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{{Infobox Automobile|image=|name=
C5 Z06|aka=Z06|manufacturer=Chevrolet|layout=[FR layout|body_style=2-door [hardtop coupé [LS6|successor=[Chevrolet Corvette C6#Z06|production2001–2004|transmission=6-speed Manual transmission|designer=??|wheelbase=104.5 inch (2655.5 mm)|length=179.7 inch (4565.6 mm)|width=73.6 in inch (1869 mm)|height=47.7 inch (1211.5 mm)|weight=3115 lb (1413 kg)|assembly=Bowling Green, Kentucky--> Corvette Z06.The Chevrolet Corvette C5 Z06 is a super high-performance sports car with supercar abilities. Introduced by Chevrolet as their corporate and performance List of flagship vehicles by manufacturer, production began in 2001 as part of the Chevrolet Corvette C5 model line, and ended with the 2004 model year.

General The successor to the Chevrolet Corvette C4#ZR-1 made its debut in 2001as the Z06, giving a nod to the high performance Z06 version of the Chevrolet Corvette C2 of the 1960s (See the C5 Z06#History of the Z06 & LS6 below). Instead of a heavy, double-Overhead camshaft engine like the ZR-1, the Z06 used a high-output, tuned version (designated GM LS6 engine) of the standard LS1 Corvette engine, which initially produced 385 hp (287 Watt#Kilowatt). Although its total horsepower output was less than that of the last ZR-1, the Z06 was much lighter, and could out-perform the ZR-1 in every category except top speed. It also cost substantially less money than the ZR-1.

Like with the ZR-1, Chevrolet found that increasing the power output did the C5 platform little good without additional modifications to bring the rest of the car up to par. Starting with the most structurally rigid body style offered, the hardtop or "fixed roof coupé" (FRC), an uprated FE4 suspension, larger wheel rims and tires, revised gearing ratios, and functional brake cooling ducts became part of the total package. The Z06 is 38 pounds lighter than a standard C5 hardtop thanks to weight-saving measures such as a titanium exhaust, thinner glass, lighter wheel rims, non-EMT tires, reduced sound proofing, fixed rear radio aerial, and a lighter battery. Starting with the 2002 model year, the LS6 engine was uprated to 405 hp (302 kW) thanks to a larger volume air intake, stiffer valve springs, lighter sodium filled valves, more aggressive cam phasing and lift, revised pistons, and revised block. While Chevrolet officially claimed that the ultimate power output of the LS6 was 405 hp, many dynamometer tests have shown that Chevrolet underrated the engine by 20 hp, giving it an actual total of 425 hp.Supercar Killer Chevy's '04 Z06 does 11s bone stock--and so much more

Performance Factory performance figures for the 405 hp version of the Z06 give an acceleration time from 0-60 mph as 3.9 seconds. Owner-drivers have reportedly achieved impressive quarter-mile times of 11.7Supercar Killer Chevy's '04 Z06 does 11s bone stock--and so much more seconds. The Z06 is capable of matching or besting the 0-60 acceleration times of some of the world's premier sports cars, including the BMW Z8, Ferrari 360, and Porsche 911#996 Turbo .282000.E2.80.932004.29, making it one of the best performance bargains under $100,000. Although not considered quite a supercar#other criteria, primarily because production numbers are too great and top speed does not exceed 200 mph, the Z06 has many supercar abilities, such as a 7.33 lb/hp power-to-weight ratio as well as the performance specification marked with an asterisk in the following table:

{| class="wikitable"|-! Event! Performance! Supercar
Criteria] mph| 3.9 sec| * Under 4 sec|-| 0-100 mph| 9.2 sec||-| 0-100-0 mph| 13.56 secCar & Driver 2002 Z06 Performance Review 0-100-0| * Under 14 sec|-| 1/4 Mile| 11.7 sec| * Under 13 sec|-| Skid Pad| 1.03 G| * Over 1 G|-| Top Speed| 186 mph|-| Nürburgring Nordschleife Lap Time C5 Z06#Nürburgring Circuit| 7:53| * Under 8 min|}(Source: The world’s fastest cars from 0-100-0 mph (in order))

Z06 refinements The Z06 received several other refinements in addition to its unique engine, suspension, wheels, and tires that either enhance functionality, differentiate its appearance from the base-model C5, or do both:



LS6 engine The Z06 uses a high-output version of the GM LS1 engine small-blockengine. The named was changed to GM LS6 engine after substantial modifications. The new engine powerplant expels about 12% more power than the LS1 and physically looks identical in external appearance save for the "Red" engine covers. The LS6 produces 405 hp at 6000 Revolutions per minute, and 400 Foot-pound force of torque at 4800 rpm. The engine redlines at 6500 rpm (versus the LS1's 6000 rpm redline).

The LS6 utilizes a block made of aluminum. It has been modifed to allow greater bay-to-bay breathing. Typically the LS1engine allows too much air in its crankcase developing into parastic loss of power. The LS6 relieves this unwanted pressure translating into a removal of parasitic loss thus gaining more power.



The LS6 utilizes modified versions of the LS1 engine. The new pistons are made from M142 aluminum alloy which has proved to bestronger and more durable then the material used in the LS1. The pistons have been reshaped to have a slight barrel shape difficultto see for the normal onlooker. The new desing also reduces internal mechanical noise because of its increased efficiency.



