Test Drive: 2005 Chevrolet Corvette Convertible

The new Corvette is slightly smaller than the previous version (127 mm (5 in.) shorter and about 25 mm (1 in.) narrower) but retains the familiar composite body, wedge-profile, and four round taillights. Perhaps the most dramatic styling change was the new Xenon HID headlights under clear plastic covers that replaced the long-standing flip-up headlights. Reaction to those has been generally positive, especially since they offer significantly better lighting at night.

The interior was also given a styling update that makes it look more upscale and better-finished, including redesigned gauges, metal-look trim, a cleaner dash layout made of nicer materials, and a shifter that’s closer to the driver. As well, there’s a new optional touch-screen and navigation system, a head-up display that shows the speedometer, tachometer, oil pressure, and lateral g-force rating; and a keyless ignition system.

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The MSRP of the 2005 Corvette Coupe is $67,395 while the convertible is $79,495. For 2006, the price has gone up by $410: the Coupe is now $67,805 and the Convertible is $79,905. The new Z06 is $89,900. As well, GM’s Destination charge has risen from $1,100 to $1,300.

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The Corvette’s fabric top has five layers to keep out noise, conceal the steel support structure, and preserve the car’s aerodynamics at freeway speeds. To lower the top, the driver first pulls down and twists a single lever at the centre of the windshield header. The driver then presses and holds a button on left side of dashboard while the top retracts underneath the hard tonneau cover behind the rear seats. The whole process takes about 20 seconds to fully retract, and 20 seconds to fold-up. There’s no need to get out of the car.

With the top up, the Corvette is fairly quiet at freeway speeds, and seals the wind and rain outside. The rear window has an electric defogger for cold or icy mornings, but visibility to the rear is hampered by a high rear deck. As well, visibility when lane-changing is restricted by the top.

With the top down, visibility to the rear is much better of course, but the driver sits very low and the rear deck is quite high, so it’s still a challenge when backing into a parking space. As well, the top of the windshield header may be too low for taller drivers. It didn’t bother me – I’m 5′ 9″ – but 6 footers may find it obstructs forward vision.

At freeway speeds with the top down and the side windows down, wind buffeting is confined to a gentle slapping behind the ears. Putting the side windows up improves things a bit, but not much.

Once inside, you only need to put your foot on the brake and or clutch, and press a button to start the engine.

On the inside of the doors are electric buttons instead of door handles, but to get out of the car, the doors won’t open unless the engine is off and the transmission is in Reverse. GM says this is to prevent draining the battery, but I find this difficult to understand. Why can’t the doors open with the engine in First gear, or once the engine is turned off, or when the engine is running in Neutral? Fortunately, if the battery fails, there are two emergency levers located near the door sills that will open the doors manually.

Standard equipment in the Corvette Convertible is comprehensive. The perforated leather seats are both comfortable and supportive, and offer power height adjustment and seat heaters. A tiltable, leather wrapped steering wheel and shift knob are nicely positioned for reach, and the large round primary gauges are easily visible. An AM/FM stereo with an in-dash 6-disc CD/MP3 player and Bose speakers offers great sound with powerful bass. A dual zone automatic climate control is easy to operate, and the power windows and power heated outside mirrors are also standard.

Surrounding the instrument cluster are buttons for the driver information display (average fuel consumption, instant fuel economy, range, etc.),

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and a Head-up Display which projects onto the windshield ahead of the driver, includes a tachometer, digital speedometer, a lateral G-force meter, and oil pressure gauge. The HUD can be adjusted for height and brightness, and it can also be turned off. Personally, I find the HUD distracting.

Two cupholders to the right of the shift lever have a sliding cover which looks nice when they’re not in use, but since there’s not a lot of storage space, I found myself using the cupholders to store my cell phone. The armrest between the seats hides a shallow storage bin.

Its generous torque gives the Corvette terrific off-the-line throttle response and passing power on the highway, but it also allows it to motor along at low revs when cruising on the freeway. For example, in sixth gear, the Corvette will climb most grades you’ll encounter without having to gear down. At 100 km/h, the engine turns over just 1300 rpm in sixth gear. At 120 km/h, it does only 1600 rpm.

That accounts for its rather economical fuel consumption on the highway: 7.6 L/100 km (37 mpg Imperial). In the city, it’s rated at 13.2 L/100 km (21 mpg Imperial). But you’d have to be driving with a very light foot to achieve those numbers.

The standard six-speed manual transmission, which is mounted at the rear for better weight distribution, offers quick, short, mechanical shifts; and clutch pedal effort is surprisingly light. However, the manual transmission has the annoying ‘1st to 4th’ feature which guides the shift lever from 1st gear to 4th gear at low speeds to save fuel.

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Personally, I prefer to make my own decisions about when to shift, and I find this feature an annoyance. Fortunately, the engine has plenty of torque even in fourth gear, so the engine won’t bog down at slow speeds.

As mentioned earlier, a new six-speed paddle shift automatic transmission is available for 2006 as an option. 2005 Corvettes have an optional 4-speed automatic.

With its low-profile Z-rated tires (Front: P245/40ZR-18; Rear: P285/35ZR-19), low centre of gravity, and fully independent suspension the Corvette has handling limits higher than most drivers have. And now, with its more refined suspension, the Corvette feels safer while still offering amazing grip.

An optional Magnetic Selective Ride Control suspension that constantly adjusts shocks to different surfaces is optional, as is a Z51 Performance Package with stiffer shocks and springs, larger stabilizer bars, improved cooling, and larger cross-drilled brake rotors. But unless you’re into weekend auto cross slaloms, I think you’ll be very happy with the base suspension, and there’s really no need to spend the extra money.

On slippery roads, standard traction control and Active Handling (a computerized stability control system) automatically brakes individual rear wheels as needed to regain traction and stability on slippery surfaces. It’s not immediate though, and you will experience some slippage before it kicks in. There’s also a standard rear limited slip differential.

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For me, the big surprise with the 2005 Corvette is its comfortable ride. Though the 2005 Corvette retains the steel rail backbone structure, composite floors and centre tunnel, aluminum cockpit structure, and fully independent suspension of the previous Corvette, its suspension cradles, control arms, knuckles, springs, dampers, bushings, and stabilizer bars were all redesigned. The new Corvette soaks up potholes, pavement cracks and railway tracks with amazing aplomb. Previous Corvettes would shake and rattle over similar bumps, but this Corvette is tight.

Braking, courtesy of four big disc brakes with ABS, is powerful and immediate with a progressive pedal feel. The speed sensitive variable assist power steering provides moderate boost at parking lot speeds and firms up nicely at higher speeds without being too sensitive. However, the Corvette’s 39 feet turning circle is wide.