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Muscle Cars
Although many believe muscle trucks such as the Ford Lightning and SRT-10 Dodge are a recent phenomenon, that is quite far from the truth. More than 40 years ago, Dodge offered a 426-cu.in.-powered Custom Sports Special D100 half-ton Sweptline, which many consider the industry's first personal muscle pickup.
Over the years, several trucks have elbowed their way into traditional muscle car territory, as evidenced by our Top 10 Muscle Trucks feature on page 22. In 1993, it was Ford's turn.
The first generation Lightning was conceived by Ford's Special Vehicle Team (SVT), a division comprised of engineering and marketing personnel responsible for designing, developing and marketing limited-edition, high-performance vehicles for enthusiasts based on existing Ford inventory. The philosophy focused on design refinement, improving attributes of current models and, hopefully, making them image leaders for Ford. Specific attention was paid to the Lightning's powertrain and chassis to provide a balance of power and handling. In Ford's words: "For all intents, the F-150 Lightning is a Mustang GT with a cargo bed."
Engine compartment is well maintained and is totally original except for replacement battery.
SVT built its first-generation Lightnings on the 1987 to 1995 Ford truck platform, and only made minor adjustments for the three years the truck was available. For 1994, exterior changes included a center, high-mounted brake lamp and black aero mirrors. Like most vehicles, the Lightning switched to more environmentally friendly R-134A refrigerant in 1994, after using R12 Freon the first year of production. Production totals for the first generation are: 5,276 in 1993, 4,007 in 1994, and 2,280 in 1995. The color breakdown is as follows: 2,691 black and 2,585 red trucks in 1993; 1,382 black, 1,165 red and 1,460 white trucks in 1994; and in 1995, Ford built 824 black trucks, 695 in red and 761 in white. Total production for first-generation Lightnings was 11,563.
Engine
SVT built the Lightning with a high-output V-8 based on the 5.8-liter, 351-cu.in. engine. To ensure you are buying a Lightning and not just an F-150 with Lightning accoutrements, look for the "R" code in the VIN. The engine had 8.8:1 compression, a 4-inch bore and 3.50-inch stroke. The stock hydraulic, flat-tappet camshaft specifications are: duration at 0.50; intake 200 degrees and exhaust 214 degrees; advertised duration is 260 degrees intake and 274 degrees exhaust.
SVT installed GT-40-type cast-iron cylinder heads, a tuned intake manifold, tubular stainless-steel headers, larger intake (1.84-inch) and exhaust valves (1.54-inch), high-flow ports, high-rate capacity fuel pump and injectors, revised combustion chambers, a redesigned air filter for improved airflow and a true dual exhaust system.
Other upgrades for the basic 5.8-liter V-8 included high-silicon aluminum hypereutectic pistons, a special camshaft for optimized valve tuning and a cartridge-type oil-to-water exchanger to control oil temperatures. Engineers also programmed the engine's computer control to deliver crisp throttle response and acceptable fuel economy. Lightning output resulted in a then very healthy 240hp at 4,200 rpm and 340-lbs.ft. of torque at 3,200 rpm. The Lightning distributor uses a special cap with aluminum contacts and is the recommended cap for Lightnings. This cap is made of Rynite, which has high dielectric properties.
This powerplant could produce 0-60 times of 7.2 seconds, 0-100 mph in 25.7 seconds and cover the quarter mile in 15.6 seconds at 87.4 mph. Not lightning fast, but the 351 had to propel almost 4,500 pounds. Top speed was electronically limited to 110 mph. EPA fuel economy leaves something to be desired at 12 mpg city and 16 mpg highway.
Transmission
Only one transmission came with a Lightning: the E4OD electronically controlled four-speed automatic. For the Lightning application, engineers recalibrated it to handle the power and added an auxiliary oil cooler. A 4.0-inch diameter aluminum driveshaft combined sufficient torque capacity with minimal weight. This transmission featured automatic overdrive with brake/shift interlock and carried the following gear ratios: 1st: 2.71:1; 2nd: 1.54:1; 3rd: 1.00:1; 4th (OD): 0.71:1; and 2.18:1 in reverse.
