A modern-day sleeper C7 2017 Corvette Stingray with a spooky alter ego
Dateline: 5-27-22 / This story was originally published in the September 2019 issue of Vette Vues – The concept of a “sleeper car” has been around for decades. We’re all familiar with the formula; you take a Plain Jane grocery-getter car and stuff it with gobs of horsepower. It’s a lot of fun dusting off showy performance cars with a four-door Chevy Biscayne station wagon or plane Chevy Nova. Corvettes certainly are not grocery-getter cars, although you can put a lot of groceries in the back of a modern Corvette.Continue reading “DeWitt Moyer’s 2017 “Grey Ghost”→
It took a long while for Rene Lopez-Duprey’s to get into a 2016 Z06 Corvette. But the wait was worth it!
Dateline: 5.17.22 – This story was originally published in the August 2019 issue of Vette Vues Magazine –Every Corvette fan and owner has a “Corvette moment”. I’m preaching to the choir here, but you know what I mean; that moment of demarcation when a Corvette grabbed your attention and you were never quite the same.
Corvettes have been around since 1953 and for most of us; Corvettes had been on the road for a good long time before we noticed. That moment could have been when a neighbor, family, friend, or co-worker got a Vette that made us ask, “What’s that?!” That moment can happen at any stage of life and all that’s important is that it happens. Continue reading “Rene Lopez-Duprey’s 2016 Z06 Corvette Convertible- the Perfect Florida Corvette!”→
Dateline: 4.21.22 This story was first published in the April 2019 issue of Vette Vues Magazine –Michael Tran, of Baytown, Texas has been into cars since the age of eighteen. For years Tran bought and fixed up a variety of Hondas and BMWs, but in his heart, he wanted a hot American car; not a Camaro or a Mustang; a Corvette!Continue reading “Michael Tran’s STUNNING Wrapped C7 Corvette Stingray”→
Corvette chief engineer Tadge Juechter delivered the C7 Corvette, the C7 Z06, the C7 Grand Sport, the C7 ZR1, and soon the 2020 mid-engine C8 Corvette.
Dateline 1.29.21, Images: Graphics by the Author, Image from GM Archives – All five Corvette chief engineers contributed mightily and in their own unique ways. But only Tadge Juechter has the distinction of having done hard engineering on five generations of Corvettes. When Juechter went to work in 1993 as chief engineer Dave Hill’s right-hand-man, there were two objectives; keep the then-current C4 fresh and interesting; and design and develop the most revolutionary Corvette to that date, the C5. After Hill’s retirement, Tom Wallace was Vehicle Line Engineer (VLE) and chief engineer for the Corvette. Wallace accessed that because of Juechter’s 15 years of experience, he was the right man for the chief engineer position. Wallace stayed on as VLE and eventually took an early retirement offer.
While Juechter didn’t have the racing background that Hill and Wallace had, he was raised in a Porsche household and liked to tinker around with mechanical things. As a young teenager growing up in Chappaqua, New York in the ‘70s, Juechter built a prehistoric mountain bike with a full front and rear suspension. His folks even gave him their wrecked Cadillac to take apart.
During Juechter’s college years at Stanford, he worked two summers on a GM assembly line, an experience not to his liking. Juechter graduated with degrees in aerospace and mechanical engineering and had no intention of working for GM. Then in 1978 a friend asked Juechter to tag along to a GM interview and ended up interviewing as well; and was offered a job. The late ‘70s and ’80 was a challenging time for the American car industry, but at least Juechter had a solid job. In the car business, if your ambition is upper management, an MBA is a must-have degree. Juechter earned his MBA from Stanford GSB in 1986.
By the time Juechter interviewed with Hill for the position of Assistant Chief Engineer, he was aware of the aging Corvette and impressed with the in-the-works C5. The C4’s plastic interior was a major bone of contention with Juechter. Hill was impressed and Juechter got the job. The jump from the early ‘80s designed C4 to the C5 was revolutionary. The creation of the Corvette Racing Team was the beginning of the deliberate merger of Chevrolet engineering and Corvette racecar engineering that was poured into the C5 Z06. Early on, Chevrolet general manager Jim Perkins wanted an inexpensive Corvette that would appeal to racers; this became the ’99 Hardtop and the Hardtop became the C5 Z06. While the C6 was an evolved version of the C5, no one was expecting the 505-horsepower 427 Z06 with an aluminum frame and dry-sump oil system.
From 2005 to 2008 sales averaged 36,816 cars per year. In 2006 Tom Wallace was Corvette VLE and chief engineer. While Wallace was a racer, his Corvette experience was a little thin. When Wallace learned that Juechter and his team were working on a mid-engine prototype, he knew that Juechter was the brains behind the Corvette. Juechter was promoted to chief engineer, North American Corvette.
Juechter has said that he was shocked when given orders to make the C6 ZR1; the goal was to build the best possible Corvette for $100,000. A big-block was briefly considered but rejected because of its weight. All-Wheel-Drive was not possible on the C6’s platform. The Z06 was to be the track car and the ZR1 would be GM’s halo, Grand Touring supercar.
Then the economy stalled out and the in-the-works C7 was put on hold indefinitely. Wallace took GM’s early retirement offer, leaving the Corvette all to Juechter. When GM slammed into bankruptcy in June 2009, for a time it looked like it was curtains for GM. But it turned out that the government auditor that was looking into the Corvette was a car enthusiast and knew about the pending C7. Upon examining the books, it was discovered that the Corvette was one the few GM car lines that was making money. Juechter’s team was told to get busy on the C7. The Corvette and the Bowling Green assembly plant were spared.
By the time you read this, the C8 will have made its debut and will be the most revolutionary Corvette ever. Previously, the C5 had that honor because of its all-new engine and drivetrain, and its hydroformed perimeter frame and backbone center section. The C6 and C7 generations are both evolutionary versions of the C5. The C5 and C6 are Hill’s Corvettes; the C7 and C8 are Juechter’s Corvettes. As of this writing, we know the basics of the C8, but none of the hard details. So lets look a Juechter’s C7.
