{"id":3836,"date":"2026-01-06T04:01:05","date_gmt":"2026-01-06T12:01:05","guid":{"rendered":"http:\/\/max2voyages.com\/?p=3836"},"modified":"2026-01-06T04:01:05","modified_gmt":"2026-01-06T12:01:05","slug":"we-lined-up-a-2006-corvette-z06-against-americas-wildest-tuners-heres-who-survived","status":"publish","type":"post","link":"https:\/\/max2voyages.com\/?p=3836","title":{"rendered":"We Lined Up a 2006 Corvette Z06 Against America\u2019s Wildest Tuners\u2014Here\u2019s Who Survived"},"content":{"rendered":"
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The Contestants<\/h2>\n
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Tire, Fuel, Starting Order<\/h2>\n

Bugatti\u2019s 1001-horsepower Veyron has them. So does Porsche\u2019s Carrera GT and Mercedes\u2019s SLR. Michelin Pilot Sport 2 tires, that is. And because each of these 200-plus-mph supercars wears them, we decided each tuner vehicle should run brand-new, non-shaved Pilot Sport 2s during testing as well. There\u2019d be no gripes about tire differences, no gripes about safety, and no gripes about DOT compliance. Plus, PS2 traction is outstanding. Big power with race gas is one thing, but what about with pump-available unleaded? Tanks were drained and in went a full load of Rockett Brand 100-octane unleaded fuel. Available at many gas stations across the country, Rockett\u2019s 100 is smog-legal and stable to over 1000 horsepower, so it was our choice to keep vehicles equal.<\/p>\n

To avoid any favoritism, testing order for each event was determined by a lottery system. As in the 1976 movie classic Gumball Rally<\/em>, each tuner drew an enumerated lugnut from an old hubcap to determine running order.<\/p>\n

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Test One: Chassis Dyno<\/h2>\n

Optimistic power claims from tuners make for splashy headlines, but what\u2019s really being delivered to the pavement is a whole different story. Thus, we caught our group off-guard with a surprise visit to Westech Performance for testing. Using an industry standard Superflow AutoDyn chassis dynamometer, we allowed each competitor two runs (without engine tweaking) to prove real-world power output.<\/p>\n

First up for testing was Accufab\u2019s Ford GT. With the fewest engine modifications, the question here was how effective simple boost and exhaust changes would be. Accufab estimated the GT\u2019s 5.4-liter supercharged DOHC V-8 would deliver 640 horsepower to the rear tires, and the Superflow confirmed a solid 635.5 ponies at 6564 rpm with 623.6 pound-feet of torque.<\/p>\n

Next up was the 522-cube twin-turbo V-10 behemoth from Hennessey Performance. With quiet exhaust and a stock-sounding idle, the Viper Coupe barely raised an eyebrow when it crested the dyno rollers. Yet, once the twin ball-bearing turbos spooled up, Westech was filled with a high-pitched roar equivalent to a jet fly-over. Despite a stellar 983.5 horsepower at 7472 rpm (and 981.2 pound-feet of torque), Hennessey grinned as he noted there was a sizeable amount more boost (and consequently more power) on tap if competitors got too close.<\/p>\n

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Third for testing was the Mustang GT from Michigan-based Livernois Performance. We\u2019d originally invited another tuner Mustang to participate in our test, but two weeks before the event the company backed out. With 10 days\u2019 notice, Livernois built from scratch a 4.6-liter SOHC V-8 that ingested massive quantities of air thanks to an intercooled Procharger<\/u> centrifugal supercharger system. Livernois is the same company that owns multiple world championships with its \u201cStreet Outlaw\u201d Mustang capable of 7.09-second quarter-mile times. On the dyno, the docile-looking black Mustang roared when full boost hit. Once the noise subsided, the Superflow numbers showed a stout 740.8 rear-wheel horsepower at 6977 rpm. Despite being the smallest engine in the group (nearly half the size of the largest engine in the test), the 4.6-liter also served up an astonishing 962.6 pound-feet of torque.<\/p>\n

