C-6 Great article
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From: Hurst Texas
C-6 Great article
Posted on Fri, Sep. 10, 2004
I M A G E S
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Rabid Transit
2005 Corvette C6: Sixth Sense
By David Boldt
Special to the Star-Telegram
You are – we’re told – only as old as you think. And that truism is typically supported by – over the last ten years or so – each and every delivery of a Corvette. For despite its purchase by (mostly) Boomers in their fifties and sixties, the acquisition signals (we think) an attempt to regain their youth with one of this country’s most virile automotive statements.
So, the Vette as Viagra has become, for many observers, one of the more alliterative clichés. With the launch this fall of an aggressively tweaked Corvette, however, you can throw out all of the assumptions. This is – rather suddenly – a Vette that not only recalls youthful inclinations; it actually seems capable of inducing those inclinations among the nation’s youth. And while its proportions are tighter and more athletic, under the hood it retains all of its legendary “kick butt” capability. This newest Corvette represents an all-new take on a formula that dates back to Truman, Ike and the Korean conflict.
Our all-too-brief intro was one afternoon during GM’s full-line preview, a two-day midsummer excursion at GM’s Milford, Michigan proving grounds. We had, of course, seen the C6 at various auto shows, but a static display doesn’t begin to convey the drama of the shape on a road, juxtaposed against both other Corvettes and competitive makes.
In contrast to its C5 predecessor, the C6 – as mentioned – is tauter. Overall length has been reduced (by about five inches), while the wheelbase is slightly longer and the overall width slightly narrowed. The end result is a dramatic change in the new Corvette’s visual – and physical – dynamic. Less vehicle length in combination with a longer wheelbase has reduced overhang, giving the C6 a Weight Watchers feel in contrast to the earlier, “fluffed” C5. (In political speak, it’s the difference between twins Jenna and Barbara.) For the first time since ’62, the Corvette design team has uncovered the headlights. That, in combination with an aerodynamically enhanced grill opening and a sharpened fender line, gives an almost European air to this most American of sports cars.
Inside, the drab and flab have been excised by an all-new look, feel and functionality. We’d still gripe with a few of the interior plastics, but it’s a wholesale improvement over the C5 in terms of fit and feel. The buckets are supportive, and the tighter exterior dimensions don’t seem to create a more confining interior area.
We’re introduced to the Milford track by Mike Neal. Mike, a former racer, was responsible for dialing in the C6 suspension settings. Three choices are available: the standard set-up, perfect for virtually any on-road situation; the magnetic ride control, the best way to ensure both a smooth ride – when appropriate – along with more aggressive tuning at a flick of a switch; and the Z51 package, with upgrades to suspension, steering, tires and brakes. At around $1,500 (you could spend more in a bike shop) the Z51 was, to us, a virtual no-brainer.
While the suspension spec may appear very similar to the C5 spec, actual feel is much improved. Especially in the Z51, the Vette’s composure seemed dramatically improved, with higher handling limits and sharper turn-in. And despite the sharper reflexes, ride comfort wasn’t a casualty. The C6 remains capable of the Grand Tour; if you want abuse, Dodge continues to offer the Viper.
Under the hood, the pushrod V8 is punched out to a coincidental (we think) 6.0 liters, and now delivers 400 horsepower and 400 lb-ft of torque. Hooked up to a 6-speed manual (or 4-speed automatic), the end result is a 0-60 sprint of just over four seconds. If heading west on I-20, a top speed of 180-plus should get you into El Paso before your friend on Southwest gets his or her peanuts. And as a product of GM’s powertrain group, the new Vette delivers gobs of horsepower without guzzling gallons of gas. The EPA quotes 19 City/28 Highway, and while we doubt most owners will actually get that, it’s reassuring to know that it’s possible.
As a Boomer with a lifetime affection for various Porsches, I’ve never projected myself as a Corvette prospect. In my formative years the Corvette was certainly dynamic, but the redesign of 1968, in combination with some truly horrific build quality, did little to move my lust sensor. Although the C5 was a dramatic improvement over the C4, it was also a little wide at the hips, giving it (and you) the impression it had been mated during the design process with a ¾-ton dually. This newest variant seemingly hits the target, with a freshened design mated to a more capable chassis. In combination with a price point that’s actually slightly lower than the ’04, we think the Corvette team – and sales associates – have themselves a winner.
