1997 Chevrolet Corvette

If just one car had to be picked to be the ultimate American dream machine, it would be the Chevrolet Corvette. So it's nice to find that the totally new 1997 version of this icon is a worthy successor to its predecessors.

This slinky, $37,495 two-seater has very tight construction and is far more comfortable than the previous-generation model, which dates back to 1994. Some Corvette lovers had hoped for a more-radical, perhaps mid-engine, car. But this 172-m.p.h. auto hits 60 m.p.h. in a few eyeblinks (4.7 seconds) and steers, stops and handles like a dream.

And it delivers an estimated 28 m.p.g. on highways with the six-speed manual transmission, or 25 with the four-speed automatic. However, expect only 15-17 m.p.g. in city driving because this still is a pretty big, heavy car. The standard, nice-shifting automatic is more practical than the $815 manual, which is notchy but finally mated to a clutch that isn't tiresome to use.

Alas, the early production Corvette I tested for 250 miles over city streets, highways and rural two-lane roads had flaws. They included a gasoline tank leak that left a fuel puddle when the car was parked, wind whistles from poorly sealed door windows and a driver's door that didn't close unless slammed hard.

I drove a low-mileage model, so I suspect buyers of the new Corvette will need to have a few quality problems solved at the dealership. I'm afraid that the annoying drone that sets in at about 65 m.p.h. and disappears at around 70 m.p.h. will take factory work to eliminate.

Everything is new on this ``C5'' (fifth-generation Corvette) model, from the purposeful body to the 345-horsepower V-8, which replaces a V-8 that the 'Vette used in various forms since 1955. Even the very first Corvette--a 1953 model--used a Chevrolet six-cylinder and parts from other Chevy models.

The new pushrod V-8 lacks the overhead camshafts found in motors of the Corvette's exotic rivals. But it's a beautifully designed, high-revving engine that offers great response at all speeds. The pushrod design results in a lighter, simpler, less-expensive engine. And the big V-8 hardly ever feels like it's working hard, which can't be said for the Ferrari F355's smaller V-8.

It used to be that average wage earners--at least those in the 1960s and 1970s--could afford a Corvette. But the new Corvette is beyond the financial grasp of most such workers.

However, the new model still is a genuine bargain because exotic autos with comparable performance like the Ferrari F355 cost at least twice as much. And, of course, maintenance bills won't bankrupt owners because, after all, this *is* a Chevrolet.

And there's hope for those who can't afford the car; the Corvette now is offered only as a coupe with a lift-off roof section. But upcoming models include a lower-priced coupe expected to cost around $30,000--besides an expensive convertible.

The new Corvette resembles the old one because Chevrolet wanted to ``keep it looking like a Corvette.'' Some say the new model's front looks like the front of the Pontiac Firebird and that the back end looks too massive. But the highly aerodynamic car has a very striking appearance.

Gone are the typical rattles of the old fiberglass body car, thanks to things such as a much stiffer structure. But the new model still has a nicely painted no-rust body made of a flexible sheet-molded compound. No Corvette ever had a steel body; that's one reason why many old ones are around--particularly in the Midwest with its salted winter roads.

The comfortable bucket seats offer excellent support on long drives, but plenty of road and tire noise infiltrate the interior at highway speeds.
It's much easier to get in and out of the new model, and the interior is roomier. Cargo space has been doubled, and the flip-up rear hatch makes the car easy to load.

The car's instrumentation, which provides a three-dimensional effect at night, has been vastly improved, and most of the pleasant ``soft-touch'' controls are easy to reach and use.

The ride is better because the all-independent suspension has been improved and the wheelbase has been stretched a lot--a full 8.3 inches. The electronically controlled variable effort steering is very precise and offers good road feel. The big anti-lock brakes provide quick, sure stops.

The new model has exotic car items such as a rear-mounted transmission. A Corvette ``first,'' it helps give the car nearly 50/50 weight distribution for incredibly good handling and makes the interior roomier by doing away with the old space-robbing transmission tunnel.

High-tech items include electronic throttle control, which replaces a mechanical linkage. Count on General Motors to give the Corvette items that later turn up on the automaker's conventional cars. For instance, the 1960s Corvette Sting Ray was the first GM auto to have an all-independent suspension and four-wheel disc brakes.

There is no spare tire because the new model is equipped with big Goodyear Extended Mobility tires that provide good performance, even when they've been punctured and are airless. A driver information center warns if a tire has gone flat--or if tires are underinflated.

Optional is the $1,695 F45 adjustable suspension that allows a driver to select three settings: Tour, Sport and Performance. The Tour setting is ideal for highway cruising, while the Performance setting is handy while driving on twisting two-lane roads. The Sport setting is an ideal choice between the two, and even the Performance setting doesn't cause the ride to become punishing.

The freshly designed Corvette generally is an overwhelming success. It should continue to look alluring and be competitive well into the next century.