Another prospective C5 buyer request
Thread Starter
4th Gear
Joined: Mar 2008
Posts: 4
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Another prospective C5 buyer request
First of all you have a wonderful bunch of forum members. The help that they give to others in solving various problems with this car is mindbogling to say the least. I have had various sports cars in my lifetime but never a Corvette. I would like to buy a C5 vert but when I read the Tech page it kind of scares me. I know that forums are famous for stating all the bad aspects of this car however it still kind of scares me to think of the expensive repairs that might happen if I get the wrong car. I live on a fixed income so I have to be a little careful. If I don't get any response to this plea I will understand because you have answered this type of question many times for many people. Anyway thanking you in advance for any help you can give me so I will buy one of these cars
Le Mans Master
Joined: Nov 2009
Posts: 6,882
Likes: 234
From: Bangkok, Thailand
Hi Scrufy,
I bought my C5 almost 3 months ago now with 53K on it. First, I have to tell you - until you get some driving time in a C5 you just don't realize how head-and-shoulders above almost anything else on the road it is. My first impressions of mine were that it drives/rides like my Mom's Jag XJ8 - until you hit the gas. I still giggle like a Japanese school girl every time I wind it up for a few seconds and realize I'm doing 100.
For a car of this class there is simply nothing anywhere near the price range that offers what the Corvette does. The only real concerns I could see having are the possibility of a leaking battery damaging the wiring or vacuum hoses the live under it, or the "dreaded" balancer wobble. Both are easy to check out prior to purchase. Aside from that, I really don't think the parts cost or repair costs are really any different than any other late-model car. Also, see my previous post on the joys of the LS1: http://forums.corvetteforum.com/c5-g...e-the-ls1.html
FYI, here it what Newcartestdrive.com has to say about the C5 (note the "world class quality" in the header):
Overview
Chevrolet's Corvette Convertible offers one of the most formidable blends of performance, panache, and price on this planet. (Or, as far as we know, any other.)
Granted, the Corvette Coupe can put the wind in your hair. The one-piece removable panel (body colored or translucent) that makes up the middle of the roof lifts out easily when it's time for motoring al fresco. And it costs about $7,000 less than the Convertible.
But there's an essential difference in style here, a carefree brio that no coupe can match, no matter how many roof panels are removed. And in this case, the brio is not only carefree, it's also hair-raising, literally, as well as figuratively.
Unlike most convertibles, the new Corvette ragtop weighs the same as its coupe counterpart, which means its acceleration performance is undiluted: 0-to-60 mph in less than 5 seconds with the 6-speed manual transmission, about 0.4 seconds slower with the automatic.
The automatic is standard in all Corvettes, the six-speed an $815 option. But automatic or stick, the new Vette is fast traffic--quick at the starting gate, beautifully balanced, surprisingly comfortable, and built to a far higher standard than any Corvette in history.
Walkaround
Introduced in early 1997, the new Corvette is generation number five in the line--thus the C5 designation--and the first complete redesign since 1984. The Convertible version came along about six months later, and the new car immediately started collecting honors, including the 1998 North American Car of the Year award.
While the basic concept is the same as it was back in 1953--a two-seat plastic-bodied all-American sports car--the C5 shares almost nothing with the previous-generation Corvettes. The wheelbase is longer, the track is wider, structural rigidity is far higher, and there are far fewer pieces in the whole assembly, which improves rigidity and quality.
The LS1 V8 engine is potent. It produces 345 horsepower and 350 foot-pounds of torque.
With its aerodynamically inspired broad hindquarters, the styling of the Corvette has been controversial. The convertible version looks a bit more graceful, particularly when the top is down. If stares of envy are part of your sports car enjoyment, it's hard to imagine a better choice than the ragtop Vette.
This year, Chevrolet introduced the Corvette Hardtop to the lineup. With its fixed roof, the hardtop offers drivers a basic Corvette that is pure in performance. It presents a slightly different profile than the Corvette Coupe. The Hardtop comes standard with the six-speed manual gearbox, Z51 suspension, a 3.42 limited-slip rear axle and Goodyear Eagle F1 tires.
