Can someone list the differences between 2000 - 2001 C5 ?
07-19-2002, 11:38 AM
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Can someone list the differences between 2000 - 2001 C5 ?
I want to get a newer C5 but not a brand new one. what are the differences between a 2000 and 2001? ( Other than the intake and MAF, I have them already) Is the AH different? Does the memory package include telescoping wheel on both? Etc. etc. Thanks
07-19-2002, 11:56 AM
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Re: Can someone list the differences between 2000 - 2001 C5 ? (dumbkid)
Is the AH different
07-19-2002, 01:02 PM
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Re: Can someone list the differences between 2000 - 2001 C5 ? (dumbkid)
For Release: July 1, 2000
Contact: Chevrolet Communications
Chevrolet Media Online: http://media.gm.com/chevy
Phone: 1800-CHEVY-MI
OR: 313-667-9317
FAX: 313-667-4007
2001 CORVETTE OFFERS MORE IN SEVERAL DIMENSIONS
NEW Z06 Model Debuts
DETROIT - The Chevrolet Corvette has been America's favorite sports car for 47 years, with more than one million sales and counting. During that time the Corvette has continually evolved and improved, always with an eye toward delivering a maximum amount of driving pleasure to those valuing high performance. For 2001, Corvette takes high performances and refinement to another level. "Corvette for 2001 offers more in several dimensions ... more performance, more agility and more refinements," said Dave Hill, Corvette chief engineer. "Corvette owners will be
surprised and delighted at the result. We've expanded the envelope in every direction, especially with the new Z06."
NEW FOR 2001
For 2001, Corvette coupe and convertible models get a healthy injection of power, especially at lower speeds where it is most noticeable. They also get more agility, with the enhanced Second-Generation Active Handling system - a system that is now standard on all Corvettes.
In the area of refinement, Corvette buyers will appreciate better noise isolation, better idle quality and many other changes made to improve the overall ownership experience - and 2001 Corvettes even offer reduced maintenance costs and better fuel economy.
Perhaps the biggest part of the Corvette story for 2001 is the introduction of the new Corvette Z06, a production vehicle that's ready for the racetrack. Based on the former hardtop model - already the lightest, stiffest and quickest Corvette - it is a car aimed directly at diehard performance enthusiasts at the upper end of the high-performance market. It is very simply the quickest, best handling production Corvette ever, setting new standards in every part of the high-performance spectrum.
The Z06 designation was chosen to honor the efforts of Zora Arkus-Duntov, Corvette's first chief engineer, who in 1963 created the original Z06 package. Zora's special package was intended to make the then-new Sting Ray race-ready right out of the showroom, and today's Z06 has been developed with the same concept in mind.
MORE PERFORMANCE
Corvette coupe and convertible models for 2001 get more horsepower from the standard LS1 V8 - 350 hp (up from 345) - but the real story is a big boost in low-end torque.
Torque is what most customers really mean when they ask for "more power," and down low in the torque curve is where 2001 Corvette drivers will really feel the difference. Corvette engineers opened up the intake system, enabling the LS1 engine to pull in more air and the camshaft profile to be moderated in lift and overlap. The results are significant.
•300 lb-ft is delivered at 1,000 rpm - 400 rpm earlier than before
•320 lb-ft is delivered at 1,400 rpm - 800 rpm earlier than before
•340 lb-ft is delivered at 2,500 rpm - an amazing 1,400 rpm earlier than before
•Maximum torque of 360 lb-ft for automatics, 375 lb-ft for manuals, arrives at 4,400 rpm.
Coupe and convertible owners will feel this added power when starting off, and when passing other vehicles.
The most noticeable difference will be felt by the 60-percent of customers who order their Corvettes with an automatic transmission. The "slowest" Corvette - equipped with an automatic transmission and the standard rear axle ratio - now accelerates from 0-60 a full quarter second faster. When equipped with the performance axle, the automatic is as quick as last year's manual gearbox.
NEW LS6 ENGINE FOR Z06
The new Z06 takes the term "performance" and raises it to a whole new level. At the heart of the Z06 is a new engine, the LS6, which delivers 385-hp and 385 lb-ft of torque. The LS6 is the only engine available for the Z06, and is not offered on other Corvette models.
The LS6 designation is another expression of appreciation for the accomplishments of earlier Corvette engineers. In 1971 Zora Duntov's team created a special 425-bhp (gross) big-block V8 for the Corvette - again with racing in mind. It was second only to the legendary full-blown L88 racing engine that was available from 1967 to 1969. Despite the fact that only 188 Corvettes were sold with the LS6 engine, it occupies a special niche in Corvette legend.
The new LS6 is based on the 5.7L LS1, the standard engine in Corvette coupes and convertibles. Its aluminum block has been modified for better management of crankcase pressures and speedier return of oil from the upper part of the engine during highspeed operation. The engine also has a more aggressive camshaft profile to take full advantage of the additional air that Corvette's new intake manifold provides.
New highcompression cylinder heads (10.5:1 vs. 10.1:1 on the LS1) have improved porting to get this larger volume of air smoothly into the combustion chambers. The new heads are equipped with stronger larger volume of air smoothly into the combustion chambers. The new heads are equipped with stronger valve springs to handle higher rpms, and larger fuel injectors to provide a healthier shot of fuel.
Exhaust gas backpressure is relieved by Z06's unique less-restrictive titanium exhaust system - the first-ever use of this exotic metal in a mass-production automobile. The new titanium system is 50-percent lighter than the stainless steel system it replaces. The LS-6 engine delivers 385 hp @ 6000 rpm and 385 lb-ft @ 4800 rpm.
