2023 Chevrolet Corvette Z06 Convertible Review: No Drawback Drop-Top – Beragampengetahuan

When the eight-generation Chevrolet Corvette Z06 arrived last year, it dealt a lethal blow to the established players in the sports car market. It’s tremendously powerful, agile in the bends, and price-wise, it tops out where its closest competitors start. Add on the optional track-oriented Z07 package, which gets you semi-slick tires and an aggressive aero package, and it can be a dedicated track car.

It is the best sounding, handling, and most desirable Corvette I’ve ever driven. I even named the Z06 coupe one of the best cars I reviewed all last year. But there’s a problem. As good as I think the targa-top is, the convertible is even better. I thought I had seen the best the Z06 could offer, but I was wrong.

By matching the coupe’s moves on a twisty road, delivering pretty much identical straight-line performance while providing unfiltered access to the LT6’s tremendous howl of an engine note, its driving experience makes it the most exciting Vette yet.

Let’s pull back on the praise for a moment because although I believe the Z06 is one of the best-driving cars on sale today, its looks still haven’t fully grown on me. Last year, having spent a day with it at the global launch, I mentioned that the Z06’s widened arches, aggressive bumpers, and comprehensive aero package improved the Stingray’s awkward stance and overstyled aesthetic. It turned sharp creases into flowing lines, making this car’s design more cohesive.

While an improvement, the Z06 doesn’t fix all of the Stingray’s flaws. It’s still an overly angular thing with bodywork that feels slightly too sharp and a little disjointed front to back. It’s been nearly four years since Chevy pulled the covers off the C8, and already, the Stingray is starting to look dated. I fear I’ll look at the Z06 similarly in a few years. Which isn’t the case for either the C7 or C6. 

My tester is a 3LZ Convertible, the highest trim available. It has carbon-fiber GT2 seats, a carbon steering wheel, and a fully leather-wrapped interior. It’s about as luxurious as the Z06 gets. This test car has a $3,995 carbon fiber ground effects package, $1,295 body-color roof, $495 Spider wheels, and $395 aluminum exhaust tips. Minus the $8,995 Z07 package, this 3LZ represents a virtually fully optioned Z06.

While the Z06 is an all-out supercar fighter, I prefer it without the big rear wing and aggressive front aero. Given how much is already going on in this car’s design, keeping it in its most subtle form is a good move. Even at first glance, it’s clear that you’re not looking at a Stingray. The Z06 has an undeniable presence that doesn’t need the extra aero to make itself known.

Nestled just behind the passenger compartment is the Z06’s naturally aspirated LT6. It’s not only an all-new engine developed specifically for the Z06 but completely dominates the driving experience. It’s a 5.5-liter V8 with a flat-plane crankshaft that doesn’t need forced induction to produce 670 horsepower and 460 pound-feet of torque output. It revs to 8,600 rpm instantly and has one of the most exotic exhaust notes of any car on sale today. It’s a proper howl like you’d expect from a V8 but with an elevated pitch at deafening volume.

Power still goes only to the rear wheels via the same eight-speed dual-clutch transmission in the Stingray. This Z06 came standard with magnetic ride control and an electronic limited-slip differential out back. Put it all together, and despite routing all that power to just two wheels, the Z06 convertible sprints to 60 mph in around 2.7 seconds, only slightly off the coupe’s 2.6-second figure, a delta that’s impossible to feel in the real world.

While the previous-gen C7 Z06 made far more torque at 650 lb-ft, around 190 lb-ft more than the new car, the difference isn’t immediately apparent behind the wheel. The LT6 delivers consistent torque from low in the rev range all the way up the tac. As such, it produces power linearly rather than spiking up as you approach the redline. While you’ll still need to rev the Z06 quite a bit to get the most out of it, the LT6 is eager to spin up, and its gears are closely spaced.

One of the most surprising elements of the mag-ride-equipped Stringray is just how comfortable it is. The Z06, which counts on the same Tour, Weather, Sport, and Track beragampengetahuan modes, is no different. Although technically stiffer than the Stingray, the Z06 still rides exceptionally well. Very few road imperfections translate to passenger discomfort. The dampers remain surprisingly supple even in its all-out Track mode with its sharpened throttle response and dialed-back traction management system. Supple enough to forget you’re in the stiffest setting altogether. 

Pick-up speed and the compliant suspension still keep the Z06 perfectly in check. It corners perfectly flat, and unlike the Stingray, it doesn’t understeer as you push it. Although it may resemble the Stingray, the pair are worlds apart from a driving standpoint, with the Z06 far surpassing its sibling.