A big part of Juechter’s job as VLE is to make sure there’s a Corvette for everyone with a variety of price points, and a base car that offers outstanding visual and performance value. Juechter said, “It helps having worked on the C5 and C6 because you know where a lot of the land mines are.” With horsepower ever increasing, it’s critical that the car be made easier to drive. The base C7 has 455-net horsepower; way more than any big-block ever had; yet the C7 is a car that is easy to live with. The 755-horsepower 2019 ZR1 is absolutely astonishing; it can perform on par with exotic sports cars, yet be a comfortable, usable GT machine. Electronic suspension, steering, braking, rev-matching, paddle-shift 8-speed automatic and fuel management are responsible for a balance of extreme power and civility. Imagine trying to drive a Greenwood widebody racer on the street.
When the C7 was unveiled, fans were stunned to learn that the base model had an aluminum frame and that later the Z06 and ZR1 would be available as a coupe or convertible and with an 8-speed manual or automatic transmission. Another first was achieved; the 8-speed automatic was quicker than the manual version.
Corvette interiors have often been a bone of contention with critics and the C6 took big hits for its interior. To get C7’s interior spot-on, Juechter made sure designers had set-of-the-pants experiences of life inside a 1-G cockpit; to know what it feels like having skin pressing on hard objects. He also made surer there were no distracting infotainment systems; just important information for spirited driving. The C7 has received rave reviews for its interior.
Concerning the C7 ZR1, initially there were no plans to make the car, as designers didn’t think they could do more beyond the Z06. But after a few years, plus aero input from the Corvette racing team, a new plan emerged to make the ZR1 the most powerful, stable, advanced front-engine Corvette ever offered. Many speculated that Chevrolet might build the front engine and mid-engine Corvettes side-by-side, but that will not be the case. C7 production will end in summer 2019 and the last C7 will be a black Z06 that will be auctioned off, with proceeds going to the Steven Siller Tunnel to Towers Foundation.
While Juechter was an integral part of the C5 and C6, those were Hill’s Corvettes. Even though Juechter guided the C7, the C5, C6, and C7 all have Hill’s Corvette DNA. The C8, on the other hand, is Juechter’s Corvette. People expect more of everything today, and everything is riding on the mid-engine C8. – Scott
This concludes my Corvette Chiefs Series. Below are links to parts 1-to-4. Enjoy
Dateline: 8.22.20 This article first appeared in the May 2019 issue of Vette Vues –UPDATE:Indulge me for two brief paragraphs on the subject of carbon fiber and Corvettes. First, two “known” secrets; 1. There will be a Z06 and a ZR1 version of the C8 Corvette. 2. GM is committed to electric cars, by 2023 they project over 20 all-electric vehicles and by 2030 almost all GM vehicles will be all-electric-powered. We don’t know how the electrical grid will be able to handle the extra load for electricity, lets hope there are some new technology tricks up engineer’s sleeves. The new C8 uses a 48-volt system; that’s a big jump from the previous 12-volt system that has been around since the 1950s.
Why the extra juice? Allow me to speculate.
The C8 ZR1 will have an all-electric, all-wheel-drive drivetrain with a combined electric motor power of 1,000-horsepower and 1,000-lb/ft of torque. Electric motors have their full torque starting at 1-rpm; that’s why diesel-electric locomotives are so powerful. Here’s the carbon fiber leap. Remember how we were stunned when the 2006 Z06 was debuted and we learned that the frame was aluminum. Next, all C7 and C8 Corvette have aluminum frames. To safely handle the tremendous leap on power, I predict that the C8 ZR1 will have a carbon fiber chassis. Think about it. We’ll see. Stepping off soapbox…
Image Credit: www.WikiCommons.com Caption: Take note of the smallest fibers. Each fiber has a tensile strength 200-times that of steel. When the thin fibers are twisted together they are similar to twisted steel wire used to suspend bridges. The twisted fibers are then woven into a mat fabric that is incredibly strong.
Carbon Fiber is without a doubt the hottest trend in automotive materials since the introduction of fiberglass in the early 1950s. Most car enthusiasts understand that racing technology typically precedes production technology. The first structural application of carbon fiber arrived in 1981 when McLaren built their MP4/1 Formula One racecar. McLaren engineer John Barnard built the car’s monocoque chassis/tub completely out of carbon fiber supplied by Hercules Aerospace, in Wilmington, Delaware.
Image Credit: www.WikiCommons.com Caption: The tiny fibers are carbon fiber nanotubes. The tiny fibers are then woven into a wool-like strand.
This was a radical departure from traditional monocoque-type construction that consists of a central “tub” structure that the front frame and suspension, engine, and drivetrain all bolts onto. Formula One competitors were suspicion of the new material and called it, “black plastic” fearing that it would shatter and vaporize in a crash situation. This misperception was dispelled at the 1981 Monza Grand Prix when driver John Watson became carbon fiber’s first “crash test dummy”. Watson’s car spin out and crashed was so violet that people that saw the crash on television cried, thinking the worst. But Watson climbed out of what was once a fine racecar and waved to the crown, unhurt.
Image Credit: www.RoadAndTrack.com Caption: This is a typical piece of carbon fiber mat. Note how each piece of the weave is made of many tiny thin fibers, each with the tensile strength 200-times that of steel at a fraction of the weight.
Watson said in an interview, “Had I had that accident in a conventional aluminum tub, I suspect I might have been injured because the strength of an aluminum tub is very much less than the carbon tub.” McLaren’s objective with the use of carbon fiber was to reduce weight and increase strength. Watson’s accident proved the point and almost overnight, Formula One car builders switched to carbon fiber tubs.
Image Credit: www.RoadAndTrack.com Caption: This is the 1981 McLaren MP4/1 Formula One racecar, the world’s first carbon fiber racecar.
