Supra Turbo vs. Corvette Z06

[MrCorvetteZ06]

Chevy's explanation for that is because the coupe and convertible boddies can't handle the extra power. I don't believe this, though. Personally, I think they are trying to raise hardtop sales. Hardtops were never very popular, though most of the Z06s were sold. And if you noticed, in 2001 only coupe, convertible, and Z06 models were offered, no standard hardtops.

[Anomaly385]

Why do u have NOS on a Corvette which already has like, o i dont kno i am bad with numbers, sumthing like 385+ hp? Isnt the nitrous kind of unnessesary?

O btw, I am too lazy to check the forum for this, but doesnt the 2002 zo6 get like 410-420 hp?

[MrCorvetteZ06]

The 2002 Z06 has 405 hp

Oh, yeah, my logic behind the NOS is...You can never go to fast, can you?? I am thinking of taking out the NOS though, and turbocharging instead.

[wito03]

I actually own a 2001 ZO6 and researched the TT before buying. Here are the numbers. They speak for themselves:

2001 ZO6: '97 SupraTT:

Price: $48,600 $41,000
Weight: 3115 lbs 3528 lbs
Engine: 385 bhp @ 6000 rpm 320 bhp @ 5600 rpm
385 lb-ft @ 4800 rpm 316 lb-ft @ 4000 rpm
0-60: 4.0 sec 4.8 sec
Top speed: 171 mph 158 mph (gov)
1/4 mile: 12.6 sec (114 mph) 13.4 sec (107 mph)

comparing stock cars, the ZO6 is lighter, has more horsepower and torque, handles better and is flat out faster than the turbo Supra.

[wito03]

The 2002 Corvette ZO6 does get a bump in horsepower and torque, but on the track it doesn't change the current numbers. Still does 0-60 in 4.0 secs and turns low 12's.

[wito03]

I'm curious how much all those modifications costed and If you really notice much improvement over stock.
I owned a '95 Mustang GT before the ZO6 and spent about $12,000 on aftermarket parts for only mild to moderate gains on the track. I would have been better off just buying a C5 in the first place

[HeavyRightFOOT]

I don't know I'm not reall sure but I geard theres a cam set or something that raises hp up to 500hp. That's not bad, plus you can put on some aftermarket exhaust too. THe Z06s are all underated anyway. Their pushin like 400hp now and with the boost it will be like 420-430 actual hp. I like it

[Chris]

Teh 2002 Z06 will have 405 hp. WHy would you take out NOS for a TT, keep the NOS for whenever you fell like having some fun!! Would you get the TT from Lingenfelter, for somewhere near 650 (probably more) hp, then with NOS you could have 800+ Thats amazing. ANd the ZO6 is awesome around the track, the Supra is not very good, but it can generate excellent skip-pad, not so good in real life.

[Chris]

On looking at your vette stats, without NOS, you probably have 530+hp. If you had Lingenfelter TT, you should have 700 hp, then 850+ with the NOS on. I envy you.

[flylwsi]

the zo6 is a car... not a package...
the coupe and convertible are not as solid structurally... that is why they wont do it...
so that answers that one...

the other thought here is about the supra bein turboed to 800hp.. great... but a vette could do 800 n/a, and it is not all that hard... then you s/c or turbo that... damn.. kills a supra...
not that a supra is bad... its a good lookin car... i wouldnt mind havin either car...

one more thing to note on the zo6... look for skunkwerkes to make a convertible/speedster out of zo6s...
the company was started by the guy that originally designed the c5, and they are taking zo6s and choppin the tops off... this means that they are starting w/ a structurally sound piece that is a real zo6, instead of "making" one... badass cars, with the windshields leaned back further than the vert vette... it was in autoweek a while back...

[Chris]

Breathing mods are the best. Modern engines are like track stars breathing through straws.

[JD@af]

Gotta argue with you here. Instead of formulating an argument, it has already been done:

http://www.theoldone.com/articles/The_Soft_Head_1999/

Here's the take-home message of this article (with regards to your statement above), boiled down to a couple brief sentences:

...cylinder pressure relative to crank angle was "critical" and that cylinder pressure (quality of the burn) was what rotated the crankshaft, rather than big airflow numbers. Sufficient airflow is indeed necessary, but the real key is creating a quick, complete burn and all other components need to be designed as support systems for the combustion process.

[Chris]

OK, but if you add more oxygen, the O2 sensor detects your running lean, so it adds more fuel, compensating for the effect. And, bang, more power. If it didn't work, then howcome all the dyno's in the country see more power with any and/or all of these simple breathing things: cat-back exhaust, mufflers, headers, high-flow filters, new intake pleniums, bigger injectors/carbs, etc. They work big-time, and just look at turbos (more air, so more fuel, so more power. The engine is just a big air pump)
Someone wanna back me up?

[JD@af]

Don't get me wrong, this approach works; but, it should not be mistaken for the be-all end-all approach for making power. What that article is all about, among other things, is that engines are not glorified air pumps. The author has done research showing that a better approach for making power is combustion enhancements, i.e. swirl and ideal combustion space at the correct phases of the piston stroke. And if you want to continue to increase engine efficiency and output, this approach will yield much more power in the long run than simply getting your engine to aspirate more air. Utilizing a given engine's air and fuel to achieve more thorough combustion the correct crank angles is truly forward thinking.

[flylwsi]

you guys are both 100% right there...
it just comes down to how you define breathing in an engine...
the "breathing mods" that people think of are the intake and exh.... simple and effective... but what jd is talking about is also breathing, it just depends on what the "breath" goes into... getting more "breath" into a motor is important, but how you utilize it is also important...

when you talk about plenums and carbs and inj's, you yourself are way beyond the normal breathing mods...
but they are still breathing mods...


so chris is saying "get more air into the engine"

jd is saying "use the air efficiently once it is inside the motor"

both say the same, just more in depth... both right