Four NEW Classic C4 Corvette Art Prints Now Available!

Here are the four new prints in my Etsy Shop, ManCaveCarArt, as recently seen in my new Corvsport article.

1989-1991 350 L98 Corvette Engine Canvas Poster –-> CLICK HERE!

Canvas Wrap –> CLICK HERE

1989 L98 6-Speed Corvette Canvas Poster –-> CLICK HERE!

Canvas Wrap –> CLICK HERE

1990 L98 6-Speed Corvette Canvas Poster –-> CLICK HERE!

Canvas Wrap –> CLICK HERE

1991 L98 6-Speed Corvette –-> CLICK HERE!

Canvas Wrap –> CLICK HERE

   Scott Teeters here. Last year I started writing and creating graphics for the new online Corvette magazine, “Corvsport”. Links to the two stories I wrote are below.

My latest Corvesport project is a series of six stories highlighting interesting Corvettes from the C2 1965-1967 L79 327/350 4-speed Corvettes to the C6 2008-2013 Z51 Corvettes.

In 2024 it is easy to spend over $100,000 for a new C8. But you don’t have to break the bank for a cool performance Corvette that might not be a stump-puller, low E.T., top-speed machine, but will be a fun street machine.

I present six groups of Corvettes to look for, what to look for that’s built into the car, what can be done to update the car’s overall performance, and current 2024 prices from Low to Show.

For each installment, I create four unique layouts that are made available as 12” x 18” and 16” x 24” canvas posters and canvas wraps. The canvas posters are delivered in a stiff mailing tube and the canvas wraps are ready to hang on your wall and are well-packed in a poly-bag and flat box.

The prints are available in our Etsy store. We have been online with Etsy since 2017, have over 1,500 prints and other car items, and we are Etsy Star Sellers.

As new print layouts are created I will let you know when the prints are available.

We hope you enjoy the new series of stories and graphics. You can subscribe to Corvsport HERE!

Until next time. – Scott

You can subscribe to Corvsport HERE!


Scott Belyea’s 1965 Retro-Mod Corvette Sting Ray Convertible

Corvette Passion Finally Fulfilled

PHOTO CREDITS: Scott Belyea and Dustin Segura

As you are reading this, it means that somewhere in your past, the “Vette Virus” got you. For some of us, it happens when we’re kids or teenagers. For others, later in life. But once you’ve got it, it’s with you for life. Some can fulfill that passion early on, and others when they’re older.

Scott Belyea grew up in beautiful Santa Rosa, California in the 1960s. Back in the day, “Auto Shop” was an Industrial Arts course taught in high school, along with Wood Shop and Mechanical Drawing. Auto Shop taught boys (mostly) the basics of car care and simple maintenance. For young car guys who were passionately waiting to get their driver’s license, it was the place to be. In Scott’s case, working on a friend’s 1964 409 Impala made the class even more fun.

Yes, Scott had a mild interest in cars until the day he saw and HEARD a 1965 big-block 396 Corvette with side pipes rumble by. “WHAT’S THAT?!?!?” he said. Scott had just been stung by a Sting Ray.

In the spring of 1965 Chevrolet released their new big-block replacement for the old W-Series 348/409/427 truck engine. As a truck engine, the W-Series produced plenty of torque for industrial use but didn’t like high rpm’s. But Chevrolet had its eye on covert racing efforts and knew that the W-Series engine needed to go.

A prototype Mark-II 427 “porcupine engine” was dropped into Mickey Thompson’s 1963 Z06 Corvette and raced at the 1963 Daytona 250. The press immediately noticed the Mark-II’s distinctive sound and dubbed the engine, “Chevrolet’s Mystery Motor”. According to Corvette development engineer, Bill Tower, sorting out the durability problems with the new engine was very challenging. But by the spring of ’65, the new 396 Mark-IV Big-Block was available to the public.

Chevy engineers learned that the easiest route to big horsepower was simple – cubic inches. The 327 Fuelie was maxed out at 375 horsepower; the new 396 big-block had 425 horsepower and only cost $292; the Fuelie cost $538. And, to go along with the new brutish big-block, real side pipes were a $134 option. Many have pointed out that the side pips weren’t as efficient as the straight-through $37 Off-Road Exhaust, but they sounded awesome. Like many of us, Scott heard the call of the wild new big-block Corvette, and that was it!

