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Here's the story...
Illustrated Corvette Series No. 112 - 2001 Corvette
"In the Shadow of the Z06"
A funny thing happened to the
‘01 Corvette on the way to the showroom. It got lost in the
shadow of its own offspring - the new Z06. The base ‘01 Vette
could smoke almost any machine from the glory days of the
’60s and early ‘70 and still get 30 mpg on the
highway. But because the Z06 took Corvette performance to the level of
quasi-racer, with street manners intact, car magazines hardly noticed
the standard model.
Corvette product planners have an
interesting way of rolling out new options and features. The first
three years of the C5 saw a splashy introduction in ’97,
followed by the convertible in ’98 and the hardtop in
‘99. To kick off the new millennium, all Corvettes got
revised five-spoke alloy wheels and a host of small improvements. They
were just catching their breath in ’00.
The Z06 debut in ’01 was so
big that hardly anyone noticed the next round of incremental
improvements. Early Corvettes drew fire from reviewers over the fact
that the car cost as much as a Cadillac but had the fit and finish of a
Chevette. By 2001, those days were over. Chevy officials had long since
realized that while the Corvette could get by on the strength of its
performance, there was no reason it couldn’t exhibit
excellent quality as well.
Aside from a few color changes and
the addition of chrome exhaust tips, the ‘01 Corvette was
identical to the ’00 model. Under the hood, engineers were
able to squeeze an extra 5 horsepower and 25 lb-ft of torque from the
LS1 by revising the intake manifold with a larger plenum and smoothing
out the intake runners. The base engine now packed 350 hp and 375 lb-ft
when paired with a manual transmission.
To handle the extra power, a stronger
clutch was installed, yet the pedal effort was reduced. Unlike the
clutch on the old L-71 of the ‘60s, one could actually live
with this new system. Another subtle improvement was the use of a
lightweight, absorbent glass-mat battery. This new battery was more
heat resistant and could be recharged more often, important features in
a car with luxury-car-type electrical amenities.
All Corvettes now had the active
suspension as standard equipment, and small improvements were made to
both the manual and automatic transmissions. Automatic cars had
smoother shifting, thanks to a new alternator clutch pulley, while
manual cars had their synchronizers upgraded. Reflecting advancements
in both engine build quality and synthetic-oil technology, Chevrolet
now recommended oil changes every 15,000 miles, up from the previous
10,000-mile recommendation.
The convertible tops were improved
with new weather stripping to reduce interior noise and improved
insulation for a smoother exterior look. Auto writers were impressed
with the car’s seat comfort, instrument layout, and
cabin-noise level and gave the car’s interior rave reviews.
Sales saw an increase of 1,945 units,
for a total of 35,627 for the year. That’s the highest number
since ‘85! Of those, 5,773 units were hardtop Z06s.
Ironically, the hardtop Corvette had gone from being the least
expensive to the most expensive model, now listing for $47,000. The
base price for the Vette was up $1,000 for the coupe (to $40,475) and
$1,200 for the convertible ($47,000). MY ’01 sales included
14,173 convertibles and 15,681 coupes, the most even distribution
between the two configurations in the car’s history. A fully
loaded ‘01 Corvette convertible with the optional paint went
for close to $57,000.
Performance figures for the
‘01 Corvette would have been the stuff of wild day dreams of
the past. The car ran 0 to 60 mph in just 4.5 seconds in the manual
form and 5.0 seconds for an automatic. Quarter-mile times were in the
low 13’s.
In the early days the base Corvette
was pretty tame. No one would have imagined a day when all Corvettes
would be thoroughbred runners.
Here's
the story...
Illustrated Corvette Series No. 113 - 2001 Z06 Corvette
"The Incredible Z06!"
This was the Corvette to die for.
When we think of high-performance Vettes, we usually think of the glory
days of the big-blocks or the exotic, DOHC ZR-1. Those stump-pulling
big-blocks were pricey, however, and not always easy to live with. And
while the ZR-1 was a jewel, it cost nearly twice as much as the base
car. All that changed in 2001, with the arrival of the Z06—a
genuine performance bargain.
The Z06 was a runner, with
performance numbers to prove it. With a power-to-weight ratio of
8.09:1, the car could sprint from 0 to 60 in just 4.0 seconds and
complete the quarter-mile in 12.6 seconds at 114 mph. Top speed was
just over 170 mph. Even gas mileage was astonishing. So long as you
weren’t hot-dogging around, the Z06 could get 18 mpg in the
city and 28 mpg on the highway. The best part was that this kind of
performance could be ordered from your local Chevy dealer for about the
same price as a Corvette roadster.
The hardtop version of the C5 was the
perfect platform for the Z06 because it was the stiffest of all three
Corvette body styles. Since another 35 horsepower were being added to
the car with the new LS6 (whose name saluted the old 454 days), the
chassis and body had to be a rigid as possible.
The name “Z06”
was borrowed from an obscure “off road” option for
the ‘63 Sting Ray. For an additional $1,818 a buyer got a
great foundation for a road racing Corvette. A loaded Z06 optioned
‘63 Corvette cost almost $6,700. That’s 58% more
than the stock Vette in 1963 and was not an easy car to live with on
the street.
