Author: Scott

Columnist / Artist for VETTE Magazine and owner of www.CorvetteReport.com.

Rick Weigand’s C1/C4 1954 Corvette Restomod

Published on by Scott

Sebring, Florida resident Rick Weigand swaps out his tired old ’63 Split-Window Coupe for a modernized C1 classic!

Dateline: 11.13.20 This story was first published in the  August 2020 issue of Vette Vues Magazine. Story and Photos by K. Scott Teeters – In 2015, Sebring, Florida resident Rick Weigand was in a pickle! Rick was the long-term owner of a 1963 327/300 Sebring Silver Split-Window Coupe with an AM/FM radio that he bought in 1973. After all, when you live year-round in the Sunshine State, and you’re a young, good-looking guy; you have to have a sexy car! Corvettes aren’t the most practical cars in the world, but for Rick, he couldn’t have cared less; he owned one of the most desirable Corvettes of all-time.

The bargain-priced, $53 L75 327/300 engine was a sleeper thanks to its 350 lb/ft of torque – that’s just 15 lb/ft less than the mighty 327/375 L84 Fuelie! Rick’s Sting Ray was quick and fast and provided years of cruising, some drag racing fun, plus going to the races at Sebring International Raceway. When you are young and full of spunk you can do anything and tolerate a lot. But a performance car with no A/C in hot, humid Florida can be a workout.

The Sunshine State is known for its beaches, outdoor activities, and fantastic winter weather. But being in a lower latitude, the intense sunshine and ultraviolet light is brutal on modern clear-coat paint and more so on lacquer-painted old cars. As Rick’s Sting Ray was a daily driver, it spent its days baking in the sunshine.

When it was time for new paint, Rick discovered that Sebring Silver was not the car’s original color. Yes, he could have discovered the factory paint from the VIN number, but hey, it was the ’70s and his car was a driver. Rick had the car repainted to its original Ermine White. As the years rolled by and life picked up more responsibilities, Rick found he was driving the Sting Ray, less and less and we all know, these cars are made to be driven.

By 2013, between lack of use and heat, the repaint was shot, and just about everything needed to be replaced. An expensive full restoration was needed, so after four-plus decades of ownership, it was time to say good-bye to his old friend. No one knew back in ’73 that Split-Window Coupes of every pedigree would become so valuable.

Sometimes, Providence visits us. In 2014 Rick learned that NASCAR legend Rick Hendricks was looking for a 1963 Split-Window Coupe for his car collection. Even ’63 Split-Window hulks can cost many tens of thousands of dollars. Terms of the sale were agreed on and Rick’s old daily driver is currently being treated to a full, frame-off restoration.

Once a Corvette guy, always a Corvette guy, Rick always loved the classic lines of Harley Earl’s original 1953-1955 Corvette style. But with his 20s behind him, creature comforts and safety now have a higher priority. Rick wanted modern disc brakes, electronic fuel-injection, 25-mpg, and a suspension that can deliver a comfortable ride. Rick realized what he was looking for was a restomod.

Creating a restomod from scratch can be an expensive enterprise. Being a big fan of car auctions Rick had been to the Mecum Kissimmee Auction many times. Restomods are always at auctions, so it’s a great way to find a modernized classic ride. When Rick saw a cherry-red, ground-hugging 1954 Corvette restomod in the 2016 Mecum Kissimmee Auction catalog, he said, “That’s my car!”

After winning the car’s auction, all he had to do was drive the car home to Sebring. Most restomods are objects of affection and are not daily drivers. Not Rick’s car, he puts around 50-miles a month on the car, tooling around town, attending car shows, and the weekly Friday morning Corvette breakfasts at Oscar’s Restaurant in Sebring. Let’s have a look-see at what’s makes this restomod unique.

Corvette restorer James Sandford and his son, a mechanical engineer; in St. Petersburg, Florida built the ’54 Corvette as a project car in 2010. The body and interior are essentially original; right down to the wire mesh headlight guards and vintage-style upholstery. Under the 66-year-old fiberglass is a 1990s C4 frame, suspension, and brakes. C4 Corvettes have a 96.2-inch wheelbase so the C4’s frame was lengthened 102-inches.

