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by Bruce Caldwell  More from Author

The most Vette go for your dough.

High performance is pretty much standard Corvette equipment, but performance levels have varied with different models and production eras. Performance might be focused on straight-line acceleration, handling, luxurious touring, or as is the case with contemporary Corvettes, all of the above.

The thrust of this article is acceleration, with an emphasis on pin-you-to-the-seat torque. The mitigating factor is affordability. We like to call it bang for the buck. Any number of C5 and C6 Corvettes provide excellent acceleration and refined handling. Many big-block C2 and early C3 Corvettes are capable of delivering brutal acceleration with decent handling to match. The problem with these cars is their equally gasp-worthy prices (especially relative to the oldest and newest examples).

The ratio of bucks to bang is very arbitrary, but we’ve chosen the $20,000 to $25,000 neighborhood. We’re not saying you can buy a premium example of every pick, but you should be able to buy an example.

Corvettes in this range could have cosmetic flaws and more than a few miles on their odometers, but they should still deliver tons of driving fun. This isn’t a bargain basement price, but it’s not too far above the going price for a very boring, new, four-door yawnmobile.

The common denominator of our five choices is explosive initial acceleration. Some of the choices also have power curves that keep on climbing well past legal limits, but our first priority is that near-instantaneous connection between stomping on the throttle and maximizing an ear-to-ear grin.

2001-2004 Z06 CORVETTES

C5 Corvettes revitalized the marque. Any 1997 to 2004 model is a performance bargain. These cars currently define the concept of a tremendous performance value, but the model that caps the whole era is the Z06. The 2001 through 2004 Corvette Z06 is the bang for the buck world champion. These cars are all about explosive performance.

Prices are excellent relative to condition, which furthers their appeal. Their high-performance nature increases the chances of abuse, so inspect thoroughly. Many owners added bolt-on parts, which for the most part are fine, but unmodified cars are preferable.

The Z06’s LS6 engine and mandatory six-speed manual transmission recorded magazine test times as strong as 3.9 seconds for 0 to 60 mph, and 11.9 seconds at 118 mph in the quarter mile. That’s blazingly quick. On top of these fantastic acceleration times, the Z06 has near perfect weight distribution and incredible stopping power, which also makes it a stunning track car. It’s still capable of 20-plus mpg when driven conservatively.

Our first-choice Z06 is a 2002 model. Horsepower and torque were increased for the second year of production. The initial 385-hp/385 lb-ft torque rose to 405-hp/400 lb-ft torque in 2002. Power and torque remained constant through 2004, so 2002 models are the oldest and usually least expensive ones with the 405/400 package. 2002 was the second highest production run at 8,297 units (5,773 in 2001; 8,635 in 2003; and 5,683 in 2004).


Our bang for the buck best buys are as much about torque as top speed. We’re also looking for a variety of ways to enjoy the experience. One classic approach to high performance that many younger enthusiasts may not have encountered is the mighty big-block Chevrolet V-8. When the 396 big-block appeared in 1965 Corvettes it added a whole new dimension to Corvette performance. 1966 saw the introduction of the 427 big-block, which is one of the most iconic Chevy engines ever produced.

The many iterations of the 427 were capped by the legendary L88. The ultra-rare L88 Corvettes are among the world’s most valuable muscle cars. L88 Corvettes provide incredible bang, but at a cost of far too many bucks.

The big-block Corvette experience can be had at more reasonable prices if you’re willing to accept substantial horsepower decreases. The 427’s displacement increased to 454 cubic inches in 1970, but prices for these cars exceed our parameters. We included the 1971 LS5 454 (365 hp/465 lb-ft), but it, too, could be expensive. If you find one anywhere near affordable levels, buy it.

Advertised horsepower ratings dropped substantially in 1972 (largely due to the change from gross to net measurements) when the 454 LS5 was rated at 270 horses and 390 lb-ft of torque. The torque rating is the key fun factor. For 1973 and 1974, the LS4 454 big-block replaced the LS5. The 1973 LS4 was rated at 275 hp/390 lb-ft and the ’74 version had a claimed 270 hp/380 lb-ft of torque. 1974 was the last year for Corvettes without catalytic converters.

There are plenty of small-block Corvettes that outperform these “last of the big-blocks” 454 LS5 and LS4 Vettes, but they still provide a unique experience with tons of good old-fashioned torque.


The bang for the buck experience can be as much perception as reality. Performance perceptions include the initial launch, sounds, and visual effects more than empirical data. Few Corvette owners track test their cars, so these other factors are important determinants. It’s just as important that a car seems fast as it is to be fast.

This choice can include scary fast cars, but it can also include cars that jump off the line and then fizzle on the top end. Two keys to this choice are a Roots-style, positive displacement supercharger and low (numerically high) gears. This combo with either a small- or big-block engine in a relatively lightweight C1 Corvette (relatively short wheelbase, too) will yield a car that explodes with excitement when the throttle is mashed. The supercharger, a lumpy cam, loud exhaust, and big gears will make the car lurch and lunge at low speeds, which further enhances its bad boy, edgy persona.

Usually we advocate finding the most pristine cars, but this is a case where the roughest, least likely to be restored Corvettes are best. A non-numbers matching, incomplete, poor body repairs/mods, ex-racecar without an engine is a great starting point. Then you can add your own engine. Chassis integrity and any suspension modifications should be verified for safety. Mix and match body panels or primered paint is a plus for this type of street bruiser.


Performance enhancements can be had in various ways including superchargers, nitrous oxide, and turbochargers. The limited production 1987 through 1991 Callaway Corvettes maximized the turbocharger experience and as such, produced cars with prodigious amounts of torque. Few examples were produced (448 via the Corvette RPO B2K option and 52 independent orders), so they’re not as easy to find as some of the other selections.