The new hardtop retails for $38,777, the coupe starts at $39,171 and the convertible goes for $45,579. (All prices include $580 destination charge.) Two suspension options are available for coupe and convertible: Electronically controlled damping adds $1,695, the Z51 performance handling package adds $350. Leather seats add $625.
There are several new options available for 1999 Coupe and Convertible models: A $375 Head-Up Display projects key instrument readouts onto the windshield. Twilight Sentinel provides delayed shutoff of the headlights to help you find your way to your front door. A $350 power telescoping steering column allows better positioning of the steering wheel for drivers of different heights; as on all models, the steering wheel also offers a manual tilt adjustment.
Interior
The Corvette offers a comfortable cabin, something that wasn't always true with previous-generation models. Low door sills and narrow side rails make getting in and out far easier than in the old days and there's more room for the driver and passenger. There's also a real trunk, something that's been absent from Corvettes for a long time. The other major element of improvement is the elimination of the rattles and stress squeaks that have haunted Vettes for so long. Wind noise is noticeably absent from the convertible. Handsome analog dials have replaced the old digital displays.
The convertible top is simple to flip up or down and it stows neatly under a flap that folds flat at the forward edge of the trunk lid. The top is made of high-quality material with a glass rear window. The top seals well--there were no leaks in our car wash test or our high-speed wind test.
There is more interior noise in the convertible than the coupe and the coupe isn't exactly quiet. However, this is a sports car and noise--particularly the calculated growl of that terrific new V8 --is part of the deal. If you want quiet, go to the library.
Driving Impressions
While we prefer the 6-speed, which was part of our test car's inventory, we have to admit that the automatic rams its shifts home with authority, and there's enough muscle in the new V8 to cover the small performance penalties associated with auto-shifters.
In fact, the only performance penalty that goes with the convertible version is top speed potential. The ragtop doesn't share the coupe's aerodynamic efficiency, so it tops out at a mere 162 mph versus 174 mph for the coupe. Of course, when the top is down there's more drag and a correspondingly lower top speed. Still, that's speed that'll get you to the drive-in in a pretty big hurry--and the local slammer even faster.
Aside from this one small disparity, it's tough to perceive any other performance distinctions between the topless Vette and its coupe counterpart. Chief engineer Dave Hill and all the rest of the Corvette kids insist that the structural design for the new Vette began with the convertible, and as a consequence no shoring-up measures were required for the soft top chassis.
We admit to some pre-test cynicism on this issue, because you hear the same song from almost every purveyor of convertibles. But in this application, at least, it seems to be true. If there's any distinction to be made between the agility and stability of the Corvette coupe and the new convertible, it would be all but impossible to discern on public roads.
Even with the basic suspension package, our test car's responses were surgically precise, if you can imagine a surgical instrument with 345 horsepower and great gobs of torque. Just as important, there wasn't a hint of cowl shake, the time-honored malady of convertibles wherein the dashboard and exterior oscillate at differing rates.
Another part of the deal is stiff ride quality. You don't get a sports car's ability to change directions without snubbing body roll and limiting up and down suspension motions, and when you do those things you're obliged to accept some tradeoff in comfort. Any suspension so conceived isn't going to be very good at sopping up small bumps and holes, and that's true of the Corvette.
On the other hand, the combination of the superb new chassis and continuing improvements in shock absorber technology make this Corvette substantially more supple than its predecessor, and far from unpleasant.
And in the basic sports car mission--carving up switchbacks, or attacking an autocross course--the new Vette has the reflexes of an Olympic gymnast. It's a superb blend of muscle and finesse, with a much higher tolerance for mistakes of the enthusiastic variety, complemented by brakes that are nothing short of raceworthy.
Summary
Although there are a number of very good sports cars in the same price range as the Corvette, it doesn't really have any direct competitors.