In addition to giving both the LS1 and the LS6 more horsepower and torque, Corvette powertrain engineers also improved their environmental friendliness. EPA fuel economy labels will reflect a full mile-per-gallon improvement, city and highway, over the 2000 Corvette - whether the car is equipped with manual or automatic transmission.
All Corvettes, including the Z06, are now classified as National Low Emission Vehicles (NLEV), meeting stringent emissions requirements in all 50 states.
The recommended oil change interval has been extended for all Corvette models - from 10,000 miles to 15,000 miles or 1-year, whichever comes first. This means less dirty oil to be recycled, fewer dirty oil filters going into landfills and less maintenance expense.
Engineering development of the Z06 package resulted in several improvements for coupe and convertible models as well. LS1 engines get the same new intake and exhaust manifolds as the LS6, and a stronger clutch that requires less pedal effort will now be used in all manual transmission-equipped Corvettes. All Corvettes get a stronger, larger diameter aluminum driveshaft.
Unique to the Z06 is a new 6-speed transmission (M12) with more aggressive gearing to increase torque multiplication in almost every gear and allow for more rapid acceleration. Z06 achieves 0-60 mph in 4 seconds flat, and quarter mile in 12 seconds.
MORE AGILITY
In mid-1998 a new feature called Active Handling was introduced on Corvette. It is a sophisticated stability control system that utilizes on-board sensors to measure yaw, lateral acceleration and steering wheel position, then brings into play the capabilities of Corvette's standard ABS brake and traction control systems to smoothly assist the driver in maintaining vehicle control in oversteer or understeer situations.
For 2001 a Second-Generation Active Handling system, much enhanced over the original, becomes standard equipment on all Corvettes. With a new Bosch brake pressure modulator and many new or revised calibrations, Second-Generation Active Handling provides even more assistance to the Corvette driver.
Corvette engineers know how Corvette owners like to drive their cars, so a stability control system that would shut the car down too severely during enthusiastic driving was out of the question. Second-Generation Active Handling calibrations have been carefully developed to limit such intrusiveness. Aside from an "Active Handling" message on the instrument panel, drivers will not even realize they've been assisted in most situations.
Average drivers will find themselves capable of producing even lower elapsed times in autocross competitions. Above-average drivers will appreciate Active Handling's Competitive Mode, which allows them to switch off the traction control part of the system.
In addition to making all Corvettes more agile, Second-Generation Active Handling adds a cushion of safety given its ability to help out in emergency situations. It deftly senses both over- and under-correction on the driver's part and adjusts to help bring the car back into balance.
As good as it is, Active Handling cannot overcome the laws of physics. It is offered only as an assist - albeit an assist that makes Corvettes a lot more agile, and even safer - but it is not a cure-all for every situation. Ultimately, drivers must still take full responsibility for control of their vehicle.
In addition to Second-Generation Active Handling, Corvette suspension systems are also key enabler of Corvette's considerable agility. Coupe and convertible buyers have three outstanding suspension systems to choose from:
•The standard FE1 suspension is designed to please the majority of Corvette drivers.
•The optional Selective Real Time Damping suspension (F45) has three selectable modes - Tour, Sport and Performance - each with its own set of calibrations. F45 senses road conditions and vehicle speed then modulates the damping efforts of the shocks to keep the car riding and handling smoothly on a variety of road surfaces.
•Also optional is the Z51 Performance suspension. It provides a level of control "at the limit" beyond what the other two packages offer while still maintaining enjoyable ride quality.
The Z06 features a suspension system all its own - FE4. It is standard on the Z06, not available on other Corvette models. It features a larger front stabilizer bar, stiffer rear leaf spring and revised camber settings - all calibrated with a bias toward maximum control during high-speed operation.
Special Z06-specific forged-aluminum wheels are an inch wider front and rear than those used on coupes and convertible.
New wider and stickier Goodyear Eagle SC Supercar tires were created for the Z06. They feature reduced mass, an asymmetric tread design for better grip on wet or dry surfaces, a more compliant sidewall and better wear characteristics for on-track durability.
The Z06's FE4 suspension and its new wheels and tires allow Z06 to take full advantage of the additional power available. During development testing Corvette engineers were able to generate racetrack speeds that improved Z06 performance by an average of 3-4 seconds per lap over last year's hardtop model on typical 2-mile closed-circuit road courses.
MORE REFINEMENT
One of the things that most delights owners of the current C5 (5th generation) Corvette is that Corvette engineers have built so much refinement into the car in addition to its world-class performance and handling. For 2001, the Corvette Team has added further refinement in many areas.
The alternator has a new clutch pulley that allows a reduction of engine idle speed on automatic-equipped Corvettes. This seemingly-small quality upgrade makes the car smoother and quieter in city driving, reduces or eliminates "idle creep" at stoplights and helps enable the improved fuel economy ratings already mentioned.
Interior sound isolation has been improved on all Corvettes with the addition of expandable foam and/or new seals in strategic areas, and a new convertible top provides better sealing, better sound isolation and a smoother appearance. The result is an interior environment on the convertible that most buyers would expect to find only in a luxury car.
Several other enhancements such as chrome-flashed tips to improve exhaust outlet appearance, a slimmer remote function key fob and the new availability of electrochromic driver's-side and inside rear view mirrors for greater visibility demonstrate the Corvette Team's attention to detail.
Two new paint colors are available for 2001 - Speedway White replaces the former Arctic White, and Quicksilver replaces Sebring Silver.
Another enhancement, now standard on coupes and convertibles, is a new Absorbent Glass Mat (AGM) battery, which is lighter and more durable. The Z06 gets an even more compact lead-acid battery to reduce vehicle mass even further.
