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Corvette feeds the speed addiction
Pedro Arrais, Times Colonist
driving.ca
People don't ask "What's under the hood?" anymore. Like a smoker trying to quit, many drivers think the sight of a powerful engine would be enough temptation to take up a bad habit again.
They better not look under the hood of the 2007 Chevrolet Corvette. There lurks a potent 6.0-litre V-8 (the LS2) that produces 400 horsepower and 400 lb-ft of torque. If that doesn't get the pupils dilated there is also the Z06 model engine, which is a 505 horsepower, 7.0-litre V-8 (the LS7) with 470 foot-pounds or torque.
In a time of soaring gas (and cigarette) prices why would anybody want to own a two-seater machine that can put a serious dent in the pocketbook?
The answer is the four seconds or so it takes to go from zero to 100 km/h.
Or maybe it's because the Corvette could be the best sports car value on the market, period.
Ever since the sixth generation Vette version, commonly referred to as the C6, was introduced in 2004, few cars -- even European models costing tens of thousands of dollars more -- have been able to outrun it.
But raw power is only one part of the Corvette's appeal.
While previous Vettes could be rough and unprecise, the new car is commendably tighter and well put together. It's now more agile, with a poise that takes on rivals like the Porsche Carerra with confidence.
Given its performance, the $68,565 list price, for the regular Vette coupe (a convertible is also available for $80,665) is good value. Its list of standard features is extensive.
I drove a regular, five-speed manual-transmission coupe with optional magnetic ride control.
With a curb weight of only 1,471 kg and 400 horses, the performance is lively. The power band starts low and keeps on pulling up to very illegal speeds. The impression is the driver will usually run out of road before the Corvette runs out of juice. Because of the abundant torque, shifting can be leisurely.
The manual transmission is meaty and engages solidly with no sloppiness. The clutch is civilized, with only enough resistance to get the job done. This means that the Corvette can be as easy to drive in downtown rush-hour traffic as it is on a racetrack.
Drivers can choose the type of suspension to suit their driving demands. In my opinion, the regular setting is all most drivers will need. When put over to the 'sport' setting, there is hardly any dampening. While this might be desirable on a smooth road or race track, it is firm enough to jar dental fillings and can generally be a pain in the butt. In this setting, imperfect cornering will feel like the car is hopping along every bump.
Steering feel strikes a good balance between low effort and high road feel. Although there are massive 245/40 ZR 18 tires in front, the steering makes it feel like you're carving the road up with a steak knife, not a cleaver.
While the car has an active handling system with traction control, the Corvette can still chirp its tires in lower gears and even momentarily break loose on aggressive manoeuvres. While both these traits might be a cause of concern to novice drivers, they can be entertaining for those who are used to more powerful chariots.
The interior is just about perfect for a sports car. While big enough for North American physiques, the driver's seat side bolsters can be adjusted to those with slighter builds. With a large centre arm-rest and scooped-out door panels, the interior feels spacious. The only surprising thing is that the seat cannot be lowered -- a minor detail.
Most of the interior surfaces are covered with a trim, that conveys the look and feel of leather. This gives the interior a premium appearance. Anodized aluminum instead of chrome is used in the interior, minimizing glare from the sun.
The steering wheel and instrumentation is equally well presented, with large, legible dials and all switches falling easily to hand. The optional touch-screen navigation system was legible even in full sun. The Vette also comes with a heads-up-display that is easy to use and see.
Back-up manual emergency door releases complement the electric door releases, a neat technological first.
Having a removable targa roof lets in more of the sun than the competition. Unfortunately, the removed roof takes up most of the large trunk area under the rear hatchback. With the top removed the cabin was surprisingly quiet.
Like any addiction, the lust for power in a car can be difficult to eradicate. The temptation to do (multiple) doughnuts in an empty parking lot is an early indication that you have this personal shortcoming.
But if you believe in moderation -- with the occasional excess -- the Corvette may be your ticket to beat your need to speed. Just be considerate and not open your hood to other drivers trying to kick the habit.