The expression, “Life gets in the way” applies to most of us at various times of our lives. While Scott’s passion for a big-block ’65 Corvette started over 50 years ago, it never left him. Along the way, Scott satisfied his Corvette itch with a Bright Red C4 1990 Coupe and later a Black 2009 C6 Convertible. Continue reading “Scott Belyea’s 1965 Retro-Mod Corvette Sting Ray Convertible”

“Big Rig” Corvette??? – STUNNING VIDEO

YouTube Channel “HotCars Rendered” dishes up a C8-styled Big Rig Corvette!

Greetings and Happy New Year!

A year or so ago the Corvette Rumor Mill was SMOK’N with stories about a possible break-away Corvette Division so that Chevrolet can make “alternate” Corvettes. The usual model suspects included: a big 4-door luxury sedan Corvette, an SUV Corvette, an off-road Corvette, and a few others. Some of the computer renderings were cool-looking, others were dreadful.

The big speculation was patterned after how Porsche has leveraged their racing brands into other configurations. The “other” Porsches haven’t diminished Porsche’s sports car line, so why not use a similar template for Corvette?

Tadge Juechter and Harlan Charles are famous for answering probing questions about what’s next for Corvette by saying, “We do not talk about future products”. Harlan was recently asked, “We heard a rumor that there will be a C8 Grand Sport, is that true?” Harlan said, “Yeah, we heard that too. Next question.” (What a sharp guy!)

Among all the juicy speculation I never read anything about a “Big Rig Tractor Trailer Corvette”! The creative dudes at HotCars Renders stitched together a very creative, very slick rendering of a C8-styled Big Rig and Trailer.

I seriously doubt the above video is close to something in the works. But, it’s a darn good video! It almost looks real, with all the reflections as the vantage point moves around the rendering.

My first guy reaction was, “COOL!”

You probably never imagined a Big Rig Vette, so enjoy the presentation! – Scott

PS – HotCars Renders has over 300 rendered videos on its YouTube channel. Check them out HERE!

PSS – Thanks to our Chicago Corvette pal Frank Pope for telling us about the video above!


R.I.P. Joel “Mr. Motion” Rosen

Joel Rosen and Marty Schorr kept us Corvette and Chevy Supercar fans TOTALLY STOKED back in the day!

I was just in junior high school in October 1967 when the new, C3 Mako Shark-inspired Corvette made its splash on the car scene. It looked like a sports car from another planet! Although it was different from the Mako Shark-II show car, it was still futuristic and very cool.

This was Rosen’s prototype Phase-III SS-427 Corvette. Joel graphed on top of the C3’s big-block hood a ’67 427 Stinger hood scoop and made it look like it belonged there. The fender flares and Pontiac Hood-Mounted tach were cool custom touchs.

Sometime in the spring of 1968, I was hunting for my favorite car magazine at my local drug store newspaper and magazine stand. Then I saw the latest issue of Hi-Performance CARS magazine. CARS was an East Coast, New York-based monthly newsstand car magazine that was unlike the bright, glossy mags of the West Coast Hot Rod, Popular Hot Rodding, and Car Craft magazine. All great publications, but CARS came out of New York City and had a wonderful, New York, “In-Your-Face” style.

Rosen and Zora got along great. They always got together for cocktails when Duntov was in NYC.

On the cover was a bright yellow 427 Corvette, branded, “Baldwin-Motion SS-427 Phase III Corvette”! On top of the standard ’68 big-block hood bulge was a grafted-on ’67 Stinger 427 scoop that totally looked like it belonged there. On the sides of the Stinger hood were badges that read, “SS-427”. WOW! Right in front of the driver-side of the hood was a hood-mounted tachometer, the same as the units installed on some GTOs. Very cool. The deep-dish chrome Crager mages were shod with the widest tires of the day; L60x15 meats. Side pipes had been optional on Corvettes since 1965 but were not available in 1968. Instead, this brute of a Corvette wore ”65-’67 side pipes along its rocker panels.

I couldn’t believe what I was seeing! Even though I was only thirteen, I knew this was the ultimate Corvette.

Rosen and Schorr were often special guests at the annual MCACN shows in Chicago.