The LS6 cylinder heads have been case with pent-roof combustion chambers. This modification of the LS1 has decreased the cylinder size thus promoting a greater Compression ratio; from 10.1:1 to 10.5:1. The LS6 ports have been cast usingtighter tolerances which has resulted in increase power, thermal efficiency, and an increase in volumetric efficiency.



The LS6 utilizes camshafts constructed from steelBillet (manufacturing) materials. The timing of the camshafts have been altered by increasing the lift from those of the LS1 to provide quicker opening times. To accomdate higher lift andlonger duration of the camshaft the valve springs have been manufactured to become stiffer. The springs are wound tighter then those in the LS1 which results in stronger springs able to handle the increase strain from the camshafts. These modifications result in more efficient air-flow into the combusion chambers and thus an increase in power.



The LS6 utilizes new and larger fuel injectors. The new injectors deliver 3.6 grams of fuel per second an increase of 10% above the LS1. The injectors were designed to deliver more fuel as a result of the increase in air flow from the increased compression and camshaft opening duration modifications. The fuel to air mixture ratio needs to remain proportional to achieve operational status.



The LS6 utilizes a newly designed Positive PCV valve. The new PCV valve nowrests in the "V" of the engine. The "V" aluminum cover contains composite oil separting baffles with uniquetubing. This results in less overall oil tubing thus reducing the potentiality of oil leak sources. The presenceof the oil baffles also reduces oil consumption and increases the performance capbilities of the ventilation systemduring high performance manuvers (greatern then 1 lateral g-force) which the Z06 is capable of.



The LS6 utiizes newly designed exhaust manifolds. These manifolds are constructed of cast-iron material andhave been designed to reduce weight by utilzing "Thin walls".

Active Handling General Motors developed a system they called "Active Handling" in 1998. This system is a stability control feature that utilizes on-board sensors that measure a vehilces lateral acceleration, Yaw angle, and steering wheel position. These sensors work in conjunction with the vehicles Anti-lock braking system and Traction control which automatically assist a vehicle's driver in ] and Oversteer situations. The Z06 came standard with the second generation "Active Handling" system. The second generation system added substantial improvements to the orignal sytem which are as follows:



The second-generation Active Handling sytem utilizes the Bosch version 5.3 hydraulic pressure modulator. Bosch improved this version to become smaller, quieter and more efficient at lower temperatures. The new modulator can operate at -20° Celsius resulting in accelerated functining capacity after cold startups. The pressure sensor originally located in the master cylinder was also integrated into the new pressure modulator.



The second-generation Active Handling sytem utilizes a newly designed dynamic rear brake proportioning system.The new enhancement is a software driven improvement which balances the rear brake pressure electronicallythus preventing rear brake bias also known as "Brake Lockup". The new system replaces the physically standardbrake proportioning valve and it's tubing components thus reducing weight and overall complexity.



The second-generation Active Handling sytem received a major addition in the form of a sideslip angle rate control.This addition is software based and senses a drivers response time to changning vehicle movementsduring handling manuevers. The system compensates for driver errors by utilizing the vehicles braking and tractioncontrol systems to maintain the stability of the vehicle based upon the parameters programmed by General Motors.



The second-generation Active Handling sytem received another software upgrade in the form of improvedcalibration alogorithms that estimate the Coefficient of friction of road surfaces.As traction on roads are decreased such as slippery road surfaces; a vehicle are biased towards slipping sideways.The new coefficient estimation takes this traction problem into account and factors it in with the rest of theActive Handling system inputs.



The second-generation Active Handling sytem received also added another software enhancement in the form ofa rear brake stability control. This addition releases brake pressure on the inside rear wheel during highlateral acceleration maneuvers. This sytem assists drivers who do not estimate radius turns correctly duringhigh speed and light braking. The system compensates for driver errors by utilizing the vehicles braking systemthus allowing for a more predictable maneuver while keeping the vehicle on its initial vector.



As has already been stated the second-generation Active Handling sytem work in conjunction with the Traction ControlSystem. The second generation system continues this relationship but with which has been modified and refiend to target specific rear brake pressures and controlling engine torque based upon the parameters programmed by General Motors. This modification resuls in improved acceleration and fewer engine sags.



The second-generation Active Handling sytem incorporated into the Z06 has a unique featured labeled "Competitive Mode". When activated this feature turns the vehicles vehicle's Traction Control sytem off while still employing all the other components of the "Active Handling" system. To enable this feature a driver merely presses down on the Active Handling button for five seconds. This can be done even while the vehicle is in motion.

Sensors





The Second-Generation Active Handling System provides better performance with less perceived intrusion, and is more adept than the original system in controlling the vehicle whenever necessary. The improved agility of the vehicle allows average drivers to perform better during spirited driving, and provides a greater safety margin in emergency situations.

Summary of Active Handling System Modes

The "OFF" and "COMPETITIVE DRIVING" modes are important features on a high-performance sports car, as skilled drivers may find that some wheelspin and oversteer can be beneficial to their lap times in competitive events. The Corvette's system allows them to operate the car in this fashion when appropriate, although Chevrolet recommends against selecting these modes for street use.

Transmission The Z06 utilizes the specially-built M12 6-speed manual transmission. While outwardly similar to the base-model MM6 manual transmission, the M12 transmission is unique to the Z06, and is the only transmission available for that model; it is not available on Corvette coupés or convertibles. The M12 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" message if transmission temperatures approach their operating limits, and which could lead to damage if the transmission were not allowed to cool down. As with all C5 Corvettes, the transmission is located toward the rear of the vehicle, as a rear-mounted transaxle assembly. This allows a better overall weight distribution for the vehicle, as the weight of the transmission offsets some of the weight of the forward-sitting engine.

