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Chevrolet Corvette in fifth form flies past previous models
Bob Plunkett
Date Posted: 5/10/2005
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BOWLING GREEN, Ky. -- In spotlighted displays at Kentucky's National Corvette Museum -- which stands within sight of the Bowling Green Assembly Plant where this iconic American sports car comes together -- visitors can view each of four previous generational editions.
The display begins with the initial fiberglass-body Corvette classic of 1953, followed by the Sting Ray rendition of 1963. Then there's the refresher Ray from 1968 that established precedents of pop-up headlamps and removable roof panels, plus a longer and lower model of 1984 from which subsequent Corvettes through 1996 were derived.
Yet the place of high honor contains a fifth Corvette -- the outrageous 1997 coupe which debuted in Detroit recently at the North American International Auto Show.
In a stunning sweep of new aerodynamic lines from low-pitched nose to classic high tail, this latest edition retains the unmistakable look of previous Corvettes but also features some of the most sophisticated new automotive concepts on the planet. All of its high-tech systems combine behind injected-molded body panels to elevate new Corvette into that exotic realm of megabucks foreign brands such as Ferrari and Porsche -- but for far fewer dollars.
With unique hydroformed rails creating an incredibly firm foundation, this Corvette carves out more interior space for driver and passenger in a friendly new cockpit.
Thanks to Chevy's first aluminum short-block engine, Corvette now pumps even more power -- up to 345 hp.
It's lighter, faster, more athletic and far more sexy. And it can run circles around all previous issues.
To prove the point, this tester spent several days late last year in pre-production prototype Corvettes revving high rpms over twisty rural routes which fanned out from the Bowling Green plant.
That real-world experience on public roads was followed the next day by tire-screaming speed trials conducted at Road Atlanta, a 2.5-mile closed-circuit raceway with 12 hard corners cast across Georgia hills.
So grab a helmet, slip inside and buckle up as we rip through all six gears for a definitive ride in the new American sports car.
To appreciate the concept, though, you must peer beyond all of those curvy lines and consider the new organizational structure, which begins with the most rigid platform in Corvette's history, thanks to a full-length perimeter frame composed of seamless tubular steel.
Those unusual side rails -- each a single piece of steel stretched from tip to tail -- curve downward at mid-section to make room for the enlarged cockpit. Due to inherent strength and stiffness of the rails, designers were able to make significant organizational changes inside the rails, revamping the space more efficiently.
Also, because the rails are lower and thinner than the former composite frames, riders don't have to crawl across a thick barrier and fall into Corvette's low-pitched seats because there's a lower step-in height now with easy access.
A closed driveline tunnel also enhances cockpit space, particularly since the transmission was repositioned in the rear, thus balancing the weight distribution fore to aft.
Then comes the magic: A suspension system mounted to the ultra-stiff new chassis that permits superb handling control yet also delivers a smooth ride quality on the road.
The independent 4-wheel short- and long-arm suspension, with forged aluminum front upper control arms and cast aluminum front and rear lower arms, weighs less and reduces mass. Like race cars, each production Corvette receives custom adjustments for height at the factory depending on which of three optional suspension settings applies.
A base suspension package features the fully independent front and rear for improved road isolation.
An optional variable F45 high-tech suspension choice can read the road surface at each wheel and instantly retune shock damping to maintain a stable feeling -- with driver-controlled modes of Tour, Sport and Performance. Further, the Z51 racer setting for ultimate performance in autocross competition receives stiffer springs, larger stabilizer bars and larger monotube shocks.
Corvette's revised wheelbase also contributes to the improved stability and smoother ride quality by extending more than eight inches over its predecessor, as the track expands by four inches in front and three in back.
Designers retained the tradition of a small block V8 engine, yet the new LS1 aluminum V8 amounts to a pushrod piece of work that musters more power and torque with better fuel economy than even the awesome LT4 monster.
Either Chevy's electronically-controlled Hydra-matic automatic 4-speed transmission or a malleable Borg-Warner 6-speed manual mate with the new plant.
Add big brake rotors with 4-channel Bosch anti-lock action and a traction control system, plus Magnasteer variable effort rack and pinion steering, and this Corvette's ready to prance on pavement.
Now climb into the glove-tight driver's seat, which adjusts with power controls in a zillion directions, set the electric mirrors to capture ideal rear views, and lock hands tightly to the teeny leather-wrapped steering wheel.
Crank up 345 horses and hear them snort. Slip the stick into first of six gears and at the starter's flag stomp that throttle and release way-wide 18-inch rear rubber as you smoke it out of the pits at Road Atlanta.
A tachometer clustered among new analog gauges on the instrument panel flips toward red and all of that low-end torque propels the tester with its removable roof panel to triple-digit speed faster than you can mouth, Holy Hot Rod.
You'll pin shoulders to seat in each of the first three gears, the latter coming at Road Atlanta atop the first hill in turn two. Peg apexes quickly with turns three and four and fly through the chicane Esses in a swoopy valley leading uphill to a squealer left at turn five. Then brake hard for the tight right at six and again at seven, where you'll want to drop to second gear to set up a long and fast haul through all remaining gears to max rpms.
Between turns ten and eleven the test 'Vette ran up to 147 mph before my shut-down to maneuver through a dicy hilltop turn, but official top speed comes to 172, with the manual-stick zero-to-60 stat dipping below five seconds.
Safely in the pits, catch a breath but head out again because seat time in 'Vette means fun time all the time.
1997 CHEVROLET CORVETTE
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| Vehicle Specifications: |
| 1997 CHEVROLET CORVETTE Specs |
| Description: |
2-seat hatchback coupe |
| Model Options: |
2-seat hatchback coupe |
| Wheelbase: |
104.5 inches |
| Overall Length: |
179.7 inches
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| Engine Size: |
LS1 OHV 5.7-L V8
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| Transmission: |
Manual/6, Auto/4 |
| Drive: |
Rear |
| Braking: |
Power 4-disc/ABS |
| Airbags: |
2 |
| Gas Mileage: |
M/6: 18/28 mpg
A/4: 17/25 mpg |
| Price: |
$ 40,000 to $ 45,000 |
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