In 1879 Thomas Edison is credited with inventing carbon fiber in his quest to develop the electric light bulb. Edison formed threads of cotton and bamboo slivers into a specific shape and baked them at high temperatures. Cellulose in cotton and bamboo is a natural polymer, consisting of repeating segments of glucose. The baking process “carbonizes” the material and becomes a carbon copy of the beginning material – a carbon fiber with an exact shape. U.S. Navy ships used the same filaments into the 1960s because they were stronger and more resistant to vibration than tungsten.
Image Credit: www.Jalopnik.com Caption: This is the carbon fiber tub of the McLaren MP4/1 Formula One racecar. Monocoque “tub” construction had been around since the mid-1960s and was exclusively made from aluminum to save weight. The carbon fiber tub design is lighter and stronger than aluminum and totally change Formula One racing overnight.
Modern carbon fiber was born in 1956 in a Union Carbide lab by physicist Roger Bacon when he was performing experiments with the triple point of graphite. This is where the solid, liquid, and gas are all in thermal equilibrium. Using a device similar to early carbon arc street lamps, Bacon observed that when he decreased the pressure in his device, the carbon would go from the vapor to solid, forming a one-inch long stalagmite-like structure on the lower electrode that he called “whiskers”. These whiskers were 1/10th diameter of a human hair that you could bend and kink, but they weren’t brittle. He called these long filaments the “perfect graphite.”
Image Credit: www.RoadAndTrack.com Caption: This is the center section tub of a 2009 McLaren 12C. Note the attachment points for the front frame rails and front suspension points.
Further experimentation developed the stiffest, strongest materials by weight that had ever been created. Steel has a tensile strength of 1-2 Gigapascals (GPa); Bacon’s fibers had a tensile strength of 20 GPa. Later development brought the carbon fiber’s strength up to 200 GPa. Bacon’s work eventually developed carbon nanotubes (CNTs); hollow cylinders of graphite with diameters on the order of single molecules. Today, CNTs are used in energy storage, device modeling, boat hulls, water filters, sporting goods, thin-film electronics, antennas, coatings, actuators, electromagnetic shields, and yes, automotive parts. Auto applications include; energy storage applications, batteries and superconductors; printable, thermoformable, capacitive touch sensors used to replace membrane switches in interiors; and polymer composites with mechanical properties, thermal conductivity, and enhanced electrical connectivity.
Image Credit: www.RoadAndTrack.com Caption: This is the 2009 McLaren 12C tub with the A and B-pillar attached.
For performance fans, the use of CNT polymers means second-generation carbon fiber material. Consider the leap from C5 to the C5 Z06 with it’s bolted and bonded hardtop roof that increased structures stiffness by 12-percent, compared to the C6 Z06 with its aluminum frame that was 50-percent stronger in bending resistance; compared the C7’s aluminum frame that is 60-percent stiller than the C6’s steel frame. What levels of structural stiffness might we see with a carbon fiber frame, or better yet a carbon nanotube fiber frame?
Image Credit: www.BringATrailer.com Caption: Here’s the rolling chassis of the 2009 McLaren 12c. Notice how the front suspension attaches to the carbon-fiber tub. The engine and drivetrain attach to the rear section of the carbon-fiber tub.
Carbon fiber has two major downsides; 1. cost; and 2. recycling. Elon Musk’s SpaceX company is working on bringing down the cost of carbon fiber because large carbon fiber parts are an essential element in reducing the cost of space exploration. Sir Richard Branson’s Virgin Galactic space planes are made from carbon fiber. Carbon fiber is definitely “space-age” material. Another factor in why the cost of carbon fiber is so high is simple supply and demand. Nearly half of the airframe of the Boeing 787 is made from carbon fiber and offers a weight savings of 20-percent. The 787’s airframe is made of 20-percent aluminum, 15-percent titanium, and 5-percent other. Composite structures require less scheduled maintenance than non-composite structures.
Image Credit: GM Archives
The second big downside of carbon fiber is that it is difficult to recycle. Used material can be ground down, or exposed to very high temperatures and, or chemicals to recover the carbon fiber. Remember, the carbon fiber is embedded in resin. Unfortunately, the carbon fiber can be damaged and the matrix resin materials in the composites can be destroyed. Damaged carbon fibers can never be used again in carbon fiber applications.
Image Credit: GM Archives
In 2017 researchers from Washington State University developed a new recycling method using mild acids as catalysts in low-temperature ethanol to break down thermosets. To break down the cured material, researchers raised the material temperature to allow the catalyst-containing liquid to penetrate the composite and break down the complete structure; basically dissolving the material. This allowed the researchers to recover the carbon fibers and the resin material. The researchers have filed for a patent and are developing a commercial process to take to the marketplace.
Image Credit: GM Archives
So, there have been numerous reasons why it has taken so long for carbon fiber parts to integrate into Corvettes. The 1992 Stingray III concept car had a carbon-fiber tub as the central part of the car’s chassis. In 2004 the swansong Corvette special edition option was the Commemorative Edition. This was a beautiful option group with special trim, stripes, and dedicated paint that cost $3,700 for the coupe and convertible. The option was available on the Z06, but with one big difference; the Z06 version had a carbon fiber hood that weighed only 20.5-pounds, compared to 31.1-pounds for the stock hood; a savings of 10.6-pounds. The Z06 Commemorative Edition cost $635 and the carbon fiber hood was only available on the Z06 Commemorative Edition option.
Image Credit: GM Archives
When the 2006 Z06 came out, everyone was agog over the new LS7 427 engine with its dry-sump oil system; widebody; new wheels and suspension; aluminum frame; and magnesium engine cradle and roof section. It was easy to miss the carbon fiber body panels staring you in the face. The Z06’s front fenders, front wheelhouses, and rear fenders were carbon fiber and the interior floor was a carbon fiber and balsa wood sandwich. The carbon fiber components certainly added to the $65,800 price of the 2006 Z06 – $21,200 more than the base model coupe.