Gear ratio comparisons of MM6 (base-model C5) vs. M12 (Z06):{| class="wikitable"|-! Gear! LS1/MM6! LS6/M12|-| 1st Gear| 2.66:1| 2.97:1|-| 2nd Gear| 1.78:1| 2.07:1|-| 3rd Gear| 1.30:1| 1.43:1|-| 4th Gear| 1.00:1| 1.00:1|-| 5th Gear| 0.74:1| 0.84:1|-| 6th Gear| 0.50:1| 0.56:1|-| Reverse| 2.90:1| 3.28:1|-| Axle Ratio| varies| 3.42:1|-| Final Drive Ratio| varies| 1.91:1|}

Suspension A special suspension (the FE4) was developed exclusively for the Z06, and is not available on other Corvette models. It features unique shock calibrations, a larger front stabilizer bar, a stiffer rear leaf spring, and revised Camber angle settings — all calibrated with a bias toward maximum control during high-speed operation.

Specifications

The greater negative wheel camber used on the Z06 helps to keep the tire flatter in relation to the road, and increases the tire contact patch for greater grip while cornering. When coupled with other special Z06 components, the combination provides exceptional racetrack performance.

Nürburgring Circuit These suspension refinements came as a result of extensive testing and development, including several high-speed test sessions at Germany's famed Nürburgring circuit. The 2004 Corvette C5 Z06 is one of only a precious few cars to have broken the 8-minute barrier for lap times at the Nürburgring circuit (see Nordschleife fastest lap times for complete list). However, the Corvette testing at Nürburgring wasn't just about raw speed: engineers learned important lessons about tuning the chassis to enhance the poise, confidence, and "smoothness of response;" attributes that become increasingly important when subjected to the severe demands of a 14-mile course that has approximately 170 turns, and virtually constant elevation changes. "Nürburgring, at the extreme edge of the envelope, provides conditions that can't be easily duplicated anywhere else," said David Hill, vehicle line executive and Corvette chief engineer. "But, even for the Z06, we spend considerable time ensuring we don't make adjustments that compromise the normal daily driving character of the car." (Source: [http://www.corvettemuseum.com/specs/2004/index.shtml 2004 Chevrolet Corvette: Commemorative Edition Celebrates Racing Success, and Improves the C5 Breed)

Wheels Also unique to the C5 Z06 are wider wheel rims and tires, which increase contact with the road and are essential to providing better grip. The design aesthetics of the new wheel rims are also one of the visual identifiers for the Z06, and are the most mass-efficient aluminum wheels ever produced for Corvette. They are painted a light gray metallic, and serve to show off the red brake calipers used on the Z06, especially when the car is in motion. The center cap of each rim also displays the red Corvette "crossed-flags" emblem for added identification at rest.

Wheel Size Comparison{| class="wikitable"|-!! Base-model C5! 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|}

Tires Goodyear specifically designed new wider, "grippier" tires for the Z06. Called Goodyear Eagle F1 SC (Supercar) tires, they allowed the Z06 to handle, brake, and perform better than any production Corvette yet tested. These same tires can be found other super-high-performance vehicles such as the Ford GT, and differ from the Goodyear Eagle F1 GS EMT tires provided as factory equipment on C5 coupés and convertibles as follows:

Tire Size Comparison{| class="wikitable"|-!! 2001 C5
Eagle F1 GS! 2001 Z06
Eagle F1 SC|-| Front| P245/45ZR-17| P265/40ZR-17|-| Rear| P275/40ZR-18| P295/35ZR-18|}

Titanium exhaust The 26-pound titanium muffler and tailpipe assembly of the Z06 replaces the 44-pound stainless steel system used in the base-model C5. That 41% weight savings directly translates into improved performance: faster acceleration, better handling, higher cornering speeds, shorter braking distances, and increased fuel economy. In addition, titanium's natural resistance to corrosion and durability give the exhaust system of the Z06 a virtually unlimited life span.

The Arvin design addresses the differences between titanium and stainless steel, including characteristics such as springback, vibration and resonance frequency. New muffler components were custom-developed for titanium fabrication, and a unique acoustic tone to meet GM sound requirements. To meet both performance and production rate demands, TIMET and Arvin collaborated to develop a new "exhaust grade" of commercially pure titanium. Special surface conditioning allows efficient fabrication to help meet the cost criteria set by GM for the use of titanium on a performance car. The titanium system is as strong as the equivalent steel system, but weighs substantially less.

Titanium has a natural oxide layer that provides immunity to external corrosion from road salts, as well as to internal corrosion from sulfur-rich engine exhaust. The system will experience no pitting or rusting, even at the welds. Corrosion immunity also means that the exhaust is designed with no trade-off to the weight savings; in a production vehicle, the system will far outlast anything made of stainless steel, resulting in fewer warranty claims and increased customer satisfaction. When titanium emerged as the solution to the GM performance challenges, the manufacturing technology to produce titanium mufflers in mass-market quantities didn't exist. Working with TIMET to optimize an exhaust grade of titanium, Arvin successfully adapted its stainless steel stamping, bending, cold forming and welding methods to accommodate the structural differences between stainless steel and titanium. New testing and computer models were also developed to ensure GM durability requirements were met. Titanium is environmentally sound. It is completely inert, non-toxic, 100% recyclable, and its production leaves no harmful by-products. Titanium does not degrade or release anything into the air, water, or ground.