Callaway Corvettes were quite expensive to start with since the B2K option ranged from $19,995 to $33,000 over the five-year run (the average cost was $26,000-plus). The B2K tariff was in addition to the cost of the Corvette coupe or convertible, which pushed total tabs well into the $60K range. Prices are still at the upper end of our budget, but the bang factor makes them worth considering. Their rarity and collectability should help maintain prices, so paying a little more for a top example is worthwhile.

The Callaway 350 small-block engines were essentially race engines for the street with blueprinted and magnafluxed components. The twin turbochargers and air-to-air charge coolers helped the initial cars produce 345-hp and 465 lb-ft of torque. By 1991, the output reached 403-hp and an amazing 582 lb-ft of torque. If you’re looking for a total torque experience, a Callaway Corvette is hard to beat.

1990-1995 ZR-1 CORVETTES

The ZR-1 Corvettes were the epitome of C4 engineering. They were based on the incredible LT5 aluminum small-block V-8. Displacement was the iconic 350 cubic inches, but that was about all it shared with the standard L98. The LT5 was a joint product of Lotus Engineering and Chevrolet.

One look at the topside of the LT5 and you know it’s not your father’s small-block. The cylinder heads have four cams and 32 valves. The secondary-port throttle setup uses 16 fuel injectors. The LT5 is a high-revving wonder. Driving a ZR-1 is a rush, because it just keeps pulling and pulling. Typically, you’ll run out of road before you run out of revs. Top speed approaches 180 mph.

The 1990 to 1992 LT5 engines were rated at 375-hp and 370 lb-ft of torque. Cylinder head/valvetrain improvements boosted output to 405-hp and 385 lb-ft of torque for the 1993-1995 models. Any year ZR-1 is a great choice, but the ’90-’91 models are most affordable and by far the most plentiful (5,093 built compared to 1,846 for the ’92-’95 models).

The ’90-’91 ZR-1s are most apt to fall within our bang for the buck price parameters. These cars resemble regular Corvettes (at least from a distance), but they’re highly unique, so be sure that the special components are present and in good shape when considering a ZR-1 purchase.

Our top choice in the most bang for the buck department is the awesome 2001 to 2004 Z06 Corvette. We prefer the 2002 models, because that was the first year for 405 horsepower (2001 engines were rated at 385 hp).

The dynamite behind the Z06’s big bang is the 346-cube LS6 engine. The 2002 through 2004 versions produced 405 hp and 400 lb-ft of torque. The sole transmission was a six-speed manual.

The Z06 was only available in this lightweight fixed-roof coupe body style. The ducts for the rear brakes are a distinguishing feature. Torch Red is a great Z06 color.

Later Z06 front fender emblems proudly announce how much horsepower resides under the hood.

An old performance adage states, “There’s no substitute for cubic inches.” If you want to experience that form of power in a classic Corvette (at a relatively reasonable price) get a ’71-’74 coupe with one of the optional 454 cubic-inch engines. This is a ’72 with the chrome front bumper.

A big-block 454 was still available in 1973 when the body-colored, urethane-covered front bumpers were introduced. Big-blocks were offered in convertibles, but prices are higher than coupes.

This is a 1972 LS5 454 big-block with a horsepower rating of 270 and 390 lb-ft of torque. It could be ordered with air conditioning, as seen here.

This is a 1973 LS4 454 big-block, which was rated at 275 horsepower and 390 lb-ft of torque. Note that these engines now had a cowl induction fresh air intake.

1971 and 1972 big-block Corvettes proudly announced their displacement on the sides of the handsome faux hood scoops.

To say that a supercharged, street racer-style C1 Corvette is a dude magnet is an understatement. This tough looking and even tougher sounding ’61 Vette rumbled up to a parking space across the street from a big Chevelle show and guys were instantly drawn to it. People ignored stunning Chevelles to marvel at this blown bad boy.

Running sans hood is an easy way to show off the built small-block that’s topped by a Weiand 6-71 supercharger and a pair of thirsty Holley four-barrel carburetors. The sight and sound of this setup is a gearhead siren call.

Dave Nelson owns this blown ’61 Vette, which reeks of anti-authoritarian attitude and that’s a huge part of its appeal. Big slicks and smaller front tires contribute to the perfect nose-down rake. The removable hardtop conceals a rollbar.

Callaway Corvettes use twin turbochargers to maximize their performance bang. This is a 1990 coupe with the Aerobody option that includes front and rear fender vents, nose scoops, and recessed “Callaway” lettering on the rear fascia. Callaway Corvettes were built between 1987 and 1991.

Callaway Corvettes were offered in coupe and convertible body styles; seen here is a drop top ’87 Callaway that belongs to Tom Gray. The ’87 hood has unique NACA scoops, but otherwise resembles a production ’87 Corvette.

Twin turbochargers were the key power booster on Callaway Corvettes. Horsepower ranged from 345 (1987) to 403 (1991), with torque numbers of 465 lb-ft and 582 lb-ft, respectively.

All the pertinent engine and maintenance information is clearly spelled out on the side of the twin air-to-air charge coolers. This is the driver’s side. The passenger side cooler specifies the use of Mobil 1 synthetic motor oil.

The 1990-95 Corvette ZR-1 was an engineering masterpiece with an exorbitant list price that has now depreciated to very attractive levels. The Ruby Red paint marks this ZR-1 as a rare 1993 RPO Z25 40th Anniversary Package.

The centerpiece of the ZR-1 engineering wizardry is the all-aluminum, 5.7-liter, 4-cam, 32-valve LT5 engine that was a joint effort between Lotus Engineering in England and General Motors. The exotic engines were hand-built by Mercury Marine.


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