Every time I drive an LS-powered Chevy I walk away smiling. In the January and February 2008 issues, you’ll find a buildup we did on an LS1-powered 6-speed ’99 Corvette. The car is owned by Joe Giaimo, owner of Pro 5.0 shifters (pro50.com, which makes great stuff for late-model F-bodies, Corvettes and (gulp … Mustangs). The January story just came out (“Totally Exhausted”. In it we installed SLP headers, cats and cat back exhaust, plus an SLP cold air kit. We picked up excellent power and torque throughout the rpm range. At the track, the car ran 12.5s at 112 on stock run-flat tires after the mods. In the February issue (“Aspiration Rehabilitation”), you can read about how we installed GM Performance Part’s CNC’d heads, LS6 intake and hot cam and picked up nearly 80 rear wheel horsepower. Without revealing how we did on the Dynojet, let’s say we made about 50 horsepower more than a stock C-5 ZO6. It’s one thing to test a car on the dyno, but it’s a complete other thing when you get it out on the road. The car is an absolute animal. People over-emphasize peak horsepower numbers. Unless you’re on a dragstrip, you spend very little time at that rpm. What matters in how much power and torque you make below the curve. And right now, Joe’s Vette is an absolute missile at just about any rpm. True, we’re still about 50 ponies behind a 2007/2008 ZO6, but we’re giving up 64 cubic inches in displacement. Considering you can pick up a ’99 Vette for less than a third the price of a new LS7 car and get near the acceleration for a few thousand in bolt ons … well, that’s quite the performance bargain. Add in the fact that the car still gets great fuel economy, is emissions legal and coddles you with leather, AC, CD, etc., it is an amazing value.