The similarly priced Mercedes-Benz SLK, BMW Z3 2.8, and Porsche Boxster are all delightful and competent players, but they play at a more modest pace. When it comes to real pavement-ripping prowess, none can match the Corvette's sheer power and corner-gobbling grip.
The Dodge Viper does rival the Corvette's dynamic capabilities--indeed, it's even faster--but it requires a single-minded focus on brutish performance to enjoy it. When it comes to civilization and comfort, the Corvette wins hands-down.
To get a similar blend of comfort and true sports car performance, you'll find yourself in a Porsche store looking at 911s, but the 911 can't compete with the Corvette's price.
The Corvette is no longer this country's only sports car, and it's certainly evolved well beyond the realm of what we call affordable. But coupe, convertible or the new hardtop, there doesn't seem to be much question that the latest generation of this all-American is also world-class.
© 2002 NewCarTestDrive.com
CARFAX does not review or correct the information provided by NewCarTestDrive.com.
Unauthorized Usage Disclaimer
CARFAX DEPENDS ON ITS SOURCES FOR THE ACCURACY AND RELIABILITY OF ITS INFORMATION. THEREFORE, NO RESPONSIBILITY IS ASSUMED BY CARFAX OR ITS AGENTS FOR ERRORS OR OMISSIONS IN THIS REPORT. CARFAX FURTHER EXPRESSLY DISCLAIMS ALL WARRANTIES, EXPRESS OR IMPLIED, INCLUDING ANY IMPLIED WARRANTIES OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE.
SYSTEMATIC RETRIEVAL OF THE CONTENT OR OTHER DATA FROM THIS SITE TO CREATE OR COMPILE, DIRECTLY OR INDIRECTLY, IN WHOLE OR IN PART, A COLLECTION, COMPILATION, DATABASE OR DIRECTORY WITHOUT THE EXPRESS WRITTEN PERMISSION OF CARFAX IS STRICTLY PROHIBITED. THE CARFAX SAFETY & RELIABILITY RATINGS IS SUBJECT TO THE CARFAX.COM TERMS OF USE.
©2006 CARFAX, Inc., an R.L. Polk & Co. All rights reserved.
I bought my C5 almost 3 months ago now with 53K on it. First, I have to tell you - until you get some driving time in a C5 you just don't realize how head-and-shoulders above almost anything else on the road it is. My first impressions of mine were that it drives/rides like my Mom's Jag XJ8 - until you hit the gas. I still giggle like a Japanese school girl every time I wind it up for a few seconds and realize I'm doing 100.
For a car of this class there is simply nothing anywhere near the price range that offers what the Corvette does. The only real concerns I could see having are the possibility of a leaking battery damaging the wiring or vacuum hoses the live under it, or the "dreaded" balancer wobble. Both are easy to check out prior to purchase. Aside from that, I really don't think the parts cost or repair costs are really any different than any other late-model car. Also, see my previous post on the joys of the LS1: http://forums.corvetteforum.com/c5-g...e-the-ls1.html
FYI, here it what Newcartestdrive.com has to say about the C5 (note the "world class quality" in the header):
1999 Chevrolet Corvette Used Car Review
World class performance, world class quality.
World class performance, world class quality.
Overview
Chevrolet's Corvette Convertible offers one of the most formidable blends of performance, panache, and price on this planet. (Or, as far as we know, any other.)
Granted, the Corvette Coupe can put the wind in your hair. The one-piece removable panel (body colored or translucent) that makes up the middle of the roof lifts out easily when it's time for motoring al fresco. And it costs about $7,000 less than the Convertible.
But there's an essential difference in style here, a carefree brio that no coupe can match, no matter how many roof panels are removed. And in this case, the brio is not only carefree, it's also hair-raising, literally, as well as figuratively.
Unlike most convertibles, the new Corvette ragtop weighs the same as its coupe counterpart, which means its acceleration performance is undiluted: 0-to-60 mph in less than 5 seconds with the 6-speed manual transmission, about 0.4 seconds slower with the automatic.