What I was looking at was the inventive handiwork of Motion Performance owner, Joel Rosen and CARS magazine editor and chief, Marty Schorr. Joel and Marty’s relationship was that when Marty acquired muscle cars from the manufacturers, Joel would supertune the cars to perform better for the CARS road test stories. Made sense.

Why did Chevy NOT offer Corvette factory side pipes and a Stinger hood for Camaros???

But it was the 1967 SS-396 Camaro that launched the entire Baldwin-Motion experience. Motion Performance was located on Long Island, New York, just up the road from Rosen’s Motion Performance Speed Shop and race car shop. Joel and Marty came up with an idea to keep Joel’s shop running and at the same time provide super cool, ultra-performance big-block Chevy supercars. Continue reading “R.I.P. Joel “Mr. Motion” Rosen”

My First Corvette Moment

The Moment That Changed Everything

This story first appeared in the August 2023 issue of Vette Vues Magazine I have been writing stories for Vette Vues since 2011. In 2017, Vette Vues Editor, Bonnie Wolf asked if I would wordsmith stories about readers cars. The owners send me their photos, I Photoshop the images, interview them, and write their stories. The interviews are fun because, after a few minutes, we’re just two Corvette enthusiasts, jaw’n about Corvettes. I always ask, “What was your first Corvette moment?” That moment that separates “before-and-an-after” on all things “Corvette”. Everyone is different, but it usually happens when we are kids.

The special “it” quality of Corvettes is ephemeral and hard to define in a way that “makes sense”. New Corvettes have always been expensive. Some old Corvettes were notoriously undependable. For most people, Corvettes are not comfortable cars. And Corvettes are not terribly “useful” cars.

So, what is it about Corvettes that has captured America and beyond for seventy years now? It’s a spirit of fun and excitement, in motion. For some, the excitement is “driving”. For others, it’s the car’s great looks. And for those with a passion for racing, Corvettes are high testosterone, high adrenaline machines. For many of us, it’s all of the above. Corvettes can be a powerful addiction. (a lot of heads are nodding up and down right now)

So What Was My First Corvette Moment?

When I was ten, my mother took me to the Collingswood New Jersey Library where we lived. What a wonderful place, full of neat science, and military books, full of diagrams, and illustrations. Like most kids, I liked to draw, so I drew, tanks, rocket ships, guns, and maps.

Then someone gave me a stack of car magazines. I didn’t know much about cars, but I began to get familiar with the different brands. My brother Bob is seven years older than me, but his first car wasn’t ever interesting; a 1959 Rambler. But when he got a 1957 Bel Air, even I could see, that was a cool car. Continue reading “My First Corvette Moment”

Corvette Timeline Tales – August

Eight important Corvette events through the decades that happened in August.

This story was first published in the September 2016 issue of Vette Vues Magazine.

August 3, 2006 – All-New C6 Z06 serves as Pace Car for the Allstate Brickyard 400 at Indy

2006 marked the 13th time a Chevrolet car paced the Brickyard 400, but it was the first time a Corvette served as the pace car for the series. Going all the way back to the 1978 Indy 500 Corvette Pace Car, powered by the 220-horsepower 350 L82 engine, off-the-line Corvettes have always had plenty of grunt and suspension to easily pace major races. The 2006 Z06 with its 505-horsepower LS7 was a thunderous beast compared to the ’78 Corvette Indy 500 Pace Car. But the common denominator between the two cars is that aside from the strobe lights, strobe light roof bar, and five-point racing harness, all Corvette pace cars are “off the line” Corvettes – abet thoroughly prepared for the task.

One ironic tidbit is that the production C6 Z06 had a top speed of 198 mph. The average speed for the race was only 137.182 mph and the pole position speed was 182.778 mph. So, could a race-prepared, stock C6 Z06 last in a 500-mile race at the Brickyard? Sure! Could a race-prepared, stock C6 Z06 win against an all-out Indy car from 2006? Probably not, but it’s an interesting question. How would a 2006 C6.R Corvette stack up against an Indy car? Care to Bench Race a little?

