posted 04-07-2001 10:56 PM                  

So you've decided to buy a two-seat roadster, but your domestic bias requires that it be an American roadster. And you're talkin' real American roadster, by the way, none of this "but the BMW Z3 and M Roadster are assembled in Spartanburg, South Carolina" crap. You demand a Big Three drop top, complete with American styling, a muscular exhaust note and plenty of Yankee attitude.

With these requirements in mind, you thumb through your handy Edmunds New Car Buyer's Guide (or, if you're reading this story, you might even use the Edmunds.com site) and quickly realize that you've got only one decision to make: Plymouth Prowler or Chevrolet Corvette? A quick check of MSRP pricing doesn't make your decision any easier; both cars start within $3,000 of each other, and while the Prowler has a theoretical pricing advantage, tales of rampant dealer gouging have you convinced that even a well-optioned Corvette Convertible could be had at a lower "out-the-door" cost than the Plymouth.

Other than appearance and drivetrain configuration (the Prowler has a V6 while the 'Vette utilizes a V8), how different are these cars, really? After 10 days of hopping back and forth between a bright red Plymouth Prowler and dark maroon Corvette Convertible, we can honestly tell you that price, seating capacity, and country of origin are the only features these two roadsters share in common. Everything from design philosophy to driving dynamics puts these two drop tops on opposite sides of the roadster spectrum.

As noted in this comparison test's main introduction, this wasn't a particularly fair fight. Truth be told, the Corvette was forced to spar with one hand tied behind its back, so to speak. Rather than the 2000 Millennium Yellow convertible we were promised by General Motors, we had to scramble at the last minute to acquire a 1999 model from our friends at Event Vehicles (www.eventvehicles.com). The best they could do on such short notice was a damaged car that was still at the body shop. Event Vehicles rushed to have the Corvette ready in time (Thanks guys!) for our departure up the California coast, but the hurried nature of our request kept the car from being 100 percent. As the days wore on the Chevy's scoring, and reliability, dropped off. In the end, we were forced to discount many of our test car's failings while simultaneously wondering what might have been if only we'd been supplied with a truly representative vehicle. Maybe next time...

Appearance

The stark contrast between these two roadsters is apparent long before getting behind the wheel of either of them.

The Prowler is a modern-day hot rod in every sense of the word. From its cartoonish dimensions, with 20-inch rear wheels, to its narrow, '50s street racer shape, the car makes a statement without ever turning a wheel. Like the Viper and PT Cruiser, the Prowler began life as one of Chrysler's more exciting concept cars. A combination of consumer interest and corporate risk taking allowed the Prowler to escape the confines of auto show turnstiles and eventually take up residence at your local Plymouth dealership.

Thankfully, much of the show car's personality remained intact during the process, resulting in perhaps the most striking production car ever to roll from an American assembly line. Its short windshield, narrow body and chrome wheels ride on an aluminum frame. The Prowler's independent front suspension is clearly visible between its nose and the 17-inch front wheels that spin under tiny fenders. The rear of the car is dominated by 20-inch wheels that appear barely confined beneath a rounded tail. Only the two-piece front bumper, an obvious concession to those pesky Department of Transportation boys, clutters an otherwise sleek design.

By comparison, the Corvette has an almost sedate look. Last updated in 1997 (the same year the Prowler was introduced) the 2000 model is also called the C5 because it's the fifth generation of Corvette since Chevrolet introduced the model in 1954. The current car's clean, low profile and retractable headlights impart of sense of high-speed purpose. While the 17-inch front wheels match those of the Prowler, the rear wheels are "only" 18 inches in diameter, balancing rather than overwhelming the Corvette's hindquarters, which are themselves a bit too meaty for our tastes. More than one editor referred to the 'Vette's "bubble butt" when discussing exterior design. If we could do one thing to improve the C5, it would involve liposuctioning the rear end.

So you're left with a form that matches function (Corvette) and a form that is the function (Prowler). Both of these cars can make a statement, but when driven together, the Corvette simply disappears. Instead, all heads crane to catch a glimpse of the cool street rod that just motored by and, if you're in Los Angeles, the celebrity who's likely behind the driver's wheel. One of our drivers was even mistaken for a Hollywood producer by said producer's "friend" that started a conversation with him at a stoplight in Malibu. The poor guy's face turned almost as red as our Prowler's paint when he realized his mistake.