Fourth in the lugnut lottery was the Pontiac GTO<\/u> outfitted with a single-turbo 455 \u201cSuper Duty\u201d V-8 from Motorsports Technologies Inc. The big 7.5-liter is home to race-ported AFR cylinder heads, a big camshaft, and, most interesting, an STS rear-mounted turbocharger with intercooler. Boost arrives with some lag; would the combo prove effective enough to run with the big guns? Without much fanfare, the MTI 455 spun the dyno rollers to produce 789.2 horsepower at 5404 rpm with 788.2 pound-feet of torque punishing the Michelins. MTI added, \u201cThis GTO is a daily-driver. Our Corvette packages make significantly more.\u201d<\/p>\n

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Lingenfelter Performance Engineering is one of the most legendary tuners in the world, so everybody was eager to see how its 7.0-liter twin-turbocharged V-8 would perform. With a surprisingly calm idle, the C6 Corvette (wearing Z06 front\/rear fenders) rolled onto the dyno. The 427 V-8 ripped through its powerband, but reported \u201conly\u201d 772.2 horsepower with 822.7 pound-feet of torque. We\u2019ve driven 1000-plus-horsepower LPE Corvettes, so we deduced the 722 output was a low-boost setup. \u201cWe didn\u2019t come here to race on the dyno,\u201d said LPE.<\/p>\n

Last up for testing was a stock Corvette Z06. With little fanfare, the 7.0-liter V-8 delivered 437.7 horsepower to the rear tires. Was the Z06 was packing a knife for this particular gunfight?<\/p>\n

Test Two: Emissions<\/h2>\n

Many tuners claim their cars to be smog legal, but are they really? We had an independent test facility perform California\u2019s strict ASM chassis dyno emissions test to see who\u2019s telling the truth. California leads the nation with the strictest level of pollution control, so we applied those stringent standards to each tuner vehicle. The ASM test takes into consideration a host of factors, including vehicle year, engine displacement, number of cylinders, axle weight, and other parameters to sample tailpipe output during a minimum of 90-seconds running at 50-percent load at 15 mph, and 25-percent load at 25 mph. Measured are the amount of hydrocarbons (HC), carbon monoxide (CO), and oxides of nitrogen (NOx) at two different mph levels.<\/p>\n

Testing took place at Riverside Community College\u2019s Auto Tech Center in Riverside, California, and was conducted by a certified smog technician who doubles as an emissions instructor. Being a state-licensed instructor also meant he had a duty to ensure testing was done within the strictest of tolerances.<\/p>\n

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After a few minutes of warmup, the Z06 breezed through testing. The lottery system had the Hennessey Viper next up. Although the amount was minor, the Viper failed the emissions test due to minuscule overages of measured CO.<\/p>\n

The LPE Corvette was third for emissions scrutiny. After the twin sampling tubes were inserted in the exhaust pipes, the technician drove the twin-turbo 7.0-liter through the different mph tests and grimaced at the results. The LPE Corvette had passed all but one test: It failed the \u201cat 25 mph\u201d HC allowance by a scant six parts per million\u201439 ppm verified, outside the allowable 33ppm limit.<\/p>\n

The crowd became silent as things turned sour for the tuners. The technicians motioned for the Livernois Mustang with its super-size centrifugal supercharger. The rollers spun, the sniffers sniffed, and the pressurized 4.6-liter failed on both HC and NOx.<\/p>\n

Would the relatively stock Ford GT pass the critical eye of the smog inspector? The rear wheels turned, the computers calculated, and the printer spat out an emissions report with a passing grade. Accufab reps raised arms in victory.<\/p>\n

Last up for sampling was the MTI GTO with its aggressive roller-lifter camshaft. The cam\u2019s choppy idle made for tricky sampling, as automatic retesting is mandated if wheel speed exceeds test limits by plus\/minus 1 mph. After two retests, the bad news: The GTO had failed the HC limit.<\/p>\n

