THE UNEXOTIC EXOTIC
This article is from our archives and has not been updated and integrated with our "new" site yet... Even so, it's still awesome - so keep reading!
Published on Sun, Jun 15, 2008
By: The LACar Editorial Staff
QUICKXOTIC
The specs speak loud and clear. 430 horsepower rockets this 0-60 in 4.3 seconds.
The lightweight composite body panels, hydroformed steel frame with aluminum and
magnesium structural and chassis component, and a curb weight of just 3,246
pounds is on par with many of the fastest cars on the road. The interior is
form-fitting for two, but not cramped. Oh yes, the top speed is 190 mph in the
coupe and just a little under that in the convertible.
In every reasonable means one can think of, this is an exotic supercar - except
for one thing. The problem stems from the price. Most cars of this caliber are
supposed to be easily in triple digit territory when it comes to dollars. This
one small but significant fact prevents the Corvette from taking on the aura of
a Ferrari or Lamborghini. Well, that and it does happen to be made right here in
Bowling Green, Kentucky.
The question is, can an exotic truly be exotic when so many exist? This has been
a nagging problem lately, but one that most companies wish they had.
This generation Vette, and perhaps the previous model, can be confused with some
ultra rare Italian job if it weren't for the badging. Sadly, this for many
enthusiasts takes it down a notch or two in their minds. The reality is this is
as close as many will ever need to owning a full bore race car.
Chevy does make a hopped-up version of the Corvette in the Z06, but not in a
convertible. Those who have driven that might not be so inclined to want the 505
horses that it cranks out. The convertible (and the base coupe for that matter)
feels far more refined. Can you go a bit faster in the Z06? You bet. The trade
off is just that, power for practicality and comfort, as well as a big chunk of
change.
For any naysayer who thinks this car is exotic-lite, let me make one thing
perfectly clear: The Corvette provides enough thrills and endangers your license
every time you get behind the wheel. A squeeze of the pedal on the right and the
relatively docile car comes alive. On full throttle, getting thrown back into
the seats is pretty much a given. More amazing is how the Corvette can gobble up
road while already at cruising speeds. Going from a mild 60 to arrest-me 90 mph
is almost instantaneous.
One other feature that's a bright spot is the optional Magnetic Selective Ride
Control suspension, featuring magneto-rheological dampers able to detect road
surfaces and adjust the damping rates to those surfaces almost instantly for
optimal ride control. A simple turn of the knob on the center console allows the
driver to immediately change how the suspension handles the road. The normal
mode doesn't roll much, but the firmer setting is perfect for the right
conditions. On long, extended sweeping curves on the freeway the Corvette was in
its element. At rapid fire speed the car was planted flat without any indication
of roll. This might be an illusion and providing a false sense of security
pushing one to drive faster, but regardless of that it did feel comfortable
enough to justify the car's reputation.
Performance is in the same league as several highly rated sports cars. And while
that side of the car hasn't been and issue for Chevrolet for several years, the
other aspects have fallen short on the refinement side. Interiors of the past
had a feel that were marginal, especially the expanse of plastic. The car can be
equipped with an upscale custom leather wrapped package. The optional package
includes two-tone, leather-wrapped upper and lower instrument panel, door pads
and seats, and "Corvette" embroidered on passenger-side dash pad, plus
embroidered crossed flags logo on the headrests. What a different a cowhide
makes. This immediately gives this a big dollar feel, although it does indeed
cost a few pesos for the option (not to mention a cow or two).
The interior still suffers from some poor placement of switches and buttons that
just feel more randomly placed than should be. Just hunting for the control for
the convertible top is mystifying. Also, the top requires a manual-twisting
latch to secure the top down. The operation is really not very elegant,
regardless of the fact that it's manual. On the plus side, the convertible top
is able to stay affixed to the car at hurricane force traveling speeds.
The Corvette did have all of the bells and whistles that one would hope for,
including a keyless go that is similar to the Cadillac XLR. The slim key fob for
the keyless system is itself a nice slim piece that shows some thought and
consideration. It reminds me of how the Motorola RAZR cell phone cut a new
course in thinly style products. Similarly, some designer somewhere had the
common sense to realize this needs to actually fit into somebody's pocket.