Appearance Advantage: Prowler

Interior Design/Storage Space

Neither Chrysler nor GM is know for their stunning interior design, so it was a real quandary as to which vehicle would take the win here.

Stumbling into the Prowler (and we do mean stumbling, since it is impossible to display any form of grace when entering this vehicle...and this is with the top down!) we are immediately aware that legroom is at a premium. Certainly that narrow outer shell looks cool, but it results in a footwell that can barely accommodate a pair of size 10 shoes. Spacing between the seat bottom and steering wheel is also tight and, combined with its high step-in height and narrow door opening, make the Prowler one of the more difficult vehicles to get in and out of.

Once inside, a bevy of plastic panels and glossy leather seat covers serve to remind you that the Prowler is, indeed, a Chrysler product. Hard plastic around the center stack controls does little to impart a sense of value in this $43,000 ride. Climate controls consist of three simple, easy-to-use dials, while the stereo is covered with too many buttons and uses an imprecise "joystick" control for fader and balance that is impossible to operate effectively when the car is in motion. Seat comfort was rated as good by most drivers with sufficient side bolstering and thick cushions that helped soften the blows dealt by the suspension.

Centrally located, white-faced gauges for speed, fuel, temperature, oil pressure, and voltage are surrounded by a body-colored panel. Resting atop the steering column is a bolt-on Auto Meter tach that accentuates the Prowler's street rod theme nicely...even though no manual transmission is available for the car.

Additional controls are limited to the power window and lock switches on the driver's armrest, audio and cruise control buttons on the steering wheel (which is itself pleasantly fat and easy to grab a hold of) and a headlight pull knob on the lower left dash.

Storage space consists of a center console with room for cassettes, a small glove box, and a sliver of space behind the seats. Oh, and technically there's a trunk. But calling those 3 cubic feet of space a trunk would be like calling Tom Cruise an actor; we're just not willing to make that kind of a stretch. Let's put it this way, if you can't wear it, don't expect it to fit in the Prowler.

Unlike the Prowler, the Corvette's interior is attractive enough to inspire hope that GM may one day find its way out of the darkness and create consistently great cabins across their entire product line. Sliding behind the 'Vette's wheel (a simple task due to the doors that open wide and an "easy entry" setting that moves the steering wheel and driver's seat when the key is pulled from the ignition) you are treated to large, easy-to-read gauges for speed and rpm. Beneath these main gauges is a small LCD display, called the Driver Information Center, can be used to display everything from tire pressure to oil temperature to traction control settings. Steering wheel and pedal placement are ideal for high performance driving, yet are comfortable enough to enjoy on a cross-country trek.

All 10 of our test drivers found it easy to get comfortable in the Corvette because of its many seating adjustments. Separate controls for upper and lower lumber, adjustable side bolstering, and even a power seat height control kept everyone smiling as they set the Corvette's cockpit for their specific frames. This level of personalization was enhanced by two-position seat memory and dual-zone climate controls (though some of us felt dual-zone climate control in a convertible seemed a bit excessive).

Power window, door lock, seat memory and mirror controls reside in a pod located on the driver's door armrest. Each of these soft-touch buttons is clearly labeled and exhibits a positive feel when operated, convincing us that GM can design attractive switchgear when they put their minds to it. The soft-touch theme is felt through the Corvette's interior where even the A-pillars have a pleasing tactile feel.

It wasn't until we took a close look at the center stack that our hearts sank. "Hey, isn't this the exact same radio faceplate as in our long-term GMC Sierra?" exclaimed our executive editor. Nice to know that GM is willing to pull from the same parts bin whether equipping a Corvette or a truck. Climate controls are also very GM-like, meaning large, blocky buttons and digital displays that would look right at home in a Miami Vice episode.

Perhaps the Corvette's greatest asset, other than pure performance, is its plentiful storage and trunk space. A large glove box and wide (though somewhat shallow) center console are accentuated by a trunk capable of holding 11.2 cubic feet of weekend getaway supplies. That's close to four times the trunk room of the Prowler. Now here's a convertible that doesn't make you pay for your top down desires with inhumane storage capacity.

The Prowler's interior, like the rest of the car, is cool from a stylistic point of view, but the 'Vette offers both coddling and cargo carrying.

Interior Design and Storage Space Advantage: Corvette

Acceleration/Brakes/Suspension

From the first turn of the key it's obvious that Plymouth and Chevrolet had different goals in mind for each of these cars.

