I recently traveled to a strange world, a twilight zone of sorts. Logic and practicality had little relevance, replaced by the holy worship of numbers and statistics. All of those who opposed my views thought that I should be smitten. The narrator's voice of this world was not Rod Sterling but someone who sounded a lot like the puberty-stricken 16-year-old teen working at the local car wash. For a week, I was on the bizzaro planet of Bench Racing, transportation provided by a 2001 Chevrolet Corvette Z06.
During my time at Bench Racing, I saw very few females and no car with less than 250 horsepower. Conversations were centered on my Corvette. Comparisons were drawn. Questions were asked. How fast will it go? Can we go for a ride? Is it faster than a Ferrari? How much horsepower? What's it like? Can we go for a ride and do a big, smoky burnout? I did my best to answer these questions and speak the gospel of the Corvette, though responding got a bit tiresome after a while. (The food wasn't even that good on PBR, though I will note that it is better than what I've experienced at Planet Hollywood.)
During my stay at PBR, I picked up on some party tricks. Comparing power-to-weight ratios was always a crowd pleaser. Check out the following list:
Which one of these vehicles isn't like the others? That should be pretty obvious, but were you surprised by the Corvette's Z06's 8.13 pounds-per-horsepower ratio? We were. There is more beefy muscle on this list than a WWF SmackDown! event, and the Z06 manages to have the best power-to-weight ratio with the exception of the Viper. Need a kicker? The Z06 is the least-expensive vehicle on the list. For the same price as the Ferrari 360 Modena, you could get three Z06s! If your simple goal is to find a high-end factory sports car that delivers the mostest for the leastest, your quest has ended. Corvette Z06, all the way.
The Z06 arrives for the fifth year of production of the fifth-generation Corvette ("C5"). This isn't the first time a Z06 moniker has appeared on a Corvette, however. In 1962, GM was observing the Automobile Manufacturers Association's ban on all forms of competitive factory activity, a ban that had been in effect since 1957. Corvette granddaddy Zora Arkus-Duntov wasn't happy with the ban and came up with the Z06 factory option for the '63 Sting Ray.
Designed specifically for competition-minded Corvette owners, the Z06 package included upgraded brakes (finned drum brakes with sintered-metallic linings), thicker antiroll bars, stiffer springs, stronger shocks, a 36.5-gallon fiberglass fuel tank fitted to the luggage area and special cast-aluminum wheels. The 360-horsepower L84 V8 engine was the only engine offered. A total of 199 Z06 Vettes were ordered, but they didn't come cheap. The package added $1,818 to the Sting Ray's $4,257 base price, as well as requiring $661 of forced content in the form of fuel injection, a four-speed manual transmission and a Positraction rear axle. All together, the Z06 package resulted in an increase of about 58 percent of a Corvette's base price.
The resurrected '01 Z06 isn't so sharply focused on track duty as the '63, nor is it a replacement for the limited-production ZR1 model of '90 to '95. The Z06 takes over as the top performance Corvette model, a position previously held by the short-lived '99-'00 hardtop model. Equipped with the Z51 suspension and mandatory six-speed manual transmission, the hardtop was otherwise just like every other Corvette and did little to justify its position as the best Corvette model. The Z06 makes an airtight case by starting with the hardtop's stiffer body and then one-upping it with a more-powerful engine, tuned suspension components and 37 less pounds of curb weight.
About a dozen changes can be found on the Z06's engine when compared to the regular Corvette's powerplant. Called the "LS6" (regular Corvette engines are labeled "LS1"), it looks very similar to the regular Vette V8 except for the red engine covers. Looks are deceiving though; this engine delivers almost 12 percent more power than the 2000 Corvette, totaling 385 horsepower at 6,000 rpm and 385 foot-pounds of torque at 4,800 rpm. Both the horsepower and torque peaks are 400 rpm higher than the LS1's, but as the preceding chart shows, there is enough firepower here to take on any high-performance car and leave nearly all of them choking on the Vette's exhaust fumes.
Internally, the LS6 features a modified engine block, high-strength pistons, a revised camshaft, stronger valve springs, larger fuel injectors and new cylinder heads. The cylinder heads have altered intake and exhaust ports to improve flow, as well as smaller pent-roof combustion chambers that increase the compression ratio from 10.1:1 to 10.5:1. A new composite intake manifold is used to deliver larger amounts of air to the combustion chambers with less turbulence. The previous stainless steel exhaust manifolds have been replaced with new thin-wall cast-iron exhaust manifolds to improve durability in sustained high-speed situations. Those manifolds then dump gasses to a new exhaust system constructed out of titanium that weighs 50 percent less than a regular Corvette exhaust.
