Returning member, Z06 or m6 coupe
10-22-2016, 12:06 PM
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Returning member, Z06 or m6 coupe
I had a 1996 C/E LT1 that I sold a few years ago. Looking to purchase a C5, coupe m6 or a Z06 as a daily driver. I live in the NYC area, and just retired. Can you recommend one, I know there are some big differences between both.
Thanks
Thanks
10-22-2016, 01:20 PM
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Most here will probably say get the Z06 all things being equal - condition, color you want, options, etc., as well as a price in your budget range.
But, it's really a decision you have to make. Do you want some open air driving - the coupe has the targa top to make that happen. How much storage space do you need in the car? Just some of the things to think about.
But, it's really a decision you have to make. Do you want some open air driving - the coupe has the targa top to make that happen. How much storage space do you need in the car? Just some of the things to think about.
10-22-2016, 05:23 PM
#3
1/4 mile/AutoX
Just for your reading pleasure, the difference between base and Z O 6.
Z06's....
Aluminum Block
The aluminum block casting on the LS6 deletes machined holes in the LS1 bulkhead and adds cast-in "windows" that allow better bay-to-bay breathing. On the downstroke, the pistons push air back toward the crankcase, creating backpressure or resistance, and that translates into parasitic horsepower loss because it resists piston motion. With the overtravel windows, air is allowed to move more freely between crankcase bays, thus relieving the unwanted pressure.
Pistons
LS6 pistons are cast from high-strength M142 aluminum alloy and reshaped with a slightly different profile than those in the LS1. In side view, the LS6 pistons have a slight barrel shape, almost imperceptible to the naked eye. The new alloy increases engine durability at racetrack operating levels, while the shape reduces internal mechanical noise.
Increased Compression
The LS6's aluminum cylinder heads are cast with pent-roof combustion chambers that are smaller than the LS1's. Compression ratio increases from 10.1:1 to 10.5:1, improving thermal efficiency and increasing horsepower. Intake and exhaust ports in the LS6 head are refined and more precisely cast, contributing to the engine's overall increase in volumetric efficiency.
High-Profile Camshaft
The LS6-specific, steel-billet camshaft contributes more than any other single piece of hardware to the LS6's horsepower gain. In simple terms, the cam opens the valves quicker and allows more air to flow into the combustion chambers. Cam lift increases from the LS1's 12.7mm to 13.3mm.
Stronger Valve Springs
To accommodate valve operation with the high lift/long duration cam, the LS6's valve springs are stiffer and sturdier. They are made from the same steel wire as those in the LS1 but are wound tighter for a higher spring rate.
Fuel Injectors
Additional air flowing into the LS6 heads would serve no purpose without an equivalent increase in the amount of fuel to take advantage of it. New injectors increase maximum fuel delivery from the LS1's 3.3 grams per second to 3.6 grams per seconds, for a 10 percent improvement.
Internal PCV System
The LS6's application in the Corvette Z06 creates additional demands on the crankcase ventilation system. The Z06 is capable of cornering at more than 1 lateral g, requiring a special high-performance ventilation system. To prepare the Z06 for all-out driving, the LS6's PCV system is moved into the engine's V, or valley. The unique aluminum valley cover incorporates composite oil-separating baffles and PCV plumbing. All of this reduces oil consumption during high-performance driving and, as an added benefit, also reduces the amount of external plumbing, eliminating potential oil-leak sources.
Exhaust Manifolds
Thin-wall cast-iron exhaust manifolds replace the previous stainless steel manifolds to improve durability, given the LS6 engine's potential for being involved in sustained high-speed driving.
