The fifth-generation Corvette, or C5, made its debut
in 1997; it was the first complete Corvette redesign since
1984. While the basic concept is the same as it was in 1953
-- a two-seat plastic-bodied all-American sports car --
the C5 shares almost nothing with previous-generation Corvettes.
The wheelbase is longer, the track is wider, structural
rigidity is far higher, and there are far fewer pieces in
the whole assembly, which improves rigidity and quality.
It offers vastly improved ride quality -- and performance
-- over the fourth-generation Corvette.
With its thick hindquarters and
Acura NSX-like front fenders, the styling of the C5 Corvette has
been controversial. The rear end is reminiscent of the IMSA
GTP
Corvettes of the late '80s, and the flowing front fenders
are handsome when viewed either from outside or behind the
wheel. The convertible version looks graceful when the top
is down.
The Z06 is more than a hopped-up model; it's a vastly
different animal. It was intended as a street racer with
track capabilities, Chevrolet's one-up response to Ford's
Mustang Cobra R. The designation Z06 has a rich history, dating back to
the original and legendary 1963 split-window Sting Ray,
where Z06 was a racing package-the Z0 comes from Zora Arkus-Duntov,
Corvette's famed first chief engineer. It was revived for
this more-than-worthy successor, only now it's a separate
unit, not an options package.
Z06 hardtop and C5 Coupe present different profiles.
The Z06 hardtop roofline is actually more coupe-like than
the Coupe, whose hatchback glass slopes more steeply. Other
visible differences between the C5 Coupe and Z06 are subtle,
starting with tidy Z06 emblems on each side of the car.
The Z06 has modest mesh air intakes in the nose and wedge-shaped
meshed cooling inlets for the rear brakes, located on the
rocker panels just aft the doors. It also has open five-spoke
aluminum wheels affording a view of big red brake calipers,
and four 3.5-inch exhaust tips under the center of the rear
bumper. The 17-inch front wheels are 9.5 inches wide, while
the 18-inch rears are 10.5 inches wide. They carry massive
and exclusive Goodyear F1 Supercar rubber, P265/40ZR front,
P295/35ZR rear. There is no spare, nor are the tires run-flat;
instead, you get an emergency tire-inflator kit. Try not
to run over any nails.
For 2002, the Z06 is about 100 pounds lighter than the C5
Coupe, although its creature comforts, such as leather,
air conditioning, carpeting, sound system, traction control
and stability control are untouched. Using thinner glass,
a titanium exhaust system and less insulation saves the
weight. Don't bother arguing that insulation is a creature
comfort; with a car like this, noise and spiritual comfort
level are intertwined.
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The LS6 treatment of the trusty GM 5.7-liter overhead
valve engine (LS1 in the C5) is a ground-up renovation,
yielding 405 horsepower at 6000 rpm and 400 foot-pounds
of torque at 4800. And it has those big, bright red valve
covers! The aluminum block is specially designed to improve
lubrication and reduce back pressure, while the heads feature
refined porting and reshaped combustion chambers, fed fuel
by larger fuel injectors through a massaged composite intake
manifold. The pistons are cast from stronger alloy, and
their special shape helps increase the compression ratio
from 10:1 to 10.5:1. To make the engine more
powerful for 2002, engineers developed hollow stem valves,
a higher-lift cam-shaft, a low restriction mass airflow
sensor and new low restrictor air cleaner design. They also
made changes to the exhaust system to improve flow and reduce
weight without compromising the car's LEV (low emission
vehicle) status.
The Z06 uses the same double-wish-bone suspension front
and rear, but for 2002 it has a larger front stabilizer
bar, stiffer rear leaf spring and new camber settings, all
calibrated for maximum control in high-speed operation.
New rear shock valving provides a more controlled ride.
The Z06 also has new front brake pads for improved durability
and fade resistance.