The HUD (heads-up display) is still a great feature, and is adjustable in
brightness and position on the windshield. This will also allow several layouts
to be picked from. It does add to that fighter-jet cockpit feel. The only thing
it lacks is a targeting system for approaching undesirables.
The automatic transmission does what one wants from an automatic. When left in
drive or in the sport mode, the transmission is intelligent enough and quick
enough to provide an entertaining and smooth ride. The paddle shifters work
properly, but it is easy to forget about them as the roadway is absorbed so fast
by the car it can mesmerize and shifting becomes lost in a blurry haze.
Personally, I enjoy a good manual over an automatic, but this doesn't really
feel necessary unless an interactive experience is desired.
The low-slung body with the roof down is ultra-stealth and lends it to an even
more exotic look. I do have to take issue with one styling point. In particular,
the wheels equipped on this car don't really have anything that connects to the
styling of the car. The very simple open spoke design just doesn't look the part
of exotic. If anything, they look non-descript. But these massive wheels in the
rear are eye-catching, not just because they are 19-inchers, but because they
are wrapped in super-wide body P285/35ZR19 tires that keep the car tacked to the
tarmac. Okay, you can break them loose with some effort. In even moderately
heavy exercise, this car stays planted. On the other hand, the 430 ponies do
want to break free if you provide the right opportunity.
Not included in the Corvette, but should be is the Passport 9500i radar
detector. This marvelous piece of GPS intelligence is my get-out-of-jail-free
card. It can actual target several radar targets at once. Now if they could link
it to the HUD, this would really be the bomb.
Freeway speed runs are defining as far as technology goes. Not only can the
convertible run with the best, it can get damn good gas mileage for a machine of
this caliber. At a steady freeway speed with cruise control engaged, it is
possible to get into the upper 20s. Given the minimal weight, drag (.286
coefficient of drag in the coupe), and the fact that the car is only using about
one third of its potential when it comes to speed, maybe it shouldn't be so
surprising that the Corvette gets decent highway mileage.
Running up and down the 405 does prove this is an almost sensible daily driver
(once you take four dollars-a-gallon gas out of the equation). Sensible isn't
why one wants a Corvette. It's the sensory experience that makes this desirable.
The ability to streak up the steepest of streets and continually gain speed in
rapid fashion is breathtaking. Just a select few can scale walls like the Vette.
Even fewer can do this topless.
With the price of gas and other economic factors this might just become an
exotic after all. Those who purchase a convertible Vette might not be the first
on their block with one of these, but the way things are going it is possible to
be the last one on the block to obtain the American exotic.
SUMMARY JUDGMENT
Aside from the "Chevy" badge, reasonable reliability and a price that starts
under 50K - this is a supercar in disguise. Let's just keep that our little
secret.
Find out more at www.gm.com
SPECIFICATIONS Name of vehicle: Chevy Corvette Convertible Price: Base $45,000, as tested $61,586.20 Engine type: 6.2-litre LS3 V8, Overhead 2 valves/cylinder, aluminum head and block EPA mileage estimates City/ Highway: 11/18 Horsepower: 430 @ 5,900 rpm Torque: 424 lb-ft @ 4,600 rpm Drive configuration: Front engine / rear-wheel drive Transmission type: 6-speed paddle shift automatic Suspension: Front: short/long arm ( SLA) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, monotube shock absorber Rear: short/long arm ( SLA) double wishbone, cast aluminum upper & lower control arms, transverse-mounted composite leaf spring, monotube shock absorber Wheels and tires: Front: 18-inch x 8.5-inch, P245/40ZR18 Goodyear Eagle F1 Supercar (w/Z51) Extended Mobility Rear: 19-inch x 10-inch, P285/35ZR19 Goodyear Eagle F1 Supercar (w/Z51) Extended Mobility Brakes: Front: discs 12.8 x 1.26 / 325 x 32 diameter Rear: discs 12 x 1 / 305 x 26 diameter front and rear power-assisted disc with ABS; cross-drilled rotors with Z51 package and Magnetic Ride Control Overall length: 174.6 / 4435 Overall width: 72.6 / 1844 Overall height: 49 / 1244 Curb weight 3246 / 1473 0-60 mph: 4.3 Top Speed, mph: 190 (coupe)