Exhaust System
To further maximize the breathing capabilities of the LS6 and significantly reduce vehicle mass, a new titanium exhaust system was developed for the Z06. This marks the first-ever use of titanium in the exhaust system of a mass-production vehicle. The titanium portion of the Z06's exhaust system starts just forward of the rear axle, then goes over the top of the axle to the muffler. The entire muffler, all of its internal parts and exterior skin, the outlet pipes, including the exhaust tips, are constructed of titanium. The Z06 muffler is a completely new design featuring larger-diameter louver tubes inside the mufflers to reduce backpressure and provide less restriction for the exhaust gases flowing through the system. The exhaust tips are different too, with four 3.5-in.-dia. tips to visually set the Z06 apart from the standard Corvette. Titanium offers a lower density than steel, and higher strength than either magnesium or aluminum at all temperatures. It reduces the Z06's weight by 17.6 pounds a whopping 50 percent reduction compared to the weight of the stainless steel exhaust system used on the Corvette coupe and convertible. In addition to easing exhaust gas restrictions, reducing mass and looking distinctive, this exhaust system sounds more aggressive than that of the standard Corvette. Considerable time and effort went into the design and tuning of the mufflers to ensure an exhaust note that would be unique to the Z06.
Powertrain Enhancements
In addition to providing more power and better fuel economy, Corvette engineers upgraded the operation and durability of the rest of the Corvette powertrain.
Stronger Driveshaft
The driveshaft is upgraded from a metalmatrix composite to aluminum alloy 6061, and it is increased in diameter from 55mm to 63mm. Driveshaft couplings have also been upgraded on manual-equipped models for additional strength and durability.
M12 6-Speed Manual
This transmission is unique to the Z06, and is the only transmission available for that model. It is not available on Corvette coupes or convertibles. It has more aggressive gearing to increase torque multiplication in most forward gears, allowing for more rapid acceleration and more usable torque at higher speeds. A transmission temperature sensor was added to protect the M12 from higher thermal stresses. The sensor warns the driver via the Driver Information Center with a TRANS OVER TEMP light if thermal loads become excessive, meaning that the transmission could be damaged if not allowed to cool down.
Gear Ratios
LS1/MM6 LS6/M12
1st Gear 2.66:1 2.97:1
2d Gear 1.78:1 2.07:1
3d Gear 1.30:1 1.43:1
4th Gear 1.00:1 1.00:1
5th Gear 0.74:1 0.84:1
6th Gear 0.50:1 0.56:1
Reverse 2.90:1 3.28:1
Synchronizers
Carbon blocker rings have been installed on all manual transmission forward gears to provide for smoother shifts and additional robustness.
FE4 Suspension
The Z06 features a suspension system all its own designated FE4. It's not available on other Corvette models but is standard equipment on the Z06. It features a larger front stabilizer bar, a stiffer rear leaf spring, revised camber settings and unique shock calibrations, all engineered with a bias toward maximum control during high-speed operation. The suspension component specifications are: Front stabilizer bar diameter (hollow): 30mm with 4.5mm-thick walls. Rear transverse composite spring leaf: 125 N/mm versus 113 N/mm of the Z51. Camber, front and rear: Z06: -0.75° (coupe/convertible: -0.25°). The Z06's negative camber helps to keep the tire flatter in relation to the road, and raises the tire contact patch for greater grip while cornering. When coupled with other special Z06 components, the combination provides unparalleled, all-out racetrack performance, which is what the Z06 is all about. During development testing, Corvette engineers were able to generate racetrack speeds that improved Z06 performance by an average of 3 to 4 seconds per lap over last year's hardtop model on typical 2-mile closed-circuit road courses. This we were able to test for ourselves at the Mid-Ohio Sports Car Course in Lexington, where we had the chance to drive a standard coupe and a Z06, back to back.
Wheels
Z06 wheels are wider front and rear than those on the standard Corvette: The new wheels are also one of the visual identifiers for the Z06, letting onlookers know that this car is something special. They are uniquely styled, and are the most mass-efficient aluminum wheels ever produced for Corvette. They are painted a light metallic gray, and show off the Z06's red brake calipers, especially when the car is in motion. Each wheel's center cap has a red Corvette crossed-flags emblem for added identification when the car is at rest.