Hooked up to the LS6 engine is a unique manual transmission. It's still a rear-mounted six-speed Borg Warner transaxle with a 3.42:1 final drive, but the Z06's transmission has shorter gearing, allowing for more rapid acceleration and more usable torque at higher speeds. A temperature sensor has also been fitted and will warn the driver if thermal loads on the transmission become excessive.
Right. Hopefully, we won't be activating that warning sensor on our watch. So, like, can we go for a ride and do a big, smoky burnout? Sure. Entry into the low-slung Z06 requires a familiar and ungraceful butt-first plop into the driver's seat. Once there, the view out the windshield shows off the pumped-up fenders and raised center cowling. It's certainly a pleasant landscape, and it encourages you to twist the ignition key. Doing so gives life to the V8. At first, it sounds just like the LS1, but listen more intently and you'll detect that the titanium exhaust adds a raspy edge to the exhaust note. As you let the engine warm up a bit and blip the throttle, you can feel the Vette shake subtly as the body structure is not substantial enough to control the motions of the idling engine. You understand that there is a big hairy monster under that shapely hood, and if you're not careful, it will eat you. And we wouldn't want it any other way.
Look around, and you'll see the Z06's interior follows typical Corvette design architecture, which means well thought-out ergonomics and build quality a cut above other GM products. It is not a model of refinement, however, as panel tolerances would be almost laughable if they were located in a Honda or Toyota. It could also use more storage space, as there's only a glove box, an anorexic center storage bin and a cupholder designed exclusively for small Dixie cups. The Z06's hardtop format also drops cargo capacity from a generous 24.8 cubic feet found in the coupe to 13.3 cubic feet. Some optional equipment items aren't available on the Z06, such as the head-up display, the power tilt/telescope steering wheel, the power-adjustable passenger seat and the 12-disc CD changer.
To the car's credit, a fair amount of equipment is standard, such as keyless remote, dual-zone climate control with air conditioning, dual front airbags with a passenger-side shutoff switch, and a decent-sounding audio system with a CD player. It also offers a few unique interior changes, including thicker side bolstering on the seats, drilled aluminum pedals, a stylized gauge cluster and a no-charge option package that adds red accents on the seats, the lower part of the instrument panel and the doors.
The Z06's mechanical modifications are instantly apparent as the car moves off into traffic. The shorter gearing offsets the LS6's higher power peaks and makes the transmission much more of a true six-speed rather than the coupe's tranny which often feels like a four-speed with two ridiculously tall overdrive gears. Some of our staff hoped the Z06 would go without the first-to-fourth gearshift fuel-saving feature, but alas, it's still quite alive. Chevrolet did remove the rubber bushings out of the Z06's shifter, improving shifter feel and accuracy. There doesn't seem to be any extra vibration coming through the stick, though the shifting effort is noticeably higher.
Around town, it's fun to drive the Z06 just like you would your average Chevy Cavalier, giving the car about two-fifths throttle as you pull away from a stoplight and then short shifting at around 4,000 in each gear. In the Cavalier, the result would be, well, normal acceleration. In the Z06, acceleration is thoroughly abnormal — and you're not even trying. Your fellow commuters back at the stoplight are now tiny dots in the Vette's rearview mirror, and the speedo shows that you are easily capable of getting a speeding ticket. Like a 12-year-old boy holding an M-80 firecracker, you can feel the power in your hands; you just need to find a devious way of exploiting it.
You quickly learn that stoplights and urban driving aren't the answer. As much fun as seeking out puny Mustang GTs might seem, the city is too confining of an environment, and the Z06's "FE4" suspension — consisting of thicker antiroll bars, a stiffer rear transverse leaf spring, and stiffer dampers compared to all other Corvette suspensions — isn't really happy to be here, either. You feel every bump, crack and paint strip. Road construction baddies like sharp pavement elevation changes and large metal plates are to be avoided at all costs. There is compliance here, so we wouldn't go as far as saying the suspension is made out of concrete or anything. But it is obvious that the Z06 is meant for jobs outside the city
Freeway entrance ramps seem to be the first thing more to the Z06's liking. Stomp on the throttle and you are the kid with the M-80. Blam! The Corvette snaps ferocious, hits warp nine, and slingshots up the ramp. The acceleration gives you tunnel vision, and it is all you can do to just point the wheels straight, let 'er rip and hope you don't run up into the back of a transit bus. Doing this for your first couple times numbs your brain like Novocain, and the only words that manage to tumble out of your mouth are monosyllable expressions like, "wow" or "woah."