The automatic is standard in all Corvettes, the six-speed an $815 option. But automatic or stick, the new Vette is fast traffic--quick at the starting gate, beautifully balanced, surprisingly comfortable, and built to a far higher standard than any Corvette in history.
Walkaround
Introduced in early 1997, the new Corvette is generation number five in the line--thus the C5 designation--and the first complete redesign since 1984. The Convertible version came along about six months later, and the new car immediately started collecting honors, including the 1998 North American Car of the Year award.
While the basic concept is the same as it was back in 1953--a two-seat plastic-bodied all-American sports car--the C5 shares almost nothing with the previous-generation Corvettes. The wheelbase is longer, the track is wider, structural rigidity is far higher, and there are far fewer pieces in the whole assembly, which improves rigidity and quality.
The LS1 V8 engine is potent. It produces 345 horsepower and 350 foot-pounds of torque.
With its aerodynamically inspired broad hindquarters, the styling of the Corvette has been controversial. The convertible version looks a bit more graceful, particularly when the top is down. If stares of envy are part of your sports car enjoyment, it's hard to imagine a better choice than the ragtop Vette.
This year, Chevrolet introduced the Corvette Hardtop to the lineup. With its fixed roof, the hardtop offers drivers a basic Corvette that is pure in performance. It presents a slightly different profile than the Corvette Coupe. The Hardtop comes standard with the six-speed manual gearbox, Z51 suspension, a 3.42 limited-slip rear axle and Goodyear Eagle F1 tires.
The new hardtop retails for $38,777, the coupe starts at $39,171 and the convertible goes for $45,579. (All prices include $580 destination charge.) Two suspension options are available for coupe and convertible: Electronically controlled damping adds $1,695, the Z51 performance handling package adds $350. Leather seats add $625.
There are several new options available for 1999 Coupe and Convertible models: A $375 Head-Up Display projects key instrument readouts onto the windshield. Twilight Sentinel provides delayed shutoff of the headlights to help you find your way to your front door. A $350 power telescoping steering column allows better positioning of the steering wheel for drivers of different heights; as on all models, the steering wheel also offers a manual tilt adjustment.
Interior
The Corvette offers a comfortable cabin, something that wasn't always true with previous-generation models. Low door sills and narrow side rails make getting in and out far easier than in the old days and there's more room for the driver and passenger. There's also a real trunk, something that's been absent from Corvettes for a long time. The other major element of improvement is the elimination of the rattles and stress squeaks that have haunted Vettes for so long. Wind noise is noticeably absent from the convertible. Handsome analog dials have replaced the old digital displays.
The convertible top is simple to flip up or down and it stows neatly under a flap that folds flat at the forward edge of the trunk lid. The top is made of high-quality material with a glass rear window. The top seals well--there were no leaks in our car wash test or our high-speed wind test.
There is more interior noise in the convertible than the coupe and the coupe isn't exactly quiet. However, this is a sports car and noise--particularly the calculated growl of that terrific new V8 --is part of the deal. If you want quiet, go to the library.
Driving Impressions
While we prefer the 6-speed, which was part of our test car's inventory, we have to admit that the automatic rams its shifts home with authority, and there's enough muscle in the new V8 to cover the small performance penalties associated with auto-shifters.
In fact, the only performance penalty that goes with the convertible version is top speed potential. The ragtop doesn't share the coupe's aerodynamic efficiency, so it tops out at a mere 162 mph versus 174 mph for the coupe. Of course, when the top is down there's more drag and a correspondingly lower top speed. Still, that's speed that'll get you to the drive-in in a pretty big hurry--and the local slammer even faster.
Aside from this one small disparity, it's tough to perceive any other performance distinctions between the topless Vette and its coupe counterpart. Chief engineer Dave Hill and all the rest of the Corvette kids insist that the structural design for the new Vette began with the convertible, and as a consequence no shoring-up measures were required for the soft top chassis.
We admit to some pre-test cynicism on this issue, because you hear the same song from almost every purveyor of convertibles. But in this application, at least, it seems to be true. If there's any distinction to be made between the agility and stability of the Corvette coupe and the new convertible, it would be all but impossible to discern on public roads.
