Accolades heaped on the Chevrolet Corvette are well earned. Even a short test drive is convincing.
Driving a Corvette should be an emotional experience, and the standard coupe and convertible deliver in spades. The 400-horspower LS2 V8 rumbles wonderfully, and the Vette intoxicates with its acceleration. With either the manual or automatic transmission, the coupe thrills. And the convertible is plain wonderful. Drop the top on a nice day, blare the stereo and you'll have what psychologists call a peak experience. It's a fantastic feeling and at those moments the Corvette more than justifies its price, which is a bargain compared to other truly capable high-performance sports cars.
Yet probably the best thing about the 2007 Corvette is that you don't have to suspend right-brain rationality to enjoy it. Chevrolet has eliminated nearly all the cruder, less desirable traits that characterized Corvettes of yore, and its performance does not exact a painful toll on driver or passenger. The Corvette could be a reasonably comfortable daily driver in most locales, for at least three of the four seasons. Driven sanely, it can deliver pretty good mileage, too, up to 28 mpg highway by the EPA's formula, better than most SUVs.
Now in its third year of production, the current Corvette is known to sports car enthusiasts as the C6 (for sixth generation). What makes it better than the previous generation is everything: performance, refinement, ease of operation. It's more comfortable and easier to drive, not only on the road, but also on a race track. It quickly infuses a driver with confidence. Its brakes are fantastic and, yes, it's faster. And to its credit, Chevrolet has not rested on its laurels with the Vette.
A year after launch, Chevrolet introduced a six-speed automatic transmission, which works great and lives up to the advanced technology in the rest of the car.
Even more significant was the introduction of the latest-generation, ultra-high-performance Z06 model. The Corvette Z06 is a true supercar for a price that's merely expensive, as opposed to insanely expensive. The Z06 gets the 505-hp LS7 V8, high-tech, weight trimming chassis features and upgraded brakes. If any $66,000 car can be called a bargain, this is the one, at least in terms of raw performance. The Corvette Z06 accelerates faster, grips better and stops shorter than European sports cars that cost twice as much. And we find it much easier to drive than a Viper.
For 2007, the Corvette gets a bigger glove box, redundant steering-wheel controls for the high-end Bose stereo, and OnStar tele-aid service for the Z06 model.
Bottom line: In either standard or Z06 trim, the 2007 Chevrolet Corvette remains the best high-performance value in America. Corvette delivers supercar performance for the price of a midsize luxury sedan, and it's easy to live with.
Atomic Orange Tintcoat Metallic: sounds wild, and it is. But beyond this exotic color option, the 2007 Chevrolet Corvettes look essentially the same as the 2006s, and that's not bad at all.
By appearance, the sixth-generation Corvette is less overtly aggressive, perhaps more sophisticated, than its predecessors. From some angles it's almost pretty, and it shows a bit of Italian flair.
Its headlights are an obvious distinction. From the early 1960s, Corvettes used hideaway headlamps to complement their sleek designs, but advances in optics and lighting technology have enabled designers to achieve those goals with exposed headlights. They are lighter, which means less weight hanging out over the front wheels. The exposed lights eliminate the mechanical complexity of hideaways, and they light up the road better than the previous design.
The C6 body work is smoother aerodynamically and generates less lift in front than the C5, which results in better grip and increased stability at high speeds. The sculpted fenders, sharp creases that sweep dramatically up to the planed rear deck and other aspects of the design call to mind race cars as well as jet fighters. The narrower rear end is the biggest improvement from a styling standpoint, offering more pleasing proportions. The four jeweled taillights make the Corvette look like an F-18 taking off in full afterburner mode. On the functional side, the optics of the reverse lights magnify the light they throw out to help when backing up in this beast. To trim weight from the front of the Corvette, the transmission is mounted behind the seats and connected to the differential, rather than being attached directly behind the engine.
In the Z06, this quest for front-rear balance extends to the weight of the battery, which is located in the rear cargo area.
The Z06 is distinguished from other Corvettes by lots of subtle appearance tweaks, starting with the roof. It's fixed rather than removable, adding an extra element of structural stiffness for track driving. You'll never see a transparent plastic roof panel on a Z06.
