After we unveiled the very first video on the internet, showing the races between the 2015 Z06 and the 2014 Viper, people requested that we get both cars to a Dyno.  We arranged this long testing session through KP Racing, in Houston TX ( ), and used their load-based Mustang Dyno.  All results are being compared with SAE correction factor, which is labeled with “WCF” for “with correction factor”, on the images.  We were able to log data on two of the main vehicles, and also collected data from another C7Z06 that dynoed last week.  For good measure, we also brought along a 2nd stock 2013 Viper GTS.  So, we had these vehicles to compare from:

  • 2013 Viper GTS (100% stock) 7,000 miles
  • 2014 Viper TA (100% stock) 2,300 miles
  • 2015 Corvette Z06 (100% stock) 1,200 miles
  • 2015 Corvette Z06/Z07 (100% stock) 100 miles (previously dyno tested, last week)

We were primarily testing the two vehicles that raced in the video last week, and using the other two vehicles as back-up for data comparisons.  Temperature data was recorded for the white Viper TA, and the black C7Z06, before and after runs.  Neither car had a complete cool-down period, both were tested at normal operating temperatures, with ambient temperatures in the mid-50F range.  These are the results that matter, as cars at operating temp are what would match up with each other on the track or highway.  The Viper TA did one warm-up dyno to reach operating temp, as we’ve seen previous cars pick up power once they get hot.  This proved to be true, as the cool Viper TA was also the worst dyno result posted.

Each car was then tested with a barrage of 4 back-to-back dyno pulls.  We monitored Intake Air Temp (IAT) before and after runs.  We also monitored all sorts of parameters on the C7Z06, via HP Tuners logging software.  These 4 consecutive dyno pulls were done without turning the engine off, with approx 1 minute of idling prior to making the next consecutive pull.  We wanted to see if heat soak affected either car, by doing so.  We also shot various parts of the engine bay with a laser temperature scanner, to monitor external temps on both cars.

We found that neither car appeared to be affected by heat, even after 4 consecutive pulls.  Both cars produced more than their factory rated hp (640 Viper, 650 Z06) even when at full operating temperature, and after the 4th dyno run.  The Viper TA produced its best results on the 3rd consecutive dyno pull, 540 rwhp & 512 ft-lbs torque (SAE corrected).  It only lost 0.5 hp on the final consecutive pull.  The C7Z06 produced its highest dyno on the 2nd consecutive pull, 563 rwhp & 562 ft-lbs torque (SAE corrected).  The C7Z06 only lost 4 rwhp by the time its final pull was completed.  Negligible loss, for both cars.

This data was then compared with each vehicle, as well as with the other two test sample vehicles (Viper GTS, and other C7Z06 from a week earlier).  We found these comparisons:

  1. Both C7Z06’s produced nearly identical results, at operating temp.  Within 1 rwhp.
  2. The Viper TA at operating temp, is a close comparison with the C7Z06 at operating temp.
  3. C7Z06 produces about 15-20 rwhp more than the Viper TA, when both are at operating temp.
  4. Torque output on the C7Z06 is outstanding.  But, at the lower rpm range, it has no effect on racing.  Driving around however, it should feel very responsive and fun.  This will make the car “feel” faster to most, as reported by many.
  5. The Viper GTS with 7000 miles produced a slightly stronger (7 rwhp) result than the Viper TA with 2300 miles.

Here is the photo gallery.  Pay attention to the photo titles, they describe what you are viewing.  Feel free to use the data to analyze and discuss the two cars.  We encourage some good discussion.

After taking some time to sort and analyze all the data, here are my observations. Looking only at the sessions of 4 back-to-back runs here, all SAE corrected values, rounded to nearest whole number.

Since it was cool outside, both cars showed interesting temperatures at the intake manifold, after the four runs. The Viper intake manifold actually got colder by 12F after the pulls. The Z06 was still impressive though, the supercharger housing (intake manifold) only increased 1 degree, after 4 consecutive pulls. Both good, in that regard. The IAT values were another story. The Viper increased in measured Air Intake Temp by 13F. The Z06 did much better, with both IAT1 (pre-blower) and IAT2 (post-blower) both reducing after the 4 consecutive runs. GM did a great job on the cooling efficiency on this blower. But, the true test will be seeing how they perform when it is hot outside.

Coolant and engine temps were also interesting to compare. The Viper only picked up 1 degree on the coolant temperature. The Z06 picked up 19 degrees, still respectable. This could translate to lap times on long sessions, as it seems the Viper cooling system is super efficient. Oil temps for both cars were similar gains, 20 Viper and 25 Z06.

2014 Viper TA
Initial Temps:
Intake Mani Temp 115F
Oil 174F
Coolant 185F

Run 1
HP 531
TQ 495

Run 2
HP 538 (+7)
TQ 511 (+16)

Run 3
HP 540 (+2)
TQ 512 (+1)

Run 4
HP 540 (+0)
TQ 517 (+5)

Final Temps:
Intake Mani Temp 103F (-12)
IAT 82F (+13)
Oil 194F (+20)
Coolant 186F (+1)

2015 Corvette Z06
Initial Temps:
Intake Mani Temp 133F
IAT1 66F
IAT2 90F
Oil 176F
Coolant 189F

Run 1
HP 552
TQ 560

Run 2
HP 563 (+11)
TQ 562 (+2)

Run 3
HP 563 (+0)
TQ 563 (+1)

Run 4
HP 559 (-4)
TQ 566 (+3)

Final Temps:
Intake Mani Temp 134F (+1)
IAT1 64F (-2)
IAT2 73F (-17)
Oil 201F (+25)
Coolant 208F (+19)