembly quality was also first-rate, and despite parts and panels that would flex under pressure, everything was solidly affixed to the car. The new Corvette is much tighter inside than the old Corvette.
Test Drive
Test Drive Acceleration is stupid sick. First gear takes the car past 60 mph, and triple digit speeds are at hand before you’ve completed the next sentence. Better still, despite regular acceleration “testing,” we returned an average of 17.1 mpg during our week with the car.
Take a Magnetic Red 2005 Chevrolet Corvette Convertible, add an obscene number of terrific California two-lane roads, blend in sunshine and warm temperatures, and mix well with one driving enthusiast to create a perfect day. We criss-crossed southern and central California for hours, making sure to give the car a thorough evaluation to serve you, our dedicated reader. Don’t ever accuse us of failing to go the extra mile.
Acceleration is stupid sick. First gear takes the car past 60 mph, and triple digit speeds are at hand before you’ve completed the next sentence in this paragraph. Rev the ‘Vette in an empty mountain tunnel, and the exhaust reverberates with a luscious “basso profundo” nothing like an Italian exotic but unique to an American V8 and equally thrilling. Better still, despite regular acceleration “testing,” we returned an average of 17.1 mpg during our week with the car. Not bad for a 400-hp beast of an automobile.
Getting the Corvette to speed is more fun because Chevrolet has refined its somewhat clunky six-speed manual transmission, but the throws are still longer than desired. Plus, the fuel-conserving skip-shift feature remains intact, frustrating drivers by automatically shifting from first gear into fourth gear within a small, hard-to-predict window of ripe driving conditions. Typically, we avoid skip-shift by starting off in second gear when driving in traffic and by revving the engine higher in first gear to deactivate the feature. Thankfully, there’s plenty of torque down low, so second-gear starts are not a problem.
In addition to the transmission, the magnetic steering could use improvement. Steering is crisp and responsive off center, but road feel is lacking. The wheel isn’t alive in the driver’s hands, thrumming to the undulations of the road. Larger shocks get transmitted, but texture is filtered out, ultimately resulting in a less satisfying drive for the enthusiast.
Given the speeds of which the Corvette is capable, it’s a good thing the brakes work perfectly. Pedal feel is excellent, making it easy to squeeze just the right amount of pressure to the binders. We punished the Corvette’s braking system on our favorite downhill section of hairpin curves, and the car suffered zero brake fade or pedal pulsation.
Turning as well as it stops and goes, the 2005 Chevrolet Corvette produces symphonic handling. For example, the Magnetic Selective Ride Control suspension is truly a revelation. So equipped, the Corvette sticks to any kind of pavement, each wheel adhering to the surface as though containing its own individual gravitational force. Yet, the Corvette rides smoothly, whether the adjustable suspension is set to “Tour” or “Sport.” Tour mode filters almost all road feel, providing a controlled yet sublime ride quality. Sport conveys the landscape, but doesn’t punish occupants by threatening to fuse their lower spines. Considering that the Corvette rides on run-flat tires with stiff sidewalls, this suspension performance is even more impressive.
You almost dismiss the Corvette as too civilized until the road turns twisty. Generally, the Magnetic Selective Ride Control suspension is competent and capable, delivering handling prowess that exceeds the skill sets of most people. But hardcore enthusiasts will take issue with body roll that’s more significant than expected, causing the driver to lean when taking turns at speed, and the Corvette’s disconnected feel when traveling at extra-legal speeds, which doesn’t inspire confidence. Magnetic Selective Ride Control is definitely best reserved for the daily-driver and weekend road warrior, not the hard-core street and track enthusiast who will enjoy and appreciate the harder-riding Z51 suspension setup.
Enthusiasts will also enjoy and appreciate the cool g-meter in the heads-up display, but who’s got time to review results when the next curve is coming, possibly holding the surprise of water, rocks, or dirt from recent rain storms? The 2005 Chevrolet Corvette demands the driver’s attention, so the g-meter is essentially useless in the real world – unless the real world includes a memorized racetrack driven under predictable conditions. But its entertainment value is high in terms of surprise and delight.
Fortunately, surprise is limited after the sun goes down. The xenon headlights cast a perfectly even, bright white pattern in front of the Corvette, but the boundaries are not as tightly defined as European cars. Still, illumination like this is a revelation for a domestic vehicle.
Comfort & Convenience
Comfort & Convenience Though performance is the 2005 Chevrolet Corvette’s reason for being, comfort and convenience are also important. On today’s urban street grids, drivers looking for fun often must slog through plenty of gridlock to reach the back roads on which the Corvette shines.
Though performance is the 2005 Chevrolet Corvette’s reason for being, comfort and convenience are also critical to success. On today’s urban street grids, drivers looking for fun often must slog through plenty of gridlock to reach the back roads on which the Corvette shines, and nobody wants to be uncomfortable while sitting in traffic. Sadly, however, it seems as though more attention was paid to this kind of driver than the enthusiast – at least inside the cabin.
For instance, the Corvette’s seats are wonderfully soft yet supportive, with multiple power adjustments which allows them to be tailored to a variety of body types for perfect bolstering. And the steering wheel tilts and telescopes to ensure a proper driving position. Yet designers chose hard plastic for the lower door panel trim. Hello? The Corvette is meant for hard charging, which naturally means that the driver will brace legs on the door panel and the center console.
In the new Corvette, the pod containing the power window controls is placed right where a left knee will brace for hard corners, resulting in pain with each fast right-hander. Likewise, the center console and transmission tunnel are encased in hard plastic, which creaks and flexes under the pressure of a braced right leg. We cannot imagine that this trim is going to age well, and should serve as a constant source of interior squeaks over time.