Although the scene was grim for the tuners, the technician reported the amount of failure was so marginal the most minor of calibration changes would likely have resulted in passing grades. Considering that most of the tuners arrived ready to race, smog compliance seemed easily within reach with a slight retune. And since California has the toughest smog standards in the USA, the vehicles would likely pass tailpipe testing in most other states. But on that day, in California, four of the five tuners failed.<\/p>\n

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Test Three: Standing Mile<\/h2>\n

The latest performance test to sweep across America is known simply as the standing mile. Essentially a quarter-mile acceleration-fest times four, the standing mile factors in issues that a quarter-mile-prepped vehicle never sees\u2014sustained high-rpm flogging, aerodynamic drag at 200 mph, high-speed vehicle stability, and flat-out white-knuckle fear at terminal velocity. Running over 100 mph in the quarter mile is one thing; running 200-plus mph is something else.<\/p>\n

The standing mile consists of two performance measurements: (1) elapsed time from a standing start to the one-mile point and (2) max terminal velocity. The previous standing-mile speed record for a street-legal, fully equipped vehicle was 210.2 mph, laid down by a Hennessey Viper SRT-10 convertible. Would our field of tuners be able to best that speed? Cue the Pink Floyd as these \u201cDogs of War\u201d get set for action.<\/p>\n

The tuners needed a target, so first up was the stock Z06. With little drama, the 505-horsepower Corvette clicked through the gears to record a brisk 29.30-second standing mile at a terminal velocity of 174.09. For comparison, the previous C5 Corvette wouldn\u2019t even run 175 mph\u2014much less do so within one mile.<\/p>\n

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Lingenfelter C6 smokes the tires at 125 mph in third gear.<\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n

The lugnut lottery determined the first tuner tested to be the most violent car to drive\u2014the Lingenfelter Corvette. The LPE car evokes \u201ctop technology\u201d at every view angle: a multipoint rollbar, racing seats and harnesses, racing brakes, and a racing clutch to handle the twin-turbos\u2019 ridiculous power. As expected, boost was elevated from that on dyno day. Forget about launching the LPE C6 with any significant rpm, as it destroys the massive 335\/30ZR20 PS2 rear tires. Rather, a bog-and-go technique moves the car off the line quickest until the boost hits and has the rear end stepping out like an old lady walking on ice. A quick shift to second gear (don\u2019t shift too fast or you\u2019ll blow off the tires) builds speed but quickly turns into wild fishtailing well before peak boost hits. A shift into third gear gets the LPE rocketing forward, but at just over 125 mph the car again goes sideways with smoking tires. Once in fourth gear, you\u2019ll feel like Wile E. Coyote strapped to an Acme rocket\u2014you just hold on and hope for the best. LPE\u2019s first standing-mile run easily eclipsed 200 mph, but because second-gear wheelspin was so violent, the remaining runs employed an unorthodox first-to-third gearshift to avoid vaporizing the tires. While 0-to-100-mph times were slower, terminal velocity at one mile was up significantly to the tune of 211.7 mph\u2014a new record.<\/p>\n

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Contestant two was the MTI GTO\u2014the cinderblock of the group with the highest curb weight. With IRS, GTOs are known for rear wheelhop on launch, but MTI has fixed much of that with its suspension kit. The GTO can handle about 2200 rpm off the line with just a chattering of the rear tires. Once boost hits in second, though, the tires spin, requiring feathering of the throttle. Click the car\u2019s six-speed manual (a Viper unit retrofit to the GTO) into third gear, and the GTO takes a nice, predictable set. Toward the end of the standing mile, the car was charging hard until the essence of burning oil filled the cabin, so it was off the gas and coast over the finish line. Lifting the hood revealed a valve-cover gasket had bulged out of place, spewing oil onto the headers and ground. Not a good situation at 60 mph, much less at 193.1. In a thrash to replace the gasket, MTI forfeited its final two runs in return for added repair time. Our seat-of-the-pants estimate: The GTO would\u2019ve hit 200 mph with a full run.<\/p>\n