While the C4 chassis looks dated compared to the C5s-to-C7s, they are plentiful and excellent for hot rods and restomods. Compared to a C1 chassis with its recirculating-ball steering and X-Frame, the C4 chassis is light-years beyond the C1. And considering that Chevrolet built 358,180 C4s, there are tons of parts in salvage yards. As Rick’s restomod is a street machine, new factory-level shocks, sway bars, bushings, etc are used. The power rack-and-pinion steering, aluminum differential, and four-wheel independent suspension make Rick’s restomod ride and drive like no C1 ever did.

Under the factory-original hood, there’s a refreshed C4 Gen II fuel-injected 350 LT1 engine with a K&N air filter, and metallic powder-coated headers connected to a custom stainless steel exhaust system. An aluminum radiator with a thermostatically-controlled electric fan keeps everything cool. The GM 700R4, 4-speed automatic transmission with a 30-percent overdrive fourth gear. The brake rotors are drilled and slotted, with refurbished, painted red C4 calipers. The chrome 5-spoke 17×8 wheels are from a 2000 Corvette and are shod with Michelin MX4 All-Season tires.

The interior has red pile-cut carpeting, a red dash top, a white instrument surround, steering column, kick-panels, door panels, seats, new/refurbished bright-work, and a stock shifter for that classic C1 look. The only non-production elements are a coolant gauge, a Lecarra teak-wood steering wheel, and an AM/FM radio. Rick wants to have the seats lowered and re-contoured to accommodate his 6′-3” stature. He’s also thinking about period-correct, chrome Halibrand-style wheels.

South-central Florida has a robust car culture with all kinds of street machines. In 2016 Rick won 1st place in the Corvette Class at the Lake Placid Caladium Festival Car Show in Lake Placid. If you are in Sebring, Florida and you see a low, cherry-red Corvette, that Rick Weigand’s 1954 Corvette restomod. You can’t miss it! – Scott

PS – The story was originally published in the September 2019 issue of Vette Vues Magazine.

To buy a subscription or individual issues, visit… http://www.Vette-Vues.com today!

 

Corvette Chiefs, Pt. 4 of 5 – Tom Wallace, Racer C6 Chief Engineer

Published on by Scott

Former race car driver, Tom Wallace takes the helm as the new Corvette Chief of Engineering

Dateline: 11-5-20 – During Corvette’s early years, as a result of his racing at Le Mans, Zora Arkus-Duntov got the lion’s share of media attention. Credit also goes to three-time Indy 500 winner and automotive engineer Mauri Rose who helped develop the first Corvette chassis on the shop floor as they were being hand-built in Flint, Michigan. Rose and Duntov were friends but Rose wasn’t impressed with Duntov’s driving and used to say, “Zora couldn’t drive a nail with a hammer.” But by the late 1950s, Duntov was the face of Corvette racing.

We have pointed out that Duntov’s successor, Dave McLellan owned and appreciated sports cars and that Dave Hill raced a Lotus Super 7 in SCCA competition. What most Corvette fans don’t know is that while Tom Wallace had the shortest tenure of all of the Corvette chiefs (2 years and 10 months), he raced SCCA A/Sedan class cars in the early ‘70s and was professionally racing IMSA cars in the late ‘70s and early ‘80s. Wallace raced the 24 Hours of Daytona, the 12 Hours of Sebring, and won at Talladega. Why didn’t Wallace continue professional racing? Because it was interfering with his day job at Buick.

Wallace was a typical car-crazy kid growing up in the ‘50s and ‘60s. His Dad had an Opel Cadet that he kept running with help from a parts donor car. Before Wallace had his driver’s license, he bought a ’55 Chevy, replaced the stock 3-speed transmission with a 4-speed, rebuilt the engine, and added dual quads. After getting his license, he had the quickest car in high school and rarely lost a drag race.