Even with the basic suspension package, our test car's responses were surgically precise, if you can imagine a surgical instrument with 345 horsepower and great gobs of torque. Just as important, there wasn't a hint of cowl shake, the time-honored malady of convertibles wherein the dashboard and exterior oscillate at differing rates.
Another part of the deal is stiff ride quality. You don't get a sports car's ability to change directions without snubbing body roll and limiting up and down suspension motions, and when you do those things you're obliged to accept some tradeoff in comfort. Any suspension so conceived isn't going to be very good at sopping up small bumps and holes, and that's true of the Corvette.
On the other hand, the combination of the superb new chassis and continuing improvements in shock absorber technology make this Corvette substantially more supple than its predecessor, and far from unpleasant.
And in the basic sports car mission--carving up switchbacks, or attacking an autocross course--the new Vette has the reflexes of an Olympic gymnast. It's a superb blend of muscle and finesse, with a much higher tolerance for mistakes of the enthusiastic variety, complemented by brakes that are nothing short of raceworthy.
Summary
Although there are a number of very good sports cars in the same price range as the Corvette, it doesn't really have any direct competitors.
The similarly priced Mercedes-Benz SLK, BMW Z3 2.8, and Porsche Boxster are all delightful and competent players, but they play at a more modest pace. When it comes to real pavement-ripping prowess, none can match the Corvette's sheer power and corner-gobbling grip.
The Dodge Viper does rival the Corvette's dynamic capabilities--indeed, it's even faster--but it requires a single-minded focus on brutish performance to enjoy it. When it comes to civilization and comfort, the Corvette wins hands-down.
To get a similar blend of comfort and true sports car performance, you'll find yourself in a Porsche store looking at 911s, but the 911 can't compete with the Corvette's price.
The Corvette is no longer this country's only sports car, and it's certainly evolved well beyond the realm of what we call affordable. But coupe, convertible or the new hardtop, there doesn't seem to be much question that the latest generation of this all-American is also world-class.
© 2002 NewCarTestDrive.com
CARFAX does not review or correct the information provided by NewCarTestDrive.com.
Unauthorized Usage Disclaimer
CARFAX DEPENDS ON ITS SOURCES FOR THE ACCURACY AND RELIABILITY OF ITS INFORMATION. THEREFORE, NO RESPONSIBILITY IS ASSUMED BY CARFAX OR ITS AGENTS FOR ERRORS OR OMISSIONS IN THIS REPORT. CARFAX FURTHER EXPRESSLY DISCLAIMS ALL WARRANTIES, EXPRESS OR IMPLIED, INCLUDING ANY IMPLIED WARRANTIES OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE.
SYSTEMATIC RETRIEVAL OF THE CONTENT OR OTHER DATA FROM THIS SITE TO CREATE OR COMPILE, DIRECTLY OR INDIRECTLY, IN WHOLE OR IN PART, A COLLECTION, COMPILATION, DATABASE OR DIRECTORY WITHOUT THE EXPRESS WRITTEN PERMISSION OF CARFAX IS STRICTLY PROHIBITED. THE CARFAX SAFETY & RELIABILITY RATINGS IS SUBJECT TO THE CARFAX.COM TERMS OF USE.
©2006 CARFAX, Inc., an R.L. Polk & Co. All rights reserved.
Le Mans Master
Joined: Nov 2009
Posts: 6,882
Likes: 234
From: Bangkok, Thailand
BTW, mine will consistenly get 33.6 mpg cruising at 65 on a level freeway. People are shocked when I tell them how good the mileage is - they expect it to "pass everything but a gas station". They have no idea how technically advanced the Vette is.
I laugh when I see these ads for the Honda that gets 36 mpg - like that's some HUGE accomplishment for a little import.
I laugh when I see these ads for the Honda that gets 36 mpg - like that's some HUGE accomplishment for a little import.
Last edited by mcm95403; Mar 18, 2011 at 01:25 AM.