Differential
A 4.10:1-ratio rear axle housed a limited-slip differential inside a heavy-duty 8.8-inch rear end filled with synthetic lube. Ford factory lube is still available from a dealer, but is pricey at $17 per quart. The rear end housing also was Lightning-specific, featuring external cooling fins to reduce temperatures.
Suspension & Brakes
The front suspension was standard F-150 fare, with twin I-beams. But a one-inch anti-roll bar kept things in check. The rear suspension included a rigid axle and leaf springs, as you'd expect from a pickup. The front shocks were Monroe Formula GP gas units with a 1.375-inch bore. Both front and rear anti-roll bars measured 1 inch and the entire suspension was lowered 2.5 inches from stock. The leaf springs contained a single leaf.
Each Lightning had power steering, integral recirculating ball type with a 17.0:1 ratio. The steering system was reworked with a larger Pitman arm and improved-response power steering control valve.
The braking system used power-assisted front disc/rear drum setup with anti-lock brakes on the rear wheels only. The rotors measured 11.72 inches and the rear drums 11.03 inches x 2.25 inches wide. These brakes brought a Lightning to a halt in 143 feet from 60 mph.
Wheels & Tires
The Lightning came standard with 17-inch by 8-inch aluminum wheels with Firestone Firehawk GTA P275/60HR17 blackwall tires. The back spacing on stock Lightning wheels is 4.5 inches and the stock bolt pattern is 5 x 5.5 inches.
Chassis
A full, ladder-welded steel frame, doubled at the kick-up and rails measuring 0.170 inches were used. Running under the chassis is a true dual stainless steel exhaust system with four catalytic converters, two mufflers and two tailpipes that exit behind the passenger wheel.
The wheelbase measured 116.8 inches, the overall length (including the rear bumper) was 201.8 inches, ground clearance stood at 8.2 inches, front track 64.2 inches, rear track 63.5 inches, and curb weight hit the scale at 4,480 pounds. The Lightning's width measured 79 inches and overall height stood at 68.9 inches. Weight distribution measured 55.8 percent in front and 44.2 percent out back.
Body
Like all Ford trucks at the time, the Lightning had a welded, all-steel body and featured a color-keyed rear step bumper. Buyers could order an optional color-keyed tubular bumper, as the original owner chose on our Buyer's Guide feature truck. The grille was color-keyed, along with the headlamp bezels and front bumper, which also included an integral air dam and fog lamps.
If someone is selling a green 1993 Lightning, walk away, because only Raven Black and Bright Red, both without clearcoat, could be ordered. In 1994, Ebony, Crimson (a special red available only in 1994), and Oxford White were available, but now with clearcoat. All of the 1994 colors carried over for 1995.
The dual fuel tanks held a whopping 34.7 gallons and today would cost around $100 to fill, even with regular unleaded. The maximum payload and trailer weights stood at 745 pounds and 5,000 pounds respectively. Other options include: electric side mirrors, trailer towing package, sliding rear windows and a security group with remote keyless entry/anti-theft system on 1994 and 1995 models only. The side rear-view mirrors are black only for the first generation.
Interior
Look around the cabin and, at first glance, you won't find anything too much different than the standard F-150 cab. The two most obvious improvements are the perforated leather-wrapped steering wheel and the multi-adjustable cloth bucket seats.
The seats themselves are incredible, and quality-wise would stack right up there with high-end Recaros. These seats are Lightning-specific and, to the owner's knowledge, not available in any other Ford product. They're covered in a charcoal tweed with Lightning embroidery on the seatbacks. Each seat has six-way power adjustment as well as a unique adjustment to allow for better leg support.