To create the distinctive Z06 exhaust outlet scoop, Arvin developed new technology to cut the metal on an angle and curl it on a tight radius. Further showcasing the unique look, titanium's oxide film takes on shimmering tones of blues, purples, and golds as exhaust raises the temperature of the pipes. These colors evidence and enhance titanium's natural corrosion resistance. Finally, to produce the singular Corvette exhaust resonance, Arvin designed a new internal muffler configuration and used advanced acoustic techniques to tune the muffler.

24 Hours of Le Mans Commemorative Edition For the 2004 model year, a 24 Hours of Le Mans Commemorative Edition of the Z06 (dubbed the Z16 after its RPO code) was offered in celebration of the C5-R "1-2" in-class finishes at Le Mans. The option package consisted of a special paint color ("Le Mans Blue Metallic"); wide, silver-and-red stripes optionally applied down the center of the car; a carbon fiber hood (saving an additional 20 pounds of weight); special commemorative badging and headrest embroidery; and brightly-polished wheel rims (a first on the Z06) with unique centercaps. Though not as outwardly apparent, the Z16 also received shock damping tuning for improved handling. The Z16 was a limited production vehicle, with only 2025 Z16s produced during 2004 (the only year of production); of that number, 325 went overseas, leaving North America with approximately 1700.

History of the Z06 & LS6 Z06 In 1962, Zora Arkus-Duntov Chief engineer at General Motors first brought forth the concept of the Z06 following a ban on factory-sponsored racing by the Sports Car Club of America. Duntov knew customers would continue to race Corvettes even though the ban, which initially had full support from GM management, was in effect. During the planning of the Sting Ray project, Duntov suggested that it would be a good idea to continue with parts development in order to benefit racers, and as a way of surreptitiously circumventing the racing ban. Eventually, when GM management relented from their support of the ban, Duntov and his colleagues created "RPO Z06" as a special performance equipment package for the Corvette. The Regular Production Order (RPO) was a GM internal ordering code designation. The package was specifically designed for competition-minded buyers, so they could order a race-ready Corvette straight from the factory with just one check of an option box (whereas previously, the optional racing parts were literally hidden in the order form so that only the most knowledgable and perceptive customers could find them). The RPO Z06 package was first offered on 1963 Corvette, and included:

These Corvettes came to be known as "Big Tanks" because the package initially included a 36.5-gallon gas tank (versus the standard 20-gallon) for races such as 12 Hours of Sebring and 24 Hours of Daytona. Initially, the package was available only on coupés, as the oversized tank would not fit in the convertible, although the rest of the Z06 option package was later made available on convertibles as well.

Thus, the 1963 Chevrolet Corvette was technically the first Corvette that could be designated as "Z06." The only engine option on the Z06 was the L84 327-cubic-inch displacement engine using Rochester fuel injection. With factory exhaust manifolds, required to run the cars in the SCCA production classes, Chevrolet rated the engine at 360 hp. The Z06 option cost an additional $1,818.45 over the base coupé price of $4,252. Chevrolet later lowered the package price and eliminated the larger gas tank from the Z06 package, though it remained available as an add-on option for any coupé. All told, Chevrolet produced 199 of these "original" Z06s.

LS6 In 1971, Zora Duntov's team created a special 425 bhp (gross) big-block V8 for the Corvette, again with racing in mind. GM offered this as the "LS6" engine RPO for just one year: a 454 cubic inch (7.4 liter), cast-iron "big-block" engine with aluminum heads. In terms of both horsepower and legend, these original LS6 engine were second only to the L88 full-blown racing engine offered from 1967 through 1969. The LS6 produced 425 bhp (gross) and was the most powerful engine offered in 1971. Only 188 cars were produced with this powerplant — less than 1% of Corvette's production run of 21,801 vehicles for the model year. The LS6 option price was $1,221.00, or 22% of the $5,496.00 sticker price for the Chevrolet Corvette C3. When tested by a leading automotive magazine, an LS6-equipped C3 with a four-speed manual and a 3.36:1 limited-slip differential produced the following numbers:



Also during that model year, a ZR2 RPO package was offered, priced at $1,747.00. The ZR2 package included the LS6 engine; a heavy-duty, close-ratio four-speed manual transmission; heavy-duty power brakes; transistorized ignition; lightweight aluminum radiator; special springs, shocks, and front and rear stabilizer bars. A mere twelve ZR2-equipped C3 Corvettes were produced, making them far more rare than the Z06-equipped C2 Corvettes.

Resurgence The Z06 and LS6 name designations were resurrected in the fall of 2000 as a new performance package for the 2001 model year of the C5. Using the previously-introduced FRC body style, the Z06 option offered improved suspension components and, initially, a 385 hp engine designated as "LS6." The modern LS6 is an improved, high-output version of the base-model C5's 350 hp LS1 engine, but recalled the mighty 425 hp, 427 cubic inch, aluminum-headed big block of 1971. For the 2002 model year, the LS6 was further refined and rated at 405 hp; this horsepower increase was achieved through deletion of two of the precatalytic converters in the exhaust system, improvements to the air induction system, and installation of high-lift camshafts along with a lightweight valve gear. Correspondingly, Z06 Corvettes produced from 2002 until 2004 displayed unique "405 HP" badges on both front fenders as a testament of the vehicle's engine power.