Once on the freeway and in top gear, the Z06 relaxes. The ride quality is more agreeable here, and visibility is decent thanks to minimally sized B-pillars, wide side mirrors and the low hood. This could be a great cross-country sports car like the coupe or convertible, but the increased road rumble, exhaust boom and smaller trunk conspire against it. The Z06 is fitted with 18x10.5-inch wheels with Goodyear Eagle F1 SC 295/35ZR-18 tires in back and 17x9.5-inch wheels with 265/40ZR-17 tires in front. This new combination is wider, grippier and gives better feedback, but it lacks the run-flat capabilities of the EMT tires. Since C5 Corvettes weren't designed to carry spare tires, the Z06 is fitted with a tire inflator kit.
The best place for the Z06, and the way that Zora Arkus-Duntov would have wanted it, is the race track, or at least sinuous and unpopulated roads. It is here that the car's modifications shine. If you can find the limits, that is. There is stupendous grip available, more than your average American consumer should have access to. Aim the car at a corner and it tracks through with zero drama. Hmm. Try harder on the next corner. Same thing. Am I getting old and driving like a grandma, or is the Vette just that good?
Mid- to high-speed corners are the Vette's favorite. Use the fade-free binders to haul the Z06 down from high speeds, let the car rail around the corner, and then nail the throttle to get a straight away shot towards the next bend. All the while, the LS6 V8 grunts and roars, feeding an endless supply of Herculean power to the rear wheels. Care must be taken with that power, however, as the stiffer rear leaf spring and shocks make the rear end feel greasy when mid-corner bumps are encountered.
Tighter roads are also problematic. The Corvette's wide girth, which provided stability at high speeds, suddenly becomes a liability. The car is simply too big and cumbersome for this kind of work, and the steering does little to help matters. While the variable-rate steering rack is accurate enough, it feels heavy when quick transitions are asked for. The fun factor goes way down, and the Vette seems to know this. It grows bored, disenchanted, and seems to ask you, "Can't we go find some Porsche 911s to pick on?"
Once you are back at high speed and have enough confidence to get yourself in trouble, rest assured that all '01 Corvettes are equipped with a second-generation Active Handling system to help you out. Changes include a new pressure modulator and improved software. Chevy says the software allows Active Handling to take more precise control of rear braking. It has also gained sideslip angle rate control, a software algorithm that senses whether the driver has been too slow (or too fast) reacting to changing vehicle dynamics during evasive handling maneuvers. Unlike other stability control programs such as those found on high-end sedans, the Corvette's allows some mischievousness in the form of wheel spin or small degrees of oversteer. When the system does step in, it does so in a relatively unobtrusive manner. All of our editors thought highly of the new Active Handling system and left the system activated during hard driving.
Back from Corvette recess and parked in our garage, we pondered the level of success achieved by the Z06. Though we were unable to take our test car to a road course, we have no doubt the Z06 will make an excellent car for both autocrossing and road racing. As a daily driver, though, a coupe or convertible would make more sense because of their softer suspensions. Would the Z06 be a viable option to other cars like the Viper, M3 or 911? From a horsepower-per-dollar standpoint, sure. But there's more to vehicle ownership than just numbers, despite what the people from planet Bench Racing think. The other cars still retain their own inherent advantages that make them equally appealing, from the Viper's unapologetic brashness to the M3's Teutonic smoothness and precision. To us, the Z06 is the Corvette for Corvette enthusiasts, the ones who are truly into performance and everything that the Corvette stands for. Love it or leave it, the Z06 is the true American sports car.
During my time at Bench Racing, I saw very few females and no car with less than 250 horsepower. Conversations were centered on my Corvette. Comparisons were drawn. Questions were asked. How fast will it go? Can we go for a ride? Is it faster than a Ferrari? How much horsepower? What's it like? Can we go for a ride and do a big, smoky burnout? I did my best to answer these questions and speak the gospel of the Corvette, though responding got a bit tiresome after a while. (The food wasn't even that good on PBR, though I will note that it is better than what I've experienced at Planet Hollywood.)
