C5 vs C5 Z06
Team Owner
Joined: Sep 2002
Posts: 30,570
Likes: 4,609
From: Bonita Springs, Florida
Here are many of the differences, taken from an article on the 2001 Z06 when it first debuted. Check the links at the bottom for the many changes for the 2002-2004 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.
You can read more in the following 2 links. The first link is from when the 2001 Z06 was introduced and the second shows the changes for the 2002 model year Z06. The 2003-2004 Z06's were the basically the same as the 2002 except for the shocks in the '04:
2001 Z06 info: http://www.z06vette.com/01.php
2002 thru 2004 Z06 info: http://www.z06vette.com/02.php
More info:
http://www.corvetteactioncenter.com/specs/z06/
http://www.c5registry.com/2k2z06/page4.htm
http://www.idavette.net/hib/02ls6/index.htm
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.
You can read more in the following 2 links. The first link is from when the 2001 Z06 was introduced and the second shows the changes for the 2002 model year Z06. The 2003-2004 Z06's were the basically the same as the 2002 except for the shocks in the '04:
2001 Z06 info: http://www.z06vette.com/01.php
2002 thru 2004 Z06 info: http://www.z06vette.com/02.php
More info:
http://www.corvetteactioncenter.com/specs/z06/
http://www.c5registry.com/2k2z06/page4.htm
http://www.idavette.net/hib/02ls6/index.htm
Race Director
Joined: Dec 2004
Posts: 14,358
Likes: 1
From: Medford NJ
I had a couple of coupes and I do miss the ability to take the targa off in nice weather, but the Z06 is a more raw feeling performance car, which I like. I drive it everday and the things I tend to notice:
(1) the Z has a little less trunk space (mine is a DD so I notice this), but I like the shape of the hardtop Vettes. Looks more aggressive.
(2) you can feel the added power in the Z and the better gear ratio. 6th gear is more usable in the Z.
(3) stiffer ride, but thats a plus as much as a negative.
You can make the argument that you can mod the coupe to the Z06 performance level but I think it would quickly add up versus the price delta between the two cars. My Z will eventuallly be my track car and I know that its the better "base" car to fill that need.
In the end, you can't go wrong either way. Get the car that "speaks to you".
(1) the Z has a little less trunk space (mine is a DD so I notice this), but I like the shape of the hardtop Vettes. Looks more aggressive.
(2) you can feel the added power in the Z and the better gear ratio. 6th gear is more usable in the Z.
(3) stiffer ride, but thats a plus as much as a negative.
You can make the argument that you can mod the coupe to the Z06 performance level but I think it would quickly add up versus the price delta between the two cars. My Z will eventuallly be my track car and I know that its the better "base" car to fill that need.
In the end, you can't go wrong either way. Get the car that "speaks to you".
Last edited by cjlaw73; Feb 8, 2011 at 09:58 AM.
Burning Brakes
Joined: Jul 2010
Posts: 835
Likes: 4
From: Los Angeles CA
Z06= weight is less
Approximately 120lbs, about a 1/4 of which come from the Ti Exhaust.
Worth mentioning but nothing to write home about.
Z06=looks better according to most people and me
Most people agree the FRC looks worse. The Z06 has shiny badges and nice wheels and exhaust, but the body itself has much less natural lines.
Z06= handles better
This is true but I just made my coupe outhandle a Z06 for under $700 (not including tires).
Here are the main advantages that make the coupe better:
It's about $5000 cheaper for comparable models.
It costs about $1000 less a year for insurance.
If I could have found a Z06 I liked for the budget I had decided on I would have bougth it. Sadly, all the Z06s in the price range I was looking at (~$15k) were in pretty poor shape (not surprisingly). The insurance rates being much higher were a disappointment. Some people claim they are the same but I got quite a few quotes and all were quite a bit more.
Melting Slicks
Joined: Aug 2006
Posts: 2,866
Likes: 45
From: Tampa Bay, Go BUCS!!!Go Rays!!!Go Lightning!!!
St. Jude Donor '12-'13-'14
Sorry if this is a duplicate thread or if it's a topic that has been done to death.
My friend and I were debating about whether or not it's worth buying a base model C5 and upgrading it to the performance specifications of a Z06 rather than spend the higher price difference for the Z06. Despite what KBB says, it seems like there's a $3k difference in price (though I may be totally, totally wrong). If that's the case, wouldn't you be better off buying a base model C5 and modifying that instead? Also, I'm not all too worried about the difference in the respective engines' outputs, since it seems like the LS1 has more options for modifications.