To sweeten the deal in ‘01,
Dave Hill and his gang used basic hot-rodding tricks - add more power
and take out weight. The new Z06 weighed 100-pounds less than the coupe
and convertible with the use of lighter glass, a smaller backlight, a
titanium exhaust system, and lighter Goodyear Eagle F1 tires.
Under the hood the new LS6 used a new
block casting that was shared with the stock LS1. The air cleaner and
intake and exhaust manifolds had their ports smoothed out and higher
capacity fuel injectors were used along with a new PCV system that
reduced crankcase pressure. Compression was 10.5:1 (up from 10.1:1 in
the base LS1) thanks to new pistons and redesigned heads with pent-roof
combustion chambers. It all added up to 385-horsepower and 385 lb-ft of
torque @ 4800 rpm. The transaxle was stock, except for the more
aggressive ratios and a 3.42:1 axle.
The suspension was already in great
shape, so only larger stabilizer bars and stiffer springs were needed.
The front and rear camber settings were also adjusted for improved
stability.
The interior was available in
all-black or black-and-red leather, with extra side bolsters, special
embroidery on the headrests, and a 6,500-rpm tachometer. A
transmission-temperature sensor was also added, and shifter feel was
improved by eliminating the rubber bushings. Electronic dual-zone air
conditioning was also standard.
Unlike the ZR-1, the Z06 was
impossible to miss on the street. The car’s model-specific
wheels had the same diameters as the stockers but were an inch wider.
Just in front of the rear wheels were mesh-covered brake-cooling ducts.
And to finish things off, there were the Z06 badges on the front
fenders.
Costing just under $48,000, 5,773
buyers signed on the dotted line. The official Chevy disclaimer reads,
“The Z06 is for the extreme Corvette enthusiasts.”
No argument about that!
Here's the story...
lIlustrated Corvette Series No. 114 - 2001 Le Mans-Winning C5-R Corvette
"Victory at le Mans"
Had it not been for Zora
Arkus-Duntov, there never would have been a C5-R. The
Corvette’s first chief of engineering knew firsthand the
value of racing. In 1952 and ‘53 he co-drove an Allard sports
car at Le Mans. Then, in ‘54 and ’55, he drove a
1,000cc Porsche Spyder to a class win. While Duntov never got to see
all-out factory support for a Corvette racing team, his passion for
motorsports lived on in the hearts of the C5 design team. With the car
having proved more successful than anyone in GM’s upper
management could have imagined, 1999 seemed like the perfect year to
introduce a factory-supported Corvette racing program.
GT endurance competition is arguably
one of the most difficult forms of auto racing. Cars have to be fast,
powerful, and durable. Drivers must have stamina, and teams need to
work together perfectly. And, of course, there’s always the
luck factor. Fortunately, the C5 came with all the basic elements a
racing engineer could want, giving the ‘99 C5-R a great
platform from which to start.
The ‘99 C5-R made a great
showing in its first five races, even taking Second at Laguna Seca. The
‘00 season got off to a great start, with the Vettes taking
Second place at Daytona. The year ended with two wins, three seconds,
and a creditable Third place in the GTS class at Le Mans. 2001 proved
to be the best year yet, bringing the Corvette’s first-ever
overall win at the 24 Hours at Daytona. The stage was set for Le Mans.
The 24 Hours of Le Mans is the
pinnacle of modern endurance racing, and the ultimate feather in any
sports-car manufacturer’s cap. The 8.45-mile course is mostly
made up of two-lane country roads. By the third season the cars were
well sorted out, and the team was primed for victory. The ‘01
C5-Rs were called the “wide body” cars because they
had been built to the maximum allowable width for the GTS class. A
little-known fact is that the GTS cars actually had to be crash-tested
as part of the certification process.
As noted, luck can play an important
part in endurance racing. The 2001 Le Mans race was one of the wettest
in memory, with vicious rain starting just 10 minutes after the green
flag. Most cars had to quickly pit to exchange their racing slicks for
rain tires. Rain caused two of the four Vipers to crash, and a third
had to drop out of the race due to electrical problems. The three
controversial S7R Saleen cars all broke. For decades the Corvettes had
borne the brunt of the bad luck and durability problems. This race was
C5-R’s time to shine.
Through the night the No. 63 and No.
64 C5-Rs swapped the lead several times. At one point, the No. 64 car
made a 15-minute pit stop to fix a broken starter. Then, the car spun
out two times in as many laps, putting it far back from the leaders.
One hour before the end of the race, it poured again, and the pace car
had to come out. When this happens, hard-fought leads shrink, as cars
can catch up with—but not pass—one another. When
the checkered flag came down, C5-R No. 63 crossed the finish line with
C5-R No. 64 slightly behind.
The C5-R team finished First
and Second in the GTS class and Eighth place overall. The 63
car—driven by Ron Fellows, Johnny O’Connell, and
Scott Pruett—ran 278 laps totaling 2,349 miles. The 64
car—driven by Frank Feron, Andy Pilgrim, and Kelly
Collins—ran 271 laps totaling 2,289 miles. Speedvision (now
the SPEED Channel) said, “Nobody at Le Mans knows the
Corvettes won at Daytona, but everyone at Daytona knows that Corvettes
won at Le Mans!” Thanks, Zora.
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