During my stay at PBR, I picked up on some party tricks. Comparing power-to-weight ratios was always a crowd pleaser. Check out the following list:
| Car | Mass | HP | Torque | Lbs./HP |
| 2000 AM General Hummer | 6,564 | 195 | 430 | 33.66 |
| 2001 Acura NSX | 3,164 | 290 | 224 | 10.91 |
| 2000 Ford Mustang Cobra R | 3,590 | 385 | 385 | 9.32 |
| 2000 Lotus Esprit V8 | 3,170 | 350 | 295 | 9.06 |
| 2001 BMW Z8 | 3,494 | 394 | 368 | 8.87 |
| 1995 Chevy Corvette ZR1 | 3,535 | 405 | 385 | 8.73 |
| 2001 Ferrari 360 Modena | 3,241 | 395 | 275 | 8.21 |
| 2001 Porsche 911 Turbo | 3,395 | 415 | 415 | 8.18 |
| 2001 Chevy Corvette Z06 | 3,133 | 385 | 385 | 8.13 |
| 2001 Dodge Viper ACR | 3,447 | 460 | 500 | 7.49 |
Which one of these vehicles isn't like the others? That should be pretty obvious, but were you surprised by the Corvette's Z06's 8.13 pounds-per-horsepower ratio? We were. There is more beefy muscle on this list than a WWF SmackDown! event, and the Z06 manages to have the best power-to-weight ratio with the exception of the Viper. Need a kicker? The Z06 is the least-expensive vehicle on the list. For the same price as the Ferrari 360 Modena, you could get three Z06s! If your simple goal is to find a high-end factory sports car that delivers the mostest for the leastest, your quest has ended. Corvette Z06, all the way.
The Z06 arrives for the fifth year of production of the fifth-generation Corvette ("C5"). This isn't the first time a Z06 moniker has appeared on a Corvette, however. In 1962, GM was observing the Automobile Manufacturers Association's ban on all forms of competitive factory activity, a ban that had been in effect since 1957. Corvette granddaddy Zora Arkus-Duntov wasn't happy with the ban and came up with the Z06 factory option for the '63 Sting Ray.
Designed specifically for competition-minded Corvette owners, the Z06 package included upgraded brakes (finned drum brakes with sintered-metallic linings), thicker antiroll bars, stiffer springs, stronger shocks, a 36.5-gallon fiberglass fuel tank fitted to the luggage area and special cast-aluminum wheels. The 360-horsepower L84 V8 engine was the only engine offered. A total of 199 Z06 Vettes were ordered, but they didn't come cheap. The package added $1,818 to the Sting Ray's $4,257 base price, as well as requiring $661 of forced content in the form of fuel injection, a four-speed manual transmission and a Positraction rear axle. All together, the Z06 package resulted in an increase of about 58 percent of a Corvette's base price.
The resurrected '01 Z06 isn't so sharply focused on track duty as the '63, nor is it a replacement for the limited-production ZR1 model of '90 to '95. The Z06 takes over as the top performance Corvette model, a position previously held by the short-lived '99-'00 hardtop model. Equipped with the Z51 suspension and mandatory six-speed manual transmission, the hardtop was otherwise just like every other Corvette and did little to justify its position as the best Corvette model. The Z06 makes an airtight case by starting with the hardtop's stiffer body and then one-upping it with a more-powerful engine, tuned suspension components and 37 less pounds of curb weight.
About a dozen changes can be found on the Z06's engine when compared to the regular Corvette's powerplant. Called the "LS6" (regular Corvette engines are labeled "LS1"), it looks very similar to the regular Vette V8 except for the red engine covers. Looks are deceiving though; this engine delivers almost 12 percent more power than the 2000 Corvette, totaling 385 horsepower at 6,000 rpm and 385 foot-pounds of torque at 4,800 rpm. Both the horsepower and torque peaks are 400 rpm higher than the LS1's, but as the preceding chart shows, there is enough firepower here to take on any high-performance car and leave nearly all of them choking on the Vette's exhaust fumes.
