While the Corvette's basic concept remains the same as it was in 1953 (a two-seat plastic-bodied all-American sports car), the C5 shares almost nothing with previous-generation models. The wheelbase is longer, the track is wider, structural rigidity is far greater, and there are far fewer pieces in the whole assembly, which improves rigidity and quality. The C5 rides vastly better, and performs far better than any previous Corvette, including the fourth-generation (1984-96) Corvette.

With its thick hindquarters and Acura NSX-like front fenders, the styling of the C5 Corvette has been controversial. We find the rear end reminiscent of the IMSA GTP Corvettes of the late '80s, and we think 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 1963 split-window Sting Ray, when the Z06 was a pure road-racing package. (The Z comes from Zora Arkus-Duntov, the Corvette's famous first chief engineer.) Chevrolet has revived the Z06 designation for this more-than-worthy successor. Only now it's a separate model, not an option package.

The hardtop presents a different profile from the coupe. The hardtop roofline is actually more coupe-like than the coupe's, whose hatchback glass slopes more steeply. Other visible differences between the coupe and hardtop are subtle, starting with tidy Z06 emblems on each side of the hardtop.

The Z06 hardtop has modest mesh air intakes in the nose and wedge-shaped mesh 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-diameter 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 up front, P295/35ZR out back. There is no spare, nor are the tires run-flat units; instead, you get an emergency tire-inflator kit. So take your cell phone and try not to run over any nails.

The Z06 weighs 128 pounds less than the C5 coupe, even though it offers similar creature comforts, including leather, air conditioning, carpeting, a premium sound system, traction control and stability control. 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. Ask anyone who's driven a noisy racecar.

The LS6 treatment of the trusty 5.7-liter V8 yields 405 horsepower at 6000 rpm and 400 foot-pounds of torque at 4800. It was overhauled for 2002 with hollow-stem valves, a higher-lift camshaft, a low-restriction mass-airflow sensor and a low-restriction air cleaner. (And it still has those big, bright red valve covers!) The aluminum block is designed to improve lubrication and reduce back pressure, while the heads feature refined porting and reshaped combustion chambers, fed 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 10.1:1 to 10.5:1.

Corvette engineers revised the Z06 suspension last year as well, with 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 provided a more controlled ride, and new front brake pads improved durability and fade resistance.