See also

Notes and references

{{Infobox Automobile|image=|name=
C5 Z06|aka=Z06|manufacturer=Chevrolet|layout=[FR layout|body_style=2-door [hardtop coupé [LS6|successor=[Chevrolet Corvette C6#Z06|production2001–2004|transmission=6-speed Manual transmission|designer=??|wheelbase=104.5 inch (2655.5 mm)|length=179.7 inch (4565.6 mm)|width=73.6 in inch (1869 mm)|height=47.7 inch (1211.5 mm)|weight=3115 lb (1413 kg)|assembly=Bowling Green, Kentucky--> Corvette Z06.The Chevrolet Corvette C5 Z06 is a super high-performance sports car with supercar abilities. Introduced by Chevrolet as their corporate and performance List of flagship vehicles by manufacturer, production began in 2001 as part of the Chevrolet Corvette C5 model line, and ended with the 2004 model year.

General The successor to the Chevrolet Corvette C4#ZR-1 made its debut in 2001as the Z06, giving a nod to the high performance Z06 version of the Chevrolet Corvette C2 of the 1960s (See the C5 Z06#History of the Z06 & LS6 below). Instead of a heavy, double-Overhead camshaft engine like the ZR-1, the Z06 used a high-output, tuned version (designated GM LS6 engine) of the standard LS1 Corvette engine, which initially produced 385 hp (287 Watt#Kilowatt). Although its total horsepower output was less than that of the last ZR-1, the Z06 was much lighter, and could out-perform the ZR-1 in every category except top speed. It also cost substantially less money than the ZR-1.

Like with the ZR-1, Chevrolet found that increasing the power output did the C5 platform little good without additional modifications to bring the rest of the car up to par. Starting with the most structurally rigid body style offered, the hardtop or "fixed roof coupé" (FRC), an uprated FE4 suspension, larger wheel rims and tires, revised gearing ratios, and functional brake cooling ducts became part of the total package. The Z06 is 38 pounds lighter than a standard C5 hardtop thanks to weight-saving measures such as a titanium exhaust, thinner glass, lighter wheel rims, non-EMT tires, reduced sound proofing, fixed rear radio aerial, and a lighter battery. Starting with the 2002 model year, the LS6 engine was uprated to 405 hp (302 kW) thanks to a larger volume air intake, stiffer valve springs, lighter sodium filled valves, more aggressive cam phasing and lift, revised pistons, and revised block. While Chevrolet officially claimed that the ultimate power output of the LS6 was 405 hp, many dynamometer tests have shown that Chevrolet underrated the engine by 20 hp, giving it an actual total of 425 hp.Supercar Killer Chevy's '04 Z06 does 11s bone stock--and so much more

Performance Factory performance figures for the 405 hp version of the Z06 give an acceleration time from 0-60 mph as 3.9 seconds. Owner-drivers have reportedly achieved impressive quarter-mile times of 11.7Supercar Killer Chevy's '04 Z06 does 11s bone stock--and so much more seconds. The Z06 is capable of matching or besting the 0-60 acceleration times of some of the world's premier sports cars, including the BMW Z8, Ferrari 360, and Porsche 911#996 Turbo .282000.E2.80.932004.29, making it one of the best performance bargains under $100,000. Although not considered quite a supercar#other criteria, primarily because production numbers are too great and top speed does not exceed 200 mph, the Z06 has many supercar abilities, such as a 7.33 lb/hp power-to-weight ratio as well as the performance specification marked with an asterisk in the following table:

{| class="wikitable"|-! Event! Performance! Supercar
Criteria] mph| 3.9 sec| * Under 4 sec|-| 0-100 mph| 9.2 sec||-| 0-100-0 mph| 13.56 secCar & Driver 2002 Z06 Performance Review 0-100-0| * Under 14 sec|-| 1/4 Mile| 11.7 sec| * Under 13 sec|-| Skid Pad| 1.03 G| * Over 1 G|-| Top Speed| 186 mph|-| Nürburgring Nordschleife Lap Time C5 Z06#Nürburgring Circuit| 7:53| * Under 8 min|}(Source: The world’s fastest cars from 0-100-0 mph (in order))

Z06 refinements The Z06 received several other refinements in addition to its unique engine, suspension, wheels, and tires that either enhance functionality, differentiate its appearance from the base-model C5, or do both:



LS6 engine The Z06 uses a high-output version of the GM LS1 engine small-blockengine. The named was changed to GM LS6 engine after substantial modifications. The new engine powerplant expels about 12% more power than the LS1 and physically looks identical in external appearance save for the "Red" engine covers. The LS6 produces 405 hp at 6000 Revolutions per minute, and 400 Foot-pound force of torque at 4800 rpm. The engine redlines at 6500 rpm (versus the LS1's 6000 rpm redline).

The LS6 utilizes a block made of aluminum. It has been modifed to allow greater bay-to-bay breathing. Typically the LS1engine allows too much air in its crankcase developing into parastic loss of power. The LS6 relieves this unwanted pressure translating into a removal of parasitic loss thus gaining more power.



The LS6 utilizes modified versions of the LS1 engine. The new pistons are made from M142 aluminum alloy which has proved to bestronger and more durable then the material used in the LS1. The pistons have been reshaped to have a slight barrel shape difficultto see for the normal onlooker. The new desing also reduces internal mechanical noise because of its increased efficiency.



