Weather allowing, convertibles should always be driven with the top down. And since the red ragtop was equipped with the new-for-'05 optional power top mechanism, this was the perfect opportunity to see how well it works. After releasing the two latches on the windshield header, (the shifter goes to park; I don't know what gear for six-speeds), pull the parking brake on, push on and hold some pressure on the brake pedal, and then push and hold the top button. The forward portion of the top rises, followed by the rear section lifting off of the deck. Then, the deck/tonneau cover opens rearward, the top drops into the compartment, and the cover drops back in place. It operates just like a C5 convertible top-without the quite minor effort. I didn't time the operation, either down or up, but would guess that it takes no more than 15-20 seconds. It works quite well, but if I were in a position to get a C6 convertible, I'd probably stick with the manually operated top. Just a personal opinion.
If a car is going to creak and groan, it'll be most noticeable in a convertible with the top down, and the best place to find out how solid a convertible's structure really is, is on twisty roads with surface irregularities-you know, potholes and pavement patches-and elevation changes. While in the six-speed/Z51 coupe, I'd found some roads west and north of Novi-which is itself west-northwest of Detroit-that fit all of the above requirements and returned there with the convertible. The convertible comported itself with perfect aplomb. Not only that, but it handled the worst of roads I could throw at it while feeling more "of a piece" than my '00 coupe. I detected no cowl shake and no creaks or groans-nothing but the sense of a rock-solid structure beneath the new skin. And while that new chassis and inner body structure look remarkably similar to the C5's, it is almost 100-percent changed, and those changes have made an already solid platform even better.
As soon as you start to drive a C6 you'll notice the increase in power. The new LS2's seemingly modest 305cc (18 cubic inches) increase in displacement, combined with LS6-based cylinder heads; a new intake manifold and larger bore throttle body; revised cam timing; and an entirely new exhaust system that starts with thinner-wall exhaust manifolds, no "pup" (or pre) catalytic converters, new higher-flow and more efficient dual cats, and new higher-flow (but painfully quiet at light throttle applications) mufflers running for and aft rather than transverse la the C5, blend seamlessly together to produce a serious big-block-style low-end grunt-400 SAE net lb-ft of torque at 4,400 rpm. At the same time, the LS2 makes serious horsepower on the top end-400 net at 6,000 rpm and revs to a 6,500 rpm redline (fuel cut-off is 6,600). This new powerplant makes the very capable LS1 seem a little limp-wristed by comparison.
While the new LS2's power output is very similar to the Z06's LS6 on paper (400 hp at 6,000 rpm and 400 lb-ft of torque at 4,400 rpm vs. 405 hp at 6,000 rpm and 400 lb-ft of torque at 4,800 rpm), the LS2's delivery feels entirely different. A Z06 feels less powerful at lower rpm but screams and lunges towards its redline under full throttle. It's a heady sensation. The C6's LS2 has more low-end thrust; even at light low-rpm throttle tip-in, a C6 surges forward. Response is immediate at any rpm and any degree of throttle application. Even a base convertible with an automatic transmission responds impressively hard. The difference from LS1 to LS2 is very significant and very noticeable!