C8 Corvette Z06 Visits the Hennessey Dyno for Baseline Testing, Makes 600 HP at the Wheels

The most C2-generation Z06 is the so-called tanker. Of the 199 units produced for 1963, a meager 78 were optioned with the regular production order code N03 big tank option. The Z06 wouldn’t return to the order guide until 2001 with the underrated C5, which is the last Corvette with pop-up headlamps.

Based on the LS1 of the base specification, the Z06-specific LS6 initially produced 385 horsepower. Come 2002, General Motors worked its magic to unlock 20 more ponies from the 5.7-liter V8. The next generation of Corvette introduced the Z07 package to the Z06, leveling up the car’s track-oriented character with MagneRide dampers, carbon-ceramic brakes, and super-sticky tires. On full song, the 7.0-liter LS7 offers a claimed 505 horsepower.

The Detroit-based automaker went even further with the C7, which sports a supercharger on top of the Stingray’s naturally-aspirated LT1. Internally referred to as LT4, the boosted mill produces a ridiculous 650 horsepower at 6,400 revolutions per minute from a displacement of 6.2 liters for the engine and 1.7 liters for the Eaton R1740 blower.

By comparison, the C8-gen Z06 develops 670 ponies at 8,400 revolutions per minute. It redlines at 8,600 revolutions per minute, which – as you’re well aware – no previous Corvette gets even close. Inspired by the world of endurance racing and Ferrari’s long line of mid-engine V8 supercars, the LT6 is a flat-plane crankshaft V8 advertised with 460 pound-feet (623 Nm) to its name. How much of those resources get to the rear wheels via the dual-clutch transaxle shared with the Maserati MC20?

Hennessey Performance Engineering recently strapped its very own Z06 to the Dynojet chassis dynamometer to find out. Completely stock and with the manufacturer’s recommended fuel grade in the 18.5-gallon tank, the Z07-equipped car in the video below puts down 600.36 horsepower at 8,340 revolutions per minute and 406.55 pound-feet (551 Nm) of tire-shredding torque 6,730 revolutions.

In other words, the rear-wheel numbers represent 89.60 and 88.38 percent of the crankshaft figures. In other words, it’s well within the 15-percent rule. This kind of performance isn’t affordable, though. For example, the carbon-fiber wheels alone cost $11,995 in Carbon Flash. For the visible carbon finish, that would be an eye-watering $13,995.

Then again, the Z06 isn’t for everyone. Pricier than the small block-engined Stingray and E-Ray, the sportiest C8 in production today carries a sticker price of $108,100 for the 1LZ in coupe format. Plus $1,695 for the destination fee. Plus anything between $2,600 and $3,000 for the gas-guzzler tax.

The C8, however, will get even pricier with the soon-to-debut ZR1. As opposed to the supercharged monster from the previous generation, the newcomer will switch to a pair of turbochargers for 800 to 850 horsepower at full chatter. Of course, the ZR1’s engine is derived from the LT6 of the Z06.