Since the F-150 was designed for either a bench seat or a 60/40 split bench, it left a big hole in between the seats, which in this example is filled with a plastic floor console out of the same-generation Bronco. A rare option is a console with a fold-down jump-seat.
Instrumentation includes a 6,000-rpm tachometer, 120-mph speedometer and other gauges to monitor oil pressure, water temperature, and electrical system charging. Included were embroidered floor mats. Optional were auto-dim mirrors and double sun visors.
The interior was based on the XLT trim and a Preferred Equipment Package, which included air conditioning, power door locks/windows, electronic AM/FM stereo with cassette, digital clock and four speakers, cruise control and a tilt wheel.
In 1993, the only available interior color was Charcoal; Opal Gray in 1994 and Dark Charcoal in 1995.
Legroom measured 41.4 inches, headroom was 39.6 inches, and overall cab volume was 62 cubic feet. Standard interior equipment on a 1993 to 1995 Lightning included: supplemental restraint system, driver's side airbag (1994-1995 only), XLT trim; premium bucket seats with power lumbar support; center floor console (on 1993 and some 1994 trucks) or center folding seat (on some 1994 and all 1995 trucks); electric AM/FM stereo with cassette/digital clock and four speakers. A CD player could be ordered in 1994 and '95.
Other standard equipment included: power windows; power door locks; air conditioning; cruise control; tilt wheel; intermittent wipers and light and convenience Group B.
Reproduction Parts
There are some reproduction parts available, such as a Lightning logo kit from Phoenix Graphix, but it does not include the retroreflective Lightning bolt. Most hard parts are still available from Ford, and well-stocked auto parts stores should have most engine-related parts.
The most notable items no longer available are the tires. Firestone Firehawk GTA P275/60HR17 blackwall tires are no longer being produced by Firestone, and are not being reproduced on the aftermarket.
Performance Parts
Modifying the exhaust is a good way to bring a lot of power out of the engine, and a complete conversion to a high-flow system will cut nearly a half-second off your elapsed times. A typical header install will take between two and five hours, depending on which brand headers you buy. Typical results show up to 15hp and between 20 and 25-lbs.ft. of torque.
Lightnings cognicenti have provided some suggestions for Lighting headers, including JBA part number 1628-2; Bassani part number 58150L; and Ford Motorsports' own products. High-flow catalytic converters are a good bolt-on for added performance and Bassani offers a good system for this application.
Another area to focus on is airflow to the engine, which is key to good performance. A simple high-performance bolt-on involves using Ford part number F3TZ-9A675-B, which is an air inlet tube for an F-250 model with a 460-cu.in. V-8. This tube attaches to the air filter box, but mounts to the driver's side of the radiator. If you remove the stock grille, it's easy to see a large, vertical, rectangular hole next to the radiator. This tube attaches there and brings in extra air. If you live in Seattle, this may not be a good idea, as water can get in more easily. Another inexpensive modification is replacing the standard air filter with a high-flow unit, such as a K&N. A really cheap upgrade is modifying the "S" hose, which runs between the air filter and throttle body. A simple clothes dryer duct will work and is cheap and flexible.
Inside the engine, a roller camshaft can, of course, add power. And with computerized engines, a great upgrade is a computer chip and EEC tuner. Chips can offer many benefits, such as: firmer transmission shifts; faster manual downshifts; a higher-rev limiter; revised spark table; improved engine braking at closed throttle. A chip can also turn cooling fans on sooner, and revise the torque converter to eliminate shudder and allow cooler temperatures. Of course, there are tried and true methods a weekend tuner can do, such as bumping the timing to 14-16 degrees, which is a double-edge sword because you'll gain some ponies, but need higher-octane fuel.