Internally, the LS6 features a modified engine block, high-strength pistons, a revised camshaft, stronger valve springs, larger fuel injectors and new cylinder heads. The cylinder heads have altered intake and exhaust ports to improve flow, as well as smaller pent-roof combustion chambers that increase the compression ratio from 10.1:1 to 10.5:1. A new composite intake manifold is used to deliver larger amounts of air to the combustion chambers with less turbulence. The previous stainless steel exhaust manifolds have been replaced with new thin-wall cast-iron exhaust manifolds to improve durability in sustained high-speed situations. Those manifolds then dump gasses to a new exhaust system constructed out of titanium that weighs 50 percent less than a regular Corvette exhaust.
Hooked up to the LS6 engine is a unique manual transmission. It's still a rear-mounted six-speed Borg Warner transaxle with a 3.42:1 final drive, but the Z06's transmission has shorter gearing, allowing for more rapid acceleration and more usable torque at higher speeds. A temperature sensor has also been fitted and will warn the driver if thermal loads on the transmission become excessive.
Right. Hopefully, we won't be activating that warning sensor on our watch. So, like, can we go for a ride and do a big, smoky burnout? Sure. Entry into the low-slung Z06 requires a familiar and ungraceful butt-first plop into the driver's seat. Once there, the view out the windshield shows off the pumped-up fenders and raised center cowling. It's certainly a pleasant landscape, and it encourages you to twist the ignition key. Doing so gives life to the V8. At first, it sounds just like the LS1, but listen more intently and you'll detect that the titanium exhaust adds a raspy edge to the exhaust note. As you let the engine warm up a bit and blip the throttle, you can feel the Vette shake subtly as the body structure is not substantial enough to control the motions of the idling engine. You understand that there is a big hairy monster under that shapely hood, and if you're not careful, it will eat you. And we wouldn't want it any other way.
Look around, and you'll see the Z06's interior follows typical Corvette design architecture, which means well thought-out ergonomics and build quality a cut above other GM products. It is not a model of refinement, however, as panel tolerances would be almost laughable if they were located in a Honda or Toyota. It could also use more storage space, as there's only a glove box, an anorexic center storage bin and a cupholder designed exclusively for small Dixie cups. The Z06's hardtop format also drops cargo capacity from a generous 24.8 cubic feet found in the coupe to 13.3 cubic feet. Some optional equipment items aren't available on the Z06, such as the head-up display, the power tilt/telescope steering wheel, the power-adjustable passenger seat and the 12-disc CD changer.
To the car's credit, a fair amount of equipment is standard, such as keyless remote, dual-zone climate control with air conditioning, dual front airbags with a passenger-side shutoff switch, and a decent-sounding audio system with a CD player. It also offers a few unique interior changes, including thicker side bolstering on the seats, drilled aluminum pedals, a stylized gauge cluster and a no-charge option package that adds red accents on the seats, the lower part of the instrument panel and the doors.
The Z06's mechanical modifications are instantly apparent as the car moves off into traffic. The shorter gearing offsets the LS6's higher power peaks and makes the transmission much more of a true six-speed rather than the coupe's tranny which often feels like a four-speed with two ridiculously tall overdrive gears. Some of our staff hoped the Z06 would go without the first-to-fourth gearshift fuel-saving feature, but alas, it's still quite alive. Chevrolet did remove the rubber bushings out of the Z06's shifter, improving shifter feel and accuracy. There doesn't seem to be any extra vibration coming through the stick, though the shifting effort is noticeably higher.
Around town, it's fun to drive the Z06 just like you would your average Chevy Cavalier, giving the car about two-fifths throttle as you pull away from a stoplight and then short shifting at around 4,000 in each gear. In the Cavalier, the result would be, well, normal acceleration. In the Z06, acceleration is thoroughly abnormal — and you're not even trying. Your fellow commuters back at the stoplight are now tiny dots in the Vette's rearview mirror, and the speedo shows that you are easily capable of getting a speeding ticket. Like a 12-year-old boy holding an M-80 firecracker, you can feel the power in your hands; you just need to find a devious way of exploiting it.
