Chevrolet has introduced a new Corvette for 2005, and this sixth generation of America's sports car is better than last year's model in every way. We weren't expecting it to be that much better. After all, the fifth-generation Corvette (1997- 2004), or C5, was (and is) a terrific sports car. Hailed at the time for its rigid and innovative chassis, it represented a huge leap ahead of the C4 (1984-96). And the C4 was a giant leap ahead of the rumbling (and rattling) C3 (1968-82). Because this new sixth-generation Corvette, or C6, builds on the basic bones of the C5, we figured the C6 would be an improvement but never imagined it would be this dramatic.
The new styling, with exposed headlamps and a slimmed-down rear end, is the first thing people notice. But what makes the C6 great is its improved handling, performance, refinement, and comfort. It's substantially shorter and lighter than the previous model, the wheelbase is slightly longer, and it gets a new engine, new transmissions, new suspension, new brakes, a new interior, and extensive refinements throughout. Chevrolet set out to eliminate every imperfection and complaint in the C5 and says 85 percent of the content in the C6 is new.

It all adds up to a car that's more comfortable and easier to drive, not only on the road, but also on a race track. The new 2005 Corvette quickly infuses the driver with confidence. It feels like it has more grip than the old one, and it does. It's more agile than before yet more stable, its new brakes are excellent. And, yes, it's faster.

Corvette's new 6.0-liter V8, called the LS2, delivers more power than before for quicker acceleration performance, improved response, increased efficiency, and enhanced refinement. Specifically, the LS2 produces 400 horsepower and 400 pound-feet of torque. Moreover, it sounds great and the acceleration performance is exhilarating and intoxicating. The coupe is awesome, and the convertible is really wonderful. Drop the top on a nice day, turn on the stereo and you'll have what psychologists call a peak experience.

The 2005 Chevrolet Corvette comes as a coupe ($43,445) or convertible ($51,445). The Coupe features a single-piece removable roof panel that's available in body color (standard) or transparent ($750) or you can order one of each ($1,400). The Convertible gets a new power-operated soft top.
After choosing the body style, the next big decision is whether you prefer the four-speed automatic or six-speed manual gearbox, both no-cost options. The final big decision is which of three suspensions to get: the standard suspension, the Z51 Performance Handling Package ($1,495), or F55 Magnetic Selective Ride Control ($1,695) with electronically controlled variable damping.

The Corvette comes well-equipped with leather seating surfaces, climate control with a pollen filter, a six-way power driver's seat, power everything, and cruise control. However, we recommend opting for the side-impact airbags, which are included in the two major option packages: Package 1SA ($1,405) includes a rear area cargo convenience net, luggage shade, sport bucket seats with perforated leather seating surfaces, back angle/lumbar adjustment and side bolsters; Package 1SB ($4,360) adds to that a head-up display, a Homelink transmitter w/garage door opener and three-channel programming, interior rearview mirror with compass, driver-side auto-dimming exterior rearview mirror, dual front heated seats, a premium seven-speaker AM/FM Bose system with six-disc in-dash CD, MP3 playback, power telescopic steering column with manual tilt, and a memory package with two driver presets for seat, exterior mirrors, climate control, radio and steering column. The list of free-standing options is relatively short: XM Satellite Radio ($325), DVD navigation and seven-speaker Bose audio ($1,400), OnStar telematics ($695), and polished aluminum wheels ($750).

All 2005 Corvettes come with the same LS2 engine. There's no high-performance Z06 hard top available (yet), but the lightweight new models with the LS2 are nearly as quick as the old Z06. There is, however, a 3.15 rear ratio ($395) available for the automatic for quicker acceleration performance.

Its body-work may be all new, but no one will have any trouble recognizing the C6 as the Chevrolet Corvette. At the same time, they will immediately know it's the new one.

books

sponsored links

Chevrolet Corvette Diecast Models

The exposed headlights usually draw the first comments. For many years Corvettes have used hideaway headlamps to complement their sleek, aerodynamic designs, but advances in optics and lighting technology enable designers to achieve those goals with exposed headlights. From an engineering standpoint, the new headlamps are better than the old hideaways: They are lighter, which means less weight hanging out over the front wheels, a critical area in terms of overhang, polar moments of inertia, and all that stuff; reducing weight in front is always difficult in a front-engine car, so this is an important reduction. They also eliminate a lot of mechanical complexity and allow a higher-quality lighting setup. And they offer better performance; Chevrolet says lighting is improved 85 percent.
More important than the headlamps, however, is the Corvette's smaller proportions. The C6 is fully 5 inches shorter than the C5 (3 inches shorter in front, 2 inches shorter in the rear), and it's 1 inch narrower. Its smaller size and lighter weight improve agility. The new Corvette also cuts a tighter, more taut profile. And it does all that without eliminating usable interior space. The more diminutive dimensions give it a more international character, says Chevrolet, allowing it to feel more at home in other parts of the world. Though 5 inches shorter in overall length, the wheelbase has been stretched by more than 1 inch, resulting in shorter overhangs; shorter overhangs improve agility, while the longer wheelbase improves stability. In other words, the wheels have been pushed out toward the corners of the car.

The body work is smoother aerodynamically and generates less lift in front. Translation: better grip, increased stability at high speeds. The sculpted fenders, the sharp creases that sweep dramatically up to the planed rear deck and other aspects of the design call to mind exotic cars, race cars, and jet fighters. The narrower rear end is the biggest improvement from a styling standpoint, offering more pleasing proportions.
Viewed from the rear, the four jeweled taillights make the new Corvette look like an F-18 taking off in full afterburner mode. The quad tail pipes, black lower diffuser and tiny rear spoiler accented in black, give it the look of an Italian exotic. That tiny spoiler is functional, reducing rear lift at high speeds. Ducts on the trailing edge of the front fenders draw hot air out of the engine compartment. Chevrolet says it spent more than 400 hours in the wind tunnel refining the new design, resulting in numerous subtle and meticulous changes to improve high-speed performance and to route fresh air to the 400-horsepower engine. The windshield wipers are designed to not lift off the windshield until you're going 150 in the rain. The optics of the reverse lights magnifies the light they throw out, helpful when backing up in this beast.