When a 50th Anniversary Edition Corvette convertible arrived at our offices, you'd think we would have given it to the most devoted classic car enthusiast on our staff. Wouldn't want to leave the golden anniversary celebration of America's original sports car — and certainly one of General Motors' finest achievements — in the hands of a lightweight. However, that's pretty much what we did. We gave it to the editor least versed in the history of the Corvette and least deferent toward the magic of pushrod V8s.
One could argue that anyone can quickly master the key historical facts by poring over one of many exhaustive texts on American cars. But is that really a substitute for a lifetime of reverence, of collecting any and all automotive paraphernalia, of wheedling test-drives out of reluctant car salesmen, of nursing aged big blocks back to health in your own driveway? Be sure to write and tell us.
Fortunately, to our writer's benefit, anniversaries have never been cause for much revelry (at least where real performance gains are concerned) in the history of the Corvette. The first occasion Chevrolet chose to commemorate was the car's 25th year in 1978. All Corvettes got a fastback roofline and wraparound rear glass (as on 1963-'67 Sting Rays) that year, and a Silver Anniversary model was available — it was just a trim package with a silver-over-charcoal two-tone paint job and special badges on the nose and rear deck.
The nameplate's 30th birthday passed unrecognized, as Chevrolet delayed the introduction of the fourth-generation model until 1984 — difficulty in meeting emissions standards was a major factor. The 1988 model year provided another opportunity for a tribute; cars equipped with the 35th anniversary package had white exterior paint; blacked-out B-pillars and transparent roof panels for a full wraparound effect; white-painted wheels and a white interior with embroidery on the seat backs. They also came with automatic climate control, power leather sport seats, a Delco/Bose sound system and a defroster for the rear glass and side mirrors — all of which were stand-alone extras for regular Corvettes.
Chevrolet offered another trim package for the 40th anniversary in 1993, this one with Ruby Red exterior paint, interior color scheme and wheel centers; exterior badging on the nose, fenders and rear deck; and embroidered headrests.
None of these milestones has quite the significance of 50 years in mainstream American culture. When people celebrate a 50th wedding anniversary, it's a momentous achievement: Long-lasting love or not, the individuals involved have grown incredibly old while putting up with each others' faults and indiscretions. Why Chevrolet has released a dull celebratory package for a 50-year romance that has survived tightening emissions requirements, fuel economy concerns, economic recession and corporate cost-cutting is therefore puzzling.
For an added sum of $5,000, the 50th Anniversary Edition package offers special deep red exterior paint, a shale interior, champagne-painted wheels (very subtle), exterior badging (the "50" emblems near the fenders are attractive, but the rear deck emblem is obviously plastic) and embroidery on the seats and floor mats. As we crouched into our test vehicle, we took note of all of these cosmetic touches, but there was no getting around the fact that this was the same old cockpit. And despite its legible analog gauges and ergonomically sound control layout, it contains merely average-quality leather and far too many low-grade plastics (edges are poorly finished, grain patterns contradict) for a car priced in the mid-50s. This being such a special occasion, Chevrolet might at least have added a few real wood or aluminum inlays.
The anniversary package also bundles a number of desirable options — Magnetic Selective Ride Control; a heads-up display; memory for the driver seat, steering wheel and outside mirrors; an auto-dimming rearview and driver-side mirror; and power telescoping adjustment for the steering wheel. Of these items, only Magnetic Selective Ride Control is new, and it's basically a more advanced version of Selective Real Time Damping, which has been offered in one form or another since 1989. Still, it's an intriguing system, whereby monotube shock absorbers are filled with magneto-rheological fluid that responds to wheel and body motion by altering the current to an electromagnetic coil inside each shock piston — the result, according to Chevrolet, is continuously variable damping. Drivers have two rather than three modes to choose from with this system — "Touring," which delivers a smooth, absorptive ride, and "Sport," which automatically firms up the damper settings for better roll control when cornering.
