Well us pooo people here in Ohio are going get out of this one.

 

I'll be the first to say i love LPE's work but for the price of a vert and a 427 or a stage 1 TT i can have a faster z since mine was 69,000 out the door. That leaves me at least 16,000 dollars to spend on mods (assuming a vert price of 60k and 25k for mods both being a little on the low side) which will in turn make my z destroy your vert. And the depreciation will be MUCH less on my stock z than on your modded 06 LPE.

 

Guys,

Thank everyone for their response. A few things I have learned:

1) LPE seems to be as reputable a tuner as there is, not cheap but well warrantied and hopefully reliable

2)Whatever you do or add in the way of modifications, there's forever the temptation to add a little bit more

3)Can probably never recapture your investment on mods in that they don't add commensurately to your resale value

4)Performance of C6 vert with LPE 427 should be roughly that of a Z06 although it would, conservatively cost more (approx $99,000 for the added engine alone w/o wider wheels) and may resale for less

5)Z06 enthusiasts will always opt for the Z06 package over a modified C6 regardless of their respective capabilities, and, by and large, are disinterested in owning a convertible version

6)There is some unexplained discordance in sale prices b/n Atlanta and Ohio

Actually, guys, this has all been very informative to me and I have learned a lot. Couple of other inquiries. I have noticed that a few other vendors (example MTI) advertise more HP that they can extract from a C5R than the LPE package -- is this from different cams/exhaust? And someone mentioned the coming availability of the LS7 block (i.e., C6-R), does anyone know if that would be available soon and if considering the 427 pkg would one be better off to wait on that?

Last question, is there some arbitrary HP number beyond which you shouldn't go without making more drastic mods to the car. In other words, to move beyond the 427 to the 427 TT pkg, would this dramatically compromise the life expectancy of the rear axle or even the C5R block? I guess it's a given that you'd require bigger clutch and bigger tires. Anybody have a guess at the approx difference in 0-60 MPH times or 1/4 mi times with these two packages?

Hey, thanks again for everyone's input, this really has been a learning experience for me and very informative. Also trying to decide b/n white, black, and yellow -- but I don't think anyone can help me there.

Cheers,

Jeff

 

Dang, now thats a dedicated forum poster! git er dun

 

That's a good one.

Hey good luck, maybe you should check on a vert package on a Z06. Seems more cost effective to me.

There are ways to stiffen up the frame if you converted it to a vert. 5 point roll bar, and an abs of steel. And I bet the places that do the conversion have their own methods.

 

Gary, you seem to know what your talking about. I'm a new vette owner and would like to add some hp without giving up reliability, as I find that I'm driving the car almost every day. Can you or anyone tell me what they think about the ProCharger System for Chevrolet C6 Corvette. From the research I have done tonight the performance gains seem awesome and there doesnt seem to be much in the way of reliablity negatives. Any feedback would be great. Thanks

 

I am going through what you are contemplating right now. Only much further. I bought a convertible and sent it to A&A in California. Andy is installing a 427TT and Caravaggio is doing the interior and made me a carbon fiber widebody. I also have a supercharged C5. If you just want HP put a S/C kit on the car. If you do this, I would go with A&A or ECS(both supporting vendors). On a stock displacement car the centrifigul will feel like its pulling like stock up to about 3000 RPM then the power will build exponentialy from there. If you want a broader power curve with more torque go with a 427. I have a different take on the NA 427 BTW. Let's say you had a nice conservative 427 built that made you a little over 500 RWHP (what I would recommend in your case). If you decided down the road that you wanted more power with a TT changing the pistons and cam would not be a bg expense compared to what you would spend on the turbo conversion. If you start going over 500 RWHP on the street, traction is going to be a real problem unless you get R compound tires. I run R compunds on my C5 and they are great, but it is not my daily driver. Then there is the issue that they are not available in 19 inch yet.

P.S. the C6R uses the block that is referred to as the C5R block. The LS7 block is the new Z06 block. You could just install a LS7 but there are issues. A C5R based motor is the way to go if you are doing 427 (I already looked into this)

 

Sorry I know zilch about super charging. There is a forced induction section for C5's though. Check in there. I know you have a C6 but you can see what people think of the different SC for the C5, might help out. I heard SC can be quite noisy.

 

Gary, what little I know about forced induction could be summed up in a short paragraph. However I did have a Procharger installed about 3 yrs ago on a Tahoe 5.3. Gave excellent performance that would kick in at about 2000 RPM and give excellent acceleration (for a Tahoe, anyway) from that point forward. However, I never could get over the annoying hum or whirling sound that it made at idle, when my wife would drive it all her friends asked if something was wrong with it. I got used to it after awhile, but it would push me toward the TT if i went with forced induction again. I have been told that the Magnuson style supercharger is quieter and doesn't make a significant noise at idle.

BTW, I have looked into the Z06 convertible conversion, spoke to Caravaggio and to a fellow at CUstom Coach CBuilder in Florida, both plan on doing it and opined that de-roofing wouldn't make a significant difference in torsional stability unless you were tracking the car. Nevertheless, I read enough posts about the aluminum frame being weaker that it scared me a bit and eventually led me down this path. We'll see how it goes...

 

Car and Driver came yesterday and there is an add in there for a vehicle you may be interested in.


2005 Callaway supernatural 490HP
The only supernatural C6 convertible on the planet. Special wheels auto trans, select ride control, 1700 miles, 78,880.
Contact number 610-827-7400, Tome Oates Chevy.

Disclaimer, I don't know this car or these guys, just passing on the add to you. There is a small pic, it is red.

