t.renz791

Hey fellas. I'm wondering if you guys can outline the differences between an 99-00 FRC and a Z06. Obviously the HP, tranny are stouter in a Z06, but I am more interested in the differences between the Z51 suspension and that of a Z06, as the car will see plenty of auto cross and hopefully some hpde's.

Specifics like spring rates and sway bar sizes would be awesome.

THANKS!!

Hib Halverson

The big difference between FE3 (the suspension on Z51s) and FE4 (the suspension on Z06es) are:

Better tires and wider wheels.
Shock valving
bigger front bar
higher rate rear spring
more robust stab. bar links

Also, with FE3, there is a difference between 01-03 and 04 in shock valving. On most AutoX courses and smooth road race tracks you won't notice that much between the two, but on a track with a lot of dips and undulations, you will.

There are also difference in brakes, better front pads and additional rear brake cooling come on Z06e.

The transmission in a Z06 is not really that much "stouter" but it does have differentd ratios to improve acceleration performance over a base manual.

t.renz791

Thanks for the response Hib, but I am looking to get a little more in depth- specific spring rates and sway bar sizes.

Also, is the steering ratio quicker on a Z06?

Hib Halverson

I don't have spring rate data other than knowning the FE4 rear is about 10% higher than the Z51 rear and that both FE3 and 4 use the same front spring. More information than that is difficult, but not impossible to come-by. You're best bet is a shop that spends a lot of time setting up road race Corvettes.

The bar diameters are 28.6 mm for FE3 ft and 30 mm for FE4 ft. Rear bar is 21.7 mm for both. I do.

All C5 steering racks are the same ratio. Effort curves might be different, however.

t.renz791

I guess I would really have to drive both. With nice FRC's available for around 20,000.... they are hard to resist. Lots of money left over for tires and brakes!

rbartick

http://www.idavette.net/hibz06/index.htm

http://www.c5registry.com/2k2z06/index.htm

2000frc

I have owned a 85 95 and 2000 frc. I had the frc for a year and half and put 34000 miles on the car. I recently purchased a 2001 zo6 and let me tell you i had driven one prior but. Drive the car for a week and you relize this car does not feel like a corvette it feels like a track car. the frc is smother and the gears are much longer. My frc had no rear option and you could do up to 80 in 2nd. with the z i now use third. well sometimes i think why did i go to the trouble of switching (nice mod frc) and then i step on the gas never felt anything even close!

AFVETTE

While I love my Z, if I were on a limited budget and found a mint low mileage 99/00 FRC knowing what I now know I'd be all over it.

I'd do a couple of things right off, loose the run flats. They are the weakest link in the C5 suspension. I'd shop around for some nice used Z06 wheels and Z size tires probably the Michelin PS2's. Then I'd do the usual intake/exhaust bolt-on's. I'm guessing you'll need to come with about $2500 (if you get luckly and find some deals in the For Sale section). So your out the door cost could be less than $23 to $24K depending on the final cost of the car. There aren't may Z's selling for that kind of money and to be honest if I saw one advertised for that I'd run away.

Of course you'll be short about 40 HP at that point, however a good set of LT headers and LS1 Edit will get you real close to 01 Z HP levels and you'll still be under $25K and have a screaming good deal to go with a great platform to work from.

At this point you'd have narrowed the Z's performance gap by about 75%. Closing it to zero will take some serious $$$ at which point the intent of buying the cheaper FRC gets lost and you'll most likely better off buying a Z in the first place.

Good luck

Tom

Rattler71

Well said!

Anthony Cleveland

I had a new 2000 FRC and upgraded to a new 03 Z06 in 03.
In my opinion I would go with the FRC. If I could do it all over again I would have kept my pewter 00 FRC. Reasons: I only owed $1,500 when I traded it in. Secondly, you NEVER see those things.... I ordered that car with every option available. It was a nice ride!
That thing had everything the ZO6 has except less power. But that of course can be changed pretty easily. My 00 was mostly stock and ran a 13.03 at 110 mph. Not bad for an intake and cat back...
Call me crazy,but for what ever reason the FRC seemed to have a stiffer ride. Handling on paper I "guess" goes to the Z, but I never autocrossed either car. But day to day driving, I promise you can not tell a big difference.
But anyway, for the $$ go with a FRC....IMO its the best bang for the buck. Plus they are rare!

zo6vetteman2003

I've owned both cars, a 99 FRC and my current 03 ZO6. I believe that although both are 3.42 gear cars, there is a difference with the transmission also. My 99 @ 80mph would roll 1700-1800rpm. My 03 @ 80mph rolls around 2200rpm.

