Driving Impressions

While we prefer the 6-speed, which was part of our test car's inventory, we have to admit that the automatic rams its shifts home with authority, and there's enough muscle in the new V8 to cover the small performance penalties associated with auto-shifters. In fact, the only performance penalty that goes with the convertible version is top speed potential. The ragtop doesn't share the coupe's aerodynamic efficiency, so it tops out at a mere 162 mph versus 174 for the coupe. Of course, when the top is down there's more drag and a correspondingly lower top speed. Still, that's speed that'll get you to the drive-in in a pretty big hurry--and the local slammer even faster. Aside from this one small disparity, though, it's tough to perceive any other performance distinctions between the topless Vette and its coupe counterpart. Chief engineer Dave Hill and all the rest of the Corvette kids insist that the structural design for the new Vette began with the convertible, and as a consequence no shoring-up measures were required for the soft top chassis. We admit to some pre-test cynicism on this issue, because you hear the same song from almost every purveyor of ragtops. But in this application, at least, it seems to be true. If there's any distinction to be made between the agility and stability of the Corvette coupe and the new convertible, it would be all but impossible to discern on public roads. Even with the basic suspension package, our test car's responses were surgically precise, if you can imagine a surgical instrument with 345 horsepower and great gobs of torque. Just as important, there wasn't a hint of cowl shake, the time-honored malady of convertibles wherein the dashboard and exterior oscillate at differing rates. Another part of the deal is stiff ride quality. You don't get a sports car's ability to change directions without snubbing body roll and limiting up and down suspension motions, and when you do those things you're obliged to accept some tradeoff in comfort. Any suspension so conceived isn't going to be very good at sopping up small bumps and holes, and that's true of the Corvette. On the other hand, the combination of the superb new chassis and continuing improvements in shock absorber technology make this Corvette substantially more supple than its predecessor, and far from unpleasant. And in the basic sports car mission--carving up switchbacks, or attacking an autocross course--the new Vette has the reflexes of an Olympic gymnast. It's a superb blend of muscle and finesse, with a much higher tolerance for mistakes of the enthusiastic variety, complemented by brakes that are nothing short of raceworthy.

Final Word

Although there are a number of very good sports cars in the same price range as the Corvette, it doesn't really seem to have any direct competitors. The similarly priced Mercedes-Benz SLK, BMW Z3 2.8, and Porsche Boxster are all delightful and competent players, but they play at a more modest pace. When it comes to real pavement-ripping prowess, none can match the Corvette's sheer power and corner-gobbling grip. The Dodge Viper does rival the Corvette's dynamic capabilities--indeed, it's even faster--but it requires a single-minded focus on brutish performance to enjoy it. When it comes to civilization and comfort, the Corvette wins hands-down. To get a similar blend of comfort and true sports car performance, you'll find yourself in a Porsche store looking at 911s, but the 911 can't compete with the Corvette's price. The Corvette is no longer this country's only sports car, and it's certainly evolved well beyond the realm of what we call affordable. But coupe or convertible, there doesn't seem to be much question that the latest generation of this all-American is also world-class.