I have a 94 auto and was thinking about upgrading performance on it. The problem is the too many part need to be changed before even the engine work (upgrade to dana 44, Change to 13" brakes etc.) So I was wonder if someone could let me know about the C-5's. Do auto and 6 speeds have the same rears, which gears are in each, I assume they all have 13" brakes ?
Is there any advantage of buying a 6 speed instead of an auto on the C-5's.
Also is there any difference between the 97's & 01's besides the extra HP.
Thanks, Chris :banghead:

 

The A4s came standard with 2.73 rearends or with 3.15 if ordered with performance axle option. All M6s came with 3.42 rearends.
The M6 or A4 choice is a personal preference. If you're sitting a lot in stop&go traffic i.e daily driver, you may want to consider an A4 but IMHO a M6 is a lot more fun and gives you much more control over the car.

As for the difference between '97/98 and later models, no active handling and maybe no HUD (not sure about this one). Others will chime in here for sure.

Roger

 

:withstupid: :withstupid: :withstupid:

 

I believe active handling was halfway through 98 and the HUD was not until 2000.

Chris

 

Very few and very minor changes in the later models, like water drainage in the back hatch, improved latch design, etc, etc. I would stay away from 01's due to thier oil consumtion issues. Make sure you dont end up with a 273 rear end, ( unless your looking to cruise or put 410s in) they make a hech of a difference. The Z51 is a nice option as well, and competitive mode

 

HUD began in model year 1999 on Coupe and Convertible.

 

Your best bet will be to take a test drive in one. The 3.15 rear equipped autos are simpler to change gears in as you can use the same housing. The 2.73 rear is junk, they make a spacer for it to change gears but it is not going to be as strong as a 3.15 housing no matter which way you look at it. All manual trans cars are 3.42 from the factory. When you run a lot of HP with an M6 you need to worry about breaking output shafts at the track. I se you're in North NJ, if you want to take a ride in my stock internals auto car let me know. One quick run should help you make up your mind real quick :cheers:

 

I think for having fun and road racing, etc. the m6 would be the way to go. If you want to go real fast at the drag strip, the 97-98 with the return style fuel system and an A4 is the best way. Go ahead and install at least a 3.42 rearend. I bought mine in Jan 03 and it has gone fast pretty easy.


[Modified by Brian Tooley C5, 5:54 PM 9/13/2003]

 

Thanks for all the replies guys, the info helped alot and saved me a number of hours doing basic research. Thanks, Chris :cheers:

 

Improvements made over the 1997 model year for the 1998 model year:
Noise reduction measures included revised accessory drive tensioner, removal of the alternator rear brace to eliminate high-rpm whine, and clips to better hold window glass to seals during high-speed operation. A quieter electric fuel pump was used after the start of the 1998 production.
Steering castor angle was increased for improved tracking and Selective Real Time Damping was modified for better wheel control.
The transmission cooler changed from copper-nickel to stainless steel.
The multi-piece cooling fan shroud was replaced by a one-piece unit.
A second-gear start select mode was added to automatic transmissions to limit wheel spin on slippery surfaces.

Improvements made over the 1998 model year for the 1999 model year:
Steering hardware was modified for extra sensitivity and less "wander."

Improvements made over the 1999 model year for the 2000 model year:
The passenger-side key cylinder lock was eliminated. It was deemed unnecessary with keyless entry, since the driver's side cylinder lock could still be used in case of battery failure.
The tension of the spring that located the shifter between first-second gear gate and the fifth-sixth gate in manual transmissions was increased to provide a better sense of gear location and selection (interim 1999).
Two seals were redesigned to reduce water intrusion. The seal at the top of the windshield pillar was changed to minimize water entry when a door was opened. The coupe hatch seal was changed to better direct water away from the interior when the hatch was opened (interim 1999).
Seat belt lap retractor snorkels were added to smooth lap belt webbing retraction. Also, the angle of the seat belt latch plates was changed to ease the buckling-in action.
Dual Zone Air Conditioning calibrations were revised to improve comfort and defrosting, to clarify memory function, and to reduce noise.
Seat materials and construction were changed to improve long-term durability. Some changes were phased in during 1999 production.

Improvements made over the 2000 model year for the 2001 model year:
LS1 horsepower increased from 345hp to 350hp.
Manual transmission synchronizers were upgraded with carbon blocker rings on all forward gears. Automatics were smoother at engagement due to new alternator clutch pulley that allowed lower engine idle. Automatic transmission case weight was trimmed by 3.3 pounds.
Maximum oil change interval increased from 10,000 to 15,000 miles.
Second-generation active handling was standard with all 2001 models.
Convertible top noise was reduced with better weather stripping and a new, double-thickness twill material. Noise in all models was reduced by addition of an expandable foam baffle inside the lower lock pillar.
Lighter, more durable Absorbent Glass Mat batteries were standard with all 2001 models.

Improvements made over the 2001 model year for the 2002 model year:
Automatic transmission cooler cases were changed from stainless steel to aluminum.
Floor mats were standard with all models.
Front stabilizer links were changed from rolled rod steel to aluminum for weight savings. Intended for Z51 or FE4 (Z06) suspensions, the links were used on all 2002 models for assembly consistency.
Convertibles equipped with head-up display and all Z06s had a thinner 4.8mm windshield compared to the standard 5.4mm, a weight savings of 2.65 pounds per car. Convertibles without head-up display and all coupes continued to have the thicker windshield.
The LS6 engine, standard with all Z06 models, increased in output from 385 to 405 horsepower. Torque increased from 385 to 400 lb-ft. Front fender badges for Z06 models included the 405 HP designation.
LS6 exhaust back pressure was reduced 16% by the removal of two small catalytic converters in the takedown pipes, leaving only the larger, primary under-floor converters. Though the shape and size of the two larger converters remained the same, their internal composition of palladium and rhodium was altered so that Nationwide Low Emissions Vehicle standards could be met. The camshaft was redesigned with the highest lift in small-block Chevy history. The increased lift resulted in a 5% increase in air flow through the cylinder chamber. Valve spring material composition was changed to increase seat load by 14%.
LS6 intake and exhaust valves were a new, lighter design. Intake valves were hollow. Exhaust valves, which operate at higher temperature, were hollow but filled with a liquid alloy of 78% potassium and 22% sodium for better heat transfer. The valvetrain's weight was reduced by 0.81 pounds, which improved valve seating at high rpm.
Airflow over the LS6's MAF sensor was increased by removal of gridwork that had been used to smooth air flow. MAF software was recalibrated to read air flow without the grid. Also, LS6's air cleaner housing had a larger intake to increase air flow about 5%. The air cleaner element itself was unchanged.
Appearance of Z06 aluminum wheels was the same, but they were "cast spun" instead of forged for weight savings of 1.3 pounds per car.
Other Z06 upgrades included revised rear shock absorber valving for better traction and smoother ride over rough surfaces, improved clutch, thicker front anti-sway bar, and a modified steering rack that reduced turning radius by about two feet. Z06 and export models also had new front brake pad composition for reduced fade and increased durability.

Information obtained from the "Corvette Black Book 1953-2002" by Mike Antonick. BTW, the book is less than $20.00 and, IMHO, is a great addition to any Corvette Enthusiast Library :yesnod:

 

You should pick up the latest edition of the Corvette Black Book by Mike Antonick (paperback). "Don't leave home without it!" It shows what's changed between model years, including your '94. :cheers:

 

:crazy: I guess you did not read my post, above. However, :iagree: the Corvette Black Book is money well spent. BTW, another good book to add to the Vette home library is the standard catalog of CORVETTE 1953-2001 by John Gunnell.

:cheers: Cary