Putting American Muscle Back on Top

The Chevrolet Corvette has been America's iconic two-seat sports car since its 1953 introduction. For 2005, a sixth generation of

For 2005, the sixth generation of the oft under-appreciated domestic muscle machine has been deployed. (Photo: Rob Rothwell, Canadian Auto Press)

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. That's what the stock Vette is now discharging from beneath its long, sculpted hood, thanks to a new 6.0-litre (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 1,442 kilos (3,179 lbs) of curb weight, the '05 Corvette is shockingly fast, turning in 0 to 100 km/h times, with the manual box, of only 4.4 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

Referred to in automotive parlance as the C6, the 2005 Corvette is a substantially new vehicle over the C5 version. (Photo: Rob Rothwell, Canadian Auto Press)

now 30.4 mm (1.2 in) longer, but interestingly, the vehicle's overall length has been clipped by a dramatic 127 mm (5 in). The diminished dimensions aren't 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 it's an improvement over the C5's 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

Build quality and material selection are better than in any other Vette that has rolled off the production line in Bowling Green, Kentucky. (Photo: Rob Rothwell, Canadian Auto Press)

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 analogue tachometer, twinned by a matching speedometer. Each of these bright, easy-to-read units is flanked by two smaller analogue 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 Year's eve. With the

Unless under hard acceleration, the two-valve-per-cylinder pushrod LS2 small-block V8 goes about its business with reasonable civility. (Photo: Rob Rothwell, Canadian Auto Press)

seatbelt snugged and a left foot braced firmly against the solid dead pedal, the Corvette becomes an extension of its driver's 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 Corvette's 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.

Outlandish performance thresholds define the C6 Corvette, especially when the Z51 performance-handling package is selected. (Photo: Rob Rothwell, Canadian Auto Press)

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

Experiencing the Z51's handling is exhilarating, but given my choice, I would forgo a smidgen of its pavement searing tenacity for the saner ride. (Photo: Rob Rothwell, Canadian Auto Press)

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 Z51's 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 Corvette's acceleration ability, which is usually foremost on everyone's mind, I'm going to cover

A substantial degree of finesse was needed to dance with the Corvette without appearing like a clumsy partner with oversized feet. (Photo: Rob Rothwell, Canadian Auto Press)

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 stick's 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 340-mm (13.4 in) rotors up front and 330-mm (13.0 in) 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

I was impressed with how rapidly the Corvette could dissipate speed without triggering an intervention by its antilock system. (Photo: Rob Rothwell, Canadian Auto Press)

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 C6's 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 Vette's nose riding dead centre in its lane.The 2005 Corvette is available as a hatchback coupe, sporting the traditional Corvette rounded rear glass, or as a soft-top

The C6 is approximately 85 percent new over the C5 version. (Photo: Rob Rothwell, Canadian Auto Press)

convertible. The coupe's 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, 622 litres versus 311 (22 cubic feet versus 11). The new Corvette is smaller, lighter and more powerful than the previous generation. In fact, it's 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

With 400 horsepower and 400 pound-feet of torque, the new Vette launches with NASA-like velocity. (Photo: Rob Rothwell, Canadian Auto Press)

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 doesn't fade as the speedo's 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 LS2's thunderous roar, leaving little doubt that the C6 has put American muscle back on top.Specifications:

• Price Range (MSRP): $67,395 - $78,620
• Body Type: 2-door hatchback coupe, 2-door convertible
• Layout: front engine, RWD
• Engine: 400 hp, 400 lb-ft of torque, 6.0L (364 cu in), OHV V8
• Transmission: 6-spd manual (optional 4-spd auto)
• Performance (estimated 0-100 km/h): 4.4 seconds
• Brakes: disc/disc ABS
• Curb Weight: 1,442 kg (3,179 lbs)
• Cargo Capacity: 622 L (22 cu ft)
• Fuel Economy (city/hwy, 6-spd manual): 12.3 / 8.4 L/100km
• Fuel Economy (city/hwy, 4-spd automatic): 13.0 / 9.4 L/100km
• Warranty (mo/km): 36/60,000 comprehensive - 60/100,000 powertrain
• Direct Competitors: Audi TT, Chrysler Crossfire SRT6, Dodge Viper, Ford Mustang, Mercedes-Benz SLK / SL, Nissan 350Z, Porsche Boxster / 911
• Web Site: www.gmcanada.com