Tech Contributor
Joined: Dec 1999
Posts: 32,910
Likes: 2,402
From: Anthony TX
CI 6,7,8,9,11 Vet
St. Jude Donor '08
WOW! Ive had one C2, one C3, one C4 two C5s and two C6s.. They have ALL had issues... None that I couldn't solve with the help of the FORUM or on my own... Ford, Dodge, Chevy,, any platform,,,,,,,,,, they all have platform issues...... Visit any platform service center and you will hear HORROR stories.... The Corvette C5 platform is fantastic,,, you just need to
Find a C5 CAR that interest you and scrutinize it to the max. Read the DTCs after a minimum 30 min drive. Do a carfax... car should drive ,, stop and sit STRAIGHT... All the functions should work (Read the OWNERS MANUAL) without fail. If it fails,,, any functions,,, use it to you advantage,,, Contact the forum with concerns
You should be good to go!
BC
Find a C5 CAR that interest you and scrutinize it to the max. Read the DTCs after a minimum 30 min drive. Do a carfax... car should drive ,, stop and sit STRAIGHT... All the functions should work (Read the OWNERS MANUAL) without fail. If it fails,,, any functions,,, use it to you advantage,,, Contact the forum with concerns
You should be good to go!
BC
Instructor
Joined: Feb 2009
Posts: 187
Likes: 6
From: Lutz FL
Hi, Scrufy,
Have no fear! The overall experience of having and driving a C5 is like nothing else. All things mechanical will need repair at times. With the truly fantastic support of the Forum members, you will get the best advice possible. Most of the problems I have had with mine have been fixed at very low cost.
Gordon
Have no fear! The overall experience of having and driving a C5 is like nothing else. All things mechanical will need repair at times. With the truly fantastic support of the Forum members, you will get the best advice possible. Most of the problems I have had with mine have been fixed at very low cost.
Gordon
Instructor
Joined: Oct 2006
Posts: 245
Likes: 0
From: Catawissa Pa
I own a 2000 FRC with 37,000 miles, no mods. I don`t beat it, but I do go from zero to 55 mph very quickly on the highway (65 on the interstate). By the time I hit 55 mph (or 65) I`m in fourth gear and I just coast through 5th. and 6th. The only things I have needed were fuel, oil, tires and one battery. That`s not too bad for an eleven year old automobile. Do the research as mentioned by the other posters. Find a good low mileage Vette and pull the trigger!
Racer
Joined: Apr 2010
Posts: 452
Likes: 0
From: Ashburn VA
My car is great! I have a 99 and couldn't be happier. It has been reliable, fun and educational. If I moved south with no snow it would be my daily. This car is easy to work on your self. I would read the sticky FAQ and check out some of the common problems so that you know what to look for when buying. Other than that, have no fear.
Drifting
Joined: Aug 2004
Posts: 1,519
Likes: 0
From: Bedford TX
St. Jude Donor '06-'07
Having just purchased my second C5, here was my perspective and approach. The bottom line is being prepared with knowledge.
1. Know what you want to do with the car!!!! Driving it to a car show, doing 1/4 mile burnouts, or weekend autocrosses and HPDEs. Knowing what you want to do with the car will affect what you buy.
2. Find a reasonable mileage C5 within your budget. The higher the mileage the better the possibility of potential repairs. The lower the mileage means it was a garage queen and was probably better taken care of. But it also could mean that that things like seals, etc., could be dry after 7 years.
3. Have a corvette guy/mechanic look at the car you want to buy. Not just any mechanic, but someone that knows the C5 and its issues (electrical, mechanical, etc.) If you don't know anyone, post a thread in the general section asking for someone to go with you to look at the car. The C5 has its quirks (oil sending, fuel guages, headlights, squeaks, etc.) and your tolerance WILL be tested at some point.
4. Create a budget for mods/repairs. The C5 is not a cheap car for either. If you are mechanically inclined, the C5 is a reasonable vehicle to work on, information is readily available (forums are GREAT) and other owners are GREAT (they love to work on cars). I don't think that there is any problem or any mod that has NOT been done already. (But there are always new ideas coming!)
