Another area of significant improvement, Schorr notes, is in the cockpit. "I'm 6 feet, 2 inches," he says, "and there is plenty of room in the car for me. I don't feel claustrophobic with the top up. Sitting in the car feels so right, like you're wearing it instead of riding inside it. And when the top's up, the C6 is amazingly quiet."
But as good as the interior is, Schorr sees the need for further improvement. "The seats could be better," he notes, "and the interior finish could be improved. It just doesn't match the interior-quality levels of the high-market sports cars."
Despite its prodigious output, the C6 delivers excellent fuel economy, thanks in large part to an engine-management system that is among the finest in the world. "The first thing I'm asked by other enthusiasts is when I'm going to 'chip it,'" Schorr says. "That's all well and good for people who want more performance, but as far as I am concerned, more than 400 horsepower, 0-60 under 5 seconds, and a 180-mph top speed are plenty for me. I've talked to many GM engineers who've told me that an aftermarket program won't do much to improve the overall balance of the car. Besides, I never expect to go 180 mph as it is now!"
Today's C6 and the '67 are separated by more than just the span of 40 years, and the differences between the two go much deeper than engineering and technology. "The C6 is superior in all respects," Schorr says, "but I gotta tell you, there's nothing like a '67 big-block Corvette."
Aside from collector-car cachet, the area in which the two Vettes may differ most radically is in the level of personalization available to their original buyers. "With the older cars, you optioned them how you wanted to drive them-with power steering or not, with a hydraulic- or solid-lifter engine, with power windows or a race-ready suspension," Schorr says. "No self respecting hot-rodder like myself would be caught dead driving a car with a low-horsepower, hydraulic-lifter, small-block engine. Even air conditioning was a no-no. But that's all changed now. With the C6 you get the full array of speed, economy, comfort, and ergonomics, all in one package. And I still find it incredible how much GM can give you for the price."
Zora Duntov and the C6
Because of his long friendship with Zora Arkus-Duntov-and some of the wild rides he took with Duntov in special engineering vehicles-Schorr is often asked what the Corvette paterfamilias would have thought of the C6. "I've ridden with race-car drivers, but nothing was ever as exciting as riding with Duntov," Schorr says. "I did it more than a couple of times, the last being his final trip through the press previews prior to his retirement party in one of those IMSA-bodied roadsters with an L88. He took me out on the high-speed oval and just terrified me. He talked all the way through it, explaining what was happening to the car. The man could make a Corvette dance. I treasure those rides, and I can remember them as clearly as if it were yesterday.
"If Zora were driving my C6 today, he'd have a cigarette dangling out of the side of his mouth, and he'd talk throughout the whole process of going through the gears and explaining the dynamics of the car.
"I think the C6 would surprise the hell out of him. He'd flip the suspension from Tour to Sport, and then he'd put the shifter in the Sport mode and paddle-shift the C6 at maximum rpm. And he'd still scare the crap outta me. He would probably tickle the redline and get a little fuel starvation and then back down. He would find it was so easy to go fast in the car...he wouldn't have to fight it and drive it as hard as he did in the old Corvettes. But believe me, he would still make the C6 dance. He was the man. Regardless of how good the Corvette engineers are today--and believe me, they're extremely good--Zora Duntov will always be 'The Man'."