If you don’t – as yet – have a job, go get one. This is one car payment worth making.
email this print this
I M A G E S
More photos...
Rabid Transit
2005 Corvette C6: Sixth Sense
By David Boldt
Special to the Star-Telegram
You are – we’re told – only as old as you think. And that truism is typically supported by – over the last ten years or so – each and every delivery of a Corvette. For despite its purchase by (mostly) Boomers in their fifties and sixties, the acquisition signals (we think) an attempt to regain their youth with one of this country’s most virile automotive statements.
So, the Vette as Viagra has become, for many observers, one of the more alliterative clichés. With the launch this fall of an aggressively tweaked Corvette, however, you can throw out all of the assumptions. This is – rather suddenly – a Vette that not only recalls youthful inclinations; it actually seems capable of inducing those inclinations among the nation’s youth. And while its proportions are tighter and more athletic, under the hood it retains all of its legendary “kick butt” capability. This newest Corvette represents an all-new take on a formula that dates back to Truman, Ike and the Korean conflict.
Our all-too-brief intro was one afternoon during GM’s full-line preview, a two-day midsummer excursion at GM’s Milford, Michigan proving grounds. We had, of course, seen the C6 at various auto shows, but a static display doesn’t begin to convey the drama of the shape on a road, juxtaposed against both other Corvettes and competitive makes.
In contrast to its C5 predecessor, the C6 – as mentioned – is tauter. Overall length has been reduced (by about five inches), while the wheelbase is slightly longer and the overall width slightly narrowed. The end result is a dramatic change in the new Corvette’s visual – and physical – dynamic. Less vehicle length in combination with a longer wheelbase has reduced overhang, giving the C6 a Weight Watchers feel in contrast to the earlier, “fluffed” C5. (In political speak, it’s the difference between twins Jenna and Barbara.) For the first time since ’62, the Corvette design team has uncovered the headlights. That, in combination with an aerodynamically enhanced grill opening and a sharpened fender line, gives an almost European air to this most American of sports cars.
Inside, the drab and flab have been excised by an all-new look, feel and functionality. We’d still gripe with a few of the interior plastics, but it’s a wholesale improvement over the C5 in terms of fit and feel. The buckets are supportive, and the tighter exterior dimensions don’t seem to create a more confining interior area.
We’re introduced to the Milford track by Mike Neal. Mike, a former racer, was responsible for dialing in the C6 suspension settings. Three choices are available: the standard set-up, perfect for virtually any on-road situation; the magnetic ride control, the best way to ensure both a smooth ride – when appropriate – along with more aggressive tuning at a flick of a switch; and the Z51 package, with upgrades to suspension, steering, tires and brakes. At around $1,500 (you could spend more in a bike shop) the Z51 was, to us, a virtual no-brainer.
While the suspension spec may appear very similar to the C5 spec, actual feel is much improved. Especially in the Z51, the Vette’s composure seemed dramatically improved, with higher handling limits and sharper turn-in. And despite the sharper reflexes, ride comfort wasn’t a casualty. The C6 remains capable of the Grand Tour; if you want abuse, Dodge continues to offer the Viper.
Under the hood, the pushrod V8 is punched out to a coincidental (we think) 6.0 liters, and now delivers 400 horsepower and 400 lb-ft of torque. Hooked up to a 6-speed manual (or 4-speed automatic), the end result is a 0-60 sprint of just over four seconds. If heading west on I-20, a top speed of 180-plus should get you into El Paso before your friend on Southwest gets his or her peanuts. And as a product of GM’s powertrain group, the new Vette delivers gobs of horsepower without guzzling gallons of gas. The EPA quotes 19 City/28 Highway, and while we doubt most owners will actually get that, it’s reassuring to know that it’s possible.
As a Boomer with a lifetime affection for various Porsches, I’ve never projected myself as a Corvette prospect. In my formative years the Corvette was certainly dynamic, but the redesign of 1968, in combination with some truly horrific build quality, did little to move my lust sensor. Although the C5 was a dramatic improvement over the C4, it was also a little wide at the hips, giving it (and you) the impression it had been mated during the design process with a ¾-ton dually. This newest variant seemingly hits the target, with a freshened design mated to a more capable chassis. In combination with a price point that’s actually slightly lower than the ’04, we think the Corvette team – and sales associates – have themselves a winner.
If you don’t – as yet – have a job, go get one. This is one car payment worth making.
email this print this