 

I went with the LPE 366 package...several reasons:
-with the stock size wheels of the Z51 (or C6) there is simply not enough rubber to handle much more power...wonderful to talk about all these mega hp and torque numbers but got to get power to the ground. A BIG advantage of the Z06 over the C6 with a mod engine is the larger tires that the Z06 has...

-I like the driveability of the 366 set up... its power is very linear and not peaky>>>>


-I think the LPE 366 package is the most bang for the buck for a reliable company, heavily invested in R&D, impeccable reputation and back their work up. I do not like this piece mean aftermarket parts bin approach to gaining ++++ hp and torque. I think like LPE...it is a TOTAL engineered package to obtain reliable power not just a bolt on here or there approach.

-I have decided not to go with headers (the dyno chart above is based on LPE 366 package with BB X mid pipe and Corsa Sport exhaust)...too loud for my taste and I (my personal taste) simply don't need the additional torque...

-I like the idea of having the 366 still under the hood...and LPE shows how you can tweak that engine to new levels..

What I posted here is my opinion and tastes...each to his own and it is amazing what some are doing with their C6s....what makes this forum fun and informative
Michael

 

Nice numbers, so what did they do to it?

 

Here you go>>>

Lingerfelter 366 Package

Michael

 

Looks great, for a two year warranty included I think that is a very good price. I bet you are having some fun with that.

 

I went with the LPE 403 engine upgrade with over 500 hp I think it is enough power for the street.

I mulled over a supercharged Maggy 366 from LPE but decided on the 403.

My Dyno


Thanks John, Andy and everyone at 21st Century MuscleCar:thumbsup: :partyon: :partyon: :thumbsup:

 

BlockTrdr,
Thanks a ton for the insight. Very helpful info for me. I have only had the car a few months (4k). The idea of putting a new engine in it doesnt seem viable at this moment, although I like the sound of the "broader power curve" as opposed to the "build up" at 3000 rpm. What can I expect in terms of engine wear if I did a superchager? And what the differnce in cost?

Thanks again for the insite.

 

Thanks Gary, I've read that as well - some like the sound. I have GHL quads on my C6, maybe they will drown out the s/c??

Thx

 

Jeff - great synopsis of what has been stated so far. However, at some point if you expand the considerations to numerous mod alternatives and numerous driving conditions, IMHO there's no way to get a singularly 'correct' answer. Also, since the C6 and its mod market are barely in their infancy, at best you can get data based on the C5 and try to extrapolate, especially if you're trying to look long term. IMHO, the biggest factor in mods has to be based on how the owner is going to use the car, which admittedly is hard to pinpoint for all of us because that can change over time.

By way of example, I put 3.73 gears in my C5 b/c I didn't want to go into the engine and I just wanted a little more pep in my daily driver car. Then, the Magnuson supercharger became well-reputed for reliable fairly priced power and lots of history in OEM applications, so I figured what the heck. Then, I get curious as to how it'll perform on the track so I make a few trips to the 1/4 mile experience. Then, my wife buys me an anniversary present cam! Next thing, back to the track some more; oh, and better try roadcourse tracks, too. All along, buying lots of tires, some for street and some for the track. Then, adding an alcohol system to permit greater boost. Then, I unexpectedly wrecked the car, so the cycle was stopped, at least for awhile.

So, if I were you, I'd read a lot in the C5 section and know that you have to filter out some of the rare experiences and seek the average for each type of approach and each vendor. And, most certainly, the more power you add, and the more frequently you drive the car hard, the greater the need to replace the very driveline items you mention and the less the chance to use the power on the street, even with the fattest available tires (unless you're going to drive around all the time with drag radials). There's no magic number, just general ranges, probabilities, and luck.

Best of luck -- you're off to a fun and great start.

 

Probably the wrong day for me to answer that. I just got back from a road racing track day where I blew something in my motor. May have just been a valve spring or something but it may have been worse. However, whatever happened it was most likely my fault. I had just starved the motor for fuel, coming out of a couple of corners, a few laps earlier.

I will tell you that some of the things that sound drastic, like swapping the motor in a new car are not as big a deal as they sound. If you think about it, half your drivetrain is going to come out if you change your clutch. If you swap the motor it's just the front half instead of the back half. You probably wouldn't hesitate to have a clutch swapped. You could sell the stock motor to recoup some of the money or you could save it and put the car back to 100% stock someday and sell the high hp motor. In fact every centrifigul S/C install is going to at least require cutting some shroud or something so it will (in some ways) be more intrusiv an install

If you want to go with a supercharger, I would definitely call Andy at A&A for his opinion. He is the forum sponsor for the C5 Forced Induction section. He has gotten alot more low end power with the vortec head unit than he was with the procharger. The only added maintenance with the procharger for me has been changing the oil in the head unit every 500-1000 miles. There is more to it than just bolting an S/C though. If you want it reliable, you have to upgrade the fuel system so don't just look at price, look at what you are getting.

However, everything i said is moot if you don't mind a raised hood. I'm personally not a big fan of them, but if that wasn't the case, and I had your goals, I would definitely bolt a Magnusson on. You could always sell it later if you want more. There is a new one about to be released (or just released) though so you might have to wait.

 

If all you want is more power than a Z06 the LPE 402 is the ticket. Mine 402 dyno'd at 501.7 to the wheels with LPE's mid Cam. I don't know what the conversion is but someone said it was about 570 at the crank.

There is much more to the Z than just the Motor but I like my removable top and my car rides better than the Z for 90% of the driving I do.

Love the Z but I would not trade my car for one.