I had to sell the car because I needed a more dependable car to commute in, and I actually got misty-eyed when I sold it. I have never gotten teary over a car and I think that attests to the power of this car.

Once, I had the opportunity to drive a 2007 convertible Corvette. Before I knew it, I was smiling from ear to ear. I actually got all patriotic and was feeling really proud of America to design and manufacture this great car! I agree that if you drive a Corvette you will forget about the interior and fall in love. I have an Acura now and the interior is very nice but I miss having decent acceleration(my mom’s V6 Mustang has less horsepower and goes faster). As soon as I can afford it, I am buying another Corvette.

I think Porsches are and have always been butt ugly and I think that German cars in particular are pretentious. Japanese cars are dependable and not quite as pretentious but can be a little boring. I hate to say it, but something about Japanese and German cars just seems less masculine to me and it makes me wonder if the guy can perform, if you catch my drift. Italian cars are nice-looking but too expensive for most.

We all know that people buy any sports or luxury car because they want their peers to admire them. So the question is, who is your audience? I’m attracted to guys who drive muscle cars and I was raised with a respect for muscle cars so that’s what I prefer.

And by the way, back in the 80’s Mattel did make a Corvette Barbie car (which was in my toybox!)that was the same body type as my Corvette, so I used to call my Corvette “my Barbie car”. There was also a Barbie Porsche Boxster a few years back. And there was a Barbie Ferrari. So there is nothing insulting about being a Barbie car (or a Matchbox car, for that matter)and in fact it is really smart marketing when you think about it (groom those little bast-, I mean kids, to be future car buyers and inspire brand loyalty).

I simply looked on line to find a manual with the trim level I wanted at a dealer in the next state and he held it until Sunday for me. I wasn’t keen on the color, but beggars can’t be choosers. Oh, there was even a $1k incentive that weekend.

The reason that smaller v6’s and 4cyl make good power for their size is

1:Good flowing cylinder heads using DOHC design.
2:High revving rpms with smaller displacement.

GM could also use the DOHC design and get much higher output from their v8’s. Problem is, the engine will be much bigger and heavier than a smaller, lighter, and more compact pushrod v8.

A relatively lightweight, very high performance car that turns in nearly 30mpg at lawbreaking highway speeds is going to cost something beyond a regular sedan. Just shut up about the interior. It’s fine. I’d rather see the price retain the car’s relative accessiblity and pay for the advanced mechanicals. If it bothers you, GM gives you the option of paying something like $4Large for leather on every interior surface. If you want machined metal knobs and buttons, carbon fiber or engine turned aluminum panels, the aftermarket has your number. Geeze Louise.

The hoary old displacement power efficiency argument gets tired. Complexity isn’t always the more advanced way to go. Small displacement, rev-happy overhead cam engines have their charms, but are not so impressive when compared for power efficiency on total engine volume. The Chevy small block has been and remains very compact for its output, able to fit low and tight in some surprising spaces. Note that the aftermarket has stuffed these engines into a Solstice. GM has been working on cam-in-block VVT and I’m sure we’ll see it if it proves advantageous. Cylinder shut-down? OK, interesting for ekeing out a sliver of fuel economy gain, but that tall sixth gear goes a long way. In terms of materials and quality of manufacture, the Corvette engines from the base motor up are outstanding executions of a simple design that proves its mettle in professional and consumer hands every day. Want a DOHC mill on Corvette bones? Buy an XLR or XLR-V.

The composite body is iconic to the car. Porsche 911 and Corvette each required a good 40 years to fully overcome the primary liability of their original design. In Porsche’s case, it took that long to overcome the flaw of hanging the big weight out over the rear axle. In Corvette’s case, the long war was in figuring out how to give the car structural rigidity while continuing with the resin-fiberglass, and later SMC, body. For Porsche, tires and some convoluted engineering came to rescue. For Corvette, hydroforming delivered what skeletal architecture alone could not.

The transverse composite leaf springs in the Corvette are materially advanced and well behaved. The center is effectively clamped. “Crosstalk” from one side of the spring to the other is an esoteric concept in real-world driving. The design has the added advantage of reducing unsprung weight and keeping the car a little lighter in the corners. The magnetic ride control option further refines the car’s performance and is a world-class advance on its own.

I live where a Ferrari driver *will* see himself coming and going about every other day, and American cars are swimming in a sea of imported sheet metal. Yet Corvettes are not only respected, they are thick here in Southern California where sports cars of every stripe are routine. I routinely see full smattering of twenty-somethings through boomers and older in current issue ‘Vettes. If California anticipates a trend, then the Corvette is gaining, not losing, relevance among younger drivers who want a serious performance car. Own one. It’s convincing.