Entry and exit, for the less limber, is not easy, especially on hills or in close quarters such as a packed parking lot. Sticky vinyl seat bolsters grab at your clothing, making the situation worse. But given that the Corvette is a sports car, this should surprise nobody. Neither should the excessively high liftover height into the trunk be unexpected. Loading requires that cargo be lifted waist high on a tall person, and passed across a nine-inch swath of painted bodywork into the trunk, placing strain on your back. Pack light. Plus, the lid requires a significant slam to lock. But there are two trunk lights, twin under-floor storage compartments, and a handy cargo net to help make the best of things.
Further discomfort comes when the top is down on a cool day. Even with the side windows raised, the cabin is drafty. Super-hot seat warmer settings help, but the dual-zone automatic climate control system seems unable to pump enough warm air through the center vents to ward off the chill. Bring a turtleneck sweater for drives with elevation changes or sunset cruises.
One way Chevrolet has tried to make the Corvette more comforting is by including Keyless Access as standard equipment, which allows the driver to unlock and start the car without removing the key fob from a pocket or purse. Trouble is, men are the Corvette’s primary buyers, and they already have enough stuff in their pockets. Men wind up carrying the key fob in their hands, and then toss it into the cupholder after getting into the Corvette, taking up some of the valuable storage space inside the car. Why isn’t there some kind of dedicated slot for the fob, like in the Infiniti M luxury sedan?
During our daylong California cruise, we slid the cupholder lid closed to keep the fob from flinging itself about the cabin during aggressive driving, and wound up forgetting it was in there while making a pit-stop at a Circle K convenience store. Anyone could have helped themselves to the car while we were inside. Give us a regular key, please. It stores nicely in the ignition slot, and we don’t forget to take it with us when visiting the little boy’s room. And be sure to include keyholes on both doors and the trunk lid so that when the remote’s battery dies we can still open things up.
Wrap-up
Wrap-up The 2005 Chevrolet Corvette’s ferocity is combined with a grace previously unknown to the traditionally rough-hewn ‘Vette, giving it just the right amount of sophistication to compete on a global level, making it a world-class performer for the first time in its history. Nice work, Chevrolet.
Call us predictable, but we didn’t want to hand the keys to our 2005 Chevrolet Corvette Convertible test car over to General Motors after a week of thrills behind the wheel. Not surprising, given the car’s speed and sex appeal – two things for which the Corvette has always been known.
What we couldn’t have predicted was the Corvette’s newfound sense of refinement and docility, which does not come at the expense of blue-blooded American style and explosive power. Sure, the car could still use a little bit of improvement, but its few flaws are easily forgivable when you mash the accelerator and discover that the Corvette is as raw and raucous as ever. But now, that ferocity is combined with a grace previously unknown to the traditionally rough-hewn ‘Vette, giving it just the right amount of sophistication to compete on a global level, making it a world-class performer for the first time in its history.
Nice work, Chevrolet.
Specifications
Specifications The 2005 Chevrolet Corvette’s chief competitors, within its price class, include the Chrysler Crossfire SRT-6, the Lotus Elise, and the Mercedes-Benz SLK 55 AMG.
Test Vehicle: 2005 Chevrolet Corvette Convertible
Price of Test Vehicle: $63,200 (including $800 destination charge)
Engine Size and Type: 6.0-liter V8
Engine Horsepower: 400 at 6,000 rpm
Engine Torque: 400 at 4,400 rpm
Transmission: Six-speed manual
Curb weight, lbs.: 3,199 pounds (Coupe starts at 3,179 pounds)
EPA Fuel Economy (city/highway): 19/28 mpg
Observed Fuel Economy: 17.1 mpg
Length: 175 inches
Width: 73 inches
Wheelbase: 106 inches
Height: 49 inches
Leg room: 43 inches
Head room: 38 inches
Max. Seating Capacity: 2
Max. Cargo Volume: 11 cubic feet (Coupe has 22 cubic feet)
Competitors: Acura NSX, BMW 6 Series, Chrysler Crossfire SRT-6, Dodge Viper, Ford GT, Ferrari F430, Jaguar XKR, Lamborghini Gallardo, Lotus Elise, Maserati Coupe, Maserati Spyder, Mercedes-Benz SLK 55 AMG, Porsche 911 Carrera
FAQ
FAQ Does the 2005 Chevrolet Corvette really accelerate to 60 mph in four seconds? According to Chevrolet, yes. But, as always, your results will vary depending on your skill, the pavement surface, the air temperature, your geographic location, head or tail winds, tire wear, and other factors.
Does the 2005 Chevrolet Corvette really accelerate to 60 mph in four seconds?
According to Chevrolet, yes. But, as always, your results will vary depending on your skill, the pavement surface, the air temperature, your geographic location, head or tail winds, tire wear, and other factors. By the seat of our pants, the new Corvette is freakin’ fast.
Your test car stickered for $63,200. Isn’t that too much for a Corvette?
Considering that the 2005 Chevrolet Corvette’s performance envelope matches or exceeds that of the more expensive Dodge Viper and a wide variety of overpriced European cars, we’d say no. And remember, we had a fully optioned convertible model – stick to a base coupe without any options, and the Corvette’s bang-for-the-buck ratio increases exponentially.
This is a favorable review of a General Motors product. Did GM send you guys a check? Or are you just blinded by speed?