5. No car is perfect, not even the C5. Talk to the previous owner. I found mine at a dealer, but found the previous owner posting stuff leftover after the sale (every C5/C6 owner has extra parts or car stuff in his garage after he sells it). Check into getting a warranty if you want more piece of mind.
6. Take a test drive and enjoy. The C5 was designed to be driven and enjoyed. Whether that is to a car show or to the track enjoy it. It is ONLY a car (although a GREAT ONE).
Best of luck!!
Cliff
1. Know what you want to do with the car!!!! Driving it to a car show, doing 1/4 mile burnouts, or weekend autocrosses and HPDEs. Knowing what you want to do with the car will affect what you buy.
2. Find a reasonable mileage C5 within your budget. The higher the mileage the better the possibility of potential repairs. The lower the mileage means it was a garage queen and was probably better taken care of. But it also could mean that that things like seals, etc., could be dry after 7 years.
3. Have a corvette guy/mechanic look at the car you want to buy. Not just any mechanic, but someone that knows the C5 and its issues (electrical, mechanical, etc.) If you don't know anyone, post a thread in the general section asking for someone to go with you to look at the car. The C5 has its quirks (oil sending, fuel guages, headlights, squeaks, etc.) and your tolerance WILL be tested at some point.
4. Create a budget for mods/repairs. The C5 is not a cheap car for either. If you are mechanically inclined, the C5 is a reasonable vehicle to work on, information is readily available (forums are GREAT) and other owners are GREAT (they love to work on cars). I don't think that there is any problem or any mod that has NOT been done already. (But there are always new ideas coming!)
5. No car is perfect, not even the C5. Talk to the previous owner. I found mine at a dealer, but found the previous owner posting stuff leftover after the sale (every C5/C6 owner has extra parts or car stuff in his garage after he sells it). Check into getting a warranty if you want more piece of mind.
6. Take a test drive and enjoy. The C5 was designed to be driven and enjoyed. Whether that is to a car show or to the track enjoy it. It is ONLY a car (although a GREAT ONE).
Best of luck!!
Cliff
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Pro
Joined: Apr 2008
Posts: 628
Likes: 4
From: Columbia SC
Save your $ until you can buy a good, low-mile car that's been garage-kept and if possible one-or-two-owner. Lots of nice ones out there. If you find something promising, Cliff's (mcintex) advice is good. And many people here on the Forum would be willing to examine a car for you if it is in their area.
A cheap, high-mile C5 not given the proper care could easily turn out to be a nightmare.
A cheap, high-mile C5 not given the proper care could easily turn out to be a nightmare.
Tech Contributor
Joined: Oct 1999
Posts: 41,037
Likes: 9,801
From: Charlotte, NC (formerly Endicott, NY)
I always advise people to buy a car that has been driven at least 3 to 4 thousand miles per year. Any less than that and they could get stuck repairing things that should have been repaired under warranty although most C5s are old enough and have enough miles on them that's not so much of an issue now. I am also very suspicious of **** owners. A lot of these people are afraid to take their cars in for repair because it will get damaged and little things that should have been easy to fix don't get fixed. Plus, these people truly think that because they treated the car so well that justifies a higher price.
Try to get into the middle range of cars. C5s can go a lot of miles with no issues. I saw a post on here the other day where one owner had driven his 210K miles and still had the original drive train in the car. Not even a clutch replacement.
I owned 2 C5s over a period of 12 years. A 97 (probably the best assembled of the C5 series due to low production rate) and an 03. Kept each for 6 years. Ran both hard on the track and in autocrosses. Never had any major issues. Didn't even have the so called terrible column lock issue.
Bill
Try to get into the middle range of cars. C5s can go a lot of miles with no issues. I saw a post on here the other day where one owner had driven his 210K miles and still had the original drive train in the car. Not even a clutch replacement.