In front, the Z06 has a wider, lower grille and a separate, unique air scoop above the bumper to shove more intake air under the hood. Its fenders are wider front and rear to cover massively wide tires and rims (the rear wheels are fully 12 inches wide or two inches wider than those on the standard Vette). In back, the Z06 spoiler is slightly more prominent, and its exhaust outlets are wider, too (four inches in diameter at the tips). There are also several Z06 body and chassis changes that aren't apparent to the eye. The frame is made entirely of hydro-formed aluminum (the standard Vettes have steel rails), with a magnesium engine cradle, and its fenders are formed from ultra-light carbon fiber. As a result, and despite a much heavier engine and drivetrain, the Z06 weighs 50 pounds less than a standard Corvette coupe.
The cockpit in this sixth-generation car is much improved over past Corvettes. Unlike the previous generation, the C6 Corvette doesn't look like an upgraded Camaro inside, and the two-tone leather treatment no longer makes us feel that a black leather jacket is required attire.
The cabin features premium soft surfaces, nice grain in the materials and elegant tailoring. The dashboard is finished in a soft material that feels rich to the touch. Real metal accents are used, but they don't generate glare. The electronics displays serve the driver without getting in the way.
The steering wheel is relatively small, measuring just 9.4 inches in diameter, and it addresses one of the biggest gripes we had with the old C5 Corvette. This wheel looks less like something that belongs in a Suburban and more like one that belongs in a sports car, even a Ferrari. Yet it still feels good in the hands, and it affords a good view of the instruments.
The seats are comfortable and easier to adjust than those in past Corvettes. Sitting in the Corvette still evokes that feeling of sitting deep down in a massive machine, but there's more headroom than ever, and the windshield doesn't seem as close to the driver's face. Hefty side bolstering on the optional sport seats, even more so with those in the Z06, makes it more difficult to slide in, but the bolsters squeeze around the thighs and torso and hold the driver like Velcro.
For 2007, the upgrade seats are upholstered with perforated leather and embroidered with the cross-flag Corvette insignia, complemented by contrasting stitching.
The instruments are big analog gauges that are easy to read at a glance. The Z06 gets a unique cluster with more gauges. The Corvette is, thankfully, devoid of a lot of digital readouts. One exception is the head-up display, which projects speed, rpm and even g-forces onto the windshield, a handy and entertaining feature. The upgrade Bose stereo system includes redundant controls on the steering wheel hub for most functions.
There's even decent storage in this sixth-generation Vette. For 2007, thanks to improvements that have reduced the size of the passenger airbag and its operating mechanism, engineers have been able to increase the size of the glovebox noticeably. And in the coupe, there is 22.0 cubic feet of storage space under the glass behind the rear seats. That's as much as the trunk space in some sedans, with plenty of room for golf bags. You need to be careful loading so to not scratch the body work, however, and liftover height is high; this is not a sedan.
There's no need to take the key out of your pocket to unlock the Corvette or start its engine. Simply walk up and pull the door handle. With the keyless start feature, sensors detect your key and unlock the door. Climb in, buckle up, and press the starter button. We're not sold on the benefits of keyless starting, but it can be convenient.
The Convertible's five-layer fabric top is available in four colors, and it offers an option not available in a Corvette since 1962: power operation. The power top operates with a single-button control and completes its cycle in 18 seconds. An easy-to-operate manual top is standard.
The Convertible looks good with the top up, and it looks terrific with the top down, with body-color trim that gives it the racy appearance of an open-cockpit Le Mans prototype. Naturally, the Convertible gives up some cargo capacity. It offers 11 cubic feet of storage with the top up, which isn't bad for a roadster, and 7.5 cubic feet with the top down.
The Chevrolet Corvette is a blast to drive in any iteration, and menacingly uncomfortable in none. Whether cruising down the highway or pushing your limits on a race track, the current Corvette is much easier to drive than the old one. Indeed, the pre-2005 models feel dated by comparison. The C6 rides nicer, handles better and generates more grip. When driven hard, it's more forgiving than the old C5. It inspires confidence more than the old one.
The Corvette's LS2 V8 engine sounds great, and its low, throaty roar is accompanied by thrilling acceleration. Stand on the gas and even the automatic will chirp the rear tires when it shifts into second. The LS2 V8 displaces 6.0 liters (364 cubic inches) and generates 400 horsepower and 400 pound-feet of torque. That's just 5 hp less than the previous-generation Z06 engine.
The Corvette can accelerate from 0-60 mph in 4.2 seconds and cover the standing quarter-mile in 12.5 seconds. That's quicker than a Porsche 911 Carrera or Jaguar XK8 and comparable to a Ferrari F430. There's lots of torque at all engine speeds. Stand on the gas and the Vette goes. Corvette engineers say the standard Corvette can lap a racing circuit nearly as quickly as the old Z06, and boasts a top speed of 186 mph. We haven't experienced those speeds, but on a tighter racing circuit found the Corvette much easier to drive than older models, making it easier to drive hard into corners, braking very hard, then powering out.