Neither. General Motors has more talent than just about any car company in the world. The problem is that the bean counters and the shareholders demand maximum profitability, often resulting in substandard products with too many cut corners. Witness, as evidence, the silver plastic trim on the Corvette’s dashboard when real aluminum is more appropriate. Plus, consumer studies with focus groups comprised of current owners and possible conquest customers often lead GM astray. Witness, as evidence, the current Chevrolet Malibu. Lower volume, high-profile vehicles like the Corvette get done right because they are driven by passion. Let’s hope some of that passion gets into mainstream General Motors products.
2nd Opinion – Blackett
2nd Opinion – Blackett Upon departure from a restaurant, I heard the valet speak these sweet words: “Hello, Sir. You are the gentleman with the red Corvette?” Ah, you just don’t forget moments like that.
There is one major negative point I need to report about my time in the 2005 Chevrolet Corvette Convertible: Someone demanded I turn over the keys upon my return to the office.
Life is simply not fair.
Over the course of a day or so, a 2005 Chevrolet Corvette Convertible and I rumbled along the highways of southern California, flew through the twisty mountain roads outside of Los Angeles, and spent an evening traversing local streets looking for a decent restaurant. Upon departure from that eatery, I heard the valet speak these sweet words: “Hello, Sir. You are the gentleman with the red Corvette?” Ah, you just don’t forget moments like that.
What was behind my brief fling with the 2005 Chevrolet Corvette Convertible could be found under the hood – that 6.0-liter V8 with 400 horses and 400 lb.-ft. of torque. Match that up to a curb weight that tipped the scales at about 3,200 lbs. and this Chevy offers an impressively low power-to-weight ratio (translation: each horse is burdened with relatively little weight). Managing that power through the six-speed manual transmission was a cinch, given the shifter’s nearly perfect placement in the center console and short, precise throws between gears. What was less endearing was the tranny’s skip-shift feature, which often left me struggling to find a forward gear in the middle of an intersection. Nothing saps the coolness out of driving a red 2005 Corvette like coasting to a stop in the middle of an intersection. I think those hot women that were in the car behind me are still laughing.
Find the right gear, and leave all of the taunting in your dust. Acceleration is excellent and, thankfully, so is the braking. After an extremely enjoyable run in the mountains, including hard braking into sharp corners and consistently laying on the stoppers for a lengthy downhill run, there was no noticeable decrease in the effectiveness of the brakes. Not so much praise can be given to the 2005 Chevrolet Corvette’s ride, which was harsh regardless of whether the suspension was set in the Sport or Touring mode. But, to it’s credit, the ‘Vette kept a very tight line in the curves and only broke free when turning the stability control off and using a heavy foot on the go-pedal.
Driving with the top up is a fairly quiet experience, but cruising through the mountains should definitely be experienced with the top down – hearing the sound of that V8 reverberate off canyon walls is the automotive enthusiast’s equivalent to hearing Pavarotti sing at the Met. Dropping the canvas requires unhooking the center latch and pushing a button on the dash, whereupon a compartment behind the seats opens and swallows the soft top. Unlike many convertibles, the 2005 Chevrolet Corvette Convertible does not exhibit noticeable cowl shake, and the neatly stored top and relatively low rear beltline allow for decent visibility.
Regardless of whether the top is up or down, the interior is a pleasant place to enjoy a drive. Both seats offer power adjustments, and the power tilt and telescoping steering wheel helps in creating a suitable position for the driver. Most of the controls, including those for the radio and trip computer, were easy to reach and understand. However, the radio face did wash out under certain lighting conditions. What was most impressive was the heads-up display – the screen was perfectly placed in the driver’s view and offered information regarding speed, radio stations, and more. Why this technology hasn’t been more widely accepted over the past several years is a mystery, though it’s likely due to cost and complexity. Regardless, it’s a great supplement to traditionally gauges, and a preferred alternative to the center-mounted instrumentation that some manufacturers have adopted.
As good as it the 2005 Chevrolet Corvette Convertible was, there were a few nitpicky points I had with the interior. First, the oversized steering wheel felt like it was ripped out of an old Chevy Lumina. And second, the remote ignition just seems like an easy way to lose keys; this driver prefers a traditional ignition that forces you to keep track of the keys.
With an abundance of power, superb handling, and a well-designed interior, few will find fault with the 2005 Chevrolet Corvette Convertible. But the issue of styling has ruffled a few feathers, mainly due to the deletion of the flip-up headlights. In this editor’s eyes, the new look gives the ‘Vette more character, a modern face with some personality. For those who desire heritage cues, the quad taillights and Coke-bottle Corvette shape remain, and the front air dam insert closely mimics the grille of the original 1953 Chevy Corvette.
At about $63,000 as tested, the 2005 Chevrolet Corvette Convertible is $60,000 more the 1953 original – just an expensive dream for most of today’s car shoppers. However, if you’ve got the means and a good radar detector, it may be a small price to pay for an extraordinary amount of fun. – Thom Blackett
2nd Opinion - Chee
Out there, somewhere. Out where red dirt meets black asphalt, and the miles melt under a brutal sun, slipping into sunsets better described by poets, songwriters and artists searching for earthy inspiration.
Nuts and Bolts Under the 3,179-pound 2005 Chevrolet Corvette’s long, luscious hood thumps a cast aluminum, six-liter, eight cylinder engine dubbed the LS2, making 400 horsepower and 400 lb.-ft. of torque good for 0-60 mph in four seconds and a top speed of 186 mph.
