Unlike previous Corvette redesigns, the styling of the fifth generation
represents an evolutionary change rather than a distinct visual break from
the previous model. It's not easy to see the changes at a glance, particularly
if you're looking at the car from the front. The new hood has a slightly
more contemporary shape, reminiscent of the Mazda RX-7, but the pop-up
headlights lend a familiar look, as do the overall proportions, which are
classic sports car--long hood, short rear deck, and a wide, action-ready
stance.
Distinctions at the rear are more apparent. The rear fascia has been
squared off, and the glass of the rear hatch is fully framed, making it
much easier to close and much less prone to breakage. The going-away view
is much more aggressive, giving the new Vette the look of a Le Mans racer.
Overall, this is a shape that evolved in the wind tunnel, a development
program that included the underside of the car as well as the surface.
The payoff is outstanding aerodynamic efficiency. The new Corvette rolls
into showrooms with a coefficient of drag rating of 0.29, better than any
other General Motors offering save for the ultra-slippery EV-1 electric.
Aerodynamic efficiency pays dividends in high-speed stability, fuel economy
and reduced wind noise, just one example of the painstaking attention to
detail that went into this all-new car.
All-new is always a relative term in the car biz, of course, but it's
truly appropros here. Beneath its plastic body panels, the Corvette has
a new chassis with rigidity numbers that make its competent predecessor
seem like a piece of spaghetti. Chassis rigidity is the starting point
for good handling, ride quality and noise isolation, and the new Corvette
is vastly improved on all three counts.
As before, the strength of the chassis lies in two massive siderails.
However, thanks to a new production technique the rails are one-piece units,
rather than a multi-piece fabrication, and are far stronger as a result.
The front suspension is anchored to sturdy sub-framing, and the rear suspension
has been redesigned so that the halfshafts, which transfer power from the
differential to the rear wheels, no longer have to double as suspension
components. All of this conspires to keep all four tires solidly in contact
with mother earth, regardless of the road surface.
Wheelbase is another key ingredient in ride quality, and the new Corvette
has more of it--8.3 inches more, to be precise. That's a big stretch, and
the car's track has been widened proportionately. The body is also substantially
wider--almost three inches--but overall length has stretched by just over
an inch, which means there's less car extending beyond the axles, fore
and aft, a plus in the weight distribution scheme.
A bigger plus in this regard is the transmission location, which has
been moved to the rear of the car. It all adds up to a 51/49 front/rear
weight split, a key factor in the new car's outstanding handling balance.
And speaking of weight, the basic Corvette scales in 69 pounds lighter
than its predecessor, a noteworthy achievement considering the increases
in structural rigidity and overall dimension.
You expect power in a Corvette, and the new Vette's 5.7-liter V8 has
plenty--345 horsepower, enough to produce consistent 0-to-60 mph dashes
in less than five seconds with the standard six-speed manual transmission
(an electronically-controlled four-speed continues to be the automatic
option).
The intriguing element here is the engine's design, which preserves
Chevy's classic small-block overhead-valve concept, dating to 1955, even
though virtually all its components are new and it's all aluminum. Why
didn't Chevy go with a contemporary overhead cam, multi-valve design? Chevrolet
cites tradition, but the key elements were probably the relatively low
cost of production (fewer moving parts) and packagability (tidier dimensions
overall).
In any case, there's plenty of thrust and fuel economy is surprisingly
good for a car in this performance class.
Sports car drivers expect snug cockpits, but the previous Corvette seemed
to confuse snug with cramped. Thanks to its stretched wheelbase and increased
width, the new Vette corrects that problem. There's more room to squirm
in the excellent multi-adjustable bucket seats, more room in the footwells
and, at last, a driver's side footrest.
Another significant improvement, in our view, is the return to basic
analog-style instruments in place of the previous liquid-crystal display--easier
to read at a glance, and better looking. The center stack controls--climate
and audio--are nicely marked, with knobs and swtiches big enough for easy
adjusting when the car is moving, and all control locations are logically
arranged.
Climbing in and out of the previous Corvette, with its high door sills,
was a chore. The new car corrects this problem by lowering the sill 3.7
inches and expanding the door openings. It's also easier to get at the
luggage space, and there's more space to get at--enough for the obligatory
two golf bags--thanks in part to the new run-flat tires, which eliminate
the need for a spare.
Standard equipment is plentiful--air conditioning, leather, a very good
sound system, power seats, locks, mirrors and windows, plus a standard
removable roof panel that no longer requires special tools.
Upgrade options include two more performance-oriented shock absorber
packages with automatically adjustable damping, fancier sound systems and
an automatic transmission, but the basic Corvette Coupe, our test subject
here, is basic in name only.
You expect eyeball-flattening performance from a Corvette and that's
what you get. It takes less than 12 seconds to reach 100 mph, and top speed
is just north of 170 mph, almost as fast as the old ZR1.
The handling that goes with all this speed is pure joy--decisive, balanced,
cat-quick and laser-precise. The prime purpose of a sports car is to make
the vehicle an unerring extension of the driver's will, and that's what
the new Corvette delivers, with amazing brakes thrown in for good measure.
In short, wow.
As good as the dynamics are, though--and they are very, very good indeed--we
think the new Corvette's strongest suits are comfort, all-around driveability
and quality. We think that largely because these elements were marginal
in previous Corvettes. Harsh ride quality has been replaced by an up-to-the-minute
blend of firm control and supple response to small bumps and ripples in
the pavement. Thanks to much higher construction quality, squeaks and rattles
have been banished, and the sweeping improvements in the details make the
new Corvette far more useful as an everyday car, as well as an adrenaline
generator.