The Corvette is also quite happy just cruising around, and it gets an EPA-rated 18/28 mpg City/Highway with the manual, 18/25 mpg with the automatic.
The six-speed automatic and six-speed manual are each appealing in their own right, so choosing between them comes down to priorities and personal preference. The manual is a viable option as a daily driver, unlike it was on the previous generation. It shifts easier and the clutch is easier to operate smoothly. The mechanism that forces you to shift from first to fourth gear when accelerating slowly (to improve the fuel-efficiency rating) is less intrusive than before. Fifth and sixth gears are both overdrives, again to improve fuel efficiency. Shifting through the gears is a lot of fun and it's easy to brake and downshift using the heel-and-toe method when approaching a corner (actually by braking with the ball of the foot and blipping the throttle with the right side of the foot).
The automatic is best for commuting in stop-and-go traffic, however, and it gives up little to the manual in performance. The Paddle Shift automatic offers manual shifting via steering-wheel levers and an electronic controller with more computing power than the typical PC had 10 years ago. The relatively close ratios offer good performance and smoothness by allowing the engine to run at optimal rpm more often. First gear has a much higher ratio than that in the old four-speed automatic, delivering even more impressive acceleration off the line. Yet both fifth and sixth are overdrive gears, allowing quiet cruising and good highway mileage. If ever a sporting car were suited for an automatic transmission, it's the Corvette, with its big, torquey V8. The automatic does not sap all the fun out of driving the Vette the way automatics do in small sports cars with small engines. It's responsive to the driver's intent, shifting hard and fast when you're getting with the program, but shifting smooth and soft when cruising.
The Corvette is agile and easy to toss around, benefits of its light weight, trim proportions and refined suspension. The coupe weighs a trim 3,179 pounds.
We liked the standard suspension and would not hesitate to order a Corvette so equipped. Ride quality of the C6 is firm but quite pleasant, not harsh. It offers great handling, even on a racing circuit. There's almost no body lean when cornering hard.
The Z51 package makes the Corvette even more fun on a race track. Z51 is a substantial upgrade that includes special brakes, shocks, springs, anti-roll bars, gear ratios and tires, and it's available with either transmission. It offers excellent grip in fast sweepers, with just the right amount of body lean. We found it easy to roll on the power coming out of the turns. It can generate 0.98g on the skid pad, quite a bit more than the standard suspension's 0.92g. With the Z51, you feel and hear bumps more (Thwack!) and there's more road vibration in the cockpit, but it's quite livable. It handled bumpy neighborhood streets in Redondo Beach well and didn't feel harsh. For competition or hard driving on back roads, a serious enthusiast would prefer the Z51, but most drivers will be perfectly happy with the standard suspension and will never feel like they're missing out.
The F55 Magnetic Selective Ride Control, which we refer to in shorthand as the electronic suspension, covers both ends of the spectrum, offering the best of both worlds. The driver can switch between Touring and Sport modes, each of which adjusts shock damping automatically according to driving conditions. In the Touring mode, the suspension varies damping from very soft when poking along to something close to Z51 stiffness when driven hard. Chevrolet says this is the world's fastest-reacting suspension, and it's now used on Ferrari's most expensive models. Touring mode seemed a little softer than the standard suspension on a country road. It filters vibration well, but it verged on feeling a tad floaty in some situations. Switching to Sport mode raises the floor (but not the ceiling) in terms of firmness, so you feel road vibration more. Still, it's not harsh. All in all, Magnetic Selective Ride Control is a great setup, and for 2007 it comes with the fade- and moisture-resistant cross-drilled brake rotors that were previously reserved for the Z51 package. Choosing between the standard and electronic suspensions is stressful only because they give us a choice. If they gave us one or the other, we'd be perfectly happy.
The brakes are smooth, progressive and easy to modulate. The Corvette is very stable under hard braking and it doesn't get unsettled when braking and turning at the same time.