Tires
Goodyear has specifically designed new wider, stickier tires for the Z06. Called Goodyear Eagle F1 SC (Supercar) tires, they allow the Z06 to handle, brake and perform better than any production Corvette, ever. Sizewise, the new tires differ from the Goodyear Eagle F1 GS EMT tires on coupes and convertibles as follows: While larger, these tires are much lighter than the EMT tires, reducing mass by a total of 23.4 pounds. The Eagle F1 SC tires have an asymmetric tread pattern to enable the fantastic cornering capabilities of the Z06. With the asymmetric pattern, the outside shoulder of the tire performs well in the dry, while the inside tread performs well in the wet. Taking mass out of the tires is extremely beneficial for wheel control because it reduces unsprung weight. It also reduces rotational mass, which improves acceleration and braking performance. Wheel control on the Z06 is also improved due to the more compliant sidewalls on these new, non-EMT tires. Because these tires do not have the "run flat" capabilities of the EMT tires, it was necessary to develop a process for dealing with tire punctures, since Corvettes do not come equipped with a spare tire. In the case of the Z06, a GM Tire Inflator Kit is included that is capable of sealing punctures up to 5mm in diameter. The kit consists of a squeeze bottle filled with a non-flammable latex compound in an aqueous base, a nozzle that attaches to the tire valve, and a mini air compressor with a 12-volt adapter that plugs into the car's accessory power outlet. The latex compound in the tire inflator kits is not compatible with the tire valves used in Corvette's standard tire pressure monitoring system, so regular tire valves are used and that option is not offered on the Z06. There is a mass reduction of just over a half-pound as a result.
The Z06 receives several other refinements in addition to its unique engine, suspension, wheels and tires that either help it to be more functional or serve to differentiate its appearance, sometimes both.
Having the best of both worlds reduced weight and increased power makes the Corvette Z06 a force to be reckoned with, on or off the track.
Air Management
Functional air inlets in the center of the front fascia deliver cool air to the intake system. New air scoops on the rear rocker panels funnel air to the rear brakes for better cooling. Z06 rear brake temperatures are reduced by as much as 10 percent under competition conditions. Brake fade and wear are greatly reduced.
Appearance
Z06 emblems are placed on the front fenders. Front and rear disc brake calipers on the Z06 are painted red. Inside, the Z06 includes a different instrument cluster with stylized graphics and a higher 6500 rpm redline.
The Z06's leather-trimmed seating surfaces include additional side bolstering to hold driver and passenger firmly in place during high lateral load maneuvers, and a Z06 logo is embroidered into the headrests.
Z06's....
Aluminum Block
The aluminum block casting on the LS6 deletes machined holes in the LS1 bulkhead and adds cast-in "windows" that allow better bay-to-bay breathing. On the downstroke, the pistons push air back toward the crankcase, creating backpressure or resistance, and that translates into parasitic horsepower loss because it resists piston motion. With the overtravel windows, air is allowed to move more freely between crankcase bays, thus relieving the unwanted pressure.
Pistons
LS6 pistons are cast from high-strength M142 aluminum alloy and reshaped with a slightly different profile than those in the LS1. In side view, the LS6 pistons have a slight barrel shape, almost imperceptible to the naked eye. The new alloy increases engine durability at racetrack operating levels, while the shape reduces internal mechanical noise.
Increased Compression
The LS6's aluminum cylinder heads are cast with pent-roof combustion chambers that are smaller than the LS1's. Compression ratio increases from 10.1:1 to 10.5:1, improving thermal efficiency and increasing horsepower. Intake and exhaust ports in the LS6 head are refined and more precisely cast, contributing to the engine's overall increase in volumetric efficiency.
High-Profile Camshaft
The LS6-specific, steel-billet camshaft contributes more than any other single piece of hardware to the LS6's horsepower gain. In simple terms, the cam opens the valves quicker and allows more air to flow into the combustion chambers. Cam lift increases from the LS1's 12.7mm to 13.3mm.
Stronger Valve Springs
To accommodate valve operation with the high lift/long duration cam, the LS6's valve springs are stiffer and sturdier. They are made from the same steel wire as those in the LS1 but are wound tighter for a higher spring rate.
Fuel Injectors
Additional air flowing into the LS6 heads would serve no purpose without an equivalent increase in the amount of fuel to take advantage of it. New injectors increase maximum fuel delivery from the LS1's 3.3 grams per second to 3.6 grams per seconds, for a 10 percent improvement.
Internal PCV System
The LS6's application in the Corvette Z06 creates additional demands on the crankcase ventilation system. The Z06 is capable of cornering at more than 1 lateral g, requiring a special high-performance ventilation system. To prepare the Z06 for all-out driving, the LS6's PCV system is moved into the engine's V, or valley. The unique aluminum valley cover incorporates composite oil-separating baffles and PCV plumbing. All of this reduces oil consumption during high-performance driving and, as an added benefit, also reduces the amount of external plumbing, eliminating potential oil-leak sources.
