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The fifth-generation Chevrolet 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 Chevy Corvette 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.

The Corvette 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 128 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.

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 6,000 rpm and 400 foot-pounds of torque at 4,800. 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 camshaft, 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 LEW (low emission vehicle) status.

The Corvette Z06 uses the same double-wishbone 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.

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Corvettes come with comfortable cabins, something that wasn't always true with previous-generation models. Low doorsills and narrow side rails make getting in and out easier than before and there's more room for driver and passenger. There's also a real trunk; arriving at the airport after a trip halfway around the world, we were able to cram two huge duffel bags into a coupe. The other major improvement is the elimination of the rattles and stress squeaks that have haunted Corvettes for so long. Its handsome analog gauges are easier to use and more satisfying than digital displays.

Convertibles come with a top that stows neatly under a flap that folds flat at the forward edge of the trunk lid. You'll need to read the owner's manual to figure out how to use it, however. The top is made of high-quality material with a glass rear window. The top seals well - there were no leaks in our car wash test or our high-speed wind test.

The coupe isn't exactly quiet and there is more interior noise in the convertible than the coupe, and even more in the Z06, as we mentioned. However, this is a sports car, and noise - particularly the calculated growl of that terrific new V8 - is part of the deal.