The LS6 cylinder heads have been case with pent-roof combustion chambers. This modification of the LS1 has decreased the cylinder size thus promoting a greater Compression ratio; from 10.1:1 to 10.5:1. The LS6 ports have been cast usingtighter tolerances which has resulted in increase power, thermal efficiency, and an increase in volumetric efficiency.



The LS6 utilizes camshafts constructed from steelBillet (manufacturing) materials. The timing of the camshafts have been altered by increasing the lift from those of the LS1 to provide quicker opening times. To accomdate higher lift andlonger duration of the camshaft the valve springs have been manufactured to become stiffer. The springs are wound tighter then those in the LS1 which results in stronger springs able to handle the increase strain from the camshafts. These modifications result in more efficient air-flow into the combusion chambers and thus an increase in power.



The LS6 utilizes new and larger fuel injectors. The new injectors deliver 3.6 grams of fuel per second an increase of 10% above the LS1. The injectors were designed to deliver more fuel as a result of the increase in air flow from the increased compression and camshaft opening duration modifications. The fuel to air mixture ratio needs to remain proportional to achieve operational status.



The LS6 utilizes a newly designed Positive PCV valve. The new PCV valve nowrests in the "V" of the engine. The "V" aluminum cover contains composite oil separting baffles with uniquetubing. This results in less overall oil tubing thus reducing the potentiality of oil leak sources. The presenceof the oil baffles also reduces oil consumption and increases the performance capbilities of the ventilation systemduring high performance manuvers (greatern then 1 lateral g-force) which the Z06 is capable of.



The LS6 utiizes newly designed exhaust manifolds. These manifolds are constructed of cast-iron material andhave been designed to reduce weight by utilzing "Thin walls".

Active Handling General Motors developed a system they called "Active Handling" in 1998. This system is a stability control feature that utilizes on-board sensors that measure a vehilces lateral acceleration, Yaw angle, and steering wheel position. These sensors work in conjunction with the vehicles Anti-lock braking system and Traction control which automatically assist a vehicle's driver in ] and Oversteer situations. The Z06 came standard with the second generation "Active Handling" system. The second generation system added substantial improvements to the orignal sytem which are as follows:



The second-generation Active Handling sytem utilizes the Bosch version 5.3 hydraulic pressure modulator. Bosch improved this version to become smaller, quieter and more efficient at lower temperatures. The new modulator can operate at -20° Celsius resulting in accelerated functining capacity after cold startups. The pressure sensor originally located in the master cylinder was also integrated into the new pressure modulator.



The second-generation Active Handling sytem utilizes a newly designed dynamic rear brake proportioning system.The new enhancement is a software driven improvement which balances the rear brake pressure electronicallythus preventing rear brake bias also known as "Brake Lockup". The new system replaces the physically standardbrake proportioning valve and it's tubing components thus reducing weight and overall complexity.



The second-generation Active Handling sytem received a major addition in the form of a sideslip angle rate control.This addition is software based and senses a drivers response time to changning vehicle movementsduring handling manuevers. The system compensates for driver errors by utilizing the vehicles braking and tractioncontrol systems to maintain the stability of the vehicle based upon the parameters programmed by General Motors.



The second-generation Active Handling sytem received another software upgrade in the form of improvedcalibration alogorithms that estimate the Coefficient of friction of road surfaces.As traction on roads are decreased such as slippery road surfaces; a vehicle are biased towards slipping sideways.The new coefficient estimation takes this traction problem into account and factors it in with the rest of theActive Handling system inputs.



The second-generation Active Handling sytem received also added another software enhancement in the form ofa rear brake stability control. This addition releases brake pressure on the inside rear wheel during highlateral acceleration maneuvers. This sytem assists drivers who do not estimate radius turns correctly duringhigh speed and light braking. The system compensates for driver errors by utilizing the vehicles braking systemthus allowing for a more predictable maneuver while keeping the vehicle on its initial vector.



As has already been stated the second-generation Active Handling sytem work in conjunction with the Traction ControlSystem. The second generation system continues this relationship but with which has been modified and refiend to target specific rear brake pressures and controlling engine torque based upon the parameters programmed by General Motors. This modification resuls in improved acceleration and fewer engine sags.



The second-generation Active Handling sytem incorporated into the Z06 has a unique featured labeled "Competitive Mode". When activated this feature turns the vehicles vehicle's Traction Control sytem off while still employing all the other components of the "Active Handling" system. To enable this feature a driver merely presses down on the Active Handling button for five seconds. This can be done even while the vehicle is in motion.

Sensors





The Second-Generation Active Handling System provides better performance with less perceived intrusion, and is more adept than the original system in controlling the vehicle whenever necessary. The improved agility of the vehicle allows average drivers to perform better during spirited driving, and provides a greater safety margin in emergency situations.

Summary of Active Handling System Modes

The "OFF" and "COMPETITIVE DRIVING" modes are important features on a high-performance sports car, as skilled drivers may find that some wheelspin and oversteer can be beneficial to their lap times in competitive events. The Corvette's system allows them to operate the car in this fashion when appropriate, although Chevrolet recommends against selecting these modes for street use.

Transmission The Z06 utilizes the specially-built M12 6-speed manual transmission. While outwardly similar to the base-model MM6 manual transmission, the M12 transmission is unique to the Z06, and is the only transmission available for that model; it is not available on Corvette coupés or convertibles. The M12 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" message if transmission temperatures approach their operating limits, and which could lead to damage if the transmission were not allowed to cool down. As with all C5 Corvettes, the transmission is located toward the rear of the vehicle, as a rear-mounted transaxle assembly. This allows a better overall weight distribution for the vehicle, as the weight of the transmission offsets some of the weight of the forward-sitting engine.

