Fork in the Road

Also from Issue 59

  • C6 show car
  • State of the collector-car market
  • Interview: Jim Campbell
  • 1972 LT1 coupe
  • Pratt & Miller LS7/LS9 engine
  • History: 1960 24 Hours of Le Mans
  • Racing: Laguna Seca ALMS
  • How To: C2/3 frame repair
  • 1965 small-block coupe
  • 1972 LT1 coupe
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At this point, Cox’s Victory Red coupe had nearly twice the power of a stock ZR1 but nowhere near the suspension or brake sophistication. To give it handling and stopping capabilities to match its newfound muscle, a lot of changes were required. A Z06 rear end with a Quaife 3.42 limited-slip unit was fitted. Pfadt adjustable coil-over shocks were placed at each corner, as were Pfadt brakes (14-inch rotors, 4-piston calipers). A Pfadt half roll cage was added for safety, as well as to stiffen the chassis. One would expect wide tires on such a machine, and this Corvette doesn’t disappoint: Nitto Invo rubber (285/30 front, 345/25 rear) mounted on D2Forged rims (10 × 19-inch front, 12.5 × 20-inch rear).

Cox wanted the beast to look as special as it ran, so he added a factory Z06 body kit with an LG carbon-fiber front splitter and a Hi-Tech Extractor carbon-fiber hood from MTI Racing. The bodywork and paint were handled by Richey Collision in Houston. Inside, the only mods other than the roll cage and twin nitrous bottles, of course‚ a trio of A-pillar-mounted Autometer Nexus gauges that measure boost, transmission temperature and fuel pressure, and a boost controller.

And in the Other Corner

Andrew Alepa also wanted a killer Corvette, but he went about creating one in a different way. Instead of buying a base C6, he started out with a top-of-the line ZR1. However, just like Cox, Alepa found himself driving to LMR not long after returning from the dealership.

Since the ZR1 already packs 638 bhp from its supercharged LS9 powerplant, LMR didn‚Äôt need to perform a complete engine swap to make the mega power Alepa was after‚Äîbut a standard tune wouldn‚Äôt cut it, either. The company‚Äôs mild Street Stalker upgrade package for the ZR1‚Äîwith American Racing stainless-steel headers, low-restriction catalytic converters, an X-pipe and an air-induction kit wasn’t enough, so it had the standard heads ported by “Slick Rick” McConathy at Naiser Racing Components in Houston. The cam was replaced by a custom grind designed by LMR and machined by Comp Cams. Most significantly, a new pulley ups the boost from 10.5 to 16 pounds. In addition, a bigger intercooler provides a denser intake charge.

The result is 753 rwhp on 93-octane fuel and 810 rwhp on 109 octane, making this the most powerful street ZR1 we’re aware of.