Next up, Hennessey sought to break his convertible\u2019s record with the coupe\u2019s slicker sheetmetal. Although violent, the Viper Coupe\u2019s power is more linear (and more controllable) than the LPE Corvette\u2019s. In part due to an aftermarket KW suspension, traction is decent with careful throttle application\u2014but don\u2019t get too greedy or the rear tires go up in a blaze of glory. Launch the car well, squeeze the throttle just right, and a Hennessey Viper acts like it\u2019s being hurled from an F\/A-18\u2019s steam catapult. Don\u2019t shift too quickly, or you\u2019ll break loose the 335\/30ZR20 tires going into third gear, then hang on and scream. Like a finely fletched arrow, the Hennessey Coupe flies straight and true right past the 200-mph target. No fuss, no muss, just pure speed. A second pass with a more aggressive launch and added boost yielded the best number of the day\u2014and a new record\u2014with an astonishing 217.9 mph. Oh, and the A\/C was on during that run.<\/p>\n

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Ford has spent truckloads of money testing the GT at top speed, so we knew it would shine at 200. With a big, heavy engine hanging over the rear tires and a fantastic-shifting gearbox, the Accufab-tuned GT is a cinch to drive fast. Apply a firm launch, breathe off the throttle at the top of first gear (to avoid pronounced tirespin), power-shift the car to second, then third, then adjust the radio and A\/C, shift to fourth, and hold on for a 194.62-mph ride. The Accufab GT is so easy to drive your granny could hustle it to 150 without spitting out her dentures.<\/p>\n

Last up was the Livernois Mustang GT. With no time for shakedown testing, the freshly built Mustang was an unknown commodity. The aftermarket suspension and the lack of off-idle boost yield a solid launch, but once the centrifugal supercharger\u2019s boost hits, it opens the inlet tract like an industrial-strength bronchial spray. Clunky shifts hurt forward acceleration, but once rolling the car really galloped. Then came the oil: A 25-cent retaining clip broke, letting a cam sensor move north, which in turn broke off a valve cover cap. About four quarts of oil lubed the rear tires at 170 mph, forcing throttle lift well before the finish line. Although a 174.1-mph trap speed is nothing to be ashamed of, clearly the Mustang would\u2019ve been faster with a full run.<\/p>\n

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Test Four: Figure Eight<\/h2>\n

While a standard 600-foot-slalom test gives an indication of limit-handling characteristics, the figure eight delivers a more real-world view of how a vehicle will perform, particularly through the transitions from braking to cornering and back to acceleration. Here raw power often makes for challenging corner entry setup and for wild oversteer on corner exit.<\/p>\n

Without allowing any chassis changes, each tuner chased the figure-eight performance benchmark set by the well-balanced Z06. The stock super Vette proves easy to drive with predictable handling, acceleration, and braking. Consequently, it set a stellar F8 lap time of 23.9 seconds with an average cornering g-force of 0.84.<\/p>\n

First up for the tuners was the Hennessey Viper. With a track-tested suspension package composed of KW coil-over shocks and special rate (1.5-inch-lower) springs, the Hennessey Coupe delivers better than stock ride quality with more predictable, more linear breakaway. That said, add a hair too much throttle, and it\u2019s like driving with studded snow tires on marble. Yet patient inputs deliver rewarding results in the form of 24.2-second figure-eight lap times with a Z06-beating 0.87g average.<\/p>\n

Ford engineers spent countless hours track-tuning the GT, and it showed in our testing. With its bone-stock suspension package, the Accufab GT was the easiest tuner to pilot around the figure eight. With great transition characteristics going into the corners, the GT is predictable and fun just so long as you aren\u2019t too greedy with the throttle. The Accufab GT delivered repeatable 24.1-second F8 times (the quickest of the tuners) with an average of 0.85 g.<\/p>\n

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Despite having a Bilstein coil-over suspension, custom end links, and wide PS2 tires, the LPE C6 was explosive (even with the boost dialed back), fishtailing in the straights with clouds of tire smoke filling the air. Add slightly too much throttle in the corners, and you\u2019ll spin faster than a chemistry class centrifuge. Fun? Absolutely. But the best lap delivered a time of 25.2 seconds with a 0.79g average, thus putting it toward the back of the pack.<\/p>\n