The Prowler makes do with a 3.5-liter V6 sourced directly from Chrysler's line of LH sedans. In fact, this engine's 253 peak horsepower and 255 maximum foot-pounds of torque are the exact same performance figures you'll get when purchasing a LHS or 300M. As with the much of the interior components, we were disappointed that Chrysler would allow a vehicle like the Prowler to get out the door with such obvious LH parts bin raiding. Worse still was the flatulent exhaust note that emanated from the Prowler's chrome exhaust tips at various rpms. However, at this point we should probably just be grateful that the car is rear-wheel drive.

During acceleration testing, the Prowler surprised more than one editor with its 6.4-second zero-to-60 time and 15-second quarter-mile run. While not exactly supercar numbers, these figures do place the Prowler solidly in the realm of modern performance cars, proving it's more than just an all-show, no-go poser.

By contrast, the Corvette's forward thrust comes from a big, honking 5.7-liter V8 that makes 345 horsepower, 350 foot-pounds of torque, and one of the sweetest exhaust burbles you're likely to ever hear. This is an engine that would do any street rod proud, making it somewhat ironic that the highly advanced Corvette has pushrods and eight cylinders under its sloped hood while the retro-styled Prowler squeezes an overhead cam V6 between its narrow, upright flanks.

The Corvette's additional horsepower delivered at the track where it cleared 60 mph in 5.2 seconds before rocketing through the quarter-mile in 13.7 seconds at 104 mph. Not bad for an automatic-equipped rental car with a malfunctioning transmission (more on this later).

Acceleration Advantage: Corvette

Spend some time behind the wheel of a performance car and you'll soon realize that stopping quickly and confidently is just as crucial to the overall driving experience as rapid acceleration.

Chrysler outfitted its Prowler with disc brakes front and rear, but no ABS. This means the driver, not a computer, is the key to getting the Prowler stopped in the least possible distance. For our purposes, that distance was 140 feet when stopping from 60 mph. Not terrible, but for a $43,000 dollar car with a very expensive (and fragile-looking) front end design, we feel ABS is a no-brainer requirement.

You won't find a Corvette made in the last 10 years without ABS, so we knew the Chevy had an advantage here. Sure enough, even our beat-up rental unit came to a halt from 60 mph in a short 127 feet. A 13 foot advantage over the Prowler, which, interestingly enough, is the exact length of a Prowler.

Braking Advantage: Corvette

While Chevy's sports car clearly dominated in the acceleration and braking arena, slalom and skidpad testing proved a bit more interesting. Both cars ride on four-wheel independent suspensions and feature massive tire-and-wheel combinations with footprints the size of King Kong, but we simply couldn't imagine the Prowler giving more than a cursory showing when it came time to turn and burn.

With balding tires and a deteriorating transmission the Corvette managed a mediocre .87gs on the skid pad while being held to just 58.4 mph through the slalom. Part of this particular Corvette's problem when trying to navigate between cones was the ill-shifting automatic tranny, which repeatedly upset the car's balance. According to our road test editor, "Gear shifts occurred at strange times which made it very difficult to drive in the slalom." The 'Vette's aforementioned "bubble butt" and generally large dimensions didn't help either.

Surprising us once again was the Prowler's .85gs on the skidpad and 62.8 mph through the slalom. With a near identical skidpad figure and a superior slalom speed compared to the 'Vette, we were left scratching our heads as this previously labeled parade queen showed us she could actually dance! Placing the car in the slalom proved a challenge due to the protruding front wheels, and the Prowler's "creative" ergonomics, including the narrow footwell and center-mounted speedo, limited confidence. Yet the figures don't lie, and it became obvious to us by day's end that if you want to drive your Prowler fast, at least under track conditions, it is possible.

Slalom/Skidpad Advantage: Prowler

Open Road and Race Track

Performance figures are all well and good, but they don't tell the tale when it comes to how most people will drive their roadsters most of the time. For this test, we needed to spend some quality time cruising the best roads of Central and Southern California.

Always willing to "take one for the team" our editors headed out for a multi-day romp that included highway, twisty two-lane, and in-town driving.

Not surprisingly, the Prowler excelled at the latter, preferring a lazy cruise down Main Street (where everyone has plenty of time to take in its unique shape) to the high-pressure zone of canyon roads. Traveling through populated areas actually got annoying by the end of the week when it was time to head home and people wouldn't leave us alone. There's simply no mistaking it: If you want attention, this is the car to get.