Mass-reduction efforts on the Z06 were particularly aggressive. In addition to its unique titanium exhaust and lighter wheel/tire sets, Z06 even has a thinner windshield and rear backlight. The Z06 option list is very short to maintain weight reduction gains. All told, Z06 holds the lightest test weight class position in the Corvette lineup. It is more than 36 pounds lighter than the former C5 hardtop, and 117 pounds lighter than the coupe and convertible.The Z06 receives several other refinements, inside and out, that help it to be more functional and/or serve to differentiate its appearance.
On the outside, the center air inlets on the front fascia receive purposeful grilles. New air scoops on the rear rocker panels that funnel air to the rear brakes for better cooling are also unique to the Z06. New Z06-specific wheels are painted a light-gray metallic color. Z06 emblems are positioned on the front fenders, disc brake calipers are painted red, and the LS6 engine cover is red to differentiate it
from the LS1.
Inside, the Z06 includes a unique instrument cluster with stylized graphics imparting a greater sense of performance and speed, as well as signifying the car's higher 6,500 rpm redline.
The Z06's solid-black leather-trimmed seating surfaces include additional side bolstering to hold driver and passenger firmly in place during high lateral load maneuvers, and the seats have Z06 logos embroidered into the headrests. An optional interior with Torch Red accents on the seat inserts, lower instrument panel and lower door panels is also available for Z06.
SUMMING IT ALL UP
As Dave Hill points out, Corvette for 2001 offers more in several dimensions. There are many significant and measurable product enhancements that will surprise and delight Corvette buyers.
"We've enhanced Corvette's performance persona and broken new ground with the new Z06," Hill said. "Second-Generation Active Handling and improved comfort and convenience add luster to America's most enduring high performance sports car."
More Performance
5.7L LS1 V8
When current Corvette owners are asked what they'd most like to see in future Corvettes they inevitably say, "more power." So, 2001 Corvette coupe and convertible models with the standard LS1 engine got a healthy injection of just that. Horsepower is increased from 345 @ 5,600 rpm to 350 @ 5,600 rpm. Torque increases from 350 lb-ft @ 4,400 rpm to 360 lb-ft @ 4,400 rpm. (375 lb-ft for manuals)
Corvette engineers designed a new composite intake manifold with increased plenum volume and smoother-flowing intake runners. This increased volume of air, delivered to the combustion chamber with less turbulence, allows camshaft lift and overlap to be moderated. The result of the greater air volume is an immediate five-horsepower increase, and the modifications to the camshaft broaden the torque curve yielding a big boost in torque at the low end.
5.7L LS6 V8
At the heart of the new Z06 is an engine that delivers almost 12-percent more horsepower than the 2000 LS1. Called the LS6, it shares many components with the LS1, and would look the same externally were it not for its red engine covers.
The LS6 produces 385 hp @ 6,000 rpm, and torque of 385 lb-ft @ 4,800 rpm. The engine is redlined at 6,500 rpm (versus the LS1's 6,000 rpm redline), and its torque curve is slightly biased toward the upper end where that power will be most appreciated on the track.
LS6 power output is achieved as the result of dozens of refinements to increase volumetric efficiency and maximum rpm. The most important of these refinements are detailed below:
Improved Bay-to-Bay Breathing
The aluminum block casting on the LS6 deletes machined holes in the LS1 bulkhead and adds cast in "windows" which 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.
New 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 smaller pent-roof combustion chambers than the LS1. 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.
New High-Profile Camshaft
The LS6-specific, steel-billet camshaft contributes more than any 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 12.7 to 13.3 mm.
Stronger Valve Springs
To accommodate valve operation with the high lift/high 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.
New 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/sec to 3.6 grams/sec - a 10 percent improvement.
New Integral PCV System
The LS6's application on 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 full-on driving, the LS6's PCV system is moved into the engine's V, or valley. The unique aluminum valley cover has composite oil separating baffles and PCV plumbing incorporated. 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.
Other Powertrain Enhancements
In addition to providing more power and better fuel economy, Corvette engineers also upgraded the operation and durability of the rest of the Corvette powertrain in many areas.
New Thin-Wall Cast Iron Exhaust Manifolds
Thin-wall cast iron exhaust manifolds replace the previous stainless steel manifolds to improve durability - especially on the LS6 engine given its potential for being involved in sustained high-speed driving.
Stronger Driveshaft
The driveshaft is upgraded from a metal-matrix composite to aluminum alloy 6061, and it is increased in diameter from 55 to 63 mm. Driveshaft couplings have also been upgraded on manual-equipped models for additional strength and durability.
Lighter Automatic Transmission Case
By optimizing the design of the automatic transmission case Corvette engineers were able to trim some material and reduce thickness in some areas to reduce mass by 3.3 pounds.
New Clutch
All Corvettes, when equipped with the 6-speed manual transmission (optional on coupes and convertibles, standard on Z06) feature a revised clutch with greater clamping power to accommodate increased torque. This new clutch design also provides for lower pedal effort, making manual-equipped Corvettes more satisfying to drive.
New Synchronizers
Carbon blocker rings have been installed on all manual transmission forward gears to provide for smoother shifts and additional robustness.
In the case of the Z06, a car that begs to be driven hard on the racetrack, most of the other components in the drivetrain were optimized for durability and improved performance.
New M12 6-Speed Manual
This transmission is unique to the Z06, is the only transmission available for that model and is not available on coupe or convertible. 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. The following comparisons serve to illustrate the differences between the M12 and MM6 (which is optional on coupe and convertible models):
Gear Ratios
LS1/MN6 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
Vehicle Speed @ Redline
LS1/MN6 LS6/M12
1st Gear 51 48
2nd Gear 76 69
3rd Gear 104 100
4th Gear 136 143
5th Gear 175 171
6th Gear N/A N/A
Reverse - -
Other M12 Modifications
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.