Pedro Arrais, Times Colonist
driving.ca
People don't ask "What's under the hood?" anymore. Like a smoker trying to quit, many drivers think the sight of a powerful engine would be enough temptation to take up a bad habit again.
They better not look under the hood of the 2007 Chevrolet Corvette. There lurks a potent 6.0-litre V-8 (the LS2) that produces 400 horsepower and 400 lb-ft of torque. If that doesn't get the pupils dilated there is also the Z06 model engine, which is a 505 horsepower, 7.0-litre V-8 (the LS7) with 470 foot-pounds or torque.
In a time of soaring gas (and cigarette) prices why would anybody want to own a two-seater machine that can put a serious dent in the pocketbook?
The answer is the four seconds or so it takes to go from zero to 100 km/h.
Or maybe it's because the Corvette could be the best sports car value on the market, period.
Ever since the sixth generation Vette version, commonly referred to as the C6, was introduced in 2004, few cars -- even European models costing tens of thousands of dollars more -- have been able to outrun it.
But raw power is only one part of the Corvette's appeal.
While previous Vettes could be rough and unprecise, the new car is commendably tighter and well put together. It's now more agile, with a poise that takes on rivals like the Porsche Carerra with confidence.
Given its performance, the $68,565 list price, for the regular Vette coupe (a convertible is also available for $80,665) is good value. Its list of standard features is extensive.
I drove a regular, five-speed manual-transmission coupe with optional magnetic ride control.
With a curb weight of only 1,471 kg and 400 horses, the performance is lively. The power band starts low and keeps on pulling up to very illegal speeds. The impression is the driver will usually run out of road before the Corvette runs out of juice. Because of the abundant torque, shifting can be leisurely.
The manual transmission is meaty and engages solidly with no sloppiness. The clutch is civilized, with only enough resistance to get the job done. This means that the Corvette can be as easy to drive in downtown rush-hour traffic as it is on a racetrack.
Drivers can choose the type of suspension to suit their driving demands. In my opinion, the regular setting is all most drivers will need. When put over to the 'sport' setting, there is hardly any dampening. While this might be desirable on a smooth road or race track, it is firm enough to jar dental fillings and can generally be a pain in the butt. In this setting, imperfect cornering will feel like the car is hopping along every bump.
Steering feel strikes a good balance between low effort and high road feel. Although there are massive 245/40 ZR 18 tires in front, the steering makes it feel like you're carving the road up with a steak knife, not a cleaver.
While the car has an active handling system with traction control, the Corvette can still chirp its tires in lower gears and even momentarily break loose on aggressive manoeuvres. While both these traits might be a cause of concern to novice drivers, they can be entertaining for those who are used to more powerful chariots.
The interior is just about perfect for a sports car. While big enough for North American physiques, the driver's seat side bolsters can be adjusted to those with slighter builds. With a large centre arm-rest and scooped-out door panels, the interior feels spacious. The only surprising thing is that the seat cannot be lowered -- a minor detail.
Most of the interior surfaces are covered with a trim, that conveys the look and feel of leather. This gives the interior a premium appearance. Anodized aluminum instead of chrome is used in the interior, minimizing glare from the sun.
The steering wheel and instrumentation is equally well presented, with large, legible dials and all switches falling easily to hand. The optional touch-screen navigation system was legible even in full sun. The Vette also comes with a heads-up-display that is easy to use and see.
Back-up manual emergency door releases complement the electric door releases, a neat technological first.
Having a removable targa roof lets in more of the sun than the competition. Unfortunately, the removed roof takes up most of the large trunk area under the rear hatchback. With the top removed the cabin was surprisingly quiet.
Like any addiction, the lust for power in a car can be difficult to eradicate. The temptation to do (multiple) doughnuts in an empty parking lot is an early indication that you have this personal shortcoming.
But if you believe in moderation -- with the occasional excess -- the Corvette may be your ticket to beat your need to speed. Just be considerate and not open your hood to other drivers trying to kick the habit.