Chassis Upgrades
Lightnings ride quite firm, but that leads to superb handling, at least for a pickup truck. The stock Monroe Formula GP shocks are good, but there are upgrades available, such as Bilsteins and Edelbrock Performer IAS shocks, which offer a good ride, maybe a little softer than stock shocks. The stock suspension is already lowered, but it can be brought down even further, which will lower the truck's center of gravity and decrease the amount of uncontrolled airflow under your Lightning. The easiest way to achieve this is by replacing the stock springs. Good bets here are Steeda and Eibach products. DJM Suspension offers 3-inch dropped I-beams. Traction bars are a necessity if you are going to race your Lightning. They plant the rear end down on takeoff, prevent wheel slippage and dreaded wheel hop. Two traction bars that work great on Lightnings are Rancho Bars and Cal-Trac Bars.
Recent
Photo: General Motors
One of the ultimate C5 Z06s was the 2004 24 Hours of Le Mans Commemorative Edition, acknowledging Corvette Racing’s historic 1-2 class finishes in 2001 and 2002 (also 2004). Just 2,025 Le Mans Commemorative Editions were built assuring their collectability.
As far as the regular Z06 goes, all told, there were 28,388 built over four model years, so they’re not difficult to find these days. It can, however, be difficult to find stock, low-mileage examples, as many owners drove these cars as they were intended and tweaked them with bolt-ons for even better performance.
According to classic.com, average C5 Z06 prices have increased significantly over the last five years from $16,000 in 2019 to $32,000, as of this writing. One of the highest prices recorded for an unmodified example was at Mecum’s Kissimmee sale in January. The car was a 2001 painted Speedway White (one of 352 in that color) with just 218 original miles, and it sold for $71,500 including fees.
In July 2023, a black 2004 Z06, driven fewer than 1,600 miles, sold on Hemmings Auctions for $52,500 - just shy of the car’s original MSRP of $53,485. On the more affordable end, back in 2020, a 2001 Z06 listed as unmodified, but with 154,680 miles on the odometer, changed hands on Hemmings Auctions for $9,000.
These cars have received a lot of attention lately and appeared on many bargain-priced performance car listicles. Their low-buck status seems to have changed as a result and prices have nosed skyward. Still, the first-edition Z06 is an excellent car that offers a lot of track day potential with very low running and maintenance costs. If you’re interested in owning a 2001-’04 Corvette Z06, here are some points to consider.
Body
Image: General Motors Artist: David Kimble
C5 Corvettes used sheet-molded composite body panels made of 40 percent resin, 33 percent calcium-carbonate filler, 20 percent chopped fiberglass, and 7 percent resin and hardeners (used to improve the surface finish of the panels), according to Chevrolet. The floor pan was made from SMC inner and outer panels with balsa wood sandwiched in between. The 2004 Le Mans Commemorative Edition Z06 used a carbon fiber hood to shave 10 pounds off the nose. When inspecting a Z06, you’ll want to inspect the lower portions of the car for signs of damage—the fascias and rocker panels. The three-piece air dam on the front is prone to taking hits because it rides so close to the ground. Replacement air dams are widely available and it’s important that the pieces be installed correctly as the dam helps direct air to the car’s radiator. You will also want to check the floorpan for signs of damage or previous repairs. Floor pans punctured by debris in the road aren’t unheard of on these cars and you’ll want to make sure the repair was performed correctly to guard against leaks. The quarter panels on these cars are bolted on, so check for proper fit and signs of replacement that might indicate previous accident damage. Aftermarket body kits are available for C5s and popular with Z06 owners looking for some additional body width and larger wheelhouse openings.
Something else to be aware of - common among all Corvettes, not just C5s - are electrical grounding issues related to the composite body. These can cause a wide variety of mysterious conditions and usually the problem isn’t difficult to solve but can be difficult to trace.
Z06 exterior colors over the C5 generation included: Black, Torch Red and Millennium Yellow from 2001-’04; Speedway White, which was only available in 2001; Quicksilver, which was offered from 2001-’03 and replaced by Machine Silver in ’04; Electron Blue, which was offered in 2002-’03; and LeMans Blue Metallic was used on the ’04 Le Mans edition Z06. All of the LeMans editions were painted blue with silver and red graphics modeled after the 2003 C5R race car.