QuikZilver

In reading your post, you are looking at autocrossing a lot. For that reason, I would definitely go with a Z06, not an FRC. Here are some upgrades that were done by Chevrolet for the 01 Z06 over the 99-00 FRC:
Chassis Changes
For 2001, a Second-Generation Active Handling system, much enhanced over the original, becomes standard equipment on all Corvettes.

Pressure Modulator
The original Bosch 5.0 hydraulic pressure modulator is replaced by an improved Bosch 5.3 modulator. It is reduced in size, transmits less noise, and works better at low temperatures. It weighs 3.5 pounds less than the previous modulator and provides better apply response at lower temperatures (minus 20° Celsius), meaning that the system will become fully functional more quickly after a cold startup.

Dynamic Rear Proportioning
The enhanced system has dynamic rear brake proportioning capability, electronically balancing rear brake pressure to prevent rear brake bias, or lockup. This new software feature eliminates the need for a rear brake circuit-proportioning valve, resulting in fewer assembly parts and fewer brake pipe connections. In addition, the master cylinder pressure sensor is now integrated into the new Bosch pressure modulator.

Sideslip Angle Rate Control
Another upgrade for 2001 is the addition of sideslip angle rate control to Active Handling's core software algorithm. It senses whether the driver has been too slow (or too fast) to react to changing vehicle dynamics during evasive handling maneuvers, then dials in just the right amount of control to help maintain vehicle balance.

Coefficient Of Friction Estimation
Obviously, the rate at which a car tends to slip sideways is magnified on slippery road surfaces, so more sophisticated calibration algorithms have been developed to estimate the friction coefficient of the road surface and modify the Second-Generation Active Handling system's response accordingly.

Rear Brake Stability Control
Another software change results in better rear brake stability control. It assists the driver in maintaining control under light braking and high lateral acceleration conditions, such as might be encountered if a driver is caught off guard by a decreasing radius turn. This new feature more precisely releases brake pressure on the inside rear wheel during high lateral acceleration maneuvers and allows for more predictable vehicle response so the driver doesn't have to work as hard to keep the vehicle on its intended path.

Traction Control
As noted earlier, Active Handling works in conjunction with the traction control system, and for 2001 that part of the system has been much refined. A new control philosophy of targeting specific rear brake pressures and modulating engine torque around those points has resulted in fewer engine sags and superior vehicle acceleration when compared to the 2000 system. This new calibration allows drivers to enthusiastically experience Corvette's power and handling while still maintaining control over excessive wheelspin. Average drivers may now elect to leave the traction control system on when navigating autocross or gymkhana courses.

Competitive Mode
Corvette's Active Handling system has a unique feature called Competitive Mode, which allows the driver to disengage the car's traction control feature without giving up Active Handling's other benefits. Holding down the Active Handling button on the center console for 5 seconds enables Competitive Mode. This feature recognizes that, at the hands of a highly skilled driver, a bit of rear wheelspin may actually be desirable in autocross or other racing events. In previous years, it was necessary to bring the vehicle to a full stop to enable Competitive Mode. But for 2001, this requirement has been eliminated.

The Corvette's 2001 Second-Generation Active Handling system is smarter, less intrusive, and more adept at making the total driving experience precisely what Corvette owners have come to expect from their cars.

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.

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
2nd Gear 1.78:1 2.07:1
3rd 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.

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.