Image Credit: GM Archives
The 2009 LS9-powered, supercharged ZR1 was the Corvette no one was anticipating that caught everyone by surprise. From 2009 to 2015 the C6 ZR1 was the most powerful Corvette ever offered. But the ZR1 wasn’t just about power. The new ZR1 had more carbon fiber than any previous Corvette ever had. The ZR1 featured a carbon fiber raised hood with a clear polycarbonate window that showed off the LS9’s intercooler; the dedicated front fenders were painted carbon fiber; and the front fascia splitter; roof bow; fixed roof panel; and the side rockers were clear-coated carbon fiber.
Image Credit: GM Archives
From 2010 to 2013 Chevrolet played mix’n-match with parts, making specialty parts from the ZR1 and Z06 available on the very popular Grand Sport; making buying a new Corvette a boutique experience. In 2011 Chevrolet introduced the $90,960 Carbon Edition Z06. RPO CFZ Carbon Fiber Package for the Z06 was a $3,995 option that added black carbon fiber splitter, side rockers, roof panel, and a body-colored ZR1 rear spoiler.
Image Credit: GM Archives
Carbon fiber integration continued with the C7, but mostly as options. RPO C2M, the $2,995 Carbon Fiber Dual Roof Package, and the $1,995 RPO C2Z Visible Carbon Fiber Roof were available on all coupes from 2014 to 2019. From 2015 to 2019 RPO CFV, the $3,995 Carbon Fiber Ground Effects was available. And from 2014 to 2019 RPO FAY, the $995 Carbon Fiber Interior Appearance Package dressed up the C7’s interior.
Image Credit: MotorAuthority.com
The 2015 Z06 blew everyone away with a 145-horsepower raise from the C6 Z06. Carbon fiber parts included the dedicated raised hood and the removable carbon-fiber roof panel. Previous Z06 Corvettes had a fixed roof panel for additional rigidity. And all optional carbon fiber ground effects were available painted and unpainted.
Image Credit: MotorAuthority.com
In 2018 Chevrolet celebrated Corvette’s 65th Anniversary with the Carbon 65 Edition. Only 650 cars were offered on the Grand Sport 3LT and Z06 LZ models. The $15,000 package was dripping with special features. New to the lineup of carbon fiber features was the new rear spoiler and quarter ducts. Carbon fiber ground effects and the hood was also included in the package. And lastly, the $122,095 2019 ZR1 has a carbon-fiber halo hood and engine cover; adjustable high rear wing; front splitter and end caps; and steering wheel rim.
Image Credit: www.HiPerformance.com Caption: If you doubt the strength of carbon fiber, consider that performance racing wheels are now being made in carbon fiber.
Carbon fiber will only become more ubiquitous in the future. What might we expect to see soon? The C8 structure may well use some form of a carbon-fiber tub, or perhaps carbon fiber side rails and other frame and chassis components. Carbon fiber wheels and perhaps some suspension parts might also be in Corvette’s future. Check out the cars in the Daytona Prototype International class at any IMSA race this year, that’s where you’ll find the clues as to what to expect.
Image Credit: GM Archives
Yes, the mat weave of carbon fiber is a look that has taken over the modern automotive and motorcycle hobby. Today you can get nearly anything either made with carbon fiber or with the carbon fiber look. As the price of carbon fiber comes down it will probably become the preferred material for performance cars. Several companies are today making and offering carbon fiber wheels. Carbon fiber 3D printers are also on the marketplace, as well as carbon fiber vinyl wrap material. Indeed, carbon fiber has become the “look” of our time. – Scott
This story was originally published in the May 2019 issue of Vette Vues.
Dateline: 8-7-20 – We all have a story about “the day” a Corvette grabbed your attention and never let go. For Joanne Woodard of Avon Park, Florida, the Corvette contagion occurred in 1986 when a Classic White 1974 350 Corvette stung her. 1974 was a pivotal year for Corvettes, as it was the first year that a Corvette did not have exposed chrome bumpers. This was a big deal because all Detroit cars had to abide by the new front and rear safety crash bumper government regulations. The 1973 Stingray had a soft bumper cover on the front and the 1968-1972 chrome bumpers on the rear. 1974 was the beginning of the chrome-less Corvettes.
The overall look of the 1974 Corvette can be traced back to the 1978 Astro-Vette show car. While the rest of Detroit’s cars (except for the Pontiac Firebird) suffered big, protruding bumpers that often looked like chrome-plated railroad ties, the 1974 Corvette still looked sleek and clean. The visual refresh looked great and sales hit their second-best ever to date with 37,502 units sold. It was the 1974’s clean sano good looks and the “Stingray” badge that captured Joanne’s heart and never let go. Unlike Joanne’s current customized 2016 Z51 daily driver, Joanne left her 1974 Stingray stock and did what Duntov wanted all of “his” Corvette customers to do; drive and enjoy their Corvette!
Fast forward to 2014, the 1974 Corvette was long gone, but the contagion was still with Joanne. Corvettes had vastly improved since 1974 and a ride in a C5 convinced her that she had to get another Vette. A Light Pewter 2000 Corvette Coupe caught her eye and once again, a Corvette was back in her life. Unlike the 1974 Corvette, Joanne personalized her 2000 Coupe with black and white stripes and the Corvette Racing Team’s famous “Jake” mascot livery. As with her 1974 Corvette, Joanne’s 2000 “Jake” Vette was a daily driver. Joanne’s attitude about Corvettes is that they are: “Made to be driven!”
Now, a peculiar problem with older Corvettes is that the newer Corvettes are so much better that, often all it takes is a test drive in a newer model to make the owner of an older Corvette want to trade up. Just a year after buying her 2000 Coupe and customizing the car, Joanne took a drive in a 2010 Grand Sport and had to have one! The C6 Grand Sport was a stroke of genius on the part of Corvette product planners.