Exhaust Manifolds
Thin-wall cast-iron exhaust manifolds replace the previous stainless steel manifolds to improve durability, given the LS6 engine's potential for being involved in sustained high-speed driving.
Exhaust System
To further maximize the breathing capabilities of the LS6 and significantly reduce vehicle mass, a new titanium exhaust system was developed for the Z06. This marks the first-ever use of titanium in the exhaust system of a mass-production vehicle. The titanium portion of the Z06's exhaust system starts just forward of the rear axle, then goes over the top of the axle to the muffler. The entire muffler, all of its internal parts and exterior skin, the outlet pipes, including the exhaust tips, are constructed of titanium. The Z06 muffler is a completely new design featuring larger-diameter louver tubes inside the mufflers to reduce backpressure and provide less restriction for the exhaust gases flowing through the system. The exhaust tips are different too, with four 3.5-in.-dia. tips to visually set the Z06 apart from the standard Corvette. Titanium offers a lower density than steel, and higher strength than either magnesium or aluminum at all temperatures. It reduces the Z06's weight by 17.6 pounds a whopping 50 percent reduction compared to the weight of the stainless steel exhaust system used on the Corvette coupe and convertible. In addition to easing exhaust gas restrictions, reducing mass and looking distinctive, this exhaust system sounds more aggressive than that of the standard Corvette. Considerable time and effort went into the design and tuning of the mufflers to ensure an exhaust note that would be unique to the Z06.
Powertrain Enhancements
In addition to providing more power and better fuel economy, Corvette engineers upgraded the operation and durability of the rest of the Corvette powertrain.
Stronger Driveshaft
The driveshaft is upgraded from a metalmatrix composite to aluminum alloy 6061, and it is increased in diameter from 55mm to 63mm. Driveshaft couplings have also been upgraded on manual-equipped models for additional strength and durability.
M12 6-Speed Manual
This transmission is unique to the Z06, and is the only transmission available for that model. It is not available on Corvette coupes or convertibles. It has more aggressive gearing to increase torque multiplication in most forward gears, allowing for more rapid acceleration and more usable torque at higher speeds. A transmission temperature sensor was added to protect the M12 from higher thermal stresses. The sensor warns the driver via the Driver Information Center with a TRANS OVER TEMP light if thermal loads become excessive, meaning that the transmission could be damaged if not allowed to cool down.
Gear Ratios
LS1/MM6 LS6/M12
1st Gear 2.66:1 2.97:1
2d Gear 1.78:1 2.07:1
3d Gear 1.30:1 1.43:1
4th Gear 1.00:1 1.00:1
5th Gear 0.74:1 0.84:1
6th Gear 0.50:1 0.56:1
Reverse 2.90:1 3.28:1
Synchronizers
Carbon blocker rings have been installed on all manual transmission forward gears to provide for smoother shifts and additional robustness.
FE4 Suspension
The Z06 features a suspension system all its own designated FE4. It's not available on other Corvette models but is standard equipment on the Z06. It features a larger front stabilizer bar, a stiffer rear leaf spring, revised camber settings and unique shock calibrations, all engineered with a bias toward maximum control during high-speed operation. The suspension component specifications are: Front stabilizer bar diameter (hollow): 30mm with 4.5mm-thick walls. Rear transverse composite spring leaf: 125 N/mm versus 113 N/mm of the Z51. Camber, front and rear: Z06: -0.75° (coupe/convertible: -0.25°). The Z06's negative camber helps to keep the tire flatter in relation to the road, and raises the tire contact patch for greater grip while cornering. When coupled with other special Z06 components, the combination provides unparalleled, all-out racetrack performance, which is what the Z06 is all about. During development testing, Corvette engineers were able to generate racetrack speeds that improved Z06 performance by an average of 3 to 4 seconds per lap over last year's hardtop model on typical 2-mile closed-circuit road courses. This we were able to test for ourselves at the Mid-Ohio Sports Car Course in Lexington, where we had the chance to drive a standard coupe and a Z06, back to back.