Phil

As a Corvette owner and enthusiast I can tell you that one thing that they do is listen to Corvette owners! When the C6 hit the showroom it was offered with satellite radio. Everyone including me hated the ugly little antenna sitting on top of the car.
Look at the newer models and there is no more antenna visible.This is only one example. Not many “Mistakes” usually make it into the next model year. I think if other car companies practiced the same thing we would see better products all around!

casper00 I really don’t think that’s true.

Approximately two-thirds of the Mustangs sold in North America have the V6 engine. GM puts V6’s all over it’s lineup. Most notably on the $40,000+ Cadillac CTS that offers a 304 horsepower V6 with variable valve timing. That one is mated to a 6-speed automatic that BMW actually buys for many of their own vehicles.

Chrysler has put out pretty powerful V6’s for nearly 15 years now. The 3.5L that was in the LH sedans was definitely a world class engine for it’s time with 210 horsepower. Ironically enough, they used the 3.2L V6 in the Acura Legend as the primary benchmark for the development that engine. Chrysler had the most horsepower in the midsize segment for quite a while and until Daimler took over, they were usually undisputed leaders in the horsepower wars.

Nissan’s a real interesting case since they more or less started pushing the horsepower envelope during the 1990’s while keeping prices down. In fact, I would say that the GTR is symbolic of Nissan’s desire to be seen as the ’sporty Japanese car’ in today’s market. Even today with Honda and Toyota offering big horsepower in even their most conventional cars, most folks will at least test drive the Nissan product and generally perceive it as the sportiest offering of the three.

As for the Corvette, the rumor mill has been circulating about a potential V6 in the works. This would be mated to a vette that will evoke the lines of the classic sting ray models. If it were to happen, they would probably use the Kappa platform that’s now used to build the Solstice and Sky models.

I would rather see them continue to build on the Solstice and Sky. They’re very striking vehicles and with a better attention towards driving ergonomics, they could be a legitimate answer to a modern day S2000.

As for the GTR??? I don’t know. Never drove one. But I’m sure that it’s worthy of all the positive press. As is the Vette.

I love how these Porsche people come out when the topic of sports car bang for the buck comes up. If there ever was a polarizing design it would be the Boxter. One one end is man, the other woman. We all know which side Boxter lands on. Now that is a Barbie car by definition!

By your logic, any car equipped with swaybars doesn’t have a fully independent suspension. The transverse leaf spring has some anti roll effect, given. But it’s still an independent suspension.

I guess by that definition, only cars like my Mercedes CL have a FULLY independent suspension, since it has an active suspension in lieu of swaybars.

If the transverse leafs really bother you, there are several manufacturers of bolt in coilover shock setups….but they are really only useful for true track junkies who need more adjustability. The stock suspension is more capable than 95% of today’s road cars, and, 99.% of drivers.

I wouldn’t be surprised to see direct injection AND cylinder deactivation on upcoming Vettes. 35 highway MPG anyone? VVT may be a little trickier on a pushrod engine.

I actually thought that the C6 was going to have cylinder deactivation and was a little disappointed that it didn’t.

If GM is smart, they would tune the engine more for economy when DI comes into play. As in, 25 extra horses and 3 extra MPG, rather than 50 extra horses and no MPG improvement.

Oh, and I covet a Vette like nobody’s business, specifically for all it does right: great power, great looks, great fuel economy, great ride and handling, and knowing that I could beat the car next to me easily…not that I like to engage in war, but the threat of war is enough for me :).

“It sounded as though you thought the convertible was detectably worse in handling the coupe–adding dynamic complexity. Any feed back on the handling differences between the two would be much appreciated.”

I haven’t driven the coupe so I can’t provide any specific feedback on the difference between the two. I could detect a little scuttle shake and the ride of the convertible was surprisingly compliant but still handled well. My guess would be if you have the opportunity to push the car often (and realistically, who really does these days?) the coupe would be the preferred choice.

“Why did he test an auto model?? I would have waited until a manual was offered and taken it to VIR (Virginia International Raceway).”

Beggars can’t be choosers but yes I would have preferred a manual

“Who cares if the dashboard isn’t as silky as a Porsche’s? I don’t go around stroking my plastic anyway.”

I don’t want to sound like a haptic hypochondriac but the quality of the interior for me matters because it helps make the car a special place to be if it is done well. The ‘Vette quickly became ordinary

With all that said, I am completely immune to the mystique of the Corvette, but I still want one very much. I first learned about the value of a broad torque curve when I bought my first turbocharged car. I have since learned that V8s do the same thing, only better. I also learned that handling, braking, and visibility trump horsepower almost every time. Horsepower is just gravy, but it’s awesome gravy.