Titanium Exhaust System
To further maximize the breathing capabilities of the LS6, and reduce vehicle mass significantly 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 back pressure and provide less restriction for the exhaust gases flowing through the system. The exhaust tips are different too, with four 3.5-inch diameter 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 over 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.
Second-Generation Active Handling
For 2001 a Second-Generation Active Handling system, much enhanced over the original, becomes standard equipment on all Corvettes. Following is a summary of specific changes:
New 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 (-20 degrees Celsius), meaning that the system will become fully functional more quickly after a cold start-up.
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
One more 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.
Better Coordination with 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
As alluded to in the previous paragraph, 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 five 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.
Taken as a whole, 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. It makes the car more agile, allows average drivers to perform better during spirited driving, and provides a new margin of safety in emergency situations.
Special FE4 Suspension for Z06
The Z06 features a suspension system all its own - the FE4 suspension. 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 and revised camber settings - all calibrated with a bias toward maximum control during high-speed operation.
Front stabilizer bar diameter (hollow): 30 mm with 4.5 mm thick walls
Rear transverse composite spring leaf: 125 N/mm versus 113 N/mm of the Z51
Camber, front and rear: Z06: -0.75º
Coupe/Convertible: -0.25º.
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 above provides unparalleled racetrack performance ... what the Z06 is all about.
Special Z06 Wheels
Wider wheels and tires increase the amount of contact with the road, essential to providing better grip. The standard wheels and tires on the coupes and convertible are quite satisfactory for the majority of Corvette customers, but for Z06 buyers the Corvette Team wanted more.
Z06 wheels are wider front and rear than those on the standard Corvette:
Wheel Size Comparison
2001 C5 2001 Z06
Front wheels 17 in x 8.5 in 17 in x 9.5 in
Rear wheels 18 in x 9.5 in 18 in x 10.5 in
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 gray metallic, 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 at rest.
Special Z06 Tires
Goodyear has specifically designed new wider, grippier 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 convertible as follows:
Tire Size Comparison
2001 C5* 2001 Z06
Eagle F1 GS Eagle F1 SC
Front P245/45ZR-17 P265/40ZR-17
Rear P275/40ZR-18 P295/35ZR-18
*Coupe/Convertible
While larger, these tires are much lighter than the EMT tires, reducing mass by a total of 10.6 kilograms (23.4 pounds).
The new Eagle F1 SC tires have an asymmetric tread pattern to enable the high 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. Testing by Mike Neal, Corvette ride and handling engineer, proved that the tires make it very easy to drive the car quickly, have excellent wear attributes, and make the car more recoverable at its handling limits.
Because these new 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 5 mm in diameter.
The kit consists of a squeeze bottle filled with a non-inflammable 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 kit functions safely in temperatures ranging from -20o to 140o F, under wet or dry conditions, and is easy, fast and clean to use. Similar inflator kits are successfully used by Mercedes and BMW, and Corvettes sold in Japan have been using this inflator kit since the introduction of the C5 in 1997.
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 feature is not offered on the Z06. There is a mass reduction of just over a half-pound as a result.
The Z06's new FE4 suspension, wider wheels, and tires, Second-Generation Active Handling System and reduced weight allow it to take full advantage of all its added power. The Z06's agility and "tossability" are truly remarkable.
Contact: Chevrolet Communications
Chevrolet Media Online: http://media.gm.com/chevy
Phone: 1800-CHEVY-MI
OR: 313-667-9317
FAX: 313-667-4007
2001 CORVETTE OFFERS MORE IN SEVERAL DIMENSIONS
NEW Z06 Model Debuts
DETROIT - The Chevrolet Corvette has been America's favorite sports car for 47 years, with more than one million sales and counting. During that time the Corvette has continually evolved and improved, always with an eye toward delivering a maximum amount of driving pleasure to those valuing high performance. For 2001, Corvette takes high performances and refinement to another level. "Corvette for 2001 offers more in several dimensions ... more performance, more agility and more refinements," said Dave Hill, Corvette chief engineer. "Corvette owners will be
surprised and delighted at the result. We've expanded the envelope in every direction, especially with the new Z06."
NEW FOR 2001
For 2001, Corvette coupe and convertible models get a healthy injection of power, especially at lower speeds where it is most noticeable. They also get more agility, with the enhanced Second-Generation Active Handling system - a system that is now standard on all Corvettes.
In the area of refinement, Corvette buyers will appreciate better noise isolation, better idle quality and many other changes made to improve the overall ownership experience - and 2001 Corvettes even offer reduced maintenance costs and better fuel economy.
Perhaps the biggest part of the Corvette story for 2001 is the introduction of the new Corvette Z06, a production vehicle that's ready for the racetrack. Based on the former hardtop model - already the lightest, stiffest and quickest Corvette - it is a car aimed directly at diehard performance enthusiasts at the upper end of the high-performance market. It is very simply the quickest, best handling production Corvette ever, setting new standards in every part of the high-performance spectrum.
The Z06 designation was chosen to honor the efforts of Zora Arkus-Duntov, Corvette's first chief engineer, who in 1963 created the original Z06 package. Zora's special package was intended to make the then-new Sting Ray race-ready right out of the showroom, and today's Z06 has been developed with the same concept in mind.
MORE PERFORMANCE
Corvette coupe and convertible models for 2001 get more horsepower from the standard LS1 V8 - 350 hp (up from 345) - but the real story is a big boost in low-end torque.