If you want to make time, either by freeway or back road, the Prowler's design quickly becomes a liability. Bumps of any kind tend to upset the chassis and rattle passengers. This is one of the few cars we've driven that would greatly benefit, in terms of ride quality and performance, from a softer suspension. Expansion joints jolted the car at highway speeds while midcorner bumps set the chassis a-flexin', forcing drivers to crawl through the more challenging sections of road at parking lot speeds.

Keeping speeds down also meant less wind buffeting in the highly exposed cabin. Wind in your hair is one thing, but drive a Prowler over 50 mph and you get wind in your back, wind in your crotch, even wind in your ankles. Once again, the Prowler's street rod looks, which include a short windshield and side windows, sacrifice function for fun and make it clear that this is not a long-distance runner. Just be careful when pulling into the night club parking lot. Visibility is a real problem due to the high dash and door sills, meaning a scraped wheel or crunched nose is only a momentary lapse of concentration away.

If top-down travel means more to you than cruising Hollywood Blvd. while hoping to be asked for an autograph, the Corvette convertible is your car. The sleek body and tall, highly raked windshield create a serene environment from idle to 80 mph. Looking to take a run up the coast without getting wind burned, fatigued or just plain beaten up? The Corvette can answer the call with a supple ride and easygoing attitude.

The real bonus comes not from the Corvette's relaxing highway ride, but from its tight chassis and razor-sharp handling. With a dual personality that would make Dr. Jekyll envious, the Corvette is ready to please both your grand touring and canyon carving desires.

Unfortunately, at least in SoCal, Corvettes are about as rare as fake blondes, with neither getting much attention these days. Of course, after driving the Prowler for a week, we were ready for a little relaxed anonymity; meaning a Corvette ride with Meg Ryan was far more appealing to us than a Prowler cruise with Jennifer Lopez.

Open Road Advantage: Corvette

We couldn't get all these roadsters together and not spend a day at the track. Well...technically we could have, but that would have been lame. So after our sprint up the California coast and through the central valleys, we made our way over to Rosamond where Willow Springs Raceway and the tight Streets of Willow road course were waiting.

As with the skidpad and slalom testing, we assumed the Corvette would rock the Prowler's world. And, as with the skidpad and slalom testing, we were wrong! By the end of our torturous week of 300-mile test loops over varying terrain, the Corvette was on its last legs. The top no longer functioned, one of the tire pressure sensors was acting up, and the transmission literally didn't know if it was coming or going. Add in the rapidly deteriorating tires, and our editor-in-chief was done after two laps, claiming "Our Corvette sucked!!" Most of the staff concurred, feeling that the 'Vette was fun on the front straight due to its tremendous power, but through the rest of the course it felt loose and uncomposed, spinning more than once despite its stability control system. Major bummer, dude.

Taken from the harsh reality of real-world roads to the fluffy, dream-like world of a controlled racetrack, the Prowler stepped up, big time. With barely a midcorner bump to upset its overly sprung and flexy chassis, the hot-rod-turned-race-car proved a real blast at the Streets of Willow. By locating the tires at its extreme corners, Chrysler has created a highly predictable vehicle that simply will not spin. Those hulking rear Goodyear tires refuse to let go and even the front tires offer solid directional control with gradual front-end plow occurring as speeds increase. Chrysler's Autostick worked well at the track, providing quick upshifts and downshifts that kept the V6 in its powerband (though most of the course was covered in second gear). As bizarre as it felt to drive the car fast around a racetrack, it was even more mind-boggling to watch the action from pit row. As one editor stated after witnessing several Prowler hot laps, "How is it doing that? Man, that's just wrong."

Race Track Advantage: Prowler

Conclusion

The Corvette pulls it out...by a narrow margin. Now, before all you bowtie fans waste our time with irate e-mails, please keep in mind that we realize this test was biased from the start. A beat-up 1999 rental Corvette with 19,000 miles on it shouldn't have to square off against a shiny new Prowler with 1,800 miles. Of course, we did recently use a 26,000-mile Durango for our midsize SUV comparison test that was like new inside and out...

Anyway, you guys have to realize that we planned this test around getting a 2000 Millennium Yellow Corvette. In fact, that was the first vehicle we scheduled a full two months before the test took place and the rest of cars were scheduled based on its available dates! When General Motors told us the car was unavailable a mere two days before departure, we had no choice. We were not going to scrap the whole test. So, as they say, "you pays your money and you takes your chances."