Edit: While we're at it, C5 vs Saturn Sky Redline/Pontiac Solstice GXP (in terms of performance and reliability). From what I've heard, the Redline and GXP can handle better than the C5 and aftermarket parts are cheaper.
My friend and I were debating about whether or not it's worth buying a base model C5 and upgrading it to the performance specifications of a Z06 rather than spend the higher price difference for the Z06. Despite what KBB says, it seems like there's a $3k difference in price (though I may be totally, totally wrong). If that's the case, wouldn't you be better off buying a base model C5 and modifying that instead? Also, I'm not all too worried about the difference in the respective engines' outputs, since it seems like the LS1 has more options for modifications.
Edit: While we're at it, C5 vs Saturn Sky Redline/Pontiac Solstice GXP (in terms of performance and reliability). From what I've heard, the Redline and GXP can handle better than the C5 and aftermarket parts are cheaper.
You can make a coupe perform as well as a Z06 but not for $3K.
If you are going to mod the Z06, I'd say start with the coupe instead. You'll end up spending less overall to get to the same performance level.
The Sky and Solstice are totally different animals. They're cute and they are quick but you should really compare them to Miata's instead of Corvettes. My personal joke is that the Sky doesn't produce enough torque to start the Vette until it gets to about 4500rpm.
Don't forget Saturn and Pontiac don't exist anymore. Parts are NOT going to be cheap for very long.....
Burning Brakes
Joined: Mar 2008
Posts: 969
Likes: 39
From: Northern VA
The Z06 is a much easier starting place if swiftness is your goal.
The task of finding a gently used and or well maintain example may be a bit harder. EVERYONE who desired a Z06 new,........knew what it was, what it was created for and drove the wheels off it.
The task of finding a gently used and or well maintain example may be a bit harder. EVERYONE who desired a Z06 new,........knew what it was, what it was created for and drove the wheels off it.
Team Owner
Joined: Jan 2009
Posts: 73,568
Likes: 33
From: Somewhere in Mo
St. Jude Donor '09-'10, '14
Z06 hands down if you don't mind the extra insurance and tax payment. I have a FRC and that suits my performance needs while having the look I prefer.
The Coupe is about 1 to 2 miles more top end but the FRC is quicker by a couple tenths. Not much on the street but a lot at the track.
To me the FRC screams "don't mess with me" and the Z06 proves it.
The Coupe is about 1 to 2 miles more top end but the FRC is quicker by a couple tenths. Not much on the street but a lot at the track.
To me the FRC screams "don't mess with me" and the Z06 proves it.
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Drifting
Joined: Feb 2008
Posts: 1,643
Likes: 1,080
From: Chattanooga tn
I have a c5 coupe man 6 speed and I long for a z06. I wish I had spent the extra money but I love magnetic red color.
Get the z06, trust me I wish I had. I am tempted to sell mine and buy one for a few more bones.
Get the z06, trust me I wish I had. I am tempted to sell mine and buy one for a few more bones.
Thread Starter
7th Gear
Joined: Feb 2011
Posts: 7
Likes: 0
You're not really giving the Coupe the credit it deserves. You list all the minimal things that make a Z06 better but you don't even list the biggest advantages of the coupe.
Z06= weight is less
Approximately 120lbs, about a 1/4 of which come from the Ti Exhaust.
Worth mentioning but nothing to write home about.
Z06=looks better according to most people and me
Most people agree the FRC looks worse. The Z06 has shiny badges and nice wheels and exhaust, but the body itself has much less natural lines.
Z06= handles better
This is true but I just made my coupe outhandle a Z06 for under $700 (not including tires).
Here are the main advantages that make the coupe better:
It's about $5000 cheaper for comparable models.
It costs about $1000 less a year for insurance.
If I could have found a Z06 I liked for the budget I had decided on I would have bougth it. Sadly, all the Z06s in the price range I was looking at (~$15k) were in pretty poor shape (not surprisingly). The insurance rates being much higher were a disappointment. Some people claim they are the same but I got quite a few quotes and all were quite a bit more.
Z06= weight is less
Approximately 120lbs, about a 1/4 of which come from the Ti Exhaust.
Worth mentioning but nothing to write home about.
Z06=looks better according to most people and me
Most people agree the FRC looks worse. The Z06 has shiny badges and nice wheels and exhaust, but the body itself has much less natural lines.
Z06= handles better
This is true but I just made my coupe outhandle a Z06 for under $700 (not including tires).
Here are the main advantages that make the coupe better:
It's about $5000 cheaper for comparable models.
It costs about $1000 less a year for insurance.