Torque is what most customers really mean when they ask for "more power," and down low in the torque curve is where 2001 Corvette drivers will really feel the difference. Corvette engineers opened up the intake system, enabling the LS1 engine to pull in more air and the camshaft profile to be moderated in lift and overlap. The results are significant.
•300 lb-ft is delivered at 1,000 rpm - 400 rpm earlier than before
•320 lb-ft is delivered at 1,400 rpm - 800 rpm earlier than before
•340 lb-ft is delivered at 2,500 rpm - an amazing 1,400 rpm earlier than before
•Maximum torque of 360 lb-ft for automatics, 375 lb-ft for manuals, arrives at 4,400 rpm.
Coupe and convertible owners will feel this added power when starting off, and when passing other vehicles.
The most noticeable difference will be felt by the 60-percent of customers who order their Corvettes with an automatic transmission. The "slowest" Corvette - equipped with an automatic transmission and the standard rear axle ratio - now accelerates from 0-60 a full quarter second faster. When equipped with the performance axle, the automatic is as quick as last year's manual gearbox.
NEW LS6 ENGINE FOR Z06
The new Z06 takes the term "performance" and raises it to a whole new level. At the heart of the Z06 is a new engine, the LS6, which delivers 385-hp and 385 lb-ft of torque. The LS6 is the only engine available for the Z06, and is not offered on other Corvette models.
The LS6 designation is another expression of appreciation for the accomplishments of earlier Corvette engineers. In 1971 Zora Duntov's team created a special 425-bhp (gross) big-block V8 for the Corvette - again with racing in mind. It was second only to the legendary full-blown L88 racing engine that was available from 1967 to 1969. Despite the fact that only 188 Corvettes were sold with the LS6 engine, it occupies a special niche in Corvette legend.
The new LS6 is based on the 5.7L LS1, the standard engine in Corvette coupes and convertibles. Its aluminum block has been modified for better management of crankcase pressures and speedier return of oil from the upper part of the engine during highspeed operation. The engine also has a more aggressive camshaft profile to take full advantage of the additional air that Corvette's new intake manifold provides.
New highcompression cylinder heads (10.5:1 vs. 10.1:1 on the LS1) have improved porting to get this larger volume of air smoothly into the combustion chambers. The new heads are equipped with stronger larger volume of air smoothly into the combustion chambers. The new heads are equipped with stronger valve springs to handle higher rpms, and larger fuel injectors to provide a healthier shot of fuel.
Exhaust gas backpressure is relieved by Z06's unique less-restrictive titanium exhaust system - the first-ever use of this exotic metal in a mass-production automobile. The new titanium system is 50-percent lighter than the stainless steel system it replaces. The LS-6 engine delivers 385 hp @ 6000 rpm and 385 lb-ft @ 4800 rpm.
In addition to giving both the LS1 and the LS6 more horsepower and torque, Corvette powertrain engineers also improved their environmental friendliness. EPA fuel economy labels will reflect a full mile-per-gallon improvement, city and highway, over the 2000 Corvette - whether the car is equipped with manual or automatic transmission.
All Corvettes, including the Z06, are now classified as National Low Emission Vehicles (NLEV), meeting stringent emissions requirements in all 50 states.
The recommended oil change interval has been extended for all Corvette models - from 10,000 miles to 15,000 miles or 1-year, whichever comes first. This means less dirty oil to be recycled, fewer dirty oil filters going into landfills and less maintenance expense.
Engineering development of the Z06 package resulted in several improvements for coupe and convertible models as well. LS1 engines get the same new intake and exhaust manifolds as the LS6, and a stronger clutch that requires less pedal effort will now be used in all manual transmission-equipped Corvettes. All Corvettes get a stronger, larger diameter aluminum driveshaft.
Unique to the Z06 is a new 6-speed transmission (M12) with more aggressive gearing to increase torque multiplication in almost every gear and allow for more rapid acceleration. Z06 achieves 0-60 mph in 4 seconds flat, and quarter mile in 12 seconds.
MORE AGILITY
In mid-1998 a new feature called Active Handling was introduced on Corvette. It is a sophisticated stability control system that utilizes on-board sensors to measure yaw, lateral acceleration and steering wheel position, then brings into play the capabilities of Corvette's standard ABS brake and traction control systems to smoothly assist the driver in maintaining vehicle control in oversteer or understeer situations.
For 2001 a Second-Generation Active Handling system, much enhanced over the original, becomes standard equipment on all Corvettes. With a new Bosch brake pressure modulator and many new or revised calibrations, Second-Generation Active Handling provides even more assistance to the Corvette driver.
Corvette engineers know how Corvette owners like to drive their cars, so a stability control system that would shut the car down too severely during enthusiastic driving was out of the question. Second-Generation Active Handling calibrations have been carefully developed to limit such intrusiveness. Aside from an "Active Handling" message on the instrument panel, drivers will not even realize they've been assisted in most situations.
Average drivers will find themselves capable of producing even lower elapsed times in autocross competitions. Above-average drivers will appreciate Active Handling's Competitive Mode, which allows them to switch off the traction control part of the system.
In addition to making all Corvettes more agile, Second-Generation Active Handling adds a cushion of safety given its ability to help out in emergency situations. It deftly senses both over- and under-correction on the driver's part and adjusts to help bring the car back into balance.
As good as it is, Active Handling cannot overcome the laws of physics. It is offered only as an assist - albeit an assist that makes Corvettes a lot more agile, and even safer - but it is not a cure-all for every situation. Ultimately, drivers must still take full responsibility for control of their vehicle.
In addition to Second-Generation Active Handling, Corvette suspension systems are also key enabler of Corvette's considerable agility. Coupe and convertible buyers have three outstanding suspension systems to choose from:
•The standard FE1 suspension is designed to please the majority of Corvette drivers.
