Vanlig C5 vs C5 Z06

[Conan999]

Är det någon som kan tala om för mej vad som är gjort på Z06:an från fabriken jämfört med den vanliga? Tänker framförallt på hur dom får fram de extra hästarna?

[puramuk]

[edit] LS6 engine
The Z06 uses a high-output version of the LS1 small-block engine. The named was changed to LS6 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 (302 kW) at 6000 rpm, and 400 ft-lb 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 modified to allow greater bay-to-bay breathing. Typically the LS1 engine allows too much air in its crankcase developing into parasitic loss of power. The LS6 relieves this unwanted pressure translating into a removal of parasitic loss thus gaining more power.

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

Increased Compression
The LS6 cylinder heads have been cast 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 using tighter tolerances which has resulted in increase power, thermal efficiency, and an increase in volumetric efficiency.

High-Profile Camshaft
The LS6 utilizes camshafts constructed from steelbillet materials. The timing of the camshafts have been altered by increasing the lift from those of the LS1 to provide quicker opening times. To accommodate higher lift and longer 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 combustion chambers and thus an increase in power.

Fuel Injectors
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.

Internal PCV System
The LS6 utilizes a newly designed Positive Crankcase Ventilation valve. The new PCV valve now rests in the "V" of the engine. The "V" aluminum cover contains composite oil separating baffles with unique tubing. This results in less overall oil tubing thus reducing the potentiality of oil leak sources. The presence of the oil baffles also reduces oil consumption and increases the performance capabilities of the ventilation system during high performance maneuvers (greater then 1 lateral G) which the Z06 is capable of.

Exhaust Manifolds
The LS6 utilizes newly designed exhaust manifolds. These manifolds are constructed of cast-iron material and have been designed to reduce weight by utilizing thin walls.

[puramuk]

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):

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

[puramuk]

[edit] 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.

[puramuk]

General
The successor to the ZR-1 made its debut in 2001as the Z06, giving a nod to the high performance Z06 version of the C2 Corvette of the 1960s (See the history below). Instead of a heavy, double-overhead cam engine like the ZR-1, the Z06 used a high-output, tuned version of the standard LS1 Corvette engine (designated LS6), which initially produced 385 hp (287 kW). 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 (302 kW), many dynamometer tests have shown that Chevrolet underrated the engine by 20 hp (15 kW), giving it an actual total of 425 hp.[2]


[edit] Performance
Factory performance figures for the 405 hp (302 kW) 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 11.7[2][3] seconds. Car and Driver recorded 1/4 mile times of 12.4 seconds for the 405 hp (302 kW) Z06 and 12.7 seconds for the 385 hp (287 kW) Z06 In their December 2002 issue. Quarter mile drag times are made up of multiple factors. One such factor is "Driver Skill" and or "Driver Aggressiveness" (gear shift timing, reaction time, and optimum shift points); this accounts for various reported times, which can lead to controversy. 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 Turbo (Type 996).

Event Performance
0-60 mph 3.9 sec[4]
0-100 mph 9.2 sec[5]
0-100-0 mph 13.56 sec[5]
1/4 Mile 11.7 sec [3]
Skid Pad 1.03 G[5]
Top Speed 186 mph (299 km/h)
Nürburgring Nordschleife Lap Time * 7:56[6]

(Source: [7])


[edit] 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:

Screened air inlets in the center of the front fascia that deliver additional cool air to the intake system.
Air scoop inlets on the sides of the front fascia that funnel air to the front brakes for better cooling. These inlets replaced the fog lamp housings and/or associated trim panels of the base-model C5.
Air scoops on the rear rocker panels that funnel air to the rear brakes for better cooling. Z06 rear brake temperatures are reduced by as much as 10% under competition conditions; brake fade and wear are also greatly reduced.
Flat underside body panels that provide superior aerodynamics and help in achieving a 0.29 drag coefficient. ([8])
Z06 badges on the front fenders (see the Z06 Emblem below).
More effective front and rear brakes with distinctive red calipers (compared to black calipers on the base-model C5

[Bobrob]

Du kan också läsa mer om Z06 på : http://www.z06vette.com/02.php

Generellt får du bättre prestanda och väghållning än i en original C5'a. C5 Z06'an är förberedd för banåka, med styvare fjädring, bredare däck och mer prestanda redan från början - "autocrossing" som de säger i U.S.A. - och går grymt fort under alla förhållanden - även i standardutförande. En bra stomme för vidareutveckling om man så vill. HardTop-stuket är inte heller helt fel.

[AndersC5]

HardTop-stuket är inte heller helt fel.

Måste väl finnas nån anledning till att dom inte tillverkar hardtop längre...=Coupe modellen är snyggare

[Conan999]

Tack för infon

[puramuk]

HardTop-stuket är inte heller helt fel.

Måste väl finnas nån anledning till att dom inte tillverkar hardtop längre...=Coupe modellen är snyggare

ja d e ju en smaksak,själv tycker jag att det där långa glastaksbakruteelendet ni åker omkring med mest liknar ett akvarium

[puramuk]

HardTop-stuket är inte heller helt fel.

Måste väl finnas nån anledning till att dom inte tillverkar hardtop längre...=Coupe modellen är snyggare

men jag tror att anledningen är att du får bättre luftmotstånd med akvariet = lättare att få en snabb bil! kan vara hur fel som helst men det e vad jag tror.....

[Mange_C5]

Måste väl finnas nån anledning till att dom inte tillverkar hardtop längre...=Coupe modellen är snyggare

ja d e ju en smaksak,själv tycker jag att det där långa glastaksbakruteelendet ni åker omkring med mest liknar ett akvarium

Hahaha!