Hmmm--this thread is getting interesting.
On a stock or near stock LS1/6, there is no performance need to change the coils. On the other hand, if the engine is modified in a manner which has increased dynamic cylinder pressure a bit, the LS1/6 coils have proven marginal in some racing applications. Some Gen 3 builders say that one type of truck engine coil actually is capible of more output.
That said, the MSD Gen 3 coil is not only capible of higher output, but it has a slightly different configuration which allows it to easily be used with an aftermarket ign. controller MSD is readying for market. With stock-type coils, that's not real easy. The MSD coils are also multiple-spark discharging at lower rpms. Again, that may be of value with modified engines, particularly ones with idle stability issues.
The advantage to a stock or near stock engine in MSD SuperConductors is again, modest at best. The big advantage of SuperConductors is they have quite a bit less resitance per length than do conventional ign. wires---even MSD entry-level "HeliCore" product. In spite of that less resistance, they provide a level of supression that usually is the same or higher than OE-type wires. Obviously, the technology to make wires that work that way costs more and that's reflected in 1) the higher price of the MSD wires and 2) GM's choice to not use that type of plug wire. Again, if the engine is modified in a manner that requires more ign. energy, then the first thing I'd put on the engine is Super Conductors because they allow even a stock coil to be capible of more energy at the plug.
As for spark plugs: it was said earlier that the OE ACDelco plugs tend to loose their platinum pads. While that was true in the early-to-mid-90s, during the first few years that product was available, it's not true now. Regretably, it took Delphi a couple of years to perfect the laser welding process used to bond the pads to the plug center and side electrodes. ACD double plats have been capible of good durability throughout the C5 years. It was the late C4 years where they were problematic. Of course, that issue is moot now because, starting with MY03, Corvettes no longer use platinum plugs.
As for the Bosch +4
LOL
(I always have to laugh that that design)
Anyone who buys those has been victimized by Bosch's admittedly excellent marketing and advertising.
First, a spark plug typically needs only one side electrode to work well. There are a few exceptions to that, but they are odd applications such as Mazda rotory engines and some aircraft engines. In fact, good igntion of the charge in the combustion chamber depends on swirl/turbulence in the mixture and easy/clear access to the spark. This is why racers use plug washers to turn the plug gap towards the intake valve. This is also why they cut-back and file-to-a-point the side electrodes. All this is done to get as much of the spark as possible in contact with the charge air.
Bosch's trendy Platinum Plus-4 does exactly the opposite of what's necessary for good ignition. It blocks the charge mixture's exposure to the spark with three extra ground electrodes that are totally unnecessary but, admittedly...look pretty darn shiny and sexy. Another problem with the Bosch and some other plugs sold for use in C5s, is: if the actual plug gap is not in the same place as is the OE plug, effective spark timing is changed. Move the plug gap back towards the combustion chamber wall and timing is retarded slightly.
The best plugs to run in a C5 which is driven normally are the Iridium-tipped stockers used after 03. If you run your car really hard or race it, you may need something colder and some of the Denso Iridium Power plugs are the way to go, there.
But...those Bosch +4s?
Someone ought to sell Jessica Simpson on using them as the basis for a line of jewelry.
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