Under the 2005 Chevrolet Corvette’s long, luscious hood thumps a cast aluminum, six-liter, eight-cylinder engine dubbed the LS2. Perhaps not the most sophisticated motor on the planet, the LS2 employs old-school pushrod valve actuation rather than modern overhead cams and breathes through two valves per cylinder instead of a more contemporary four-valve design. But with 400 horsepower at 6,000 rpm and 400 lb.-ft. of torque at 4,400 rpm, you’re not gonna care about yester-tech engineering that limits redline to 6,500 rpm – a spot on the rev band where allegedly sophisticated Japanese sports cars are just getting the party started. Nobody can argue with zero to sixty acceleration measuring close to four seconds by Chevrolet’s stopwatch, quarter-mile times in the mid-12s at 114 mph, or a top speed of 186 mph. Add EPA fuel economy ratings of 18 city and 25 highway with the automatic transmission and 19/28 with the manual, and the 3,179-pound Corvette starts to resemble some kind of automotive miracle.
With six cogs to stir, the standard manual transmission features shorter throws and a new shifter to make changing gears more enjoyable. The optional four-speed automatic is a strengthened version of the old Corvette’s set-it-and-forget-it gearbox, updated with Performance Algorithm Shifting (PAS) software designed to ensure that the Corvette can predict exactly which gear is desirable for a given driving situation and get the transmission into that gear right when the driver wants it. Both transmissions are mounted at the rear axle, next to the drive wheels rather than right behind the engine, to keep the Corvette’s weight distribution at a nearly ideal 51/49 split front to rear.
Equal weight distribution helps handling, but chassis dynamics are also critical. The redesigned 2005 Chevrolet Corvette rides on a stiff, lightweight frame made of a hydroformed steel backbone fortified with composite floors filled with balsa wood, an aluminum and magnesium cabin architecture, and a boxed center driveshaft tunnel that helps to erase structural flex.
Suspension is double wishbones with aluminum upper and lower control arms front and rear, with monotube shock absorbers controlling wheel movement and transverse-mounted composite leaf springs filtering road shock from the body. An optional Magnetic Selective Ride Control suspension employs electrically-charged dampers that continually read road surface conditions and adjust the suspension for the optimum blend of ride and handling, and an aggressively-tuned Z51 Performance suspension is available including stiffer shocks and springs, thicker stabilizer bars, and cross-drilled 13.4-inch front and 13-inch rear brake rotors for handling performance that Chevrolet claims is close to the previous-generation Z06.
Normally, the rotors measure 12.8-inches up front and 12 inches in the rear, charged with hauling Z-rated Goodyear Eagle F1 Extended Mobility Technology (EMT) tires down from speed. Mounted to 18 x 8.5-inch alloy wheels up front and 19 x 10-inch rims in the rear, the EMT run-flat rubber is sized 245/40 at the Corvette’s nose and 285/35 at its tail, and features an asymmetric tread design with the Z51 Performance suspension option. Speed-sensitive magnetic rack-and-pinion steering guides the way on all 2005 Chevy Corvettes. Antilock brakes, traction control, and an Active Handling stability control system are also standard equipment.
Model Mix
Model Mix Last year’s hardtop Z06 model is on hiatus, returning with a vengeance for 2006. Until then, choose between the 2005 Corvette Coupe and the 2005 Corvette Convertible, adding options to the standard equipment list to tailor the car just the way you want.
If the list of hardware upgrades makes it sound like the standard 2005 Chevrolet Corvette is just as good as the previous-generation Z06 model, you wouldn’t be far off the mark. But last year’s hardtop Z06 model is on hiatus, returning with a vengeance for 2006 to serve as the most incredible Corvette ever produced by a General Motors factory. Until then, choose between the Corvette Coupe and the Corvette Convertible, adding options to the standard equipment list to tailor the car just the way you want.
Standard equipment on the 2005 Chevrolet Corvette includes common features like power windows, power door locks, power mirrors, cruise control, tilt and telescopic steering wheel, CD player, xenon headlights, dual-zone automatic climate control, and leather upholstery. Uncommon goodies like Keyless Access, which allows the Corvette to be unlocked and started without removing the transmitter fob from a pocket or purse, and Active Handling, a stability control system with a competitive mode that allows for a greater range of driver control at the limit without completely disabling the safety net, are also included in the base price.
Corvette options include OnStar telematics, XM satellite radio, a Bose audio system with an in-dash six-disc CD changer, a dual-mode head-up display that can track and show handling data right on the windshield within the driver’s line of sight, and a navigation system with mapping for the continental U.S. and Canada on a single DVD.
Corvette Coupes feature a standard removable targa roof panel, 15 percent larger than before but weighing just a pound more. Pop the rear glass hatch, and the Corvette Coupe can accommodate 22 cubic feet of cargo. convertibles have a standard manual-folding, five-layer fabric top, which can be power-operated as an option. Convertibles carry 11 cubic feet of luggage with the top raised, but that figure gets cut by more than half to five cubes with the top down.
We spent a week driving a loaded Magnetic Red Metallic 2005 Chevrolet Corvette Convertible equipped with the power top, Magnetic Selective Ride Control, OnStar, XM, Bose, dual-mode head-up display, and DVD navigation. But even at an as-tested price of $63,200, the Corvette Convertible is a raging bargain.
Exterior Design
Exterior Design Low, sleek, and sexy, the ‘05 version is the best-looking ‘Vette since 1972, the year before dainty chrome bumpers and fuel-swilling high-performance big-block engines began to give way to unsightly body-colored end caps and emissions-strangled motors.