In spite of the valve-cover gasket oiling issue, the MTI crew rallied to ready the GTO for the figure eight. MTI\u2019s custom suspension setup (shocks, springs, bushings, etc.) delivered pleasing road manners, but the fact is the GTO was the heaviest vehicle riding on the narrowest tires. The STS rear-mounted turbo delivers mild turbo lag (less than you\u2019d think) that allowed the car to cleanly exit the corner before big boost hit. However, the factory designed IRS is prone to pronounced off-throttle oversteer, as we found when the GTO went spinning like a dreidel. Consequently, the MTI GTO turned in a 26.3-second time with an average g-force of 0.72.<\/p>\n

Valve cover parts aren\u2019t easy to come by in rural California, but the Livernois crew worked all night to repair the cam sensor and cap damaged during straight-line testing\u2014but spark timing was still amiss. With the most aftermarket suspension of the group, the Mustang handled well in the corners, but was down on power in the straights. Regardless, the tight suspension turned in a fourth-place time of 25.6 seconds at an average g-force of 0.72.<\/p>\n

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Test Five: Braking<\/h2>\n

Strong brakes are vital, especially when you\u2019re playing in the 500-plus-horsepower club. Our testing showed top-end aftermarket brakes don\u2019t radically help 60-to-0-mph braking. But when vehicle speed increases, the high-dollar binders really shine\u2014especially over 150 mph and in road-racing applications.<\/p>\n

As expected, the outstanding balance and ample track development time had the Z06 stopping from 60 in a scant 104 feet\u2014better than a Ferrari Enzo and good enough for a multiway tie for first-place in this group. From 100 mph, repeatable 289-foot stops were good for second place. Although the MTI GTO\u2019s entry-level aftermarket Baer Racing \u201cGT\u201d brakes were the smallest in the group, and the car was the heaviest, repeatable stops from 60 mph required just 112 feet and 100-to-0 happened in a respectable 316 feet.<\/p>\n

The Ford GT\u2019s overall refinement impressed again during the panic stops. Mash the brake pedal from 60 mph, and the car takes just 107 feet to stop. Do the same from 100 mph, and you\u2019ll need only 296 feet of tarmac. The Livernois Mustang GT wears a set of Baer\u2019s new \u201cExtreme\u201d brakes featuring six-piston calipers clamping EradiSpeed 15-inch rotors. The pedal feel is outstanding, but the Mustang managed only a 114-foot stop from 60 mph. Yet, 114 feet is better than most performance cars available at any price. From 100, the brakes deliver solid 312-foot stopping distances.<\/p>\n

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The LPE Corvette had the most aggressive braking system of the group\u2014huge Brembo calipers with turkey-platter-size rotors designed for endurance racing. From 60 mph, the brakes were outstanding and delivered back-to-back stopping distances of 104 feet\u2014a tie for first place. At 100 mph, you\u2019ll need just 298 feet to stop. On a road course, however, the brakes really impress.<\/p>\n

Last up for braking abuse was the Hennessey Viper. The Coupe\u2019s brakes are excellent, so Hennessey keeps the mods to a minimum: lightweight rotors, Pagid pads, and stainless-steel brake lines. The combo works wonderfully as 60-to-0 mph occurs in just 104 feet (a tie for first place), and 100-to-0-mph speed scrubbing comes in an amazing 288 feet\u2014good for first-place honors.<\/p>\n

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Test Six: Quarter Mile<\/h2>\n

0:06 Dating back to the days of flathead Fords<\/u> on dry lakebeds, quarter-mile acceleration is still a benchmark of performance. However, a vehicle properly set up for straight-line quarter-mile fun doesn\u2019t have to worry about turns like our roadgoing tuner cars; their tighter suspension and less weight transfer equates to reduced straight-line traction. Not that you can hook up 1000-plus horsepower with normal radial tires, even with the best suspension. With wildly overpowered vehicles, acceleration times aren\u2019t as quick as you might expect (due to excessive rear tirespin), but terminal velocity is shockingly fast. Such was the case with our group.<\/p>\n