If I could have found a Z06 I liked for the budget I had decided on I would have bougth it. Sadly, all the Z06s in the price range I was looking at (~$15k) were in pretty poor shape (not surprisingly). The insurance rates being much higher were a disappointment. Some people claim they are the same but I got quite a few quotes and all were quite a bit more.
Assuming looks, storage, removable top, are NOT show stoppers....
You can make a coupe perform as well as a Z06 but not for $3K.
If you are going to mod the Z06, I'd say start with the coupe instead. You'll end up spending less overall to get to the same performance level.
The Sky and Solstice are totally different animals. They're cute and they are quick but you should really compare them to Miata's instead of Corvettes. My personal joke is that the Sky doesn't produce enough torque to start the Vette until it gets to about 4500rpm.
Don't forget Saturn and Pontiac don't exist anymore. Parts are NOT going to be cheap for very long.....
You can make a coupe perform as well as a Z06 but not for $3K.
If you are going to mod the Z06, I'd say start with the coupe instead. You'll end up spending less overall to get to the same performance level.
The Sky and Solstice are totally different animals. They're cute and they are quick but you should really compare them to Miata's instead of Corvettes. My personal joke is that the Sky doesn't produce enough torque to start the Vette until it gets to about 4500rpm.
Don't forget Saturn and Pontiac don't exist anymore. Parts are NOT going to be cheap for very long.....
Those roadsters are powered by a boosted Eco-tec engine (Redline and GXP), which can handle up to 500+rwhp on stock internals, IIRC. I thought the Redline had a great torque curve throughout its power band (the boosted ones, not the N/A ones).
Z06 hands down if you don't mind the extra insurance and tax payment. I have a FRC and that suits my performance needs while having the look I prefer.
The Coupe is about 1 to 2 miles more top end but the FRC is quicker by a couple tenths. Not much on the street but a lot at the track.
To me the FRC screams "don't mess with me" and the Z06 proves it.
The Coupe is about 1 to 2 miles more top end but the FRC is quicker by a couple tenths. Not much on the street but a lot at the track.
To me the FRC screams "don't mess with me" and the Z06 proves it.
Burning Brakes
Joined: Jun 2010
Posts: 769
Likes: 1
From: Columbia TN
I too was in a similar position about seven months ago. I was trying to decide whether or not I should spend the extra cash and buy a Z or buy a coupe and spend a little bit of money modding the coupe. I'm so glad I bought the Z.
No one here can make the decision for you. Buy the Vette that thrills you.
I wanted an athlete of a car and the Z fit exactly what I wanted. I really like the coupes; however the Z makes me smile every time I see one even if it's not mine.
No one here can make the decision for you. Buy the Vette that thrills you.
I wanted an athlete of a car and the Z fit exactly what I wanted. I really like the coupes; however the Z makes me smile every time I see one even if it's not mine.
Racer
Joined: May 2007
Posts: 435
Likes: 1
From: Newcastle, UK
Nothing can touch the looks of the Z06. The added performance is a bonus.
and a Z06 logo is embroidered into the headrests.
If you buy a non Z06 then your neighbour buys a Z06 a couple of days later the envy will kill you.
Always buy the best model that you can afford.
Melting Slicks
Joined: Nov 2006
Posts: 2,361
Likes: 51
From: Dallas Texas
St. Jude Donor '08
As small or silly as it sounds...it really does come down to the top. I have never wanted a fixed top with any of the Corvettes I have owned. I have always loved that capability. 3 targas and now this is my first convertible. Because of this, I chose a convertible because it has the same fastback look as the Z06 that I prefer over the glass of the coupe. It was cheaper for me to surpass the base Z06 performance with the the mods than to pay to cut a Z06 top and make it a targa or convertible.
If you would like more details on specifics about them...feel free to drop me a pm and I can give you the exacts.
If you would like more details on specifics about them...feel free to drop me a pm and I can give you the exacts.
Team Owner
Joined: Sep 2003
Posts: 43,084
Likes: 33
From: Raleigh / Rolesville NC
Good God, i always see always see a thread like this every other week.
Z06= has more HP
Z06= weight is less
Z06=looks better according to most people and me
Z06= handles better
Coupe=you can take the top off and drive
Coupe=the trunk area had holds a **** load of crap
Saturn Sky Redline/Pontiac Solstice GXP are just that, while a corvette is a corvette, not even in the same level.
A bolt on C5z with a tune will make around 380rwhp and a bolt on c5 coupe will make around 350rwhp.
The Z is always faster even if both made same rwhp because of the weight and gearing.
the Z is a higher performance version of already a high performance car, even by today's standard. Either way its a win win
Z06= has more HP
Z06= weight is less
Z06=looks better according to most people and me
Z06= handles better
Coupe=you can take the top off and drive
Coupe=the trunk area had holds a **** load of crap
Saturn Sky Redline/Pontiac Solstice GXP are just that, while a corvette is a corvette, not even in the same level.