Blending just the right hint of the Corvette’s past with the hard-edged, high-tech, contemporary forms of the present, the 2005 Chevrolet Corvette’s styling is beautiful. Low, sleek, and sexy, the ‘05 version is the best-looking ‘Vette since 1972, the year before dainty chrome bumpers and fuel-swilling high-performance big-block engines began to give way to unsightly body-colored end caps and emissions-strangled motors.
Significantly, because they’ve been missing from the Corvette since 1962, the 2005 model gets exposed rather than hidden headlamps, a change made to reduce weight and complexity while improving the illumination pattern at night. The 2005 model is also the most aerodynamic Corvette ever with a drag coefficient of 0.28, improving anti-lift characteristics for better high-speed stability.
And if you think the new Corvette looks smaller, your eyes do not deceive. Larger wheels and tires combine with a length chopped by five inches and a width slimmed by one inch, resulting in a size and stance almost identical to the Porsche 911 Carrera. Chevrolet hopes that a smaller Corvette will play better in Paris, Texas, and Paris, France, because the pudgy dimensions of previous models have not sold well overseas.
Our main criticism of the 2005 Chevrolet Corvette’s design is the seemingly misplaced “Corvette” nameplate that’s molded into the lower right corner of the rear fascia. Center mounted since 1968, the nameplate’s new location seems like an afterthought. But the Corvette’s build quality makes up for it. Our test car displayed only major assembly gaffe – a passenger’s door that was obviously mounted askew.
Interior Design
Interior Design No longer coach, but not quite first-class, the 2005 Chevrolet Corvette’s interior is a big improvement but still isn’t of the caliber expected in a car at this price.
Cheap interior materials were the chief failings of the previous-generation Corvette, the C5. Potential customers balked at forking over north of $40,000 for a sports car equipped with Cavalier-grade plastics inside, and rightly so. Therefore, in creating the new sixth-generation model, the C6, Corvette designers made sure to upgrade the cabin.
No longer coach, but not quite first-class, the 2005 Chevrolet Corvette’s interior is a big improvement but still falls short of the caliber expected in a car of this price. We’re not the first critics to claim that customers who are already shelling out this kind of coin for the Corvette’s incredible performance and gorgeous styling wouldn’t mind spending another grand for real aluminum interior trim, the best plastic money can buy, less monotonous décor, and metal door sill trim rather than the decal-decorated plastic on our test car.
That said, the new Corvette is hard to fault when it comes to interior design. Controls are exactly where you expect them to be, are clearly labeled for easy use, and don’t require reference of the owner’s manual to decode – though first-time riders have trouble locating the well-integrated door release handles.
We did get frustrated with our test car’s optional navigation radio, which had small primary function buttons, required precise and forceful use of on-screen buttons to achieve the desired effect, and displayed every single finger smudge on its surface. Plus, in our convertible, the screen washed out in sunlight and produced problematic reflections. We’d save the cost, buy a map, and stick with the standard radio.
Assembly quality was also first-rate, and despite parts and panels that would flex under pressure, everything was solidly affixed to the car. The new Corvette is much tighter inside than the old Corvette.
Test Drive
Test Drive Acceleration is stupid sick. First gear takes the car past 60 mph, and triple digit speeds are at hand before you’ve completed the next sentence. Better still, despite regular acceleration “testing,” we returned an average of 17.1 mpg during our week with the car.
Take a Magnetic Red 2005 Chevrolet Corvette Convertible, add an obscene number of terrific California two-lane roads, blend in sunshine and warm temperatures, and mix well with one driving enthusiast to create a perfect day. We criss-crossed southern and central California for hours, making sure to give the car a thorough evaluation to serve you, our dedicated reader. Don’t ever accuse us of failing to go the extra mile.
Acceleration is stupid sick. First gear takes the car past 60 mph, and triple digit speeds are at hand before you’ve completed the next sentence in this paragraph. Rev the ‘Vette in an empty mountain tunnel, and the exhaust reverberates with a luscious “basso profundo” nothing like an Italian exotic but unique to an American V8 and equally thrilling. Better still, despite regular acceleration “testing,” we returned an average of 17.1 mpg during our week with the car. Not bad for a 400-hp beast of an automobile.
Getting the Corvette to speed is more fun because Chevrolet has refined its somewhat clunky six-speed manual transmission, but the throws are still longer than desired. Plus, the fuel-conserving skip-shift feature remains intact, frustrating drivers by automatically shifting from first gear into fourth gear within a small, hard-to-predict window of ripe driving conditions. Typically, we avoid skip-shift by starting off in second gear when driving in traffic and by revving the engine higher in first gear to deactivate the feature. Thankfully, there’s plenty of torque down low, so second-gear starts are not a problem.
In addition to the transmission, the magnetic steering could use improvement. Steering is crisp and responsive off center, but road feel is lacking. The wheel isn’t alive in the driver’s hands, thrumming to the undulations of the road. Larger shocks get transmitted, but texture is filtered out, ultimately resulting in a less satisfying drive for the enthusiast.
Given the speeds of which the Corvette is capable, it’s a good thing the brakes work perfectly. Pedal feel is excellent, making it easy to squeeze just the right amount of pressure to the binders. We punished the Corvette’s braking system on our favorite downhill section of hairpin curves, and the car suffered zero brake fade or pedal pulsation.
Turning as well as it stops and goes, the 2005 Chevrolet Corvette produces symphonic handling. For example, the Magnetic Selective Ride Control suspension is truly a revelation. So equipped, the Corvette sticks to any kind of pavement, each wheel adhering to the surface as though containing its own individual gravitational force. Yet, the Corvette rides smoothly, whether the adjustable suspension is set to “Tour” or “Sport.” Tour mode filters almost all road feel, providing a controlled yet sublime ride quality. Sport conveys the landscape, but doesn’t punish occupants by threatening to fuse their lower spines. Considering that the Corvette rides on run-flat tires with stiff sidewalls, this suspension performance is even more impressive.