Wheels
Z06 wheels are wider front and rear than those on the standard Corvette: The new wheels are also one of the visual identifiers for the Z06, letting onlookers know that this car is something special. They are uniquely styled, and are the most mass-efficient aluminum wheels ever produced for Corvette. They are painted a light metallic gray, and show off the Z06's red brake calipers, especially when the car is in motion. Each wheel's center cap has a red Corvette crossed-flags emblem for added identification when the car is at rest.
Tires
Goodyear has specifically designed new wider, stickier tires for the Z06. Called Goodyear Eagle F1 SC (Supercar) tires, they allow the Z06 to handle, brake and perform better than any production Corvette, ever. Sizewise, the new tires differ from the Goodyear Eagle F1 GS EMT tires on coupes and convertibles as follows: While larger, these tires are much lighter than the EMT tires, reducing mass by a total of 23.4 pounds. The Eagle F1 SC tires have an asymmetric tread pattern to enable the fantastic cornering capabilities of the Z06. With the asymmetric pattern, the outside shoulder of the tire performs well in the dry, while the inside tread performs well in the wet. Taking mass out of the tires is extremely beneficial for wheel control because it reduces unsprung weight. It also reduces rotational mass, which improves acceleration and braking performance. Wheel control on the Z06 is also improved due to the more compliant sidewalls on these new, non-EMT tires. Because these tires do not have the "run flat" capabilities of the EMT tires, it was necessary to develop a process for dealing with tire punctures, since Corvettes do not come equipped with a spare tire. In the case of the Z06, a GM Tire Inflator Kit is included that is capable of sealing punctures up to 5mm in diameter. The kit consists of a squeeze bottle filled with a non-flammable latex compound in an aqueous base, a nozzle that attaches to the tire valve, and a mini air compressor with a 12-volt adapter that plugs into the car's accessory power outlet. The latex compound in the tire inflator kits is not compatible with the tire valves used in Corvette's standard tire pressure monitoring system, so regular tire valves are used and that option is not offered on the Z06. There is a mass reduction of just over a half-pound as a result.
The Z06 receives several other refinements in addition to its unique engine, suspension, wheels and tires that either help it to be more functional or serve to differentiate its appearance, sometimes both.
Having the best of both worlds reduced weight and increased power makes the Corvette Z06 a force to be reckoned with, on or off the track.
Air Management
Functional air inlets in the center of the front fascia deliver cool air to the intake system. New air scoops on the rear rocker panels funnel air to the rear brakes for better cooling. Z06 rear brake temperatures are reduced by as much as 10 percent under competition conditions. Brake fade and wear are greatly reduced.
Appearance
Z06 emblems are placed on the front fenders. Front and rear disc brake calipers on the Z06 are painted red. Inside, the Z06 includes a different instrument cluster with stylized graphics and a higher 6500 rpm redline.
The Z06's leather-trimmed seating surfaces include additional side bolstering to hold driver and passenger firmly in place during high lateral load maneuvers, and a Z06 logo is embroidered into the headrests.
10-22-2016, 06:58 PM
#5
Instructor
I picked a M6 Coupe over a Z06 because honestly I liked the look of the couple vs FRC. Not to mention I was gonna mod it so performance wasn't a big deal because they would have the same end results.
10-22-2016, 07:17 PM
#6
Le Mans Master
Well... if you end up with the same power and same or bigger tires, you still have 130# extra weight and less deep first gears. But for the most part, yes...
10-22-2016, 08:04 PM
#7
Race Director
Member Since: Dec 2010
Location: Atlanta, GA
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2020 Corvette of the Year Finalist (performance mods)
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if the frc body never existed I wouldn't have bought a c5
... the perfofmance differences weren't so much a factor to me as the body style because you can always add mods to cater to your needs... now if you plan to leave the car stock then the z06 will no doubt have a definite performance advantage... it really boils down to what you want and not what we think
... the perfofmance differences weren't so much a factor to me as the body style because you can always add mods to cater to your needs... now if you plan to leave the car stock then the z06 will no doubt have a definite performance advantage... it really boils down to what you want and not what we think
Last edited by neutron82; 10-22-2016 at 08:05 PM.