On the Z06 only, both the windshield and backlite have been thinned to save weight. But resistance to stone chipping has been maintained. A total of 5.7 pounds was eliminated. There is cabin quietness as a result. But in a car like the Z06, we don't think anyone will care. Reducing the Z06's overall weight, boosting its power output by 40 hp, and broadening its operating range, made a significant improvement in the car's power-to-weight ratio. All told, Z06 is the lightest Corvette 38 pounds lighter than the former hardtop, 99 pounds lighter than the 2001 coupe and 95 pounds lighter than the 2001 convertible at just 3115 pounds. And remember, it's all about power-to-weight ratio. The result puts it in some very good company, as indicated in the chart.

Power-To-Weight Ratio Comparison
Mass HP Lbs/Hp
2000 BMW M 2899 240 12.1
2000 Audi TT 2655 225 11.8
2000 Porsche Boxster 2855 250 11.4
1999 C5 Coupe 3250 345 9.42
1995 Corvette ZR-1 3535 405 8.73
1999 Porsche GT3 2975 360 8.26
2000 Ferrari Modena 3241 395 8.21
2000 Porsche Turbo 3400 415 8.19
2001 Corvette Z06 3115 385 8.09
1999 Dodge Viper 3380 450 7.51

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.

All the above information was taken from: http://www.z06vette.com/01.php
As you can see, there is a lot of differences between the FRC and Z06 that cannot really be immitated. Yes, you can get an FRC and add a bunch of stuff to it to get the FRC close to a Z06, but there are other items that for a racer, you will be missing.

Good luck on your search!!

t.renz791

Thanks for all the replies! Lot's of good info with very little BS to clutter it up.

I will definately auto x about 8-10 events a year. Whatever car I buy, I will get a set of ZR1 5 spokes and run Kuhmo Valueracers, err I mean Victoracers

The FRC is a sexy sexy car. I actually kinda prefer the subtle look. A Pewter FRC, with Painted Y2k rims

I think that if I don't get a Z06, I will just long for one. The car sounds like its just right completely stock... I would just lower it on the stock bolts, and have realligned.

It will be fun driving a V8 again, I sold my LT1 Firebird when I graduated 2 years ago. I love my WRX wagon to death, and will keep it as a daily driver since its damn near paid for (woo hoo!).

IFLUBYU

Hmmm, kbb.com says a 99 FRC with 36000 miles goes about 18.5kish, let's call it 20k for the car.

Base 99-00 FRC: $20000
GHL complete exhaust, headers, high-flow cats, etc.: 1700
AFR 205s 59cc w/Comp921s: $2500
G5x3 cam: $400
dr timing set 100
ported oil pump 140
ud pulley 300
vararam $325
ls6 intake manifold 300
30# injectors: 250
luk II clutch 700
rebuild diff to 3.90s: 1300 (installed)
Z06 rear spring 400
Z06 shocks 200
Z06 sway bars 300
short throw shifter: 150
Z06 rims, $600
Mich PS2s: 1200
Rotors: $300
Pads: $150
SS brake lines: $110
Incedentals install stuff (head bolts, gaskets, etc.) $500

So looking at around $32k if you do just about all the work yourself. Now that's about what you would probably pay for a Z06, but you would have a 450rwhp snake-eating monster. Two weekends with a lift, you are there.

Ever the ponderance....

Damn, forgot the rollbar and harnesses, another 2k there. so 34k.

t.renz791

That's a cool route to go, just way more engine and rear gear than I would need. I'd leave the 3.42's in there so I could easily run a typical auto x course in second gear.

Scott03Z06

125 (N / mm) = 713.768394 lb / in
113 (N / mm) = 645.246628 lb / in

Hmmm.....Pretty significant difference.

SW

I have both. I prefer my '99 FRC at the track because I'm not crazy about the transmission ratios of the ZO6. For me, there is too much of a drop off downshifting at high speed from 4th to 3rd. My frc has stock front and rear springs, T1 bars, Big Brakes and a built 347 with MTI top end kit. I also run 3:73 gears. My ZO6 is a head cam car with
brembos/T1s ect. and I run 1.48's at TWS in the FRC, 1.49-1.50's in the ZO6. At TWS, and other fast tracks, my FRC is always faster, plus it's white! I have 4k track miles on it..

my.002

SW