You almost dismiss the Corvette as too civilized until the road turns twisty. Generally, the Magnetic Selective Ride Control suspension is competent and capable, delivering handling prowess that exceeds the skill sets of most people. But hardcore enthusiasts will take issue with body roll that’s more significant than expected, causing the driver to lean when taking turns at speed, and the Corvette’s disconnected feel when traveling at extra-legal speeds, which doesn’t inspire confidence. Magnetic Selective Ride Control is definitely best reserved for the daily-driver and weekend road warrior, not the hard-core street and track enthusiast who will enjoy and appreciate the harder-riding Z51 suspension setup.
Enthusiasts will also enjoy and appreciate the cool g-meter in the heads-up display, but who’s got time to review results when the next curve is coming, possibly holding the surprise of water, rocks, or dirt from recent rain storms? The 2005 Chevrolet Corvette demands the driver’s attention, so the g-meter is essentially useless in the real world – unless the real world includes a memorized racetrack driven under predictable conditions. But its entertainment value is high in terms of surprise and delight.
Fortunately, surprise is limited after the sun goes down. The xenon headlights cast a perfectly even, bright white pattern in front of the Corvette, but the boundaries are not as tightly defined as European cars. Still, illumination like this is a revelation for a domestic vehicle.
Comfort & Convenience
Comfort & Convenience Though performance is the 2005 Chevrolet Corvette’s reason for being, comfort and convenience are also important. On today’s urban street grids, drivers looking for fun often must slog through plenty of gridlock to reach the back roads on which the Corvette shines.
Though performance is the 2005 Chevrolet Corvette’s reason for being, comfort and convenience are also critical to success. On today’s urban street grids, drivers looking for fun often must slog through plenty of gridlock to reach the back roads on which the Corvette shines, and nobody wants to be uncomfortable while sitting in traffic. Sadly, however, it seems as though more attention was paid to this kind of driver than the enthusiast – at least inside the cabin.
For instance, the Corvette’s seats are wonderfully soft yet supportive, with multiple power adjustments which allows them to be tailored to a variety of body types for perfect bolstering. And the steering wheel tilts and telescopes to ensure a proper driving position. Yet designers chose hard plastic for the lower door panel trim. Hello? The Corvette is meant for hard charging, which naturally means that the driver will brace legs on the door panel and the center console.
In the new Corvette, the pod containing the power window controls is placed right where a left knee will brace for hard corners, resulting in pain with each fast right-hander. Likewise, the center console and transmission tunnel are encased in hard plastic, which creaks and flexes under the pressure of a braced right leg. We cannot imagine that this trim is going to age well, and should serve as a constant source of interior squeaks over time.
Entry and exit, for the less limber, is not easy, especially on hills or in close quarters such as a packed parking lot. Sticky vinyl seat bolsters grab at your clothing, making the situation worse. But given that the Corvette is a sports car, this should surprise nobody. Neither should the excessively high liftover height into the trunk be unexpected. Loading requires that cargo be lifted waist high on a tall person, and passed across a nine-inch swath of painted bodywork into the trunk, placing strain on your back. Pack light. Plus, the lid requires a significant slam to lock. But there are two trunk lights, twin under-floor storage compartments, and a handy cargo net to help make the best of things.
Further discomfort comes when the top is down on a cool day. Even with the side windows raised, the cabin is drafty. Super-hot seat warmer settings help, but the dual-zone automatic climate control system seems unable to pump enough warm air through the center vents to ward off the chill. Bring a turtleneck sweater for drives with elevation changes or sunset cruises.
One way Chevrolet has tried to make the Corvette more comforting is by including Keyless Access as standard equipment, which allows the driver to unlock and start the car without removing the key fob from a pocket or purse. Trouble is, men are the Corvette’s primary buyers, and they already have enough stuff in their pockets. Men wind up carrying the key fob in their hands, and then toss it into the cupholder after getting into the Corvette, taking up some of the valuable storage space inside the car. Why isn’t there some kind of dedicated slot for the fob, like in the Infiniti M luxury sedan?
During our daylong California cruise, we slid the cupholder lid closed to keep the fob from flinging itself about the cabin during aggressive driving, and wound up forgetting it was in there while making a pit-stop at a Circle K convenience store. Anyone could have helped themselves to the car while we were inside. Give us a regular key, please. It stores nicely in the ignition slot, and we don’t forget to take it with us when visiting the little boy’s room. And be sure to include keyholes on both doors and the trunk lid so that when the remote’s battery dies we can still open things up.
Wrap-up
Wrap-up The 2005 Chevrolet Corvette’s ferocity is combined with a grace previously unknown to the traditionally rough-hewn ‘Vette, giving it just the right amount of sophistication to compete on a global level, making it a world-class performer for the first time in its history. Nice work, Chevrolet.
Call us predictable, but we didn’t want to hand the keys to our 2005 Chevrolet Corvette Convertible test car over to General Motors after a week of thrills behind the wheel. Not surprising, given the car’s speed and sex appeal – two things for which the Corvette has always been known.
