CHEVROLET CORVETTE C5

WITH THE RIGHT SPEC, THE C5 IS A SERIOUSLY QUICK BIT OF KIT

The C5 represents a milestone for Corvette enthusiasts. Almost 15 years after the last major redesign, it delivered a new, advanced structure that made extensive use of Sheet Moulded Composite (plastic). Ensuring optimum weight redistribution, the new six-speed gearbox was mounted at the rear of the car.

The basic C5 engine came in a familiar 5.7-litre designation but was different in design and more efficient than 350 cubic inch engines of old. While retaining ‘old fashioned’ overhead valve technology, the aluminium LS1 V8 could be expanded or down-sized to suit a variety of applications.

As fitted to the 1997 Corvette the new engine produced 257kW (soon uprated to 260kW or a neat 350bhp) and mated to a T56 six-speed manual or the old-style four-speed automatic.

For the first time since the 1970s, the revamped Corvette could be specified with a 7.0-litre engine. Nothing like the old-school 427s from decades earlier, the 21st century LS7 was derived from the same block as the 350 but with high-volume cylinder heads, a ‘siamesed’ bore and three-inch hydroformed stainless exhausts.

Aluminium was used throughout the suspension and balsawood sandwiched between SMC was used for the floor pans. Various systems of selective damping were tried during the lifespan of the C5, the final version being Magnetic Selective Ride Control.

Immediately after launching the C5, General Motors hired outside teams to develop the cars for long-distance racing, including the Daytona and Le Mans 24 Hour events. The Corvettes from the outset performed exceptionally well and by 2004 had won outright or in-class 30 out of 50 races contested.

In 2001 Chevrolet added a model that effectively took the place of the much-admired ZR-1. Designated Z06, the newcomer incorporated a high-efficiency LS6 version of the LS1 motor with 287kW. Weight was trimmed to a positively ripped 1417kg, however Chevrolet had some more tricks in its bag and for 2002 upped engine output to 302kW.

The Corvette cabin was always going to be cramped but once occupants made their way inside there were reshaped leather seats with optional electric adjustment and dual-zone climate control air-conditioning. For those who hate changing CDs there was an optional 12-disc stacker.

MARKET REVIEW

If you’re trying to find a C5 in Australia the search could be frustrating. Few people brought them in as new cars and the cost of importing and converting one now is still prohibitive. Back when they were new, a C5 could cost the owner $130-150,000.

Today in the USA C5s are very much last week’s news; too old to compete with later models, too new to rate as a ‘classic’. A quick look at the current market shows good-quality Roadsters at US$11,500-13,000 and Z06s in excellent order at less than US$20,000. To qualify for full Australian registration, these cars presently need RHD conversion at a cost of around $35,000. If buying locally, hang out for a Z06 if you can. While basic C5s can be found at $50-60,000, an excellent Z06 may hit $100,000. Future demand though is going to favour the rarer and more powerful version.