August 5, 1961 – At the Wisconsin Grand Prix, Richard “The Flying Dentist” Thompson races Grady Davis’ Gulf Oil 1962 Corvette to a 1st place win in SCCA A/Production class

It is mind-boggling how many early Corvettes were either ordered from the factory with the full-compliment of racer parts, unofficially known as “Duntov’s Racer Kits”, and/or, were built using the Racer Kit parts that were bolted on a Fuelie or dual-quad Corvette. Of course, just having the parts on the car, either factory or customer installed, didn’t instantly create a turn-key racecar – the cars had to be prepared for racing. Preparation and not over-building the engine, so it wouldn’t grenade, is also essential. The larger displacement 327 small-block used in the 1962 Corvette was enough to put the car into the A/Production class, whereas Grady Davis’ 1961 Corvette used a 283 Fuelie was in B/Production class. With Dr. Dick Thompson behind the wheel, Davis’ Fuelie Corvette won 12 out of 14 races. That’s an 85.7-percent win rate!

Where it gets crazy is how many winning and championship Corvettes were retrofitted back to streetcars and then sold as daily drivers! Yes, many people owned these cars and did not know that their streetcar was once a fire-breathing racing car or racing champion. This happened to the three 1960 Briggs Cunningham Le Mans Corvette racers and the Grady Davis 1961 Corvette that won the SCCA B/Production Championship in 1961 and 1962!

Of course, finding these cars and then bringing them back to their glory days configuration is part of the thrill of these cars. In 2009 when the fully-restored Grady Davis 1962 Gulf One Corvette went to auction, it brought in a staggering $1,485,000! A few months before, the Grady Davis 1963 Gulf Oil Corvette sold at auction for $1,113,000. If you follow car auctions one thing is clear – the big bucks go to championship, celebrity, or super low-production cars. Even a “name” such as John Greenwood, by itself, isn’t enough. In 2015, Greenwood’s Sebring ’75 Corvette stalled out at auction at $300,000. The car was bloody fast and beautifully restored – but had no championship status in its lineage, so no big payday for the seller.

August 10, 1993 – Deep inside the inner sanctum of GM, the 1997 Corvette program begins the “Concept Alternatives Selection” process. It was time to justify the C5!

Dave Hill was officially crowned as the third Chief Engineer for the Corvette on November 18, 1992 – talk about big shoes to fill! Duntov was a living legend even in the 1950s. Duntov’s successor, Dave McLellan had the challenge of redesigning Zora’s Corvette and delivered the very successful C4 Corvette. While C4s are today in the lower strata of Corvette desirability, there were many C4 brutes from 1984 to 1996. Noteworthy C4s include the ’90 to ’95 ZR-1s, the purpose-built Corvette Challenges racers, the Callaway Twin-Turbos, the Guldstrand G80, and G90 cars, the Tommy Morrison speed record holder ZR-1, and the astonishingly fast 1988, 254.7-mph Callaway Sledgehammer Corvette!

So, Mr. Hill had the daunting task of pulling together the new design and then justifying the new Corvette’s existence. The “Concept Alternatives Selection” is where the engineers and bean counters go head-to-head. Virtually every part, procedure, and design layout was presented, defended, and decided on. The C5 program was provisionally passed, pending a two-week review of some components. Continue reading “Corvette Timeline Tales – August”

The Mystery of the MacDonald/Simpson 1961 Corvette Special

What ever became of the first, independent, purpose-built, 1,750-pound Corvette racer?

Unless you are familiar with the early days of Corvette racing, the name Dave MacDonald might not be familiar to you. But 60 years ago, the Corvette and racing community was closely watching MacDonald. Many said that Dave had the potential to be one of the “great” American road racing drivers. Nicknamed the “Master of Oversteer” MacDonald’s tail-out driving style thrilled crowds and chilled competitors.

Meet Dave MacDonald, the Master of Oversteer

MacDonald was the classic American hero; Hollywood good looks, a family man, a gentleman, understated, humble, yet a hard-charging competitor on the race track. He loved America’s sports car but could take almost any kind of race car to the winner’s circle. MacDonald had the admiration and respect of his peers, as well as support from powerful men in racing.

Fate had other ideas, though. When the future seemed golden for MacDonald, circumstances found him in the wrong place on the track at the 1964 Indy 500. MacDonald, along with Eddie Sachs, were tragically killed when the car MacDonald was driving, Mickey Thompson’s “Sears-Allstate Special” went out of control on the second lap of the race. The post-race investigation determined that there was “no driver error.” All too soon, a brilliant career came to an end.

