Drag strips (in Ohio). Thompson Raceway Park, Quaker City Raceway (now closed) and Dragway 42. Never been on a road course, but sounds like it would be fun.

 

Did you buy the car used? Perhaps the previous owner did some non obvious mods such as a gearing swap or ECM reprogram? It seems a bit odd that the factory would "accidently" create about 20-25 more horsepower. If so, why didn't they do that to all LS1s (Corvettes included) and put the numbers on their spec sheet to help sell the cars?

To answer the OP's question, I seriously doubt there is any engine difference between F-bodies and C5s. There may be some differences in the intake and exhaust layouts and I'd say the Vette has the better of both of these. The LS1 was developed just for the C5, as opposed to F-bodies in which they just dropped it in and had to make it fit (hense the goofy intake and exhaust sytems).

So to sum it up I think the engines are identical but as installed in the car, the F-bodies would still put out less power (unless you have NC99's freak of nature Camaro).

 

I have friends that had there 02 ws6 dyno at speedinc stock few years ago . One made 339rwhp stock and other made 342 with catback both cars 6-speeds.. my old 2000 A4 stock made 300rwhp stock. Isnt the block in the 01 zo6 webed?

 

I don't know what it is with this subject but it getting quite funny. The extra 30 HP from the stock dyno came from the mods. Are you trying to say that my 319 RWHP stock dyno was 20-25 more RWHP compared to other stock LS1 f-bodies? If so, that's insane. Chevy downplayed the HP numbers for the Camaro SS and Z28 for two reasons; insurance and God forbid they put out the same HP as the Corvette. They put that pancake pipe to choke the exhaust a little so it would make less HP than the Corvette. Chevy is not that precise with their build process to have each LS1 put out the same #'s.

I dynoed it when it was 100% stock and it made 319 RWHP. I added an TSP air lid (w/Holly filter), SLP LM cat-back and eventually installed gutted cats.

It's widely known that some cars from the factory, for whatever reason, put out a tad more HP than other like cars. I bought the car new, it was never dyno tuned or anything else. Stock 3:42 gears. Just a few bolt-ons is all it took. Like I said, LS1's respond very nicely to mods, provided those mods are well researched to work in harmony with the rest of your set-up. Too many times people starting buying this and that and don't look ahead to see how it affects the whole picture and they are puzzled why the is either making LESS power or not much more after spending a small fortune.

Had I added the right cam, lifters, springs, headers and off-road pipe, that car would have been deep into the 11's.

I don't know why you guys think 353 RWHP is so out-of-the-question. It's really not that much HP from an LS1 f-body with just a few bolt-ons. With my mods, there wasn't even a need for a tune because the A/F ratio was fine.

Keep the doubters coming. I lost track of all the Corvettes I smoked at the track and most were pissed that a lowly Z28 smoked their Corvette in front of 500 people!

Enough of this thread for me.

 

People shouldn't get caught up with dyno numbers.... depending on where and who is dynoing your car you will get different numbers.... what matters is track times!! because if you can't drive it doesn't matter how much RWHP you making!!

 

You may be onto something. The Z06 block is webbed for better bay to bay breathing at higher engine rpms. I remember hearing that a small percentage of F-bodies received the LS6 block, yet it was still considered an LS1 with no advertised increase in hp. This could explain the freak of nature F-bodies out there.

What incentive would GM have in doing this? I have no idea. The only thing I can think of is that maybe they had a temporary shortage of LS1 blocks and an excess of Z06 blocks. Or maybe the supply guy at the factory was new and thought they were all the same, or maybe there was a mixup in shipping and since the look so much alike, nobody noticed difference.

On another note, I personally don't take much stock in dynos. I'd rather have the car weighed, then analytically calculated using the trap speed method to get power to weight ratio. It tells you real world data (not what you make doing a burnout) and also gives credit for whatever "ram air" setups there are (although I don't believe in ram air either). It also adds a driver weight penalty (allowing you to consider exersising as a mod ).
I also question the integrity of guys who run dynos. There's too much incentive to give everyone a little extra horsepower to keep them comming back and telling their friends. Who wants to use a dyno that tells everybody their car makes less hp than they were expecting? Dyno numbers are great to have a nice chart telling you what and where you're making hp, but as far as using it to compare your car and mods to everyone else, its not much of a calibrated standard. The fact the people have to go to several of them to get people to believe them speaks for itself.

 

I was under the impression the power was made from the difference in heads, not the block.

 

probably for the same reason GM stopped using the LS1 block for the corvettes in mid 2001. No point in building 2 blocks that are so similar.

 

I would say that's typically true, there are more things you can do with heads to get more power. However its just as important the bottom of the engine breath as efficiently as the top.

The LS6's block's webbing allows air to pass more efficiently between descending and asending pistons at higher rpms. This works to prevent resistance to the piston's motion in the form of either air compression (descending) or vacuum (ascending) under each piston. Air under compression can move to fill a vacuum under an adjacent piston to reduce both forms of resistance.