Gear ratio comparisons of MM6 (base-model C5) vs. M12 (Z06):{| class="wikitable"|-! Gear! LS1/MM6! LS6/M12|-| 1st Gear| 2.66:1| 2.97:1|-| 2nd Gear| 1.78:1| 2.07:1|-| 3rd Gear| 1.30:1| 1.43:1|-| 4th Gear| 1.00:1| 1.00:1|-| 5th Gear| 0.74:1| 0.84:1|-| 6th Gear| 0.50:1| 0.56:1|-| Reverse| 2.90:1| 3.28:1|-| Axle Ratio| varies| 3.42:1|-| Final Drive Ratio| varies| 1.91:1|}

Suspension A special suspension (the FE4) was developed exclusively for the Z06, and is not available on other Corvette models. It features unique shock calibrations, a larger front stabilizer bar, a stiffer rear leaf spring, and revised Camber angle settings — all calibrated with a bias toward maximum control during high-speed operation.

Specifications

The greater negative wheel camber used on the Z06 helps to keep the tire flatter in relation to the road, and increases the tire contact patch for greater grip while cornering. When coupled with other special Z06 components, the combination provides exceptional racetrack performance.

Nürburgring Circuit These suspension refinements came as a result of extensive testing and development, including several high-speed test sessions at Germany's famed Nürburgring circuit. The 2004 Corvette C5 Z06 is one of only a precious few cars to have broken the 8-minute barrier for lap times at the Nürburgring circuit (see Nordschleife fastest lap times for complete list). However, the Corvette testing at Nürburgring wasn't just about raw speed: engineers learned important lessons about tuning the chassis to enhance the poise, confidence, and "smoothness of response;" attributes that become increasingly important when subjected to the severe demands of a 14-mile course that has approximately 170 turns, and virtually constant elevation changes. "Nürburgring, at the extreme edge of the envelope, provides conditions that can't be easily duplicated anywhere else," said David Hill, vehicle line executive and Corvette chief engineer. "But, even for the Z06, we spend considerable time ensuring we don't make adjustments that compromise the normal daily driving character of the car." (Source: [http://www.corvettemuseum.com/specs/2004/index.shtml 2004 Chevrolet Corvette: Commemorative Edition Celebrates Racing Success, and Improves the C5 Breed)

Wheels Also unique to the C5 Z06 are wider wheel rims and tires, which increase contact with the road and are essential to providing better grip. The design aesthetics of the new wheel rims are also one of the visual identifiers for the Z06, and are the most mass-efficient aluminum wheels ever produced for Corvette. They are painted a light gray metallic, and serve to show off the red brake calipers used on the Z06, especially when the car is in motion. The center cap of each rim also displays the red Corvette "crossed-flags" emblem for added identification at rest.

Wheel Size Comparison{| class="wikitable"|-!! Base-model C5! 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|}

Tires Goodyear specifically designed new wider, "grippier" tires for the Z06. Called Goodyear Eagle F1 SC (Supercar) tires, they allowed the Z06 to handle, brake, and perform better than any production Corvette yet tested. These same tires can be found other super-high-performance vehicles such as the Ford GT, and differ from the Goodyear Eagle F1 GS EMT tires provided as factory equipment on C5 coupés and convertibles as follows:

Tire Size Comparison{| class="wikitable"|-!! 2001 C5
Eagle F1 GS! 2001 Z06
Eagle F1 SC|-| Front| P245/45ZR-17| P265/40ZR-17|-| Rear| P275/40ZR-18| P295/35ZR-18|}

Titanium exhaust The 26-pound titanium muffler and tailpipe assembly of the Z06 replaces the 44-pound stainless steel system used in the base-model C5. That 41% weight savings directly translates into improved performance: faster acceleration, better handling, higher cornering speeds, shorter braking distances, and increased fuel economy. In addition, titanium's natural resistance to corrosion and durability give the exhaust system of the Z06 a virtually unlimited life span.

The Arvin design addresses the differences between titanium and stainless steel, including characteristics such as springback, vibration and resonance frequency. New muffler components were custom-developed for titanium fabrication, and a unique acoustic tone to meet GM sound requirements. To meet both performance and production rate demands, TIMET and Arvin collaborated to develop a new "exhaust grade" of commercially pure titanium. Special surface conditioning allows efficient fabrication to help meet the cost criteria set by GM for the use of titanium on a performance car. The titanium system is as strong as the equivalent steel system, but weighs substantially less.

Titanium has a natural oxide layer that provides immunity to external corrosion from road salts, as well as to internal corrosion from sulfur-rich engine exhaust. The system will experience no pitting or rusting, even at the welds. Corrosion immunity also means that the exhaust is designed with no trade-off to the weight savings; in a production vehicle, the system will far outlast anything made of stainless steel, resulting in fewer warranty claims and increased customer satisfaction. When titanium emerged as the solution to the GM performance challenges, the manufacturing technology to produce titanium mufflers in mass-market quantities didn't exist. Working with TIMET to optimize an exhaust grade of titanium, Arvin successfully adapted its stainless steel stamping, bending, cold forming and welding methods to accommodate the structural differences between stainless steel and titanium. New testing and computer models were also developed to ensure GM durability requirements were met. Titanium is environmentally sound. It is completely inert, non-toxic, 100% recyclable, and its production leaves no harmful by-products. Titanium does not degrade or release anything into the air, water, or ground.

