by Aaron Esslinger               
Auto Revista       

The 1999 Corvette Hardtop

The introduction of the fifth-generation Corvette was one of the most anticipated debuts in history. And rightly so. First, the coupe kept the public in awe, then the convertible upped the ante with drop-top touring. Now, Corvette finds another way to maintain its stature as the American sports car. A first since 1967, the C5 is now offered in a true fixed-roof hardtop model. Along with faint appearance differences, the hardtop is also equipped with some high-performance extras to make Corvette even more enticing.

Fierce, beautiful, seductive and unmistakable: that’s Corvette. Powerful shoulders rise up from the low-slung expanse of the hood and slip back in to hug the sleek skin of the car. I’ve always liked the distinct shape of the muscular rear end which counter-balances the slim physique of the nose. Differences between the appearance of the coupe and the new hardtop are mainly the increased width of the B-pillar on the hardtop and a cropped rear glass. The coupe’s profile displays a longer, more swept-back rear glass, much like a fastback design, while the new hardtop features a longer rear decklid due to the short rear glass.

While other American muscle cars can deliver a nasty bite from their powertrains, Corvette always gnaws to the bone. Corvette’s LS1 5.7-Liter V8 is a powerhouse of thundering performance. Ratings of 345 horsepower and a face-smearing 350 lb-ft of torque readily attack competitors with a fearsome strike. It never fails to impress me when, with just a flick of my foot, Chevy’s small-block inferno effortlessly launches Corvette out of the hole. It’s exciting to sit at a stoplight and feel the car tremble, much like a throroughbred racehorse’s muscles quiver in anticipation just before the gate bursts open.

To really coax the LS1’s potential, the new hardtop comes standard with a 6-speed manual transmission. The 4L60-E 4-speed automatic isn’t even offered, which says a lot about this car’s driver-specific attitude. Clutch travel is great and I liked its solid feel. Gear spacing also follows suit. I don’t really like a buttery clutch or wide-ratio shifters, so Corvette’s setup was a treat.

Balance and precision overflow from Corvette’s suspension design. Its over-the-road feel is what you’d expect from a sports car without being too jarring. To keep on the same page with its powertrain, the hardtop is armed with the Z51 Handling Package as another standard feature. I learned that this package is “designed for appropriate, sanctioned competitions, or for the driver who desires the ultimate in a suspension system.” I could feel the car grip the pavement and slingshot around corners with the exacting skill of a surgeon each and every time.

To really experience the Z51’s dexterity, you’ll have to use the Active Handling button located on the center driveline hump. By switching the button off, the traction control and ABS are disabled. If you press and hold the button for 5 seconds, the AHS is now in Competition Mode. Traction control is disabled, but you still have the ABS and Active Handling portions of the system. This allows for wheel spin, oversteer and various other characteristics to show themselves. However, it’s a very good idea that you be alert, experienced and cautious since the LS1 is now permitted to unleash its full fury to the rear wheels.

Corvette’s cockpit is cozy, driver-friendly and dashed with high-tech conveniences. Leather sport seats are both comfortable and functional. Thick side bolsters clench your body during cornering while the supportive nature of the seats helps lessen fatigue during long-term driving. Multi-planed, ultraviolet-lighted gauges inside the instrument hood are easy-to-read, good-sized and as racy as Corvette’s appearance.

Soft-touch controls on the door panels make operating the options a pleasure. You’ll love the Delco sound system with the optional CD player and Bose speaker package. Clear, intense and definitely Corvette, the Bose speakers fit right in.

Storage space inside the car isn’t great. I had to put several things on the seat to keep them accessible. Trunk space is actually pretty good considering the size of the car and it makes toting average-sized items much easier over the previous generation Corvette.

If owning a true piece of American heritage sounds good to you, take a look at Corvette. Uncompromised performance, ravishing good looks and quality craftsmanship make Corvette much more than just a toy. The coupe is nice, the convertible adds a little more fun, but the new hardtop is not only a rarity, it’s also the cheapest Corvette in the model lineup.

SPECIFICATIONS 1999 CORVETTE HARDTOP

PRICE (as tested).....$40,622.00
EPA VEHICLE CLASS....two-seater
ENGINE.....LS1 SFI V8
CONSTRUCTION....aluminum
FUEL INDUCTION....Sequential Fuel Injection
DISPLACEMENT....5.67 L, 346 cu. in.
HORSEPOWER....345 @ 5,600 rpm
TORQUE.....350 lb-ft @ 4,400 rpm
TRANSMISSION....6-speed manual, rear-mounted gearbox
FINAL DRIVE RATIO.....3.42
CHASSIS....integral perimeter frame with center backbone / all-welded steel body frame construction SUSPENSION...FRONT: independent SLA forged aluminum upper and pressure-cast aluminum lower control arms; forged-aluminum steering knuckle, transverse monoleaf spring and steel stabilizer bar, spindle off set, gas shocks REAR: independent 5-link design with toe and camber adjustment, cast aluminum upper and lower control arms and knuckle, transverse monoleaf spring, steel stabilizer bar and tie rods, tubular u-jointed metal matrix composite driveshafts, gas shocks
BRAKES.....power-assisted, four-wheel vented disc w/ ABS
STEERING....power-assisted, speed-sensitive, magnetic variable-effort power rack and pinion
TURNING CIRCLE....40.0 ft.
OVERALL LENGTH....179.7 inches
OVERALL WIDTH...73.6 inches
OVERALL HEIGHT...47.9 inches
WHEELBASE....104.5 inches
COEFFICIENT OF DRAG....0.31
CURB WEIGHT....3,174 lbs.
PASSENGER VOLUME...51.7 cu. ft.
CARGO VOLUME...13.3 cu. ft.
FUEL CAPACITY...19.1 gallons
FUEL ECONOMY...18 city, 28 highway