That a Corvette in this condition still won out over a brand-new Prowler goes to the heart of what these cars represent. In the end you've got two American roadsters. One of them is a world champion at garnering attention. The other one is better at everything else. For our money, we'll take the multi-talented, functionally superior Corvette over the "lavish me with attention because it's how I measure my self worth" Prowler.

Second Opinions

Prowler
Image, image, image. What other reason is there to buy a Prowler. It has zero trunk, it's cramped inside, has terrible visibility, and can only be had with a slushbox. That almost says it all. On the upside, with the wheels pushed out as far as they are, the car actually handles quite nicely, and was far more manageable in the twisties than the sick rental 'Vette we had. The huge rears and relatively skinny fronts combined with the suspension set up to really make this car understeer. This is a good thing for the prospective buyer in my estimation. After all, it's got no traction control, no stability control, and no ABS. Something has to save the poor fool who ventures deep into the limits of adhesion. There is, of course, the "chick checkout" factor; this is the car hands down. Any questions? — Dan Gardner

To me, this is a toy car. Being of a practical mind, I can't see myself ever owning a car like this. Even if I were filthy rich, I'd probably buy something else with at least a little practicality. The absence of storage space was a big turn-off. What do you do with this car after riding in the Fourth of July parade every year? Short of parking it in mothballs for another 364 days, I can't see much else. By now you're saying I'm missing the point. I'm not. I just don't like it. OK, it has a great stereo. There, I said it. — Scott Memmer

What a hoot! Is this a good car? Not really. Then why bother? Because you get noticed by everyone, 24-7, non-stop. Extroverts need only apply. Taken apart from the stylish bodywork, which employs equal parts hot rod and nautical design themes, the Prowler impresses me more for what it can do than what it cannot do. You don't expect much more than a styling exercise, but you get a decent performer that accelerates quickly enough, grips turns tenaciously enough and stops short enough to be entertaining. It suffers numerous faults, like the Autostick-only transmission, zero trunk space, crappy hand-built quality, parts bin Chrysler interior bits, poor communication with the road and lousy visibility when the top is raised, among others. But you can't help but enjoy the experience of driving the car-for limited periods of time. Eventually, the gawkers and quizzing bystanders make you want to pull out your hair. I wouldn't want this car in my garage, but I had fun driving it for 100 miles. — Christian Wardlaw.

Corvette
It's really a shame that our rental car was such a mess because, despite being the progenitor of the ultimate male ego-trip car, I still think that it's plenty slick looking. I was really anticipating experiencing that Corvette legend, and the guttural growl with incredible straight-line acceleration showed me what kind of car it could have been. However, I was utterly disappointed by the fit and finish and all its little quirks, such as the tail that swings out at the slightest provocation and the auto transmission that seemed to be on its worst behavior. Certainly, allowances must be made for the fact that it's a beat-up old rental that's just been rear-ended. And things may have been different if we had the press car as promised to us. But as is, I can't recommend this car to anyone. — Liz Kim

We can talk power until you're blue in the face, and that's the only good aspect of the 'Vette. It has gobs of gut-wrenching power that will put an incessant giddy grin on you face all day long. However, our test vehicle had a fried tranny and there was something weird happening out back. Add throttle during a corner and rear suspension would quickly get out of hand. Broken shock? Maybe. Loose transaxle mounts? Probably. But when the rain came you needed to slow to a snail's pace to feel comfortable. On the track the 'Vette was also a handful, with the rear always wanting to step out and a tranny that wouldn't retain a lower gear. Would I own one? No way in hell. Would I recommend it? Only to gear heads that want to accrue mileage in quarter-mile increments. — Scott Mead

Our car was a ratted out, beaten up, slug of a car: a poor example of the breed. Based on prior experience with three different C5s, I know better than to base any judgment calls on this rental unit as delivered. One thing was glaringly obvious though, when stacked up against other cars in this test—the interior is constructed of pathetically marginal materials. Compared to the Prowler, however, the Corvette is a paragon of refinement. Little to no cowl shake, huge power, grippy brakes, decent steering feel, superior comfort and ergonomics, and world-class handling all mean that if you've got $50K to blow on an American hot rod, the Corvette is the way to go. Unless, of course, you want passersby to notice you. — Christian Wardlaw

Christian, is a handful of guys that would love to run against the Corvette now. HEhehehe