To create the distinctive Z06 exhaust outlet scoop, Arvin developed new technology to cut the metal on an angle and curl it on a tight radius. Further showcasing the unique look, titanium's oxide film takes on shimmering tones of blues, purples, and golds as exhaust raises the temperature of the pipes. These colors evidence and enhance titanium's natural corrosion resistance. Finally, to produce the singular Corvette exhaust resonance, Arvin designed a new internal muffler configuration and used advanced acoustic techniques to tune the muffler.

24 Hours of Le Mans Commemorative Edition For the 2004 model year, a 24 Hours of Le Mans Commemorative Edition of the Z06 (dubbed the Z16 after its RPO code) was offered in celebration of the C5-R "1-2" in-class finishes at Le Mans. The option package consisted of a special paint color ("Le Mans Blue Metallic"); wide, silver-and-red stripes optionally applied down the center of the car; a carbon fiber hood (saving an additional 20 pounds of weight); special commemorative badging and headrest embroidery; and brightly-polished wheel rims (a first on the Z06) with unique centercaps. Though not as outwardly apparent, the Z16 also received shock damping tuning for improved handling. The Z16 was a limited production vehicle, with only 2025 Z16s produced during 2004 (the only year of production); of that number, 325 went overseas, leaving North America with approximately 1700.

History of the Z06 & LS6 Z06 In 1962, Zora Arkus-Duntov Chief engineer at General Motors first brought forth the concept of the Z06 following a ban on factory-sponsored racing by the Sports Car Club of America. Duntov knew customers would continue to race Corvettes even though the ban, which initially had full support from GM management, was in effect. During the planning of the Sting Ray project, Duntov suggested that it would be a good idea to continue with parts development in order to benefit racers, and as a way of surreptitiously circumventing the racing ban. Eventually, when GM management relented from their support of the ban, Duntov and his colleagues created "RPO Z06" as a special performance equipment package for the Corvette. The Regular Production Order (RPO) was a GM internal ordering code designation. The package was specifically designed for competition-minded buyers, so they could order a race-ready Corvette straight from the factory with just one check of an option box (whereas previously, the optional racing parts were literally hidden in the order form so that only the most knowledgable and perceptive customers could find them). The RPO Z06 package was first offered on 1963 Corvette, and included:

These Corvettes came to be known as "Big Tanks" because the package initially included a 36.5-gallon gas tank (versus the standard 20-gallon) for races such as 12 Hours of Sebring and 24 Hours of Daytona. Initially, the package was available only on coupés, as the oversized tank would not fit in the convertible, although the rest of the Z06 option package was later made available on convertibles as well.

Thus, the 1963 Chevrolet Corvette was technically the first Corvette that could be designated as "Z06." The only engine option on the Z06 was the L84 327-cubic-inch displacement engine using Rochester fuel injection. With factory exhaust manifolds, required to run the cars in the SCCA production classes, Chevrolet rated the engine at 360 hp. The Z06 option cost an additional $1,818.45 over the base coupé price of $4,252. Chevrolet later lowered the package price and eliminated the larger gas tank from the Z06 package, though it remained available as an add-on option for any coupé. All told, Chevrolet produced 199 of these "original" Z06s.

LS6 In 1971, Zora Duntov's team created a special 425 bhp (gross) big-block V8 for the Corvette, again with racing in mind. GM offered this as the "LS6" engine RPO for just one year: a 454 cubic inch (7.4 liter), cast-iron "big-block" engine with aluminum heads. In terms of both horsepower and legend, these original LS6 engine were second only to the L88 full-blown racing engine offered from 1967 through 1969. The LS6 produced 425 bhp (gross) and was the most powerful engine offered in 1971. Only 188 cars were produced with this powerplant — less than 1% of Corvette's production run of 21,801 vehicles for the model year. The LS6 option price was $1,221.00, or 22% of the $5,496.00 sticker price for the Chevrolet Corvette C3. When tested by a leading automotive magazine, an LS6-equipped C3 with a four-speed manual and a 3.36:1 limited-slip differential produced the following numbers:



Also during that model year, a ZR2 RPO package was offered, priced at $1,747.00. The ZR2 package included the LS6 engine; a heavy-duty, close-ratio four-speed manual transmission; heavy-duty power brakes; transistorized ignition; lightweight aluminum radiator; special springs, shocks, and front and rear stabilizer bars. A mere twelve ZR2-equipped C3 Corvettes were produced, making them far more rare than the Z06-equipped C2 Corvettes.

Resurgence The Z06 and LS6 name designations were resurrected in the fall of 2000 as a new performance package for the 2001 model year of the C5. Using the previously-introduced FRC body style, the Z06 option offered improved suspension components and, initially, a 385 hp engine designated as "LS6." The modern LS6 is an improved, high-output version of the base-model C5's 350 hp LS1 engine, but recalled the mighty 425 hp, 427 cubic inch, aluminum-headed big block of 1971. For the 2002 model year, the LS6 was further refined and rated at 405 hp; this horsepower increase was achieved through deletion of two of the precatalytic converters in the exhaust system, improvements to the air induction system, and installation of high-lift camshafts along with a lightweight valve gear. Correspondingly, Z06 Corvettes produced from 2002 until 2004 displayed unique "405 HP" badges on both front fenders as a testament of the vehicle's engine power.

See also

Notes and references



 

Chevrolet Corvette C5 Z06



 
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