The C6's greatest shortcoming is that it doesn't feel as light on its feet as it really is or as rigid and precise as it should be. Memo, C7 engineering team: Just go and drive a new Jaguar XKR coupe. You'll see what we're talking about. Yes, a current Z06 can complete the Motor Trend figure eight in 24.9 seconds at 0.79 g average, versus 25.8 seconds at 0.75 g for a 911 Carrera S. But the feel and feedback could be much better, especially through the steering. And, as we found in our giant handling test (June 2007), the stiff sidewall run-flat tires make the Z06 too tail-happy in high-speed turns. A stiffer chassis would help steering feel and fine-tuning of the suspension.
While the C6's carbon-fiber transverse leaf springs are light and packaged well, under some conditions they make the rearend behave a bit like a rigid axle. Aftermarket tuners have scrapped them in C5s and C6s for coil-spring conversions, so it'd be easy to do in a production C7. The C6 has aluminum control arms front and rear, but reductions in unsprung weight would help further.
GM also should take a close look at how Porsche structures its 911 lineup, because there are some obvious parallels Corvette could follow.
The key to making this work, however, is price and perceived quality. Clearly, GM can't charge Porsche prices for a Corvette. Base price for a manual C7 should be no more than $50,000-or whatever the inflation-adjusted equivalent is in 2012. The limited-volume Z06/Z07 could play in the $80,000 to $100,000 area. $100,000 for a Corvette? If it gives a 911 GT3 a run for its money on the track-and doesn't have the plasticky fit, finish, and detailing of a Chevy Cobalt-why not?
To boost profit, GM can take another page out of the Porsche playbook by offering a huge range of options and accessories: everything from Z06/7 carbon-fiber fenders for the base car to ceramic brake packages to special paint and full-leather and carbon-fiber trim interiors. Log on to motortrend.com to price up a base 911 Carrera-you'll find more than 200 extras to choose from, everything from a $95 key pouch in leather that matches your interior to a $6990 aero kit. In July this year, the average spent on options by U.S. 911 Carerra buyers was $8109.
A small, but powerful faction inside GM fighting hard to make the next-generation Corvette a mid-engine technology flagship. Quite apart from the danger that the need to hold the price down means all we'd end up with is a V-8 Fiero, the reality is there's no need to change the Corvette's DNA to make it a "world sports car." Just like the 911, it's probably not how you'd design a cutting-edge supercar (though Ferrari's 599GTB suggests otherwise) but it's fast, unique and charismatic. GM doesn't have to reinvent, it, just make it better. Hey, it works for Porsche...
Do you agree with our Corvette Manifesto? Or have we got it wrong? E-mail online here at motortrend.com or to motortrend@motortrend.com. We'll send your thoughts directly to Bob Lutz and Tom Wallace.
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