2005 Chevrolet Corvette

Review

Putting American Muscle Back on Top

The Chevrolet Corvette has been Americas iconic two-seat sports car since its 1953 introduction. For 2005, a sixth generation of the oft under-appreciated domestic muscle machine has been deployed to do battle with anything ferocious enough to compete with its 400- horsepower and 400 pound-feet of torque. Thats what the stock Vette is now discharging from beneath its long, sculpted hood, thanks to a new 6.0-liter (364 cu in) OHV V8.

That abundance of muscle is channeled through either a four-speed autobox or six-speed manual mixer. Burdened by only 3,179 pounds of curb weight, the 05 Corvette is shockingly fast, turning in 0 to 60 mph times, with the manual box, of only 4.3 short seconds.

Referred to in automotive parlance as the C6 (not to be confused with "sea-sick"), the 2005 Corvette is a substantially new vehicle over the C5 version. Its wheelbase is now 1.2 inches longer, but interestingly, the vehicles overall length has been clipped by a dramatic 5 inches. The diminished dimensions arent as apparent to the eye as is the unexpected appearance of headlight clusters in place of the traditional Corvette pop-up lenses.

The new headlight arrangements and nose styling of the smaller Vette evoke images of a design perfected by a well-known Italian builder of premium performance machines - Ferrari. (I guess imitation is the sincerest form of flattery). Although I like the sleek, fluid lines of the C6, I wonder whether its an improvement over the C5s aggressive, testosterone-induced styling or merely a Europeanization of it.

Although Chevy also revised the interior of the Corvette for 2005, its theme remains loyal to that established by the C5. Build quality and material selection, however, are reportedly better than in any other Vette that has rolled off the production line in Bowling Green, Kentucky. Almost all C6 interior surfaces provide a pleasant tactile experience, which nicely complements the visual reward served up by the outstanding gauge cluster in the performance-oriented cockpit. Prominently placed directly ahead of the driver is a wonderfully large analog tachometer, twinned by a matching speedometer. Each of these bright, easy-to-read units is flanked by two smaller analog gauges, measuring fuel, oil pressure, coolant temperature and volts.

Climbing aboard the C6 has been made easier by a more vertical windscreen design and a repositioned header above the windscreen. Once the derriere finds a resting spot, the driver becomes effectively coupled to the seat with the use of adjustable side bolsters that hug tighter than Aunt Maude on New Years eve. With the seatbelt snugged and a left foot braced firmly against the solid dead pedal, the Corvette becomes an extension of its drivers body, uniting man, mind and machine in the common pursuit of extraordinary performance.

That performance begins with the push of a dash-mounted button. Firing up the Corvettes brute of a powerplant is accompanied by the obligatory deep-throated growl of American performance iron. Unless under hard acceleration, the two-valve-per-cylinder pushrod LS2 small-block V8 goes about its business with reasonable civility. But open it up and its inescapable, intimidating guttural roar will rattle the knees of import worshipers.

Outlandish performance thresholds define the C6 Corvette, especially when the Z51 performance-handling package is selected. With its stiffer spring rates, revised axle ratio (with automatic transmission), power steering cooler, engine and transmission oil coolers and larger brakes, the Z51 Vette slices through corners, curves and bends with deft precision and razor sharpness. Body roll is essentially non-existent and grip is absolutely stunning.

Placing the raging shark into its Competitive Driving mode, which deactivates the traction control and stability programs, allows one to easily float its light tail outside the line during on-track cornering. Splendid control is easily maintained throughout, using throttle modulation and slight steering inputs which are reacted to with feline-like immediacy. Even with the two safety programs functioning, which is recommended unless on a closed track, the Corvette allows a significant margin of driver control before stepping in and overriding excessive enthusiasm.

As you may have guessed, handling prowess comes with a cost beyond financial. The Z51 package can be hard on the bones of those whose idea of a "day at the track" involves wagering cold hard cash on equine creatures galloping around a dirt oval. Experiencing the Z51s handling is exhilarating, but given my choice, I would forgo a smidgen of its pavement searing tenacity for the saner ride of the standard suspension setup. Better yet maybe the optional Magnetic Selective Ride Control, which allows the driver to select Touring or Sport suspension modes, in addition to automatically adjusting the firmness depending on driving demands and road surface.

Before gushing about the Corvettes acceleration ability, which is usually foremost on everyones mind, Im going to cover other aspects of the C6, beginning with its manual stick, and hold the best for last. My Z51 test rocket came equipped with a short throw, six-speed Tremec gearbox that mixed the cogs very smartly. The notchy feel and certainty of the short sticks actuation left little doubt about whether a cog was fully inserted or not, and just which of the six it was to be.

The clutch on the other hand, or should I say foot, was on the grabby side and less agreeable to ease of operation. This may be more related to the ongoing abuse that journalists subject their test subjects to than either engineering or parts selection. Whichever, a substantial degree of finesse was needed to dance with the Corvette without appearing like a clumsy partner with oversized feet.

Countering the forward mobility of the Z51 C6 is a huge set of antilock disc brakes, with cross-drilled 13.4-inch rotors up front and 13.0-inch plates out back. Controlling its massive, fade-free braking ability is a pedal that communicates effectively and predictably with the driver. I was impressed with how rapidly the Corvette could dissipate speed without triggering an intervention by its antilock system.

However, when forced to prevent wheel lockup, the system actuates more rapidly and with less intrusion than typical antilock technologies. In addition to being very brief, full-blown emergency stops were straight and easily controlled, with nosedive not being a factor. Much of the C6s ability to reposition hairpieces can be attributed to the grippier tires that accompany the Z51 package. Unfortunately, these wide, low profile run-flat boots tend to tram when the road becomes rutted, occasionally making it a chore to keep the Vettes nose riding dead center in its lane.

The 2005 Corvette is available as a hatchback coupe, sporting the traditional Corvette rounded rear glass, or as a soft-top convertible. The coupes removable roof panel is the closest thing to a convertible one can experience without buying the full-meal-deal. I would be more than happy to live with this arrangement. It nicely mimics a ragtop without the baggage a ragtop can bring, such as higher insurance rates and less security against break-ins and theft. Plus, the hatchback design is, in my view, more attractive than a visible fabric roof. It also provides twice the cargo capacity, 22 cubic feet versus 11.

The new Corvette is smaller, lighter and more powerful than the previous generation. In fact, its approximately 85 percent new over the C5 version, thanks to the vision of the Chief Engineer for the Corvette, Dave Hill. Although all C6 Corvettes come well-stocked with convenience features, a number of options, such as DVD navigation with voice recognition, OnStar, head-up display, heated seats, side impact airbags, six-disc in-dash premium Bose audio and a transparent removable roof panel, are available as either stand-alone options or part of several option packages.

Now, as promised - acceleration. With 400 horsepower, 400 pound-feet of torque, six perfectly-spaced gears and a generous 6,500-rpm redline, the new Vette launches with NASA-like velocity capable of keeping spines pinned to seatbacks throughout the ride. The ferocity of the forward thrust doesnt fade as the speedos bright red needle arcs through its circular gradient. Along the way, gear changes come and go in the blink of an eye, in time with the rise and fall of the LS2s thunderous roar, leaving little doubt that the C6 has put American muscle back on top.