Adding the Z06 widebody to the basic C6, with some minor trim differences and dedicated wheels seriously helped sales in what was otherwise a dreadful year for Corvette sales. Despite costing more than the base 2010 Corvette coupe and convertible models, the Grand Sport coupe and convertible outsold the base model coupe and convertible. This trend continued through to the end of the C6 2013 model. Joanne’s 2010 Grand Sport Coupe was Cyber Gray and being an avid Corvette Racing Team fan, she customized her car once again with Jake. Then, Chevrolet brought back the “Stingray”.
Former GM Director of Global Styling, Ed Welburn is on record saying that he held off on the approval of the use of the “Stingray” moniker until the C7 was ready to be shown to the public. He wanted to make sure that the look of the finished C7 was worthy of one of the all-time great automobile names, “Stingray.” No one disagreed with Welburn, and Corvette fans were thrilled that the Stingray was back! Joanne said, “I just HAD TO have one! I had to have another “Stingray!”
In June 2016 Joanne took delivery of a new, built-in April 2016, Arctic White Z51 Corvette Stingray Coupe with the 8-speed automatic paddle-shift transmission, all-black 1LT interior package, and Black Painted Z51 Aluminum Wheels. There are three interior trim packages available on the C7 Corvettes; the base model 1LT, the $4,455 2LT, and the $9,745 3LT. The 2LT and the 3LT options are spectacular, but that doesn’t mean the base model interior is a slouch – far from it. The basic 2016 Corvette comes with the following interior appointments: Alarm, Cruise Control, HID Headlights, Adjustable Steering Wheel, Leather Wrapped Steering Wheel, Remote Trunk Release, Keyless Entry, Heated Mirrors, Driver Vanity Mirror, Passenger Vanity Mirror, Power Steering, Back-Up Camera, Vehicle Anti-Theft System, Steering Wheel Controls, Navigation from Telemetrics, Intermittent Wipers, Power Door Locks, Power Mirrors, and Driver & Passenger Lighted Visor Mirror. Back in the Olden Days, this would have been a “loaded” Corvette!
The Arctic White 2016 Z51 Corvette was kind of like a blank canvas, but Joanne had a plan with three elements. First, orange accents. Her family said, “Orange??? Noooo!!!” Second, being a big fan of the Corvette Racing team, she wanted some racing elements. And third, Joanne wanted to do a unique Stingray graphic.
The project came together quickly. Dual orange racing stripes run from the leading edge of the front splitter, over the hood, roof, rear deck, and down the rear bumper cover. Joanne also added orange accents to the front fender vents. The C7 “Stingray” logo is a beauty, but Joanne wanted something unique, so she hired the services of Michele Lott, owner of Signtastic, in Sebring, Florida to help work out the Stingray vinyl graphic. The Stingray’s “eyes” made with Day-Glo ink so that they glow at night as she sneaks up on unsuspecting Mustangs and Challengers! The front splitter and side rockers are painted with Carbon Flash and trimmed with racing-style checkered flag edging. The rear spoiler is a factory part and painted with Metallic Carbon Flash and also trimmed with racing-style checkered flag edging.
The rear louvers by MRT Engineered Performance pay homage to the 1965/1966 Mako Shark and are also painted in Metallic Carbon Flash. Corvette Racing Team design elements are on the black trim just in front of the rear wheels, Michelin Man graphics are on the front bumper cover, and “Corvette Racing 100 Wins” graphics are on the rear bumper cover. And lastly, Joanne hand-painted the raised “CORVETTE” lettering on the painted black wheels, white. The car quickly developed into a street custom and custom cars typically have lots of special details.
Under the hood the C7’s LT1 engine is essentially stock, except for the AFE Cold Air Intake system and Granatelli Zero Ohm Spark Plug Wires. Joanne reports that the AFE Cold Air Intake and Granatelli Zero Ohm wires made a big difference in the engine’s responsiveness and grunt. The rest of the engine compartment is dressed up with various chrome covers and filler caps adorned with the C7 Corvette “Stingray” logo. On the driver’s side, just in front of the engine there’s a heat shield that says, “Corvette, once it casts its spell, holds one in its net”, along with Joanne’s stylized “Stingray” art and the “CORVETTE RACING” logo. And lastly, the Corvette hood blanket has airbrushed Stingrays with underwater bubbles. The only other modification to the engine is the removal of the two rear mufflers, but the factory NPP, Performance Exhaust is in tact and still functional. The car has a wonderful bark and growl.
The C7’s jewel-like LT1 engine responds very well to minor engine enhancements – just like any typical classic small-block Chevy engine. Between the intake improvement, better ignition wires, and some reduced backpressure from the removal of the rear mufflers, Joanne’s 2016 LT1-powered Corvette can handle even Dodge Hellcat in a Stoplight Grand Prix!
As is typical with project cars, they’re never really finished. Joanne’s future plans for her LT1 include a larger injectors and a performance camshaft. (I predict a supercharger later down the road, but we’ll get to what might get in the way of that notion.) Future exterior additions include; painted mud flaps, additional rear lights, a racing-style lower rear diffuser, and 6mm wheel spacers to slightly widen the car’s track.
When it comes to the Corvette lifestyle, Joanne and her wife, Daffne are all-in. Joanne and Daffne took delivery in June 2016 and by early November 2017 when I photographed the car, the Corvette had 35,000 miles on the odometer. One of the nice things about living in south-central Florida is that there are car events throughout the year. About every three weeks Joanne, Daffne, and the family attend car shows. Their “Pretty Pistons” Stingray won every car show they entered in 2016 and many “Best In Show” awards. Houston Chevrolet, in Avon Park, Florida is interested in using the car as their promotional mascot and MRT Engineered Performance, makers of aluminum C7 Coupe rear window louvers, wants to make Joanne and Daffne’s “Pretty Pistons” Corvette their goodwill ambassador.