To keep its speed in check, the Z06 gets upgraded Brembo brakes, not available for the Stingray, measuring 14.6-in upfront and 15-in in the rear. Given their steel construction, they’re nicely suited for around-town driving as they don’t require much heat to deliver a firm bite, and they’re almost impossible to stress in the real world. For track use, the Z07 package offers carbon-ceramics.

The Z06 Convertible lugs around an extra 100 pounds thanks to its metal folding roof, bringing its dry weight up to 3,599 lb, or likely closer to 3,800 lb with fluids. Despite this delta, the pair are indistinguishable in terms of real-world performance. The C8’s structure is stiff enough that no additional strengthening or suspension changes were required to make it a drop-top. Thus, you pay no penalties for having instant access to its fantastic soundtrack.

The biggest differentiator within the Z06 range is the Z07 package. The carbon-fiber wheels take out around 41 lb of unsprung weight, drastically affecting how quickly the car turns into corners, while its aero package generates up to 734 lb of downforce. For track purposes, it’s a must. For spirited drives on the road? You’ll likely never even come close to testing the standard car’s limits.

This is what makes the Z06 such a standout car. Despite its price point undercutting its competitors, there’s still a strong sense that a massive amount of time and attention to detail has been exercised in its development. Everything feels nicely dialed in and responsive, from steering to brakes and suspension. I’d love to nitpick some drawbacks, but in terms of how it drives, the Z06 Convertible is almost faultless.

Inside, the cabin is reminiscent of the Stingray’s, albeit with tons of carbon fiber. This tester featured the $4,995 level two carbon fiber interior trim, meaning almost any trim piece that isn’t wrapped in leather is made of the lightweight material. Aesthetically, I’m not a fan of carbon-fiber-filled cabins, but in this case, limiting the amount of plastic trim pieces makes the Z06’s interior feel decidedly elevated. 

As part of the 3LZ trim level mentioned earlier, this Z06’s interior is almost entirely wrapped in leather. This tester combines a two-tone Tension Blue and Twilight Blue interior, which complements the exterior Elkhart Lake Blue finish nicely. The standard GT2 seats are perforated, allowing for both heating and cooling.

The C8’s driver-focused interior is aging remarkably well. While the long row of buttons on the center console can be daunting at first, memorizing each button’s position is easy, eventually not requiring a look to make adjustments. It’s reasonably spacious, too, easily accommodating folks well above six feet tall without issue.

When developing the Z06, Chevy thankfully didn’t pull out the sound deadening found in the Stingray. Although more noise comes in from the wider tires and stiffer suspension, it’s still relatively low for a proper supercar. Combined with the forgiving dampers, the Z06 is a great commuter and a formidable road trip car.

The 2023 Chevrolet Corvette Z06 coupe starts at $106,395, while the convertible is higher at $113,895, including a 1,395 destination charge. However, my 3LZ tester carries a $127,245 base price. Optional extras such as its $4,995 carbon fiber interior trim, $3,995 carbon fiber ground effects, and $2,595 front-axle lift system, to name a few, push its as-tested price up to $144,210. 

Its closest competitor, the Porsche 911 GT3, starts just below $170,000 but can surpass $200,000 once fitted with options. Compare the Z06 with any of Italy’s best; it comes in at well below half its supercar equivalents. The Corvette has always represented a value proposition, and while the C8 pushes the American sportscar into a higher tax bracket, its undercutting philosophy remains unchanged. 

The 2023 Chevrolet Corvette Z06 Convertible achieves nearly all of its goals. It’s quick, consistently delivering sub-three-second 0-60 times despite lugging around a metal folding roof. It’s agile, combining a widened track, carefully calibrated suspension, and sticky rubber to dominate a canyon road. And perhaps most important of all, it achieves these feats at a price point that its competitors can’t touch. 

While its looks haven’t managed to grow on me, the Z06 is so good at just about everything else that I’d be willing to forgive its ugly mug. This Corvette, and more precisely its high-revving naturally aspirated engine, serves as a reminder that what makes a great sports car isn’t just its stat sheet or flashy aesthetic.

The Z06 prioritizes fun and the experience behind the wheel, something too many of its competitors have forgotten how to do. It’s the kind of car you can’t stop thinking about once you beragampengetahuan. It’s undoubtedly stuck in my head, and I’m sure it’ll work its way into yours, too.