All too often, magazine stories include phrasing such as \u201cIf we only had more traction,\u201d so for fun we offered up a challenge to the tuners: three runs on Michelin PS2 radials and three runs on BFGoodrich DOT-approved Drag Radials. While not as grippy as true wrinkle-wall drag slicks, Drag Radials offer a glimpse of what a vehicle can do with added adhesion. Two tuners took us up on our challenge.<\/p>\n

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As the benchmark, the Z06 ran first. With not much drama the 505-horsepower car logged a 12.0-second e.t. at 123.5 mph. With a stout number as a target, the Livernois Mustang stepped up to the plate for its best swing. Despite the car\u2019s hurt engine, the Livernois crew insisted that testing progress. As expected, copious wheelspin, a defunct cam sensor, and an oily undercarriage don\u2019t make the best recipe for quick times, as evidenced by a 12.9-second elapsed time.<\/p>\n

The Ford GT is so polished and predictable that, even with additional power, it\u2019s a cinch to drive. Short of pronounced tirespin at the top of first gear, the GT flew straight and true to numerous 11.3-second runs at 134.4 mph. Accufab said of its tuned GT, \u201cIf you\u2019re coming to a gun fight with a knife, the knife had better be sharp.\u201d<\/p>\n

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MTI\u2019s GTO was the second-easiest tuner vehicle to drive after the Ford GT<\/u>. Severely traction limited, the GTO (with copious back-pedaling required) accelerates crisply through the gears to generate 12.6-second e.t.s with a strong 130.1-mph trap speed\u2014all while hazing its Michelins. With only a solo acceleration pass under its belt and no runs on Drag Radials, we can only speculate on the true potential of this car.<\/p>\n

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The LPE Corvette idled into position with muscles bulging. Launching is tricky as just a few hundred extra revs generate fierce wheelspin, and the situation is made even trickier by the light-switch-like actuation of the competition clutch. Then the twin-turbo boost kicks in. On radials, during hard acceleration the LPE C6\u2019s tail wags right, then left, and right again well past 125 mph\u2014and that\u2019s tickling the throttle. As a result, the LPE Vette ran an 11.9-second e.t., but finished at 134.1 mph. Wearing a set of BFG Drag Radials, the car hooked up better, but still would forcibly spin the rear treads with full throttle. The first run delivered an 11.1 at 151.0 mph. As the most powerful C6 in the world, the LPE Corvette serves as a rolling test bed for factory GM reliability. Unfortunately, during an aggressive second launch, the testing proved that with 1000 horses a C6\u2019s stock rear differential is as brittle as a GM manager\u2019s career. But chew on this: A few years back, we tested a similarly prepped LPE C5 with a heavy-duty rearend and a set of wrinkle-wall slicks. The e.t. with proper traction: 9.0 seconds at 153.6 mph.<\/p>\n

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The mighty C6 eats its diff.<\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n

How would the standing-mile king fare in a quarter-mile showdown? The Hennessey Viper did a better than expected job of clawing for traction with PS2 radials as it hustled to an 11.7-second e.t. However, full throttle can\u2019t be used until mid-third gear or the PS2 rear treads turn to molten goo. (Check the graphic below right to see how hard we worked just to keep it straight.) Wearing BFG Drag Radials, things get better for the twin-turbo coupe as times improve to 10.5 seconds at 152.6 mph. About a year back, we tested a similarly prepped Hennessey Viper convertible that ran a 9.5-second e.t. on slicks.<\/p>\n

For comparison, we pointed our test equipment toward a Navy F\/A-18 Hornet to see what it would do. As expected, it didn\u2019t disappoint as it cranked out a stout 10.5-second, 158.1-mph quarter-mile pass before flying off for a routine Mach 1.25 run.<\/p>\n

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Conclusion<\/h2>\n

What did we learn? The tremendous horsepower of these awesome tuner cars can be likened to using a sledgehammer to crack a walnut. Sure they\u2019re powerful, but just how much do you really need? More important, how much can you actually use?<\/p>\n