I asked Joanne about the “Pretty Pistons” tag on the windshield and she explained, “The pistons that make the LT1 engine work are beautifully machined aluminum, kind of pretty – jewel-like. And the pistons go up and down and make the power. So, “Pretty Pistons.” I asked Joanne if she might be eyeing a C7 Z06 with the supercharged LT4 engine. She paused, squinted her eyes and said, “That’s AWFULLY tempting!” I responded, “But then you’ll have to start all over again.” Joanne smiled and said, “I know, that’s the fun of it! That and driving the car.” Ya yes, just like Mr. Duntov wanted! – Scott
Photos by, K. Scott Teeters
This story was originally published in the January 2018 issue of Vette Vues.
Dateline: 1-20-20, Illustrations & graphics by K. Scott Teeters – The C6 Corvette was a much-improved C5 and was well-received upon release. Fans liked the crisp new look, the new interior (for a while), and the extra grunt. Since the successful arrival of the performance Z06 model in 2001, every new generation Corvette is expected to have a Z06. Within minutes of the C6’s debut, the next question was, “Where’s the Z06?” The following year when the C6 Z06 was unleashed, there was an unanticipated surprise; an aluminum chassis.
This wasn’t on anyone’s wish list and was a total surprise. It wasn’t even on Zora Arkus-Duntov’s Christmas list! Weighing in at just 3,132-pounds, you have to go back to 1964 to find a lighter Corvette (3,125-pounds). Powered by the mighty 427 LS7 engine with 505 net-horsepower, with C5-R suspension technology, the C6 Z06 was better suited for the track, although many learned how to drive the new beast successfully on the street. The C6 Z06’s aluminum chassis had no trouble handling 638-horsepower in the ZR1 configuration. Bravo Corvette chassis engineers!
When Tadge Juechter’s C7 Corvette debuted, fans were stunned to learn that the base model C7 was built an even better version of the Z06’s aluminum chassis. But wait, there’s more! The same new aluminum chassis would be used for the coupe AND convertible Corvette. This was a major breakthrough and bespeaks of advanced engineering. Here’s how Juechter’s team did it.
Juechter’s objective was to build a modern performance car that delivered enhanced driving experience, more efficiency that yielded more performance. Every element had to contribute to the overall performance and there would be nothing fake. That explains everything that we see on the C7 Corvette, but what’s unseen is even more amazing.
As we learned from the C5 with its hydroformed side rails, stiffness matters. Juechter is on record stating that while hydroforming was an engineering game-changer, the downside is that parts have a uniform thickness; even in areas where it isn’t needed. Hydroformed parts cannot be tailored for areas that need greater or less strength. Enter the Genesis Software Program.
This is almost computer magic. Engineers first determine the overall block space they want; length, width, and height. Then they determine where they want to place the major components; engine, transmission, suspension assemblies, cabin parts, etc. This creates negative spaces where the structure needs to be to hold everything together. The Genesis Program then synthesizes an optimum structure so that engineers can then take the load design and break it down into parts that can be fabricated and joined together. Afterward, dynamic stress and crash testing is performed and parts modified to meet predetermined objectives.
The C7’s hydroformed aluminum frame rails were optimized for the best the aluminum industry could offer, in terms of tensile strength, lightweight, and materials-joining technology. New aluminum metallurgy and aluminum fastening technologies allow engineers to augment the hydroformed frame with 7000-Series aluminum extrusions designed for specific areas; such as engine/front suspension assembly, transaxle/rear suspension assembly mounting points and frontal collision areas.
Careful consideration to the placement of major components was also critical. Juechter’s team felt that the C6 was slightly nose-heavy. Components were adjusted so that the C7 is now rear-biased, allowing more load on the rear wheels for better traction at launch; like a racecar. The front wheels were moved forward 1-inch making the wheelbase 106.7-inches. This is the longest wheelbase Corvette ever made. The shortest was the C4, measuring 96.2-inches. Moving the wheels forward also allowed for more space under the hood for the new LT1 engine and various auxiliary systems. This also preserved “crash space” in the front.
Offering an aluminum frame for the coupe and convertible was a big challenge for the team. But because the basic frame structure is so strong, it didn’t need additional roof structure via a fixed roof. The net result is that not only can the Z06 and ZR1 have lift-off rood panels, but both can also be offered as a convertible. This was unimaginable for the C5 Z06, C6 Z06, and the C6 ZR1. According to Ed Moss, the C7 structural engineer group manager, his engineering team tailored sixteen different thicknesses of various grades of aluminum from 11-mm to 2-mm. The completed C7 aluminum frame is 100-pounds lighter than the C6’s steel frame and is 60-percent stiffer. Juechter said that engineers consider the C7’s aluminum chassis to be the most beautiful part of the C7. Perhaps someday Chevrolet will offer a transparent carbon fiber body option.
The C7 frame was also designed for aerodynamic efficiency. In the past, engineers tended to only consider how air passed over and under a performance car. The C7 literally breathes. Spaces under the car’s skin and in between the chassis structure were designed for the internal ducting for engine cooling, brakes, transmission, and differential cooling, and venting. Other spaces allowed for electrical and plumbing fixtures for coolant, fuel, and air conditioning ducting.
The C7 design team worked closely with the Corvette Racing Team on airflow management because even racecars are concerned about fuel consumption, as well as top speed dynamics and stability. Two of the most obvious ducting and venting features is the air extractor on the hood, and the NACA ducts on the top of the rear fenders.
Image: GM Archives
Taking a lesson from the C6.R Corvette racecars, the C7’s radiator is tilted forward. One-third of the air that passes through the radiator is vented out of the hood. The hood louvers are angled so that the exiting air flows tightly over the car creating additional downforce to the nose of the car; thus eliminating the dreaded nose lift.
Heat exchangers (radiators) for the transmission were placed in the back, close to the transaxle with air ducted through the NACA duct feeding into the heat exchangers and then vented out through vents next to the taillights. This is just another example of how every element on the C7 has a defined purpose.