Of course, what gets us to sleep at night is our awareness of just how good the C5 Corvette is apart from any commemorative package. The standard 5.7-liter LS1 V8 makes 350 horsepower at 5,600 rpm and 360 pound-feet of torque at 4,000 rpm (or 375 lb-ft at 4,400 with the optional six-speed manual). We hit the road in a standard four-speed automatic version with the optional 3.15 rear axle ratio and quickly discerned that this was way more power than would ever be required on public roads, and few of them are empty enough to flog the LS1 for all it's worth (or more likely, all you're worth as a driver). So, you must choose your moments — find a hole in traffic, floor it and feel your body thrust back into the seat. Or, find an empty two-lane highway and just hope you and your sorry driving record don't meet up with a peace officer headed in the opposite direction.
Previously, we've observed that the Corvette's automatic was slow to come up with downshifts under heavy throttle, but this didn't seem to be the case with this convertible. That said, a five-speed unit, the current standard in this price range, would probably improve off-the-line thrust.
Besides just going fast, our 50th anniversary convertible, like other Corvettes our staff has known, offered an extremely livable balance between ride quality and handling. We found both the Comfort and Sport modes suitable for daily freeway commutes. With the top down, Comfort mode was our choice, as the moderate amount of cowl shake made for a rather jarring ride with the Sport setting selected. When we ventured onto some of our favorite twisty two-lanes, we raised the top (mainly because of cold temperatures at higher elevations) and switched to Sport. While not as sharp as more compact sports cars with more sophisticated suspension designs, the Corvette nonetheless proved easy and rewarding to drive at a brisk pace.
So, opt for the regular Corvette convertible or hatchback, and you'll have yourself a fine sports car. But what really gives this nameplate worth is unquestionably the Z06 coupe. A superb car when it was introduced in 2001, it won our 2000-2001 American Exotics Comparison Test. Then, last year, Chevrolet's engineers found a way to get 405 hp and 400 lb-ft of twist out of its LS6 V8. Along with the extra power comes a retuned suspension and various weight-saving measures.
We've always wanted a Z06 convertible, and the car's 50th anniversary would have been a perfect opportunity to expand the lineup. Alternatively, we could have accepted an LS6-equipped drop top without the suspension mods. That neither saw the light of an auto show this year can likely be written off to budgetary concerns. And after driving our test convertible, it's clear that some money would have to be spent stiffening up the structure to cope with the onslaught of power.
So a world-class sports car turns 50, and GM offers a cupcake and a card.
One could argue that anyone can quickly master the key historical facts by poring over one of many exhaustive texts on American cars. But is that really a substitute for a lifetime of reverence, of collecting any and all automotive paraphernalia, of wheedling test-drives out of reluctant car salesmen, of nursing aged big blocks back to health in your own driveway? Be sure to write and tell us.
Fortunately, to our writer's benefit, anniversaries have never been cause for much revelry (at least where real performance gains are concerned) in the history of the Corvette. The first occasion Chevrolet chose to commemorate was the car's 25th year in 1978. All Corvettes got a fastback roofline and wraparound rear glass (as on 1963-'67 Sting Rays) that year, and a Silver Anniversary model was available — it was just a trim package with a silver-over-charcoal two-tone paint job and special badges on the nose and rear deck.
The nameplate's 30th birthday passed unrecognized, as Chevrolet delayed the introduction of the fourth-generation model until 1984 — difficulty in meeting emissions standards was a major factor. The 1988 model year provided another opportunity for a tribute; cars equipped with the 35th anniversary package had white exterior paint; blacked-out B-pillars and transparent roof panels for a full wraparound effect; white-painted wheels and a white interior with embroidery on the seat backs. They also came with automatic climate control, power leather sport seats, a Delco/Bose sound system and a defroster for the rear glass and side mirrors — all of which were stand-alone extras for regular Corvettes.
Chevrolet offered another trim package for the 40th anniversary in 1993, this one with Ruby Red exterior paint, interior color scheme and wheel centers; exterior badging on the nose, fenders and rear deck; and embroidered headrests.
None of these milestones has quite the significance of 50 years in mainstream American culture. When people celebrate a 50th wedding anniversary, it's a momentous achievement: Long-lasting love or not, the individuals involved have grown incredibly old while putting up with each others' faults and indiscretions. Why Chevrolet has released a dull celebratory package for a 50-year romance that has survived tightening emissions requirements, fuel economy concerns, economic recession and corporate cost-cutting is therefore puzzling.