•The optional Selective Real Time Damping suspension (F45) has three selectable modes - Tour, Sport and Performance - each with its own set of calibrations. F45 senses road conditions and vehicle speed then modulates the damping efforts of the shocks to keep the car riding and handling smoothly on a variety of road surfaces.
•Also optional is the Z51 Performance suspension. It provides a level of control "at the limit" beyond what the other two packages offer while still maintaining enjoyable ride quality.
The Z06 features a suspension system all its own - FE4. It is standard on the Z06, not available on other Corvette models. It features a larger front stabilizer bar, stiffer rear leaf spring and revised camber settings - all calibrated with a bias toward maximum control during high-speed operation.
Special Z06-specific forged-aluminum wheels are an inch wider front and rear than those used on coupes and convertible.
New wider and stickier Goodyear Eagle SC Supercar tires were created for the Z06. They feature reduced mass, an asymmetric tread design for better grip on wet or dry surfaces, a more compliant sidewall and better wear characteristics for on-track durability.
The Z06's FE4 suspension and its new wheels and tires allow Z06 to take full advantage of the additional power available. During development testing Corvette engineers were able to generate racetrack speeds that improved Z06 performance by an average of 3-4 seconds per lap over last year's hardtop model on typical 2-mile closed-circuit road courses.
MORE REFINEMENT
One of the things that most delights owners of the current C5 (5th generation) Corvette is that Corvette engineers have built so much refinement into the car in addition to its world-class performance and handling. For 2001, the Corvette Team has added further refinement in many areas.
The alternator has a new clutch pulley that allows a reduction of engine idle speed on automatic-equipped Corvettes. This seemingly-small quality upgrade makes the car smoother and quieter in city driving, reduces or eliminates "idle creep" at stoplights and helps enable the improved fuel economy ratings already mentioned.
Interior sound isolation has been improved on all Corvettes with the addition of expandable foam and/or new seals in strategic areas, and a new convertible top provides better sealing, better sound isolation and a smoother appearance. The result is an interior environment on the convertible that most buyers would expect to find only in a luxury car.
Several other enhancements such as chrome-flashed tips to improve exhaust outlet appearance, a slimmer remote function key fob and the new availability of electrochromic driver's-side and inside rear view mirrors for greater visibility demonstrate the Corvette Team's attention to detail.
Two new paint colors are available for 2001 - Speedway White replaces the former Arctic White, and Quicksilver replaces Sebring Silver.
Another enhancement, now standard on coupes and convertibles, is a new Absorbent Glass Mat (AGM) battery, which is lighter and more durable. The Z06 gets an even more compact lead-acid battery to reduce vehicle mass even further.
Mass-reduction efforts on the Z06 were particularly aggressive. In addition to its unique titanium exhaust and lighter wheel/tire sets, Z06 even has a thinner windshield and rear backlight. The Z06 option list is very short to maintain weight reduction gains. All told, Z06 holds the lightest test weight class position in the Corvette lineup. It is more than 36 pounds lighter than the former C5 hardtop, and 117 pounds lighter than the coupe and convertible.The Z06 receives several other refinements, inside and out, that help it to be more functional and/or serve to differentiate its appearance.
On the outside, the center air inlets on the front fascia receive purposeful grilles. New air scoops on the rear rocker panels that funnel air to the rear brakes for better cooling are also unique to the Z06. New Z06-specific wheels are painted a light-gray metallic color. Z06 emblems are positioned on the front fenders, disc brake calipers are painted red, and the LS6 engine cover is red to differentiate it
from the LS1.
Inside, the Z06 includes a unique instrument cluster with stylized graphics imparting a greater sense of performance and speed, as well as signifying the car's higher 6,500 rpm redline.
The Z06's solid-black leather-trimmed seating surfaces include additional side bolstering to hold driver and passenger firmly in place during high lateral load maneuvers, and the seats have Z06 logos embroidered into the headrests. An optional interior with Torch Red accents on the seat inserts, lower instrument panel and lower door panels is also available for Z06.
SUMMING IT ALL UP
As Dave Hill points out, Corvette for 2001 offers more in several dimensions. There are many significant and measurable product enhancements that will surprise and delight Corvette buyers.
"We've enhanced Corvette's performance persona and broken new ground with the new Z06," Hill said. "Second-Generation Active Handling and improved comfort and convenience add luster to America's most enduring high performance sports car."
More Performance
5.7L LS1 V8
When current Corvette owners are asked what they'd most like to see in future Corvettes they inevitably say, "more power." So, 2001 Corvette coupe and convertible models with the standard LS1 engine got a healthy injection of just that. Horsepower is increased from 345 @ 5,600 rpm to 350 @ 5,600 rpm. Torque increases from 350 lb-ft @ 4,400 rpm to 360 lb-ft @ 4,400 rpm. (375 lb-ft for manuals)
Corvette engineers designed a new composite intake manifold with increased plenum volume and smoother-flowing intake runners. This increased volume of air, delivered to the combustion chamber with less turbulence, allows camshaft lift and overlap to be moderated. The result of the greater air volume is an immediate five-horsepower increase, and the modifications to the camshaft broaden the torque curve yielding a big boost in torque at the low end.
5.7L LS6 V8
At the heart of the new Z06 is an engine that delivers almost 12-percent more horsepower than the 2000 LS1. Called the LS6, it shares many components with the LS1, and would look the same externally were it not for its red engine covers.
The LS6 produces 385 hp @ 6,000 rpm, and torque of 385 lb-ft @ 4,800 rpm. The engine is redlined at 6,500 rpm (versus the LS1's 6,000 rpm redline), and its torque curve is slightly biased toward the upper end where that power will be most appreciated on the track.