Dave MacDonald came of age in the perfect place and time for young car guys – early ‘50s southern California. Think “American Graffiti” and you’re getting warm. Dave’s first ride was an early ‘50s Cadillac. Don’t laugh, those old Caddys had some of the most powerful engines of their day. But it was a 265 V8 ‘55 Corvette that made MacDonald a Corvette man. The lightweight, high revving small-block Chevy engine was perfect for the Corvette. Drag racing was the everyman’s motorsport and MacDonald honed his horsepower handling skills with Corvettes, one quarter of a mile at a time.

Like many young men of his day, Dave married his sweetheart. MacDonald first saw Sherry Gravett when she was in the lead of her high school play. The pair talked on the phone for two months before she finally met her future husband. Two months after Sherry graduated, the couple were married and started their life together. Dave had a good job at the local Chevy dealer and was able to afford a new Corvette every few years. Dave was still into drag racing, but Corvettes have that “handling thing” that inspires many to go around corners, FAST. But, that’s what Corvettes are designed to do.

Meet the MacDonald/Simpson Racing Team

MacDonald struck up a friendship with car salesman Jim Simpson, who soon became MacDonald’s racing partner/sponsor. At Willow Springs in February 1960, MacDonald began his professional racing career. In the first year, the team entered 15 races, finished 1st place three times, 2nd place three times, and 3rd place four times. In his first year, Dave never finished lower than 4th place. 1961 proved to be MacDonald’s breakout year. In 20 events, Dave took 1st place 13 times and 2nd place three times. MacDonald won the first seven races of the season and went on to dominate the season.

You just can’t win races like that and not get noticed. While Carroll Shelby had retired as a driver, he was in the thick of things getting his Cobra deal together. According to Dave MacDonald’s son, Rich, it was Shelby who first suggested that Dave should consider a purpose-built car. No one knows if it was just an offhanded comment from Shelby, but the seed was planted.

Purpose-built, tube-framed race cars were nothing “new” in 1961. All serious race cars were tube-framed lightweights. Mercedes-Benz was arguably the leader in this type of construction and had many imitators. Even Duntov used the birdcage frame from a Mercedes 300 SL as his template for the 1957 Corvette SS racer.

One of the two frames Duntov built was later used under Bill Mitchell’s 1959 Stingray Racer and won the 1959 SCCA B/Production Championship. “Tube framed” race cars were the way to go and it just so happened that there was a local legend that built tube frame cars. Enter Max Balchowsky.

Max and Ida Balchowsky Build the Boys a Real Racecar

Max and Ida Balchowsky had made quite a name for themselves with their “Old Yeller” racers. Shelby drove Balchowsky’s Old Yeller II in ‘58 and Dan Gurney drove the car in ‘60. So it wasn’t much of a stretch for Shelby to say to MacDonald, “You should get a Balchowsky chassis.” MacDonald and Simpson took Carroll’s advice, and Simpson paid $4,500 for a Balchowsky chassis and running gear (approximately $46,000 in 2022 dollars) – a considerable sum, as a new ‘61 Corvette cost $3,934.

Here’s how the car came together.

While Corvettes look small today, back in the ‘50s and ‘60s, they were huge compared to other sports cars. Max and Ida built the chassis and MacDonald and Simpson made the Corvette body to fit. There were no companies making fiberglass replica bodies in those days, so Simpson “borrowed for the weekend” a new ‘61 Corvette from Sorenson Chevrolet to make molds to make a Corvette-like body. Continue reading “The Mystery of the MacDonald/Simpson 1961 Corvette Special”

Dan Barr’s 1989 Factory-Built Corvette Challenge Race Car

A Look Back at the First-Ever Factory-Built Customer Spec Race Cars

Get Into the Time Machine Inside Your Head

Imagine for just a little while that it’s 1988-1989 and you know nothing about Z06 Corvettes, supercharged Corvettes, or mid-engine Corvettes, and the Corvette ZR-1 “King of the Hill” super-Vette is just over the horizon.

The times were very good for Corvette and the new C4. With massive tires and modern suspension, the C4 could go around corners like never before. In 1985 electronic-controlled fuel injection was back and Car and Driver proclaimed the Corvette, “The Fastest Car In America”, clocking at 150 mph! Starting in 1985, Corvettes became the new “Untouchables” and started a three-year total domination in SCCA’s Showroom Stock racing.