Chassis and Suspension
Among the most scarce of all C5 Z06s is 2004 24 Hours of Le Mans Commemorative Edition acknowledging Corvette Racing’s historic 1-2 class finishes in 2001 and 2002 (also 2004). Just 2,025 Le Mans Commemorative Editions were built, and they command a premium today. All of the LeMans Commemorative Editions were painted blue with silver and red graphics - a color scheme modeled after the 2003 C5R race car.
Photo: General Motors
The C5 Z06 was based on a pair of 13-foot long, continuous chassis rails, hydroformed in a die using fluid pressure - it was a very rigid platform and a first for the Corvette. Another substantial change in the C5 chassis, that made it an ideal production road racer, was the use of a rear transaxle. By moving the gearbox to the rear, the weight distribution nearly hit the 50/50 sweet spot, plus it freed up space in the cabin. An enclosed stamped-steel driveshaft tunnel (a torque tube) between the engine and the transaxle made the chassis even stiffer. The suspension hard parts were made from aluminum and transverse mounted leafs handled the bumps. The C5 front suspension used a setup similar to the late-edition C4s, with revisions, while the rear was an entirely new design with upper and lower A-arms and constant velocity joints replacing the old five-link/universal joint setup. Without a doubt, the C5 chassis transformed the Corvette. In addition to the superior handling, the cabin was easier to enter and exit, more comfortable to drive and the ride was less punishing—even the track-ready Z06. To ensure the Z06’s track readiness, it had unique FE4 suspension with a larger front stabilizer bar, a stiffer rear spring, revised camber settings and forged wheels that were 1-inch wider front and rear than a standard Corvette. The Z06’s steering was sped up too: 2.46 turns lock-to-lock versus 2.66 on standard C5s. Brakes were shared across the C5 line—four-wheel discs with 12.8-inch rotors front and 12-inch rear. The calipers were two-piston units but treated to a red finish on the Z06. Many owners choose to upgrade the stock brakes with aftermarket units. The stock rotors are fine for street use but have shown not to hold up well on cars that are driven hard on the track.
The 2004 model year Z06 benefitted from suspension revisions and new shock absorbers that were developed by GM through extensive testing. These units were a vast improvement over prior years. There are aftermarket options available that approach the performance of the factory ’04-edition shocks—which can be expensive and difficult to find today. Many owners have found that OEM C6 Z06 shocks are also a good fit at a lower price. The C5 chassis is a rugged and proven sports car platform that was designed to serve reliably for many miles. When shopping, take note of the typical items that wear out with age: anti-sway bar bushings/end links, control arm bushings, rear cradle bushings, ball joints etc. Be sure to ask about any maintenance work that might have been performed. A fresh set of tires is a selling point on these cars as well. The stock size Eagle F1 tires cost more than $400 apiece for the 265/40R17 fronts, and more than $600 apiece for the 295/35R18 rears - if you can find them. The selection of tires available in the factory sizes is limited these days so when it comes time for replacement you might have to consider alternatives like 255/40/17 or 275/40/17 fronts and 285/35/18 rears.
Engine
Image: General Motors Artist: David Kimble
The 5.7-liter LS6 arrived in 2001 with 385 horsepower and made the jump to 405 horsepower in 2002. It was an evolution of the standard Corvette’s LS1 with improvements to the block and pistons, better flowing heads with revised combustion chambers, a more aggressive camshaft, a redesigned intake and more. The LS6 is an excellent and proven performance engine that will serve many thousands of trouble-free miles. Initially, excessive oil consumption was an issue, but the problem was addressed in a Technical Service Bulletin. Replacement piston rings (due to a sealing issue) and a replacement engine valley cover (due to leaking) were prescribed for circa-2001 engines affected, and the changes were made in production to later LS6s. Reports and discussions of valve spring failures on 2002-’03 engines in particular also abound on internet forums. Replacing valve springs is a relatively cheap and inexpensive upgrade and is worth considering if the seller hasn’t performed the work already. Some of these engines have also suffered from separated harmonic balancers and balancer bolts that loosen and allow the balancer to come off - check for a wobbling lower engine pulley when the engine is running. The factory balancer is a press-on fit but there are aftermarket versions available that can be pinned to the crankshaft. Upgraded balancer bolts are also available.