All of the foundational work that went into the C7’s chassis laid down a structure what was easily adaptable to the $2,780 Z51 suspension option that included; performance brakes with slotted rotors; dry-sump oil system; suspension upgrades; special wheels and tires; electronic limited-slip differential with a cooler, performance gearing, and an aero package. The Z51 was for drivers that wanted to use more of the C7 460-horsepower and explore the pleasures of the C7’s superior structure.
The 2015 Z06 with its supercharged 650-horsepower LT4 engine, wide-body, suspension, and tire enhancements work wonderfully with the C7’s basic structure. The same can be said for the 755-horsepower ZR1; the basic structure is up to the task. Arguably, the most interesting use of available C7 components is the Grand Sport. It has the aggressive-looking Z06 body and suspension parts that take using the base model’s 460-horsepower to a whole new level.
I will now go out on a limb. At the C7 ZR1 debut in 2018, Juechter said that his engineers had taken the C7 as far as they could with the ZR1. Are they working on a C9 Corvette to sell alongside the mid-engine C8? If so, will it be built on a carbon fiber chassis? When it comes to Corvettes, things always evolve upward. – Scott
Dan & Sue Black’s “Georgia Special” 2015 Z06 Corvette
Dateline: 7.8.19 As seen in the October 2018 issue of Vette Vues Magazine –We all come to the Corvette world in our own unique ways. For some of us, it’s a childhood thing that goes back so long that we almost can’t remember not loving Corvettes. And for others, they’ve always been a car guy, and Corvettes came to them later in life.
Dan Black has been a self-described “car fanatic” all his life and over the years has had lots and lots of cars, mostly old “classic” cars. He even learned to drive in a 1928 Ford Model A! The delightful thing about the old classics is that if you are mechanically inclined, you can pretty much figure out how they come apart and how to repair and restore them. Dan learned the in’s and out’s of cars through a lot of trial-and-error, sweat, and skinned knuckles.
Along the way, Dan became a fan of the Chevy 3100 (1/2-ton) trucks produced from 1947 to 1955 and even restored four of the classic Chevy trucks. Dan also owned a ’23 T-Bucket hot rod, and a ’40 Buick Coupe. In 2008 after Dan sold his last 3100 Chevy truck, he decided to do a Corvette. His children were pretty much all grown up and it seemed like it was time for a Vette.
Dan found a 1985 Corvette to make into a project car. Early C4s and cheap and plentiful and you can seriously personalize them without ruffling feathers in the Corvette community. The tired old L98 Tuned Port Injection engine was replaced with a 383 stroker Chevy crate engine and the car was painted Corvette Velocity Yellow. Dan’s restoration skills paid off on the Corvette, as his car won the World of Wheels Show in 2012.
But it was an August drive from Georgia to the Corvettes at Carlisle Show in 2014 that was a game changer. Dan explains, “The car was nice, but the nearly 1,400 mile round trip in our 25 year old Corvette really beat us up. The car rides really rough, so we knew we had to get something newer and the prices of the C5 were just right.” So Dan and his wife Sue bought a 2002 Z06 Corvette that was comfortable, really quick, and fun to drive.
Dan and Sue were already into the Corvette lifestyle and were members of the Corvette Cruisers of AtlantaCorvette Club. In 2014 when the C7s came out, Dan saw club members rushing to Chevy dealers to place orders. Of course, two minutes after the C7 made it’s debut in January 2013, the first question was, “So where’s the Z06?” Since Dan Sue were C5 Z06 owners, they decided to wait.
In February 2017 Dan and Sue bought what we have to call, their “first” 2015 C7 Z06. We use the word, “first” because in October 2017 the car was totaled! A rear end collision caused severe damage to the frame, to the tune of $70,000 worth of damage! Needless to say, the insurance company totaled the Z06 Corvette. We hate to see any Corvette totaled, but it happens. Dan immediately started searching for a replacement Z06 and found the perfect car in Orlando, Florida, but this one was better.
The seller in Orlando was actually the second owner of the the loaded 2015 Velocity Yellow Z06/Z07 Corvette. The original owner was a pain management doctor from California that ordered the car from F.C. Kerbeck in Atlantic City, New Jersey in March 2015. Money was no object, so the doctor ordered nearly every option available, including the Z07 Performance Package. The doctor only owned the car for eight months, but before he sold the car to a man in Orlando, Florida, he had a custom-built roll bar, painted Velocity Yellow installed in the car. Aside from the roll bar, everything else is factory.
When the C7 Z06 made its debut heads spun at the news of the LT4’s 650-horsepower and 650 lb/ft of torque rating. That was a 145-horsepower jump from C6’s 505-horsepower LS7 engine, and twelve more horsepower than the C6 ZR1’s supercharged LS9 engine. That was way more than Z06 fans were expecting from the C7 Z06. But it’s amazing how quickly we can get used to more power. So, what’s an owner of a 650-horsepower C7 Z06 wanting “more” to do? Go get more power!
The awesome thing about GM’s latest LS series performance engines is that extracting more horsepower is not that difficult. The Orlando owner chose to take his Velocity Yellow 2015 Z06 to Redline Motorsports in Pompano Beach, Florida for a Phase 2-C7Z performance package. This performance package includes the following; 1-7/8” Long Tube Stainless Steel Headers, High-Flow cats and 3” Mid-Section with X-pipe; ATI-redline Lower Crank Balancer Assembly;15-percent Overdrive Crank Pulley; HD Drive Belt; Halltech Stinger High Capacity Cold-Air Intake; Brisk Spark Plugs; and Custom E92 Calibration. This package takes the 650-hp / 650 lf/ft torque LT4 engine up to 730-hp / 737 lb/ft of torque.
People sell awesome cars for all kinds of reasons. For whatever the reason was, the Orlando owner decided to put his car up for sale, just at the same time Dan and Sue were looking for a replacement for their totaled Z06. The price was right, the options couldn’t have been any better, and the color was perfect. Dan and Sue Black were back in a Velocity Yellow Z06, with the Z07 package, to boot!