10-22-2016, 10:15 PM
#8
Racer
If you put a C5 coupe and a Z06 in front of me, I am taking the Z06 all day long.
I went from a 2002 Camaro SS to a 1999 C5 so the performance increase (or decrease) isn't noticable to me. In fact, I think my Camaro was faster. Corvette is more pure of a sports car and definitely handles better.
From what I have read here, the Z06 is a totally different beast. And judging by prices/availability in my area people who own them are starting to realize that. They seem to be creeping up ever so slightly in price, at least where I am. They seemed to have bottomed out as far as depreciation goes.
My next, and last sports car, is going to be a 2003/2004 Z06 - even though we could get a C6 Z, I just like the looks of the C5. It is a beautiful car - to me one of those cars that GM got "right" IMHO.
I went from a 2002 Camaro SS to a 1999 C5 so the performance increase (or decrease) isn't noticable to me. In fact, I think my Camaro was faster. Corvette is more pure of a sports car and definitely handles better.
From what I have read here, the Z06 is a totally different beast. And judging by prices/availability in my area people who own them are starting to realize that. They seem to be creeping up ever so slightly in price, at least where I am. They seemed to have bottomed out as far as depreciation goes.
My next, and last sports car, is going to be a 2003/2004 Z06 - even though we could get a C6 Z, I just like the looks of the C5. It is a beautiful car - to me one of those cars that GM got "right" IMHO.
10-22-2016, 10:23 PM
#9
Pro
You said you live in the NYC area.If that includes more traffic than open road,i would get an automatic which rules out the Z06. I really like my Z06, but for stop and go traffic a manual gets old real quick.
10-22-2016, 10:51 PM
#10
1/4 mile/AutoX
If I had to do it over I would have bought a Z instead of a coupe !!!! So before I die a C 7 ZO 6 !!!!!!!!
10-22-2016, 11:06 PM
#11
if the frc body never existed I wouldn't have bought c5... the perfofmance differences weren't so much a factor to me as the body style because you can always add mods to cater to your needs... now if you plan to leave the car stock then the z06 will no doubt have a definite performance advantage... it really boils down to what you want and not what we think
... the perfofmance differences weren't so much a factor to me as the body style because you can always add mods to cater to your needs... now if you plan to leave the car stock then the z06 will no doubt have a definite performance advantage... it really boils down to what you want and not what we thinkLast edited by Roddy13; 10-22-2016 at 11:07 PM.
+2 go with an automatic, you'll never get to stretch out the z06
10-23-2016, 08:43 AM
#13
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In NYC, I would most likely not get past 2nd. From the posts an automatic coupe might be a choice. I definitely have to check both out. Will post which vette I buy.
Thanks
Thanks
10-23-2016, 02:24 PM
#16
Melting Slicks
Z06 hands down, unless you are looking to take the top off.
10-23-2016, 02:48 PM
#17
Racer
also, and perhaps even more importantly, driving a stick in Manhattan makes almost no sense at all. Go with the 4 speed coupe, enjoy open air driving when the impulse is there, and you'll never regret it. With an M6, you stand a good chance of regretting it before long, and far too often when stuck in traffic.
Last edited by speedmaster64; 10-23-2016 at 02:49 PM.
10-23-2016, 05:43 PM
#18
Melting Slicks
For a fun vette, non-commuting type, the Z would be my only choice (unless you wanted a vert of course). I worked in the high traffic New York/Jersey area for 30+ years and my fun cars for a lot of that time was a 911 5spd and a 71 454 4spd. Once in a while would try the commute in one of the toys which would rapidly bring me back to reality and the joy of an automatic commuter car for dealing with an hour of bumper to bumper traffic. Take care!
10-24-2016, 09:11 AM
#19
Pro
Here we go again.......
Z06!!
Z06!!
10-24-2016, 12:25 PM
#20
Melting Slicks
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There are a lot of loyal Z06 owners. For me it depends on how you plan on driving. Do you really need more than 350 horsepower? If you are not going to the track and it's a daily driver the base model is fine. Wanna drag race, get the Z. Wanna autocross get a Miata. Like getting your hands dirty, do a bunch or mods with mail order parts. Personally I went with the vert and am not fond of the FRC looks.