I owned 2 C5s over a period of 12 years. A 97 (probably the best assembled of the C5 series due to low production rate) and an 03. Kept each for 6 years. Ran both hard on the track and in autocrosses. Never had any major issues. Didn't even have the so called terrible column lock issue.
Bill
Thread Starter
4th Gear
Joined: Mar 2008
Posts: 4
Likes: 0
Thanks to all for responding to my plea for help. I have a triple black vert spotted in California with 24 on the clock for $20,000.00. Again you guy's are the best and bless you much for your reply,s.
Racer
Joined: Dec 2002
Posts: 275
Likes: 0
From: Waretown NJ
All good advise above!
I will tell you that I’ve owned a 6-speed 99 coupe since it was new and have totally enjoyed the car for the past 12 years! With over 257,000 miles, I think the repairs haven’t been bad at all. With the exception of the clutch replacement (186,000), I’ve done all the needed repairs myself (often with help from this forum) – rebuilt both headlight gears, replaced both power window assemblies, windshield wiper motor (because I hadn’t cleaned out the drain “fingers”), battery (2x), oil pressure sending unit,
Maintenance items: normal synthetic oil & filter changes, K&N air filter, replaced drivers seat foam & leather, tires (Pilot Sport A/S ZPs), fuel filter, wiper blades, plugs & wires, hoses, a few light bulbs, AC compressor and shocks.
I’ve only done a few modifications: red/black shift boot & brakes and console cover, opened up the air cleaner for more air flow, Hypertech tune, skip shift eliminator and A&S exhaust pipes. I also purchased the 3 volume shop manual set.
Like others I still get over 32 mpg cruising at 70 mph! The paint still looks new and the car is just so much FUN to drive!!
Be selective and buy one – you’ll LOVE it!
I will tell you that I’ve owned a 6-speed 99 coupe since it was new and have totally enjoyed the car for the past 12 years! With over 257,000 miles, I think the repairs haven’t been bad at all. With the exception of the clutch replacement (186,000), I’ve done all the needed repairs myself (often with help from this forum) – rebuilt both headlight gears, replaced both power window assemblies, windshield wiper motor (because I hadn’t cleaned out the drain “fingers”), battery (2x), oil pressure sending unit,
Maintenance items: normal synthetic oil & filter changes, K&N air filter, replaced drivers seat foam & leather, tires (Pilot Sport A/S ZPs), fuel filter, wiper blades, plugs & wires, hoses, a few light bulbs, AC compressor and shocks.
I’ve only done a few modifications: red/black shift boot & brakes and console cover, opened up the air cleaner for more air flow, Hypertech tune, skip shift eliminator and A&S exhaust pipes. I also purchased the 3 volume shop manual set.
Like others I still get over 32 mpg cruising at 70 mph! The paint still looks new and the car is just so much FUN to drive!!
Be selective and buy one – you’ll LOVE it!
Instructor
Joined: Apr 2010
Posts: 179
Likes: 2
From: ramona california
I've had a 1958,a 1967 and now a 2004 .The 04 was purchased new in July and now has 80,000 miles on it.My boys live in Flagstaff , 500 mile away ,hince the mileage. I get 32+mpg at 75/80 mph and thats on 87 fuel. Only problems so far is the left window regulator and thats it. Much better then the Toyota,Honda or Madza that I've owned in the passed. I'm sure you can find a low mileage well cared for C-5 or even C-6.
Welcome to the wonderful world Corvette.
Welcome to the wonderful world Corvette.
Intermediate
Joined: Jul 2006
Posts: 39
Likes: 8
From: Carmichael CA
I bought a 2000 Vert 5 years ago. Had a couple of "typical" issues. Through this forum, I eliminated the column lock issue with a CLB. I changed out my turn signal/hazard flasher myself using instructions from this site, and I changed out the multi function switch with similar "how to" hints that saved a bundle. Having owned a C-2 and C-3, and C-4 over the years, this car is by far the best of the bunch in pure performance, comfort, and quality of manufacture. The excellent gas mileage (six speed) is just a bonus. Don't fret, get a vette. Jack