The Z06 is the most powerful production Corvette ever, boasting 505 horsepower. Its LS7 V8 displaces 7.0 liters, or 427 cubic inches, just like the famous 427 Vettes of the late '60s. Yet the original 427s were big-block engines. While the LS7 generates big block torque (470 pound-feet), it's actually a small block V8, so it's lighter and much more compact than the original 427s. Yes, it's still an overhead-valve engine, and in certain respects it has more in common with a heavy-duty Silverado pickup than a Ferrari. Yet the LS7 is impressively tuned and highly refined. The Z06 features a host of racing technologies that enhance durability, including dry sump engine lubrication and separate cooling systems for the oil, power steering, rear axle and six-speed manual transmission.
The springs and shocks in the Z06 suspension are about 15 percent stiffer than those with the optional Z51 performance suspension for the standard Corvette. The cross-drilled brake rotors are larger, with high-performance six-piston calipers in front and four-piston calipers in the rear. The Z06 has a fixed roof, rather than a removable panel like the standard coupe, for a bit more overall structural stiffness. Its frame is made entirely of lightweight aluminum and magnesium, rather than high-strength steel, and its fenders are lightweight carbon fiber rather than fiberglass. As a result, the Z06 is substantially lighter than the standard Corvette coupe, even though its engine, transmission and other super high-performance components are substantially heavier.
The Z06 remains the best supercar value in high-performance automotive history: 0-60 mph in 3.7 seconds, 11.7-second quarter mile, 200-mph top speed and 1.04 g constant lateral grip, according to Chevrolet. These numbers surpass those generated by European sports cars that cost twice as much as the Z06 during clearance sales, and all but a handful of low-volume, $500,000-plus specials built in small workshops around the world. And here's the real stunner. The Z06 does all that with nothing more than a slightly stiff ride on really bad roads when driven around town. There's nothing finicky in this monster. Yet, with impressive EPA mileage numbers of 16 mpg city and 24 highway, the Z06 doesn't even get a gas-guzzler tax.
Still, the standard Corvette is easier to live with every day than the Z06, with a smoother ride on rough roads and a lighter clutch pedal.
The standard 2007 Chevrolet Corvette is available as a coupe or convertible, with more than enough horsepower and either a manual or automatic transmission. The crazy powerful Z06 model is available only as a fixed-roof coupe.
The Corvette coupe ($44,170) and Convertible ($52,085) are powered by a 6.0-liter V8 generating 400 horsepower. A six-speed manual transmission is standard. The optional six-speed Paddle Shift automatic ($1,250) can be shifted manually with levers on the steering column.
The Corvette coupe features a one-piece removable roof panel in body color (standard) or transparent plastic ($750). The dual-roof option ($1,400) includes both. The Convertible comes standard with a manually operated soft top; the power top is part of the 3LT option package ($5,540) and has a heated glass window in back.
Standard features for the Corvette coupe include leather seating surfaces, dual-zone automatic climate control with a pollen filter, power everything (including seats), cruise control and HID headlights. The Convertible adds sport seats with adjustable lumbar support and side bolsters. The sport seats are included with Preferred Package 2LT ($1,495) for the coupe, which also adds side airbags, a rear cargo net and luggage shade.
Two suspension options are offered for both the coupe and convertible. The Z51 Performance Handling Package ($1,695) is designed for track days, while Magnetic Selective Ride Control ($1,695) automatically switches from extra-firm to more comfortable touring settings with electronically controlled variable damping.
Preferred Package 3LT ($4,945 for the coupe) is nearly the full extra-amenity package for the standard Corvettes. In addition to the power top for the convertible, it includes a head-up display, heated seats with position memory, a premium Bose stereo with CD changer and XM Satellite Radio hardware (and for 2007, redundant steering wheel controls), a power telescoping steering column and rearview mirror with compass. The list of free-standing options is short: DVD navigation ($1,750), which includes the Bose audio; OnStar telematics ($695); chromed aluminum wheels ($1850); polished aluminum wheels ($1,250) or dark gray painted wheels ($395).
The Corvette Z06 coupe ($65,640) is considerably more expensive than the standard models and raises performance to another plane. The heart of the Z06 is a 7.0-liter V8 producing 505 horsepower, with racecar features such as dry-sump lubrication and coolers for the power steering pump, gearbox and rear differential. Beyond the engine, the Z06 package includes a host of high-performance components, starting with hydro-formed aluminum frame rails (rather than the steel rails used in the standard Corvette). Its hardtop is fixed in place. Its brakes are upgraded, its tires are huge and it's offered only with the six-speed manual transmission.
Safety features that come standard on all models include dual-stage front airbags, ABS, traction control and electronic stability control. We recommend the optional side airbags, but there's a rub. The side bags are included in the option packages, but not priced individually. You have to get all the extra stuff if you want them.