Big power is good when you\u2019re going for a high-speed run: 175-plus mph is actually safer and far less nerve-wracking in these tuner cars because you\u2019re in the danger zone for much less time than in a stock performance car. With the LPE and Hennessey tuners, you rip right through the 200-mph envelope in seconds and are slowing before your synapses can properly compute what just happened. But unless you can borrow an airstrip like we did, there\u2019s not much chance you\u2019ll ever get to find out what that this kind of speed feels like.<\/p>\n

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So, what did this test prove? First and foremost, big power is expensive. At $225,860, the LPE C6 costs more than three times as much as a regular Z06. But with 1000-plus horsepower, the LPE Corvette will be the King of the Street in any town in America\u2014unless a Hennessey Coupe rolls up. Considering bang for the buck, our test proved just how damned good the new Z06 truly is. Sure, in this company it doesn\u2019t deliver the same Mike Tyson punch. But think of Chevy\u2019s ultimate Vette as Muhammad Ali in his glorious, swaggering pomp: loud, athletic, nimble, and always in control.<\/p>\n

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Bang for the Buck<\/h2>\n

Who delivers the best bang for your buck? Accufab\u2019s engine upgrades rank high in value, offering a solid 175-horsepower increase for $8017. But the stock Ford GT costs $164,895 to start. The Hennessey Viper comes at a hefty $187K price. But the $78,450 twin-turbo V-10 engine adds 120 percent more power. The MTI Super Duty Goat rings in at $75K ($33K for a stock GTO and $42K in mods), but delivered nearly 200 mph on the standing mile (coasting through the finish, no less!) and ran stoutly everywhere else. Bang for your buck leader? You bet.<\/p>\n

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Fast Facts<\/h2>\n
    \n
  • The average flywheel horsepower of the five tuner cars is 912. <\/li>\n
  • The average as tested-price of the five tuner cars is $146,321. <\/li>\n
  • At wide-open throttle the Lingenfelter C6 uses 120 gallons\/hour. That\u2019s nearly three times the fuel consumption of the Z06. <\/li>\n
  • A Mustang GT is slower to 100 mph than the Viper is to 100-200 mph. <\/li>\n
  • MTI\u2019s 193-mph Pontiac is the fastest street-legal GTO in history. <\/li>\n
  • The stock Z06 is the quickest car around the MT figure eight. <\/li>\n
  • Livernois\u2019s Baer Racing brakes delivered 1.3 G of stopping power. <\/li>\n
  • On drag radials, the viper runs the quarter mile in 10.5 seconds. <\/li>\n
  • A navy F\/A-18 hornet on takeoff nails the quarter in 10.5 seconds. <\/li>\n
  • Ultimate acceleration: A top-fueler will hit 100 mph in 0.86 second. <\/li>\n
  • Ultimate cornering: A formula 1 car will pull a sustained 4.25 G.<\/li>\n<\/ul>\n<\/div>\n","protected":false},"excerpt":{"rendered":"

    [data-ids=CardContent]_[data-card-title]]:underline flex-col gap-2″> Tire, Fuel, Starting Order Bugatti\u2019s 1001-horsepower Veyron has them. So does Porsche\u2019s Carrera GT and<\/p>\n","protected":false},"author":1,"featured_media":3837,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[153],"tags":[],"class_list":["post-3836","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-comparison-tests"],"_links":{"self":[{"href":"https:\/\/max2voyages.com\/index.php?rest_route=\/wp\/v2\/posts\/3836","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/max2voyages.com\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/max2voyages.com\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/max2voyages.com\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/max2voyages.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=3836"}],"version-history":[{"count":0,"href":"https:\/\/max2voyages.com\/index.php?rest_route=\/wp\/v2\/posts\/3836\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/max2voyages.com\/index.php?rest_route=\/wp\/v2\/media\/3837"}],"wp:attachment":[{"href":"https:\/\/max2voyages.com\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=3836"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/max2voyages.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=3836"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/max2voyages.com\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=3836"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}