A bolt on C5z with a tune will make around 380rwhp and a bolt on c5 coupe will make around 350rwhp.
The Z is always faster even if both made same rwhp because of the weight and gearing.
the Z is a higher performance version of already a high performance car, even by today's standard. Either way its a win win
Z06 or Coupe ?
Well I like the look of the coupe over the Z06.
so I bought the coupe and with in one month
241 heads came off 243 heads went on
C5 cam out, 224/224 581/581 cam went in.
stock tb off, PP 78mmTB went on
stock air box off custom CAI went on
light wt under drive pulley on
LT, high flow cats, better exhaust when on.
Z51 suspension came off, T1 suspension went on
accu-sump, oil cooler, trans cooler and bigger radiator went on a few months latter
yatta yatta yatta
in retrospect I should have bought the Z06 and changed the seats to race seats.
the Cost of upgrading a coupe to the HP levels of the Z06 far out way the added cost to just buy the Z06.
and NOW the Z06 still be a better buy do to the weight of the coupe.
Last edited by AU N EGL; Feb 8, 2011 at 03:00 PM.
Race Director
Joined: Jun 2009
Posts: 12,331
Likes: 139
My opinion and its mine only do whats good for you and leaves you cash in your pocket. I picked up My coupe back in 06. Had 28K miles on it and got it for 20K. Thus far in everything from handling to engine mods and drive train I have about roughly 10K more invested into it. Thus I have 30K tide up into the car. The car has 116K miles on her and she still together running dam hard. I have only had to change the oil sensing unit on the car, and everything else that has been changed is because of upgrade only.
Now am about to do a manual change over and I have a 402 waiting in the wings. Many people tell me that I am wasting money and that I should have bought a ZO6. Yet what really makes my point it is this. My C5 is gonna be MY C5. Its not going to be another ZO6. After am done i am willing to bet that my car will run with the best of them at any road course and yet it is my car that I have poured blood, sweat, and tears into.
Is the ZO6 a great platform to start with, yes there is no arguing on my behalf on that. Is the FRC a sexy looking body style, yes it is, but its another ZO6 where I can say that my C5 coupe is mine and no one out there owns one like it.
It started its life as an 02 Mag Red II A4 LS1. Its gonna end its life as an M6 402 stroked Corvette.
Now am about to do a manual change over and I have a 402 waiting in the wings. Many people tell me that I am wasting money and that I should have bought a ZO6. Yet what really makes my point it is this. My C5 is gonna be MY C5. Its not going to be another ZO6. After am done i am willing to bet that my car will run with the best of them at any road course and yet it is my car that I have poured blood, sweat, and tears into.
Is the ZO6 a great platform to start with, yes there is no arguing on my behalf on that. Is the FRC a sexy looking body style, yes it is, but its another ZO6 where I can say that my C5 coupe is mine and no one out there owns one like it.
It started its life as an 02 Mag Red II A4 LS1. Its gonna end its life as an M6 402 stroked Corvette.
Racer
Joined: Nov 2007
Posts: 346
Likes: 1
From: Austin, Taxes
Banned Scam/Spammer
Joined: May 2007
Posts: 15,685
Likes: 1,330
From: Machineguns, because I don’t compromise
The transmission gearing is like having 3.90's on a base 'Vette right out of the box.
Plus, when I chat with other car people and the topic of my personal toy comes up... when I mention I have a C5 Corvette more often than not I'm asked if it's a Zo6.... they ask with weighted breath.
It's a relief to say, yep.
Right away it's like the car matters to them, where if I said, no.... there would be that uncomfortable pause.
That's just icing, I love the looks of the "double bubble" top.
Team Owner
Joined: Jul 2006
Posts: 97,155
Likes: 1,471
From: Calgary, AB. There's a reason why white was the only color offered on every year Corvette. Proud Canadian German Jamaican!
St. Jude Donor '09, '12-'13-'14-'15-'16-'17
Tell your buddy to buy a 'vert, best of both worlds and it's a convertible, worth more money.
Remember, it's easier to turn a convertible into a Z06 than a Z06 into a convertible.
Remember, it's easier to turn a convertible into a Z06 than a Z06 into a convertible.
Le Mans Master
Joined: Nov 2009
Posts: 5,687
Likes: 212
From: Mo.
I bought a Z for many reasons over the Coupe & Vert, In the beginning all I wanted was "A" Corvette any Corvette, but as I searched it became evident the Z was the way to go. Do your research and buy what will make you happy.