Chevrolet Soothes the Savage Beast

I have never been one to reach for a drool cup every time a Chevrolet Corvette rumbled into sight to ruin a perfectly good day.

From 1953--when Project Opel created this Amurrican sports car to blunt a British invasion of MGs, Austin-Healeys, Jaguars and Triumphs--the essence of Corvette has vacillated between unintentionally raw and terminally uncouth. Not simply rough around the edges and irritable on occasion, but vulgar all over, all the time.

It had more power and unpredictable habits than many of its systems could stand, or most of its drivers could handle. Styling was an excessive grope for instant heritage. Handling was by Ben-Hur, church pews without hassocks offered softer rides, and its fiberglass fenders and panels flapped in medium crosswinds and tight turns. Entering and exiting a Corvette was more painful than a mugging--a matter of crawling aboard, then falling out in a ball while accepting offers of assistance.

Yet having unloaded all this bile and bias, it’s easy to understand the reverence and fanaticism that has converted a car into a saga.

By not giving a rat’s toches about the sophisticated competition, by its uncaged energy and freedom to roar, a Corvette is the quintessential Yank. Like Jack Daniels, small forwards and the last cowboy. Despite bad moods and worse manners, the car could always be tamed by appreciation, patience and just enough rein. Use the same technique when reaching for something in solitary at the dog pound.

Corvettes took design, performance and comfort cues from a Talladega stock car, which made it red, white and brutal. While imports required a royal allowance to buy and support, this car has always been priced at more affordable levels. And for 44 years--while the Thunderbird bloated into a four-place coupe and the British sports car industry sank somewhere between here and Coventry--Corvette has clung stubbornly to its original concept as a fast, always distinctive, all-American two-seater.

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So what portions of the best and the bestial has Chevrolet transferred to the 1997 Corvette?

More of the terrific and very little of the terrible.

Because, as only seems to happen when complaints start munching into profits, Chevrolet has opened its eyes and ears and turned the innovators loose.

Or, as chief engineer Dave Hill says: “We examined our weak points and turned them into strengths. Things that were good, we made great. Things that were great are now even better.”

He might also have noted that Corvette styling has been redrawn to attract a growing population of buyers either frustrated or deserted by other segments of the sports car market.

So if the Corvette’s side sculpture and low hunker look similar to Acura’s NSX, it’s because at $83,000, there are more admirers than buyers for the Japanese sports car. If you see quick flashes of Mazda RX7 and Nissan 300ZX in the silhouette, remember the purchasing vacuum left last year when those cars went away. And if Corvette’s rear overhang and gentle, undulating hood bulges look suspiciously like a Mitsubishi 3000GT, well, that’s another handsome coupe whose prices have kept sales below Suzuki levels.

That also explains why Chevrolet has decided to keep stickers close to last year’s levels, with the base Corvette selling for $38,060, including destination charges.

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Such dilution of styling individuality may not sit well with Corvette fundamentalists. But they may take comfort from the fact that pilfering lines from others is likely the car’s only weak point.

Power still comes from a small block, two-valve pushrod V-8 whose principal architecture is descended from the 1953 original. But the engine has been thoroughly updated by electronic management, aluminum block and heads, and lightweight valve train. Horsepower has improved to 345 from 330, torque is boosted to 350 pounds-feet from 340, but the sheer joy is a rapid, refined ascent of power that keeps pouring it on in all gears until your palms sweat.

The manual transmission offers six gears to stir, but with sixth pretty much reserved for the feckless and reckless who might want to rumble with the law at a top speed of 172 mph. Try sixth gear at freeway speeds and the engine will be taking a nap around 1,500 rpm. But hammer the early gears, clip the redline and you’ll be looking at 60 mph in five seconds while still in second. All with smooth, fingertip shifting and wonderful grumbles coming from the muzzles of four tailpipes.

Unlike its primal period, Corvette’s power remains awesome but far from fearsome, and handling has replaced dodgy with deft. Credit here goes to an enlarged stance created by a longer wheelbase, wider track and a steel frame that GM engineers claim is stiffer than a Mercedes SL500.

Suspension has been re-engineered to harness the extra power of this slightly lighter car, with a switch on the center console allowing a choice between touring, sport and performance setups. The whole is further sophisticated by traction controls--deactivated by a toggle switch if you like a little slide with your ride--that are simply world class in caressing engine power and brakes. And those brakes are unflappable, anti-lock discs--easy to apply, seemingly impervious to fade and capable of anchoring a mansion in a mudslide.

The cockpit is a comfortable, cuddly place divided into pods as it was in the 1963 Corvette. More headroom for 6-footers, with wider footwells for the longer-shanked to avoid cramps on lengthier journeys. Seats are supportive, leather and adjustable to most misshapen body configurations.

Drastically lowered door sills--plus a hand brake moved from driver’s left side to center of the cabin--makes getting in and out a matter of slipping into something much more comfortable. Gone is the digital, pinball instrumentation and in its place, staggered and backlighted analog gauges in a fascinating 3-D display. No more curses, fumbles or blind groping beneath the steering wheel, because the ignition switch is now flat on the dash where it was born.

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Still, all is not perfect in Vetteville.

Window and mirror buttons are encased in rubber bootees. Quite purposeless, but thoroughly GM. For those tall of torso, the top of the windshield frame is uncomfortably close to line of sight. And controls for the computer readouts--in deference to European sales, readings come in English, French, Spanish and German--are blanked by the right side of the steering wheel.

The roof panel is removed by popping catches, instead of removing bolts with a ratchet wrench. But it’s still a bit of a wrestle, and a definite challenge for mother. And with targa top off and windows up, there are harmonic vibrations that can be a real slap up the side of your head.

Although the reality of this rebirth is astounding poise and safe, stunning performance, the perception may be that Corvettes are still ill-mannered machines suitable only for those who consider breakfast to be black coffee and a bowl of cigarettes.

So Mrs. Dean drove the car.

She returned with nine bags of groceries beneath the rear hatch, no skinned knuckles and a smile warmer than Christmas.

“Wow,” she said. “A clutch that doesn’t require two feet, gentle brakes and a gearshift as easy to work as my Accord.”

Maybe that balky roof panel won’t bother mother after all.

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1997 Chevrolet

Corvette

The Good: Thoughtful redesign creating the smoothest, easiest, safest handling Corvette yet. Still an all-American sports car but longer, wider, roomier, lighter, stiffer, easier on gas, price and occupants’ bodies.

The Bad: Removable roof panel is a little cranky. Styling gains from others but loses distinction. Acoustical buffeting in cockpit.

The Ugly: Nothing in sight.

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1997 Chevrolet Corvette

Cost

* Base: $38,060. (Includes dual air bags, six-speed manual, anti-lock brakes, air conditioning, sound system, power windows and mirrors, cruise control, traction control, security system, removable roof panel, five-spoke cast aluminum wheels and destination charges.)

* As tested, estimated, $42,000. (Adds Bose sound with CD, leather seats, automatic air with dual controls and luxury tax.)

Engine

* 5.7-liter, V-8 developing 345 horsepower.

Type

* Front-engine, rear-drive, two-seat, hatchback sports car.

Performance

* 0-60 mph, as tested, with six-speed manual, 5 seconds.

* Top speed, manufacturer’s estimate, 172 mph.

* Fuel consumption, estimated, city and highway, 18 and 28 mpg.

Curb Weight

* 3,218 pounds.