On a scale of 1 to 10, the redesigned
2005 Chevrolet Corvette rates a 9. Maybe a 10 if you consider its added performance for the money.
The new Corvette is the long-awaited sixth-generation ("C6'') model. It has new styling, lots more power, a better interior and new high-tech features. And, yes, the refined two-seater is more fun than ever -- although it costs less than the 2004 model. The new hatchback costs $43,445 and the convertible is $51,445.
The new Corvette replaces a model introduced in 1997 and continues to be offered as a hatchback coupe with a lift-off roof panel. Like all Corvettes, it has a fiberglass body -- but without the rattles and squeaks that plagued Corvette bodies for decades.
The first Corvette was a 1953 six-cylinder convertible that flopped. It looked great, but lacked such things as roll-up windows, which Americans expected in a U.S. car, and a manual transmission, which was obligatory for 1950s sports cars from any country.
The Corvette didn't begin to take off until 1956, with new styling, manual gearbox and a hot V-8. If the 1955 Ford Thunderbird two-seater hadn't been a hit, Chevrolet probably would have dropped the 'Vette in 1955, when only 674 of the cars were produced.
The sixth-generation Corvette is a long way from the 1953 model, but is the first without retractable headlights since 1962 for lower weight, less complexity and better lighting. It's also the first Corvette convertible since 1962 to have a power top, which costs $1,995. (The power top really isn't needed and adds weight, besides expense.)
The new car has only one V-8 engine. Its size has been increased from 5.7 to 6 liters, and its horsepower is up from 350 to 400. It generates a whopping 400 pound-feet of torque and makes great tailpipe music, with a classic American V-8 rumble.
Last year's special, costlier 405-horsepower Corvette Z06 coupe is gone, but might be replaced late next year with a rumored 500 horsepower. Not that anyone would need it -- acceleration of the 400-horsepower 'Vette is explosive.
The Corvette hits 60 mph in 4.4 seconds and 100 mph in 9.9 seconds with the standard rear-mounted six-speed manual gearbox, which has improved gear linkage for slicker, shorter shifts. It works with a long-throw, but lighter, clutch. A crisp-shifting four-speed automatic transmission can be had at no extra cost.
The Corvette has exotic sports car acceleration, similar to that provided by $150,000-plus autos such as the Ferrari and Lamborghini, which can't be fixed at your neighborhood Chevy dealer.
The 'Vette is so docile that a driver can loaf around town in fourth or fifth gear. The V-8 has so much power and torque that lazy motorists can start out in second gear and immediately shift to fourth without engine protest. As it is, the shifter will automatically move from first to fourth gear if a driver accelerates moderately -- a holdover fuel-saving feature that can be irritating.
Estimated fuel economy is surprisingly high for such a powerful auto, although it's relatively light at 3,224 pounds. The Corvette delivers 19 mpg in the city and 28 on highways with the manual gearbox and 18 and 25 with the automatic. No gas-guzzler tax thus is required.
Chevrolet said the new car's leaner, more aggressive styling was partly inspired by the 1963-67 Corvette Sting Ray, which is the most classic rakish 'Vette. The Sting Ray's dramatically styled body tended to lift above 100 mph, which isn't the case with the new model. That's good, because the car reportedly tops out at 186 mph. No sane driver would go that fast on public roads, but a car that's stable at 186 mph is ultrastable at legal speeds.
Shorter front-rear body overhangs, sharper fender edges and a small grille opening give the new Corvette a European flavor and help make it look more expensive than it is.
Improved window sealing doesn't let the new 'Vette's windows bow out and create a roar at high speeds, and the windshield wipers no longer lift off the glass above 100 mph.
The rear-drive Corvette has nearly 50-50 weight distribution for good balance. While plenty quick, the steering seems a tad slow at normal speeds -- probably because super-quick steering isn't desired above 100 mph; it could lead to stability problems. The improved suspension provides a smoother ride. It works with wheels that have grown an inch to 18 inches front and 19 inches rear.
New run-flat tires eliminate the need for a spare, enhance ride comfort and reduce road noise.
Standard anti-lock brakes stop the car from high speeds in short distances without dramatics.
There are standard traction-control and anti-skid systems. Handling can be enhanced by a $1,495 Z51 Performance Handling option, which was on my test hatchback and contains such items as larger brakes and a firmer suspension, which doesn't adversely affect the good ride quality. In fact, the suspension surprisingly exhibited a little "float'' while taking bumpy roads at fairly low speeds.
There's also a $1,695 Magnetic Selective Ride Control suspension (not offered with the Z51 option), which has Touring and Sport modes and does an amazing job eliminating road imperfections.
Other options include a $1,405 option package for the hatchback, with front side air bags and power front passenger seat (both standard for the convertible). There also are available heated seats, navigation system, Onstar assistance system, satellite radio, dual roof panels for the hatchback and polished alloy wheels.
Even without extras, the new Corvette has a long list of standard comfort and convenience equipment; it has everything from leather upholstery to air conditioning with dual-zone automatic climate controls to cruise control and an AM/FM/CD/MP3 player.
A new Keyless Access feature lets the doors and cargo hatch operate electronically without exposed traditional handles and key cylinders, freeing the body "of visual distractions from its sharply sculpted lines,'' as Chevrolet puts it.
If the key fob is in a pocket or purse, you just push a dashboard button to start the engine, and to stop it. Also, each interior door "handle'' now is just a button.
Thanks -- but no thanks -- to those gimmicky features, which can be more annoying than useful.
The new Corvette looks more purposeful, although it strongly resembles the 2004 Corvette. It's 5.1 inches shorter and 1.1 inches narrower, although its wheelbase (distance between axles) is up 1.1 inches to 105.7 inches. The new car's dimensions are similar to those of the Porsche 911, which is another iconic sports car.
Although narrower and shorter overall, the Corvette's longer wheelbase and efficient packaging allow plenty of room for occupants and two golf bags, although the low-slung (49.1-inch-high) car calls for rather awkward "drop-in'' entry and "climb out'' exit. Long, heavy doors complicate getting in and out in tight spots.
The last generation "C5'' Corvette's interior fell short of the competition, but the 2005 version has better seats and improved material quality and fit and finish. Gauges in the redesigned dashboard can be quickly read, and most controls are easy to reach and use. Still, the interior is rather uninspired. The triple-layer convertible top provides almost coupe-like interior quiet.
Cargo space is good for a sports car, although the cargo opening is high and there's no partition between the cargo area and cockpit.
Despite all the changes, the Corvette remains a bold, muscular V-8 American sports car that doesn't feel anything like a Ferrari, Lamborghini or Porsche.
2005 CHEVROLET CORVETTE
PRICES
$43,445-$51,445
LIKES
Impressive redesign. Awesome acceleration. Sharp handling. Nice ride. Docile.
DISLIKES
Hard to get in and out. High trunk opening. Thick roof pillars. Gimmicky automatic entry and keyless start.