This feature does work on the coupe (fastback), also.

 

Mike, I can't explain why 2 cars can come off the assembly line nose to tail with the exact same build and one is a complete lemon and the other is flawless for a million miles. The electronics systems on these cars are very complex and I don't pretend to be an expert. I've seen these recommended stagger ranges numerous times here on the forum over the years and I have always personally stuck with them when changing wheels and tires, and never had any issues. Anytime a car is changed (modded) from the original OEM build specs there is the potential for unintended consequences to arise.

I personally don't care for all of this modern nanny stuff on even our now 17-23 year old cars. When I went thru the Law Enforcement Academy cars didn't have all of this stuff. We were taught threshold braking and all of the active handling was in the drivers hands. I imagine I am in the minority here, but all of this stuff causes more headaches than it's worth to me. I don't want a car that drives itself, I prefer to use my driving skills, and like Clint Eastwood said "A man's gotta know his limitations".

 

I'm with you Larry. Computers should be on the desk, not in cars. I still have a little "Active Handling" left in my hands. Now, if my car only looked half as cool as yours, all would be right with the world....

 

Larry and Gary, I totally agree about too much electronics. I don't know how many people have heard the following statement once made by Bob Lutz. He was at Chrysler then, before coming to GM later on. He was hyping the latest Dodge Viper. The guy doing the interview asked Bob "does the car come with traction control"? Bob says "Yes, it comes with two, your left foot, and your right foot"!

 

As I am on well into my 3rd unit in 80k odd miles, I guess it did change.

Plus, some dimwit decided to combine the "flasher unit" with the hazard switch - and bury the result in the dash.

 

Hey Mike.....

 

I had a 2k frc with hud.

 

We sorted this all out in posts 39, 41, & 47, and I have went back and edited the original trivia post with the accurate/confirmed facts.

 

Not trivia but "eye candy" none the less.

 

You're right, Larry. Amazing how different 2 cars can feel when they're built on the same day!! I would bet if you'd get out of your C5, and into another C5, it would feel different. Who knows why. Anyway, I know the 315s have always worked for me. One side also has a bit more clearance between the sidewall and inner fenderwell than the other. I have virtually no tread left on the 315s, which probably makes them equal to 315-28s instead of 315-30s as they were new, and still no issues. Go figure.....

 

I can attest to the variances from C5 to C5 from the production line. I bought my first Corvette, a 2000 blk/blk M6 coupe brand new off the lot with 6 miles on the odometer. I was young, it was my dream car, and I used to detail cars through college to support myself. This car was absolutely pampered and unabused. I had body pieces loose and falling off in the first week. I had the column lock go while in motion. I had the oil consumption issue. I had a MAF go bad. I told them what it was. They changed out the entire engine harness and it was still idling and stalling. They changed the MAF and *poof!* problem gone. I had the interior, dash and brake lights (same circuit) all fail together repeatedly without permanent resolution. This being a babied daily driver for the first two years and a weekend car after that (still babied) the clutch went at 21k miles while in gear on a highway. In the final 18 months (1.5 years!) of my ownership, the car spent 9 of those months (fully half the time!) waiting alternately for either Parts or Labor - and then for RE-repairs when the dealer told me it was fixed, gave me the keys, and I couldn't even drive it off the lot. That happened twice.

So that poor '00 was born under a bad sign. What drove me nuts is that I had friends with blowers, nitrous and running road courses and their cars seemed to never even throw a code.

I will say that my current '99, which is my second Corvette and I am the second owner, has treated me extremely well since 2012 with nary a hickup over roughly 75k miles.

 

This topic was a great idea. I learned more about Corvettes that I never knew.
can’ t wait to be on Jeopardy and select the title CORVETTES

Thank you

 

Thank you Andy, I really appreciate that brother! That was the whole idea and I have learned a few things I didn't know as well. Some that I have heard that panned out to not be exactly accurate too! Always good to know your facts and anytime I'm around Corvette folks, I find no problem running out of things to talk about.

 

The C5 Corvette was the first sports car to offer magnetic shock absorbers, as the technology was developed by GM.

The technology is now used in many supercars and hypercars, including Ferraris.

 

Just a small tid bit. Some have complained about the console lid not opening very far. It actually has a double hinge. You have to open it, then pull towards the driver to be able to open it vertical. I know most of us have figured that out, but some newcomers are surprised to find this out. I'm guessing it is designed that way due to the small space between the seats.

 

I have always thought the late C4 models had an early version of the magnetic ride. Guess I am wrong......

 

It took me a week to figure that out, but now that I know how to open it, it's a pretty slick design.

 

It took 55 hours for the Bowling Green Assembly Plant to build a C5 Corvette, down from the 70 hours it took to build the C4.

 

THAT is very interesting, Larry. I've read in a couple articles thru the years that the C5 had a lot less parts than the C4. I'm thinking it was over 1,000. Sound right??? Anyway, those 15 less hours per vehicle when compounded over the years must've made the C5 very profitable compared to the C4...

 

You are exactly right Mike, I cannot find an exact number, but according to this article, the C5 had 1500 less parts than the C4.

The C5 was the poster car for efficiency of design, needing 1,500 less parts for manufacturing than its C4 predecessor. This more streamlined architecture, provided for much greater quality control — with the creaks, rattles and clunks, often associated with the C4 — virtually non-existent. As Corvette Quality Engineering Manager Rod Michelson so poignantly expressed, “the 1,500 parts eliminated equates to 1,500 opportunities for something to go wrong that aren’t there anymore.”
https://gm-efi.com/features/special-...e-c5-corvette/