After buying the car, the first thing Dan wanted to address was the car’s paint finish. Yes, the Velocity Yellow’s paint “finish”. Chevrolet has come a long way from the olden days in St. Louis when all Corvettes were sprayed with lacquer in less than optimal conditions. And you have probably heard the news of the Bowling Green Corvette Assembly Plant’s new $439 Million dollar Paint Shop. Even in 2015, some colors used on Corvettes showed slight orange peal more than others. White is the most forgiving, but the more vibrant colors not so forgiving.
Because this can be remedied, Dan had the paint corrected. The process removes a small amount of the clear coat by using mild abrasive polishes worked into the surface with polishing machines. The finished process levels out the surface, thus removing the slight orange peal. Then, 65-percent of the car was covered with Expel Clear Bra material.
The rest of the car was expertly treated with three coats of Gyeon Ceramic Coating by Al Batthurst of Shiny Fenders, in Grayson, Georgia. This advanced coating is available for painted body surfaces, glass windows, wheels, interiors, calipers, tires, and trim. Dan reports that thanks to the Gyeon coatings, clean up and prep time for showing his Z06 is dramatically reduced.
Another special touch that Dan and Sue added to their Z06/Z07 is the custom airbrushed under hood liner by artist Steve Ray, from Bowling Green, Kentucky. Ray’s rendition of an American Bald Eagle bursting through the hood and the C7 Corvette logo is spectacular, and a crowd favorite when Dan and Sue show their car. And lastly, since the car is equipped with the Z06 and Z07 aero packages, Dan added an Anderson Composites rear diffuser. There is so much race car built into the Z06, and since the C7.R Corvettes have rear diffusers, why not put one on the car.
Dan and Sue Black’s 2015 Velocity Yellow Corvette is essentially completed, but we all know that cars such as this are never truly “finished”. At the Festivals of Speed Car Show event in Alpharetta, Georgia, just north of Atlanta, the car won Best Contemporary Corvette. Every show Dan has taken the car to he has won 1st place.
Here’s what Dan has to say about owning and living with his 730-horsepower Z06, “The car is very comfortable and there’s no comparison to the C4 we owned. We loved the C5 Z06, we really did, but the C7 is totally different. The responsiveness of the car is just amazing. I also have a 1968 SS Camaro with a 540-cubic-inch all-aluminum Merlin big-block with 700-horsepower. But the Z06 Corvette is such a pleasure to drive. So far, according to the car’s computer, the lifetime average fuel mileage is 24.7-mpg. We recently took a 150-mile trip from Atlanta to Birmingham, Alabama, and with the cruise control on and driving at the posted speed limits, the Z06 recorded 36-mpg. I’m satisfied with that.”
We asked Dan about future plans for his Z06 /Z07 Corvette. He answered, “Enjoy the car and let others enjoy the car at car shows.” Sounds good to me. Save the Wave, Dan! – Scott
Speed Society’s Salute to the awesome success of the Corvette Racing Team
Dateline 11.10.18 – What sets the Corvette apart from every other car in America is that since 1955 the Corvette has always been about racing. From the glory days of Duntov to today, every Corvette chief engineer has made sure that lessons learned from racing are poured into production Corvettes.
With the 2018 racing season completed and the Corvette Racing Team racking up another championship, the timing of the Speed Society Z06 couldn’t be better. The Z06’s LT4 engine has been goosed up to 850-horsepower and the deco on the car is a salute to the C7.R. The rear wing and ADV.1 two-piece forged alloy wheels pulls the whole look together.
Photo Credit: Kenrem Chevrolet Corvette C7.R
Check out the rest of the details and gallery of photos HERE. – Scott
This could be just another concept Corvette, or it might be a COPO road racer Z06 Corvette!
Dateline: 5.25.18 – The last time we saw something like this was in 2010 when Chevy showed the Z06-X Concept Corvette. The formula is the same; your basic Z06 with all the latest racer-type hardware. This is right out of the old Zora Arkus-Duntov RPO “racer kit” model from the ’50s, ’60s, and ’70s.
Autoblog.com has a full set of images of this variation-on-a-theme, and a report that you can readHERE.
Image Credit: Car and Driver Archives
The first time we ever saw something like this was back in 1969 when Duntov held court at the GM Proving Grounds with one of his mule development Corvettes. Zora and his team built a big-block Corvette like a racer would have; they removed everything that shouldn’t be on a racecar and added everything that should be on a racecar, plus a ZL-1 engine! Continue reading “
Harlan Charles & Tadge Juechter Hold Court at NCM’s Latest Michelin Bash Event: 2018 Recap & 2019 Preview
Dateline: 5.2.19 –The National Corvette Museum hosted their three-day annual Michelin NCM Bash from April 26 to April 28. Corvette product manager Harlan Charles and Corvette chief engineer Tadge Juechter delivered a 1-hour and 47-minute presentation recap of the 2018 season and a preview of what’s in store for 2019.
The event also included racing seminars, an update on the 1962 sinkhole Corvette, and using the C7’s navigation system. Chevrolet wants Corvette fans well informed and C7 owners completely up to speed with their car’s capabilities.
Special guests included former Bowling Green plant manager Wil Cooksey and early generation Corvette restoration expert, Kevin Mackay.
FYI, you can read my 2013 interview with Wil Cooksey in the November 2017 and January 2018 issue of Vette Vues; and my Kevin Mackay 2013 interview in the May 2018 and June 2018 issue of Vette Vues.Continue reading “
The Tadge Juechter & Harlan Charles Show! ’18 Recap & 2’19 Preview – VIDEO” →
After a very long wait, the 2019 ZR1 delivers the goods!
Image: GM Archives
Dateline: 4-30-18 –Years ago, a good friend gave me a book about race car driving. Inside the cover Joe wrote, “The insanity of speed is only understood by those that cautiously extract it.” With a two-run average speed of 212-mph, the new ZR1 has entered the Insane Zone for production automobiles.
The 2019 ZR1 will go down as one of the all-time great Corvettes.- Scott