The competition was so flummoxed, Porsche bought a C4 to take apart to see why the car was so damn fast. Corvette fans enjoyed seeing Porsche eat some Humble Pie. Of course, the situation couldn’t run on too long. Rather than tell the other sports car manufacturers, to build a better car, Corvette was kicked out of the Showroom Stock Series. Yes, kicked out for being too fast! This is an amazing thing to consider because early C4s are the cheapest, least respected Corvettes around. Fans loved the Showroom Stock Series because they knew, “I own one of those too!”.

But the Party Wasn’t Over

Corvette performance was back and race promoter John Powel, from Toronto, Canada wasn’t about to tuck tail and complain. Powel pitched Chevrolet the idea of a million-dollar, ten-race series with equally-prepared Corvettes. Chevrolet was warm to the idea, as they were heavily involved in NASCAR, the Callaway B2K Twin-Turbo was an official Corvette option, and the all-aluminum, double-overhead-cam (DOHC) ZR-1 was in the works.

The new Corvette-only series was called, “The Corvette Challenge Series” and it came together quickly. The concept wasn’t new, as the International Race of Champions Series (IROC) had been around since 1974. IROC was launched with Porsche Carrera RSR cars that proved to be too expensive to build and maintain. From 1975 to 1989 it was an all-Camaro series.

The 1988 Corvette Challenge Cars

While the basic formula is the same as the IROC Camaros. The cars rolled off the Bowling Green assembly line as “RPO B9B” with the same options that included the following; the Z51 Performance Handling Package that included the new Bosch ABS II, larger-diameter stabilizer bars, Bilstein shocks, restyled 17×9.5-inch wheels with twelve cooling slots, shod with P275ZR17 Goodyear tires, higher-rate springs, a finned power steering cooler, larger 13.1”x1-1/6” front brake rotors and duel-piston calipers, the Doug Nash 4-3 manual transmission, 6-way power driver’s seat, a Delco-Bose stereo radio, Rear Window + Side Mirror Defogger, and removable blue-tinted roof panel. The 1988 Corvette base price was $29,489 and the additional options brought to total to around $33,500.

The L98 engines were specially-built at the Flint, Michigan plant and calibrated to equal horsepower levels, and sent to Bowling Green for assembly. Each engine’s bolts and screws were painted with special paint that could only be seen in low light with laser light to verify that the engine had not been tampered with. Fifty-six cars were built and forty-five of the cars were sent to Protofab, in Wixom, Michigan for preparation. “Protofab” later became Pratt & Miller.

Each car received a roll cage, a racing seat, a safety harness, a fire suppression system, PBR racing brake pads and ducting, a low-restriction Desert Driveline exhaust, Dymag magnesium wheels with shaved-to-half-depth Goodyear tires, and special “Corvette Challenge” emblems. The Protofab preparation cost $15,000 for a grand total of $48,043. That’s just over $124,000 in 2023 dollars. Race cars have never been cheap.

The 1989 Corvette Challenge Cars

The 1989 Challenge cars used the same formula, but with a few changes. Sixty RPO R7F Challenge cars came off the Bowling Green assembly line with the same package as the 1988 cars, but with the new-and-improved ZF 6-speed transmission. Upon completion, twenty-nine Challenge cars were sent to Powell Development America for the same preparation as the 1988 cars but received straight-through exhaust that exited the side out the rear fenders and a roll cage with sidebars.

During the 1988 Series, there were complaints that some cars had more horsepower. To assure this was not happening, an electronic telemetry box was installed in place of the passenger-side airbag to monitor engine output. And to keep things fair, ten cars per race were monitored in random sequence.

Unlike the 1988 Challenge cars that were built on the assembly line with certified, equally-built engines, they came off the line with the stock L98 engines. The stock, numbers-matching engines were crated and stored with Powell so that if the owner ever wanted to take his car back to “stock”, he could. Again, the L98 engines were assembled for identical power. According to Dan Barr, owner of the #9 Bosch Challenge Corvette, the power output was around 300 horsepower. While all Challenge cars were “purpose-built” race cars, they were all street-legal and carried the full factory warranty. The window sticker for Dan Barr’s Challenge Corvette totaled, $36,193. (around $89,500 in 2023 dollars) Continue reading “Dan Barr’s 1989 Factory-Built Corvette Challenge Race Car”