You quickly learn that stoplights and urban driving aren't the answer. As much fun as seeking out puny Mustang GTs might seem, the city is too confining of an environment, and the Z06's "FE4" suspension — consisting of thicker antiroll bars, a stiffer rear transverse leaf spring, and stiffer dampers compared to all other Corvette suspensions — isn't really happy to be here, either. You feel every bump, crack and paint strip. Road construction baddies like sharp pavement elevation changes and large metal plates are to be avoided at all costs. There is compliance here, so we wouldn't go as far as saying the suspension is made out of concrete or anything. But it is obvious that the Z06 is meant for jobs outside the city
Freeway entrance ramps seem to be the first thing more to the Z06's liking. Stomp on the throttle and you are the kid with the M-80. Blam! The Corvette snaps ferocious, hits warp nine, and slingshots up the ramp. The acceleration gives you tunnel vision, and it is all you can do to just point the wheels straight, let 'er rip and hope you don't run up into the back of a transit bus. Doing this for your first couple times numbs your brain like Novocain, and the only words that manage to tumble out of your mouth are monosyllable expressions like, "wow" or "woah."
Once on the freeway and in top gear, the Z06 relaxes. The ride quality is more agreeable here, and visibility is decent thanks to minimally sized B-pillars, wide side mirrors and the low hood. This could be a great cross-country sports car like the coupe or convertible, but the increased road rumble, exhaust boom and smaller trunk conspire against it. The Z06 is fitted with 18x10.5-inch wheels with Goodyear Eagle F1 SC 295/35ZR-18 tires in back and 17x9.5-inch wheels with 265/40ZR-17 tires in front. This new combination is wider, grippier and gives better feedback, but it lacks the run-flat capabilities of the EMT tires. Since C5 Corvettes weren't designed to carry spare tires, the Z06 is fitted with a tire inflator kit.
The best place for the Z06, and the way that Zora Arkus-Duntov would have wanted it, is the race track, or at least sinuous and unpopulated roads. It is here that the car's modifications shine. If you can find the limits, that is. There is stupendous grip available, more than your average American consumer should have access to. Aim the car at a corner and it tracks through with zero drama. Hmm. Try harder on the next corner. Same thing. Am I getting old and driving like a grandma, or is the Vette just that good?
Mid- to high-speed corners are the Vette's favorite. Use the fade-free binders to haul the Z06 down from high speeds, let the car rail around the corner, and then nail the throttle to get a straight away shot towards the next bend. All the while, the LS6 V8 grunts and roars, feeding an endless supply of Herculean power to the rear wheels. Care must be taken with that power, however, as the stiffer rear leaf spring and shocks make the rear end feel greasy when mid-corner bumps are encountered.
Tighter roads are also problematic. The Corvette's wide girth, which provided stability at high speeds, suddenly becomes a liability. The car is simply too big and cumbersome for this kind of work, and the steering does little to help matters. While the variable-rate steering rack is accurate enough, it feels heavy when quick transitions are asked for. The fun factor goes way down, and the Vette seems to know this. It grows bored, disenchanted, and seems to ask you, "Can't we go find some Porsche 911s to pick on?"
Once you are back at high speed and have enough confidence to get yourself in trouble, rest assured that all '01 Corvettes are equipped with a second-generation Active Handling system to help you out. Changes include a new pressure modulator and improved software. Chevy says the software allows Active Handling to take more precise control of rear braking. It has also gained sideslip angle rate control, a software algorithm that senses whether the driver has been too slow (or too fast) reacting to changing vehicle dynamics during evasive handling maneuvers. Unlike other stability control programs such as those found on high-end sedans, the Corvette's allows some mischievousness in the form of wheel spin or small degrees of oversteer. When the system does step in, it does so in a relatively unobtrusive manner. All of our editors thought highly of the new Active Handling system and left the system activated during hard driving.
Back from Corvette recess and parked in our garage, we pondered the level of success achieved by the Z06. Though we were unable to take our test car to a road course, we have no doubt the Z06 will make an excellent car for both autocrossing and road racing. As a daily driver, though, a coupe or convertible would make more sense because of their softer suspensions. Would the Z06 be a viable option to other cars like the Viper, M3 or 911? From a horsepower-per-dollar standpoint, sure. But there's more to vehicle ownership than just numbers, despite what the people from planet Bench Racing think. The other cars still retain their own inherent advantages that make them equally appealing, from the Viper's unapologetic brashness to the M3's Teutonic smoothness and precision. To us, the Z06 is the Corvette for Corvette enthusiasts, the ones who are truly into performance and everything that the Corvette stands for. Love it or leave it, the Z06 is the true American sports car.
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