The Corvette gives a big, big torque curve, grip and handling to spare, brakes that are more than enough for street use, *and* 430hp for those few straight line moments when you can just let it rip. And I get a heads up display, and magna ride suspension, and a six speed manual? AND all the community college coeds I can handle? Sign me the F up.

Who cares if the dashboard isn’t as silky as a Porsche’s? I don’t go around stroking my plastic anyway.

Let’s get real, even the Z06 7.0L V8 which puts out 505HP has A WORST HP/Liter ratio than the current Ford Taurus.
Corvette Z06 505/7= 72.1 Horse power per liter.
Ford Taurus 263/3.5 = 75.1 Horse power per liter.

Thanks for your input on the Corvette, RSG920. I haven’t had a good chuckle today until now!

You really should do a bit more research before pointing out the Vette’s “shortcomings.” As for the comparison to a Taurus….well, there must be a more flawed analogy comparing the fuel economy of a 3100 lb 2 seat supercar to a 4000 lb 4 door…but I haven’t seen it yet.

1) No Vette discussion seems possible on the internet without someone bringing up the flawed logic that HP/Liter equates to efficiency. NOT TRUE.

Who cares if the motor makes under 75 hp/L if it beats all those 8000 rpm multivalve VVT rivals in fuel efficiency, torque bandwidth, reliability/durability, and mechanical compactness/simplicity?

HP/Liter is only relevant in Japan, where taxes are calculated based on engine displacement, or in F1, where sanctioning bodies make the rules.

Now Direct Injection will be in future Vettes, and you make a good point about that. I was expecting to see it debuting in the ZR1, but no such luck. Too bad.

2) I love Midyear Vettes, but suggesting that your Dad’s ‘67 even remotely compares to the C6 based on weight is ludicrous. Please go read about the technology in all Vettes from 1997-present…rigid hydroformed chassis, lightweight materials, magnetic ride suspension…the modern Corvette is a daily drivable, state of the art, affordable supercar that needs to make no excuses, period.

On another note, as Frank mentioned, the pre 2005 C5 Corvettes with their smaller (can’t believe I’m using that term for a 5.7L engine) engines and tall 6th gear easily get 30+ mpg on the highway. My ‘04 gets 32 mpg at 70 mph, even with a centrifugal supercharger. The 7 liter Z06 still manages 25-27 on the highway. No need for V6 blasphemy….a 4.8 or 5.3L LSx V8 with displacement on demand in the lightweight, aerodynamic, tall geared Vette could easily get 30+ mpg even with the more stringent 2008 EPA standards…and still manage 13 sec quarter mile times. That’s what the “base” Vette needs…the 430 horse LS3 is just way too much motor for an entry level Corvette in the CAFE strangled future.

Of course, the same points about inaccessibility can be used to argue that the ‘grass is always greener on the other side’ phenomenon has given the Skyline a mystique that few cars sold in the US can match

The Corvette’s suspension is fully independent; well, as independent as any modern vehicle with sway bars, anyway…..and the leaf springs are transversely mounted.

Nobody in north America was raised on a Skyline.

Maybe “raised on a skyline” was hyperbole but certainly they know what a Skyline is: In the same sense that damn few 20 year olds back in the 60’s owned ‘vettes but they certainly knew what they were: An embodiment of their automotive desires.

Most of the young 20-somethings who were raised on modified Hondas, Skylines, STIs and Evos are probably immune to the “mystique” of the ‘Vette. And even if some of those aren’t, hasn’t it been said before that gaining a growing share of a shrinking market is a recipe for disaster? Nostalgia is nice but it has its limits.

How is that whenever GM decides to cater to is core costumers they manage to turn-off just about everyone else! Why is it that some of the biggest icons of Americana like Harleys do not appeal to the majority of folks? Now I will admit I am a “coaster” and maybe we do not “get it” but around my neck of the woods both Corvettes and Harleys have a negative image attached to them.

I seems most people that like Harleys like them simply because they are Harleys.

From personal experience, STi’s and Evos are not considered the same class as Vettes by people my age (20 something). They’re more like the this generation’s Camaros and Mustangs.

Most of the young 20-somethings who were raised on modified Hondas, Skylines, STIs and Evos are probably immune to the “mystique” of the ‘Vette. And even if some of those aren’t, hasn’t it been said before that gaining a growing share of a shrinking market is a recipe for disaster? Nostalgia is nice but it has its limits.