LS6 power output is achieved as the result of dozens of refinements to increase volumetric efficiency and maximum rpm. The most important of these refinements are detailed below:
Improved Bay-to-Bay Breathing
The aluminum block casting on the LS6 deletes machined holes in the LS1 bulkhead and adds cast in "windows" which 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.
New 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 smaller pent-roof combustion chambers than the LS1. 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.
New High-Profile Camshaft
The LS6-specific, steel-billet camshaft contributes more than any 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 12.7 to 13.3 mm.
Stronger Valve Springs
To accommodate valve operation with the high lift/high 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.
New 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/sec to 3.6 grams/sec - a 10 percent improvement.
New Integral PCV System
The LS6's application on 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 full-on driving, the LS6's PCV system is moved into the engine's V, or valley. The unique aluminum valley cover has composite oil separating baffles and PCV plumbing incorporated. 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.
Other Powertrain Enhancements
In addition to providing more power and better fuel economy, Corvette engineers also upgraded the operation and durability of the rest of the Corvette powertrain in many areas.
New Thin-Wall Cast Iron Exhaust Manifolds
Thin-wall cast iron exhaust manifolds replace the previous stainless steel manifolds to improve durability - especially on the LS6 engine given its potential for being involved in sustained high-speed driving.
Stronger Driveshaft
The driveshaft is upgraded from a metal-matrix composite to aluminum alloy 6061, and it is increased in diameter from 55 to 63 mm. Driveshaft couplings have also been upgraded on manual-equipped models for additional strength and durability.
Lighter Automatic Transmission Case
By optimizing the design of the automatic transmission case Corvette engineers were able to trim some material and reduce thickness in some areas to reduce mass by 3.3 pounds.
New Clutch
All Corvettes, when equipped with the 6-speed manual transmission (optional on coupes and convertibles, standard on Z06) feature a revised clutch with greater clamping power to accommodate increased torque. This new clutch design also provides for lower pedal effort, making manual-equipped Corvettes more satisfying to drive.
New Synchronizers
Carbon blocker rings have been installed on all manual transmission forward gears to provide for smoother shifts and additional robustness.
In the case of the Z06, a car that begs to be driven hard on the racetrack, most of the other components in the drivetrain were optimized for durability and improved performance.
New M12 6-Speed Manual
This transmission is unique to the Z06, is the only transmission available for that model and is not available on coupe or convertible. 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. The following comparisons serve to illustrate the differences between the M12 and MM6 (which is optional on coupe and convertible models):
Gear Ratios
LS1/MN6 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
Vehicle Speed @ Redline
LS1/MN6 LS6/M12
1st Gear 51 48
2nd Gear 76 69
3rd Gear 104 100
4th Gear 136 143
5th Gear 175 171
6th Gear N/A N/A
Reverse - -
Other M12 Modifications
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.
Titanium Exhaust System
To further maximize the breathing capabilities of the LS6, and reduce vehicle mass significantly 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 back pressure and provide less restriction for the exhaust gases flowing through the system. The exhaust tips are different too, with four 3.5-inch diameter 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 over 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.
Second-Generation Active Handling
For 2001 a Second-Generation Active Handling system, much enhanced over the original, becomes standard equipment on all Corvettes. Following is a summary of specific changes:
New 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 (-20 degrees Celsius), meaning that the system will become fully functional more quickly after a cold start-up.
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
One more 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.
Better Coordination with 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
As alluded to in the previous paragraph, 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 five 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.
Taken as a whole, 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. It makes the car more agile, allows average drivers to perform better during spirited driving, and provides a new margin of safety in emergency situations.
Special FE4 Suspension for Z06
The Z06 features a suspension system all its own - the FE4 suspension. 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 and revised camber settings - all calibrated with a bias toward maximum control during high-speed operation.
Front stabilizer bar diameter (hollow): 30 mm with 4.5 mm thick walls
Rear transverse composite spring leaf: 125 N/mm versus 113 N/mm of the Z51
Camber, front and rear: Z06: -0.75º
Coupe/Convertible: -0.25º.
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 above provides unparalleled racetrack performance ... what the Z06 is all about.
Special Z06 Wheels
Wider wheels and tires increase the amount of contact with the road, essential to providing better grip. The standard wheels and tires on the coupes and convertible are quite satisfactory for the majority of Corvette customers, but for Z06 buyers the Corvette Team wanted more.
Z06 wheels are wider front and rear than those on the standard Corvette:
Wheel Size Comparison
2001 C5 2001 Z06
Front wheels 17 in x 8.5 in 17 in x 9.5 in
Rear wheels 18 in x 9.5 in 18 in x 10.5 in
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 gray metallic, 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 at rest.
Special Z06 Tires
Goodyear has specifically designed new wider, grippier 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 convertible as follows:
Tire Size Comparison
2001 C5* 2001 Z06
Eagle F1 GS Eagle F1 SC
Front P245/45ZR-17 P265/40ZR-17
Rear P275/40ZR-18 P295/35ZR-18
*Coupe/Convertible
While larger, these tires are much lighter than the EMT tires, reducing mass by a total of 10.6 kilograms (23.4 pounds).
The new Eagle F1 SC tires have an asymmetric tread pattern to enable the high 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. Testing by Mike Neal, Corvette ride and handling engineer, proved that the tires make it very easy to drive the car quickly, have excellent wear attributes, and make the car more recoverable at its handling limits.
Because these new 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 5 mm in diameter.
The kit consists of a squeeze bottle filled with a non-inflammable 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 kit functions safely in temperatures ranging from -20o to 140o F, under wet or dry conditions, and is easy, fast and clean to use. Similar inflator kits are successfully used by Mercedes and BMW, and Corvettes sold in Japan have been using this inflator kit since the introduction of the C5 in 1997.