What we couldn’t have predicted was the Corvette’s newfound sense of refinement and docility, which does not come at the expense of blue-blooded American style and explosive power. Sure, the car could still use a little bit of improvement, but its few flaws are easily forgivable when you mash the accelerator and discover that the Corvette is as raw and raucous as ever. But now, that ferocity is combined with a grace previously unknown to the traditionally rough-hewn ‘Vette, giving it just the right amount of sophistication to compete on a global level, making it a world-class performer for the first time in its history.
Nice work, Chevrolet.
Specifications
Specifications The 2005 Chevrolet Corvette’s chief competitors, within its price class, include the Chrysler Crossfire SRT-6, the Lotus Elise, and the Mercedes-Benz SLK 55 AMG.
Test Vehicle: 2005 Chevrolet Corvette Convertible
Price of Test Vehicle: $63,200 (including $800 destination charge)
Engine Size and Type: 6.0-liter V8
Engine Horsepower: 400 at 6,000 rpm
Engine Torque: 400 at 4,400 rpm
Transmission: Six-speed manual
Curb weight, lbs.: 3,199 pounds (Coupe starts at 3,179 pounds)
EPA Fuel Economy (city/highway): 19/28 mpg
Observed Fuel Economy: 17.1 mpg
Length: 175 inches
Width: 73 inches
Wheelbase: 106 inches
Height: 49 inches
Leg room: 43 inches
Head room: 38 inches
Max. Seating Capacity: 2
Max. Cargo Volume: 11 cubic feet (Coupe has 22 cubic feet)
Competitors: Acura NSX, BMW 6 Series, Chrysler Crossfire SRT-6, Dodge Viper, Ford GT, Ferrari F430, Jaguar XKR, Lamborghini Gallardo, Lotus Elise, Maserati Coupe, Maserati Spyder, Mercedes-Benz SLK 55 AMG, Porsche 911 Carrera
FAQ
FAQ Does the 2005 Chevrolet Corvette really accelerate to 60 mph in four seconds? According to Chevrolet, yes. But, as always, your results will vary depending on your skill, the pavement surface, the air temperature, your geographic location, head or tail winds, tire wear, and other factors.
Does the 2005 Chevrolet Corvette really accelerate to 60 mph in four seconds?
According to Chevrolet, yes. But, as always, your results will vary depending on your skill, the pavement surface, the air temperature, your geographic location, head or tail winds, tire wear, and other factors. By the seat of our pants, the new Corvette is freakin’ fast.
Your test car stickered for $63,200. Isn’t that too much for a Corvette?
Considering that the 2005 Chevrolet Corvette’s performance envelope matches or exceeds that of the more expensive Dodge Viper and a wide variety of overpriced European cars, we’d say no. And remember, we had a fully optioned convertible model – stick to a base coupe without any options, and the Corvette’s bang-for-the-buck ratio increases exponentially.
This is a favorable review of a General Motors product. Did GM send you guys a check? Or are you just blinded by speed?
Neither. General Motors has more talent than just about any car company in the world. The problem is that the bean counters and the shareholders demand maximum profitability, often resulting in substandard products with too many cut corners. Witness, as evidence, the silver plastic trim on the Corvette’s dashboard when real aluminum is more appropriate. Plus, consumer studies with focus groups comprised of current owners and possible conquest customers often lead GM astray. Witness, as evidence, the current Chevrolet Malibu. Lower volume, high-profile vehicles like the Corvette get done right because they are driven by passion. Let’s hope some of that passion gets into mainstream General Motors products.
2nd Opinion – Blackett
2nd Opinion – Blackett Upon departure from a restaurant, I heard the valet speak these sweet words: “Hello, Sir. You are the gentleman with the red Corvette?” Ah, you just don’t forget moments like that.
There is one major negative point I need to report about my time in the 2005 Chevrolet Corvette Convertible: Someone demanded I turn over the keys upon my return to the office.
Life is simply not fair.
Over the course of a day or so, a 2005 Chevrolet Corvette Convertible and I rumbled along the highways of southern California, flew through the twisty mountain roads outside of Los Angeles, and spent an evening traversing local streets looking for a decent restaurant. Upon departure from that eatery, I heard the valet speak these sweet words: “Hello, Sir. You are the gentleman with the red Corvette?” Ah, you just don’t forget moments like that.
What was behind my brief fling with the 2005 Chevrolet Corvette Convertible could be found under the hood – that 6.0-liter V8 with 400 horses and 400 lb.-ft. of torque. Match that up to a curb weight that tipped the scales at about 3,200 lbs. and this Chevy offers an impressively low power-to-weight ratio (translation: each horse is burdened with relatively little weight). Managing that power through the six-speed manual transmission was a cinch, given the shifter’s nearly perfect placement in the center console and short, precise throws between gears. What was less endearing was the tranny’s skip-shift feature, which often left me struggling to find a forward gear in the middle of an intersection. Nothing saps the coolness out of driving a red 2005 Corvette like coasting to a stop in the middle of an intersection. I think those hot women that were in the car behind me are still laughing.
Find the right gear, and leave all of the taunting in your dust. Acceleration is excellent and, thankfully, so is the braking. After an extremely enjoyable run in the mountains, including hard braking into sharp corners and consistently laying on the stoppers for a lengthy downhill run, there was no noticeable decrease in the effectiveness of the brakes. Not so much praise can be given to the 2005 Chevrolet Corvette’s ride, which was harsh regardless of whether the suspension was set in the Sport or Touring mode. But, to it’s credit, the ‘Vette kept a very tight line in the curves and only broke free when turning the stability control off and using a heavy foot on the go-pedal.