For an added sum of $5,000, the 50th Anniversary Edition package offers special deep red exterior paint, a shale interior, champagne-painted wheels (very subtle), exterior badging (the "50" emblems near the fenders are attractive, but the rear deck emblem is obviously plastic) and embroidery on the seats and floor mats. As we crouched into our test vehicle, we took note of all of these cosmetic touches, but there was no getting around the fact that this was the same old cockpit. And despite its legible analog gauges and ergonomically sound control layout, it contains merely average-quality leather and far too many low-grade plastics (edges are poorly finished, grain patterns contradict) for a car priced in the mid-50s. This being such a special occasion, Chevrolet might at least have added a few real wood or aluminum inlays.
The anniversary package also bundles a number of desirable options — Magnetic Selective Ride Control; a heads-up display; memory for the driver seat, steering wheel and outside mirrors; an auto-dimming rearview and driver-side mirror; and power telescoping adjustment for the steering wheel. Of these items, only Magnetic Selective Ride Control is new, and it's basically a more advanced version of Selective Real Time Damping, which has been offered in one form or another since 1989. Still, it's an intriguing system, whereby monotube shock absorbers are filled with magneto-rheological fluid that responds to wheel and body motion by altering the current to an electromagnetic coil inside each shock piston — the result, according to Chevrolet, is continuously variable damping. Drivers have two rather than three modes to choose from with this system — "Touring," which delivers a smooth, absorptive ride, and "Sport," which automatically firms up the damper settings for better roll control when cornering.
Of course, what gets us to sleep at night is our awareness of just how good the C5 Corvette is apart from any commemorative package. The standard 5.7-liter LS1 V8 makes 350 horsepower at 5,600 rpm and 360 pound-feet of torque at 4,000 rpm (or 375 lb-ft at 4,400 with the optional six-speed manual). We hit the road in a standard four-speed automatic version with the optional 3.15 rear axle ratio and quickly discerned that this was way more power than would ever be required on public roads, and few of them are empty enough to flog the LS1 for all it's worth (or more likely, all you're worth as a driver). So, you must choose your moments — find a hole in traffic, floor it and feel your body thrust back into the seat. Or, find an empty two-lane highway and just hope you and your sorry driving record don't meet up with a peace officer headed in the opposite direction.
Previously, we've observed that the Corvette's automatic was slow to come up with downshifts under heavy throttle, but this didn't seem to be the case with this convertible. That said, a five-speed unit, the current standard in this price range, would probably improve off-the-line thrust.
Besides just going fast, our 50th anniversary convertible, like other Corvettes our staff has known, offered an extremely livable balance between ride quality and handling. We found both the Comfort and Sport modes suitable for daily freeway commutes. With the top down, Comfort mode was our choice, as the moderate amount of cowl shake made for a rather jarring ride with the Sport setting selected. When we ventured onto some of our favorite twisty two-lanes, we raised the top (mainly because of cold temperatures at higher elevations) and switched to Sport. While not as sharp as more compact sports cars with more sophisticated suspension designs, the Corvette nonetheless proved easy and rewarding to drive at a brisk pace.
So, opt for the regular Corvette convertible or hatchback, and you'll have yourself a fine sports car. But what really gives this nameplate worth is unquestionably the Z06 coupe. A superb car when it was introduced in 2001, it won our 2000-2001 American Exotics Comparison Test. Then, last year, Chevrolet's engineers found a way to get 405 hp and 400 lb-ft of twist out of its LS6 V8. Along with the extra power comes a retuned suspension and various weight-saving measures.
We've always wanted a Z06 convertible, and the car's 50th anniversary would have been a perfect opportunity to expand the lineup. Alternatively, we could have accepted an LS6-equipped drop top without the suspension mods. That neither saw the light of an auto show this year can likely be written off to budgetary concerns. And after driving our test convertible, it's clear that some money would have to be spent stiffening up the structure to cope with the onslaught of power.
So a world-class sports car turns 50, and GM offers a cupcake and a card.
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