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 feature is not offered on the Z06. There is a mass reduction of just over a half-pound as a result.
The Z06's new FE4 suspension, wider wheels, and tires, Second-Generation Active Handling System and reduced weight allow it to take full advantage of all its added power. The Z06's agility and "tossability" are truly remarkable.
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C5or66396ss (01-30-2017)
07-19-2002, 01:14 PM
#4
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Re: Can someone list the differences between 2000 - 2001 C5 ? (dumbkid)
Didn't read last post to much info for me
ZO6 gets more power.
In a nut shell the 2001 LS1 gets the ZO6 intake manifold. Heard rumors about they share the same block as the ZO6 too, but haven't read it anywhere
ZO6 gets more power.
In a nut shell the 2001 LS1 gets the ZO6 intake manifold. Heard rumors about they share the same block as the ZO6 too, but haven't read it anywhere
07-19-2002, 01:23 PM
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Re: Can someone list the differences between 2000 - 2001 C5 ? (RHILL)
Holy schmoley that's a lot of info. 2nd gen AH and more power. Torque being the biggie, LS6 intake on all models!
I'd get the 01 if it was me shopping at this time.
I'd get the 01 if it was me shopping at this time.
07-19-2002, 01:45 PM
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Re: Can someone list the differences between 2000 - 2001 C5 ? (Speide)
WoW! 15,000 mile oil changes!!! A little high, don't you think!!
I didn't realize that all these changes were made. Different material in the shift linkage? Stronger torque Tube? Sounds like the cam is also a little different! Didn't know that one. My 2002 is semi fast, but at the track don't tell the 99 Vettes that they don't have these upgrades! I still post slower times!!
I didn't realize that all these changes were made. Different material in the shift linkage? Stronger torque Tube? Sounds like the cam is also a little different! Didn't know that one. My 2002 is semi fast, but at the track don't tell the 99 Vettes that they don't have these upgrades! I still post slower times!!
07-19-2002, 02:58 PM
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Re: Can someone list the differences between 2000 - 2001 C5 ? (Traffic Hater)
TooManyIDs
just what are you telling us here.. that there may be a few differences between those years?
:lol:
just what are you telling us here.. that there may be a few differences between those years?
:lol:
07-19-2002, 04:32 PM
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Re: Can someone list the differences between 2000 - 2001 C5 ? (dumbkid)
ToomanyIds covered the technical specs, so I'll give you my subjective opinion. I had a 98 (should be pretty much the same as a 2000) prior to my 01 I have now. The 01 feels much faster with the broader power range. It really made a difference. The TC/AH was updated in 01 and I think is standard. My 98 did not have AH, but the new version of Traction Crontrol is much less intrusive, and the AH is a great feature. I would go for the 01 all the way.
Oh and on the Oil Changes, I would say it is more like 7500 if you follow your DIC. I don't even have 9000 on mine, but that looks like about where mine would end up. Mine is not a daily driver and it sees both highway and city driving. No track time, but definity some spirited driving and a burnout or two. I did and early oil change after break in and again at 5K. I will do my next one at 10K.
[Modified by jayleone, 12:37 PM 7/19/2002]
Oh and on the Oil Changes, I would say it is more like 7500 if you follow your DIC. I don't even have 9000 on mine, but that looks like about where mine would end up. Mine is not a daily driver and it sees both highway and city driving. No track time, but definity some spirited driving and a burnout or two. I did and early oil change after break in and again at 5K. I will do my next one at 10K.
[Modified by jayleone, 12:37 PM 7/19/2002]
07-19-2002, 04:43 PM
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Re: Can someone list the differences between 2000 - 2001 C5 ? (dumbkid)
Did anyone mention anywhere that there isn't a key hole on the pasenger door of the 2001s?
:D
:D
07-19-2002, 06:42 PM
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Re: Can someone list the differences between 2000 - 2001 C5 ? (PeterK)
First I would like to say hi to everyone. I just bought my first C5 (2000 Convertible 6spd.) and this is my first post here. Now I wish I would have looked a little longer for 2001 now. How much would it cost me to bring my 2000 up to 2001 performance? By the way I don't have a key hole on the passenger side of my car.
07-19-2002, 07:17 PM
#13
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Re: Can someone list the differences between 2000 - 2001 C5 ? (00C5vert)
Welcome 00C5vert. Many more happy posts! :yesnod: :yesnod:
If you want 2001 features, then sell the 2000 and buy a 2001. However having said that, both year's are so close in comfort. performance and features that, in my opinion, having either one will give you equal pleasure and excitement. Waait for the C6 if you want som significant differences. :D
If you want 2001 features, then sell the 2000 and buy a 2001. However having said that, both year's are so close in comfort. performance and features that, in my opinion, having either one will give you equal pleasure and excitement. Waait for the C6 if you want som significant differences. :D
12-25-2016, 11:28 AM
#14
Instructor
First I would like to say hi to everyone. I just bought my first C5 (2000 Convertible 6spd.) and this is my first post here. Now I wish I would have looked a little longer for 2001 now. How much would it cost me to bring my 2000 up to 2001 performance? By the way I don't have a key hole on the passenger side of my car.
If you're obsessed with keeping the car bone stock, 2001 is an important upgrade. If you're open to mods then you'll never know a real difference, just some worrying in your skull, which isn't really necessary
Corvettes are one of the best modding platforms out there, enjoy yours and if it lasts long enough, 2000 vs 2001 will become a completely meaningless distinction.
12-29-2016, 12:58 PM
#17
Drifting