Transmission and Axle
The Z06’s instrument cluster bears the logo of the popular performance package, and the tach has a 6,500 rpm redline.
Photo: General Motors
The Z06 used the TREMEC T-56 gearbox but it was equipped with more aggressive gear ratios for harder acceleration than the base Corvette. The trans was rear-mounted to a Getrag differential shared with all C5 Corvettes. Z06s were equipped with a 3.42:1 gear set with shot-peened ring and pinions.
The T-56 is an excellent gearbox, but miles and abuse can take a toll leading to some of the typical manual transmission maladies: grinding between gears, sticking in gear, popping out of gear etc. Sometimes the issue can be as simple as the shifter or the mount being loose, but some of these symptoms could also be signs of worn synchros or a damaged shift fork. The good news is parts are widely available and finding a knowledgeable rebuilder isn’t difficult.
The C5’s Getrag differential is a bulletproof and reliable unit that can withstand plenty of driving and punishment. The biggest issue with these has been seal leaks—something that was addressed in a circa-2003 technical service bulletin covering all C5 Corvettes. The TSB recommended replacement of the output shaft seal and the differential side cover O-ring. If a Z06 you’re looking at hasn’t had the work done and appears to be leaking, those seals are likely the culprit—and most frequently it's the output shaft seal. (Some techs recommend not disturbing the side cover if it isn’t leaking.)
Some C5 owners have also experienced issues with the clutch pedal sticking in the down position or returning slowly. Sometimes this can be solved by flushing and replacing the fluid in the hydraulic system. There are also aftermarket clutch return spring kits that can deliver more positive pedal action - once the fluid has been replaced and the system bled (an important maintenance item).
Interior
Z06 interiors were black or black with red accents and embroidered headrests. The Le Mans Commemorative Edition (shown) had graphite-colored upholstery with the Corvette emblem in the headrests instead of the Z06 logo.
Photo: General Motors
C5 Z06s had a unique instrument cluster with a Z06 callout on the tachometer and a 6,500 redline indicated. The bucket seats had additional side bolstering and embroidered Z06 logos on the headrests. Colors were limited to black, black and red and there was a graphite-colored interior for commemorative-edition ’04s with the Corvette crossed-flags emblems stitched into the headrests. It’s common to see worn leather side bolsters and seating surfaces in these cars but there are aftermarket covers and kits available to update shabby looking buckets. Many owners have complained of wind noise in C5s as the window seals age. Water leaks around the weather stripping is also a common problem. A locked steering wheel that can’t be unlocked, accompanied by the “Service Steering Column” message on the driver information display was one of the most common C5 interior issues reported. A 2004 recall addressed the issue (the recall number was 04006) and any car you’re considering should have had the recall work performed. Some owners took matters into their own hands and installed an aftermarket bypass kit that allowed the lock to function without interference from the car’s body control module. These seem to solve the problem as well.
Parts Prices
The Z06’s LS6 V-8 is generally a dependable engine. Horsepower was rated at 385 in 2001 and 405 from 2002-’04. Broken valve springs are a known issue, particularly on some 2002-’03 engines.
Photo: General Motors
- Air dam $114
- Brake rotor $60
- Carpet kit $680
- Harmonic balancer (aftermarket) $340
- Harmonic balancer bolt $41
- Seat covers $1,400
- Tires (front) $453
- Tires (front) $620
- Valve spring kit $100
What To Pay
Add $1,000-$2,000 for 2004 Le Mans Commemorative Edition
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