Driving with the top up is a fairly quiet experience, but cruising through the mountains should definitely be experienced with the top down – hearing the sound of that V8 reverberate off canyon walls is the automotive enthusiast’s equivalent to hearing Pavarotti sing at the Met. Dropping the canvas requires unhooking the center latch and pushing a button on the dash, whereupon a compartment behind the seats opens and swallows the soft top. Unlike many convertibles, the 2005 Chevrolet Corvette Convertible does not exhibit noticeable cowl shake, and the neatly stored top and relatively low rear beltline allow for decent visibility.
Regardless of whether the top is up or down, the interior is a pleasant place to enjoy a drive. Both seats offer power adjustments, and the power tilt and telescoping steering wheel helps in creating a suitable position for the driver. Most of the controls, including those for the radio and trip computer, were easy to reach and understand. However, the radio face did wash out under certain lighting conditions. What was most impressive was the heads-up display – the screen was perfectly placed in the driver’s view and offered information regarding speed, radio stations, and more. Why this technology hasn’t been more widely accepted over the past several years is a mystery, though it’s likely due to cost and complexity. Regardless, it’s a great supplement to traditionally gauges, and a preferred alternative to the center-mounted instrumentation that some manufacturers have adopted.
As good as it the 2005 Chevrolet Corvette Convertible was, there were a few nitpicky points I had with the interior. First, the oversized steering wheel felt like it was ripped out of an old Chevy Lumina. And second, the remote ignition just seems like an easy way to lose keys; this driver prefers a traditional ignition that forces you to keep track of the keys.
With an abundance of power, superb handling, and a well-designed interior, few will find fault with the 2005 Chevrolet Corvette Convertible. But the issue of styling has ruffled a few feathers, mainly due to the deletion of the flip-up headlights. In this editor’s eyes, the new look gives the ‘Vette more character, a modern face with some personality. For those who desire heritage cues, the quad taillights and Coke-bottle Corvette shape remain, and the front air dam insert closely mimics the grille of the original 1953 Chevy Corvette.
At about $63,000 as tested, the 2005 Chevrolet Corvette Convertible is $60,000 more the 1953 original – just an expensive dream for most of today’s car shoppers. However, if you’ve got the means and a good radar detector, it may be a small price to pay for an extraordinary amount of fun. – Thom Blackett
2nd Opinion - Chee
Out there, somewhere. Out where red dirt meets black asphalt, and the miles melt under a brutal sun, slipping into sunsets better described by poets, songwriters and artists searching for earthy inspiration.
I need no such inspiration. Not on this trip. For under my feet is a machine, a work of metal and plastic that melds beast and beauty into a single, stunning 2006 Chevrolet Corvette. This is the reason people fall in love with automobiles, why auction halls are full of yesteryear’s Corvettes, and why, after a long and shameful absence, the Corvette is right back at the top of the list of everyman’s dream car.
Check your gold medallion at the door, fellas. There’s no need for excuses or pardon-mes with this latest iteration of The American Classic. This Corvette – sometimes known by the semi-insulting nickname ‘Vette – answers its critics with a prolonged shout from 400 horsepower, the spirit of 400 lb.-ft. of torque, handling that straightens corners, and a style that will likely make Barrett Jackson auctioneers smile. Ah, but looking at the machine isn’t enough. You must drive it. You MUST, if you appreciate a fast ride and a gruff attitude.
It’s about time. Past time, really, for the masters of Detroit metal to build a car that takes a whip to its overseas opposition and puts the sheen back on a brand in need of some spit ‘n polish. It would be easier if all new Chevys had a similar character, instilled with the inspiration and seriousness of the 2006 Corvette. Here is a good start that will, we plead, not go to waste under the heavy weight of bad cars and big rebates. Not even the new Corvette could shoulder that kind of a load, which is saying something, as this is a car that will handle just about anything a good driver can throw at it, smile and sit up straight for more.
On wide-open roads, the Corvette is a master, powered by a new 6.0-liter engine – the largest standard engine ever offered in a Corvette – that generates that beautiful 400/400 combination of horsepower and torque. You get from 0 to 60 in one long yeehaw, otherwise notated by GM at 4.2 seconds, quicker than the Porsche 911 Carrera. But then you know how good Corvettes are in a straight line. This one is better at that, true, but its most notable improvement is in the corners –
generally a place where past, heavier Corvettes would shriek and dance around. The magnetic ride control suspension set up offers three modes, and feels as though it has been carefully calibrated to maximize driver feel, especially in Sport mode. The improvements made to the suspension are clearly evident during aggressive driving and casual cruising, though in some instances the ride felt floaty and disengaged. A lighter weight and better design proportions also help with cornering, and equate into a much better all-around ride. Plus, as you come out on the other side of that corner, you have the inviting notion of all that succulent 400/400 power.
Controlling that power are two new transmissions: An automatic (ugh) and a six-speed manual that feels lighter, shifts tighter and adapts to daily driving chores, such as stop-n-go and traffic. Ah. Traffic. While it’s nice to have a car that trims corners and provides world-class power, as the everyman dream car the Corvette also must take on errands and day-to-day drudgery. To that, the 2006 version does a better job of providing a quiet, comfortable ride. The interior is vastly improved, but not quite where it needs to be when the price tag is over $40K, and zooms past $50,000 for the convertible. The technology at hand – head’s up speedo, OnStar and more – is impressive, but the keyless start that GM is so proud of is much too complicated and, ultimately, just not something a Corvette dreamer needs. Other than that and an interior that’s halfway to the Promised Land, the 2006 Chevrolet Corvette is everything a red-blooded American car enthusiast dreamer could conjure up. – Brian Chee
Photos courtesy of General Motors