Celebrating 50 years of Corvette with a five-generation comparison

by Sam Barer

In 1953 the world was introduced to Chevrolet’s Corvette. We figured the best way to celebrate the Vette’s 50th anniversary is a seat-to-seat comparison of local examples from each of the five generations, plus the 2003 50th Anniversary Edition.

Representing the 1953-1962 first generation Corvette is Dennis Karras’ red and white 1958. Showing significant changes in looks and performance from the first underpowered 1953s, the 1958 boasts a timeless design and a potent 283ci smallblock V8. While Karras’ 1958 is equipped with the same two-speed Powerglide automatic mandatory on 1953s, three and four-speed manuals were available.

I drop into the flat seat molded into the rear bulkhead. Twisting the key, the dual-quad carburetors splash fuel into the 283ci engine, bringing it to life. With 245hp, acceleration is brisk. Steering is heavy, but the thin-rimmed large diameter wheel communicates good feedback. The car feels heavier than 2800lbs, due mostly to GM’s sedan-derived suspension with its live rear axle. Brakes are unassisted and require a firm push. Bottom line: The American automotive icon is a handful to drive, but fun nonetheless.

Next I jump into the red 1965 Sting Ray roadster owned by Jim and Chris Turcotte, who also brought their 1990 ZR1 for the test. The Sting Ray were introduced in 1963 with new coupe and roadster bodies, each with independent rear suspension. C2s, or “Mid Year” Vettes are currently among the most desirable models.

Six circular gauges emulate an airplane cockpit in the totally redesigned interior offering more room for taller occupants. Available with a 396ci big block, the Turcotte’s ‘65 runs the more balanced carbureted 350hp 327ci smallblock. Acceleration is fast, and even with oversized modern radials, it’s easy to spin the rear tires. The four-speed transmission offers fantastically short throws and pedal position allows easy heel-toe downshifts. Soon I’m at 70mph, and find that braking still requires a heavy foot. The unassisted steering is direct, and handling is light-years better than predecessors. The car is infinitely balanced and easy to control. Bottom line: all sports cars should go, feel and look this good.

My personal 1969 Stingray roadster represents the radically styled 1968-1982 C3s. While nearly identical to the ’65 under the skin, the body and interior were completely revised for 1968. Outside, large fender bulges hinder vision and make the car appear longer. Inside, deeply recessed gauges look good, but reflect glare.

This ’69 was originally optioned with the rare, monstrous 435hp solid-lifter 427ci with three two-barrels, but now has a 454ci v8 delivering even more horsepower via the three-speed automatic. The whole car shakes with the lumpy idle. Mashing the throttle, the engine roars like a lion on amphetamines, slamming occupants into the seat springs. The car catapults to 60MPH in 4.7seconds, limited by traction. This ’69 isn’t optioned with power brakes, so stopping requires all the driver’s body weight. Even keeping the car stopped while in gear is best done with two feet. Power assisted steering is light and numb, and unlike the ’65, handling limits are unpredictable. Bottom line: As powerful and refined as a bunker-buster, but delivers pure, juvenile fun.

After missing 1983, Corvette returned with the all-new C4. During early 1990s, the high-performance ZR1 model became available. Although looking mostly like other C4s, ZR1s were powered by the exotic quad-OHC LT5 V8 and a 6-speed. The Turcotte’s 1990 example requires the flexibility of a ballerina for ingress, and once inside, ergonomics are dismal. But this car is about performance. The wild engine immediately erases ergonomic ills. Under full-throttle and above 3500, the 375hp engine delivers a never-ending, retina-detaching surge of power. Steering is quick with moderate feedback, and grip is phenomenal. Bottom line: A racecar with license plates.

Finally, it’s test-drive time for the two C5s, my daily-driver silver 2002 convertible and the special maroon 2003 50th Anniversary Edition coupe, courtesy of GM. The C5s offer remarkable ergonomic improvements. Interiors are spacious, even for taller drivers. Gauge clusters are clean and controls fall naturally to the hands. The all-aluminum 350ci pushrod V8 engine offering 350hp idles nicely. With the positive shifting 6-speed and the Z51 handling package, the 2002 roadster can run with the best. Steering offers great feedback, and handling is predictable to the limit. Power oversteer can be induced and easily controlled. On the strip, 60MPH arrives in just 4.6 seconds and the quarter at 13-flat.

The Anniversary Edition adds an appearance package and the new magnetic ride control. Equipped with the automatic, it gives-up some performance and response for added GT suppleness, although coupe and convertible are equally loud inside. Bottom line: World-class sports cars reflecting their 50 years of history and development.

Sam Barer writes for Apex, an Olympia, WA based freelance writing company. To submit a car for a future “Sound Classics” story, email soundclassics@apexstrategy.com

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