Thanks to his excellent grades, Wallace went to General Motors Institute after securing a sponsor to become an automotive engineer. Wallace wanted to get into Chevrolet, but there were no openings, so he opted for Buick. One of his first projects was the design and development of the Exhaust Gas Recirculation (EGR) valve that siphons off a small amount of exhaust gas and returns it back into the intake charge. This results in lower nitrogen oxide (NOx) emissions.

Wallace graduated in 1970 just as the muscle car era peaked and was ending. Performance was being phased out and emissions, fuel mileage, and safety were Detroit’s new mission. Lloyd Reuss, Buick’s chief engineer was aware of Wallace’s interest in racing and asked him to research adding a turbocharger to their old V6 engine. Wallace’s reported that it could be done and Reuss instructed him to install a turbo on a Buick Century to pace the 1976 Indy 500. As part of a three-man team, Wallace was the engineman, the others did the suspension and brakes. In total Wallace produced six Indy 500 pace cars. Wallace’s turbo Buick V6 project eventually lead to the Buick Grand National, Turbo-T, T-Type, and the frightful GNX series cars that ran from 1982 to 1987.

Wallace enjoyed engineering and racing, but he knew that if he was to rise up in the ranks in GM, he needed to curtail his racing and get more education. In the early ‘80s Wallace got his Masters in Business at Stanford and over the next twenty years had a variety of chief positions with Buick, Olds, Cadillac, and Chevrolet groups. When GM started its Vehicle Line Engineer (VLE) management structure, managers were in charge of everything from design-to-production, sales, and service. Wallace ran the Trail Blazer, Envoy, Bravada, Saab 9-7, Colorado/Canyon pickups, and the Hummer H3 lines.

Dave Hill was the VLE of Performance Car that included Corvette, Cadillac XLR, Saturn Sky, Pontiac Solstice, Opel GT. One day during a group vehicle-program review meeting with Bob Lutz; Wallace heard Hill outlining the Z06 with 505-horsepower and a dry-sump oil system, he said to himself, “What the!” Wallace said to Lutz, “My goodness, this is unbelievable. Do you know what Dave is about to do?” Wallace said that some of the VLEs had no idea what Hill was talking about. When Wallace expressed real concern about selling 505-horsepower cars to novice customers, it was explained to him that only select dealers get Z06s. These dealers understand performance and coach customers to have respect for the car and help get them into a driver’s school.

Late in 2005 Wallace got the surprise of his career. After a VLE meeting, Lutz told Wallace that Hill was retiring on January 1 and that he wanted him to take the position of VLE and Chief Engineer for Corvette. Wallace was stunned and fully aware that he was inheriting a great team with Tadge Juechter as his lead engineer. But unforeseen circumstances would make this a short-lived position – only two years and ten months.

When Wallace took over the Corvette program, the C6 ZR1 was a concept on paper and was deemed too expensive. Wallace and his team worked out the cost, got the project approved, and started the ZR1’s development. It wasn’t long before rumors of a super Vette surfaced with names such as “Blue Devil” and “SS”. Then someone inside GM posted a photo of a development ZR1 as it was being shipped to Germany for testing. The Corvette world knew for sure when a cell phone video was posted of a disguised Corvette with the unmistakable sound of a supercharged engine. WOW, a supercharged Corvette!

When the ZR1 was released to the press in late 2007, Wallace explained, “We want to push the technology envelope into the supercar realm. We want a Corvette that can take on any production car in the world.” While Corvette fans were feasting, GM was heading for bankruptcy. Corvettes had a history of platforms running too long. Hill said that the planned six-year duration might even be too long. Wallace and his team started work on the C7 in April 2006. As things got worse for GM, it was discovered that the only full-size trucks and Corvettes were moneymakers. Regardless, future plans had to be stopped.

In October Lutz informed Wallace that the board of directors did not approve funding for the C7, he would have to proceed with paint and decals for the foreseeable future. Also, to preserve cash, top-level executives were offered early retirement to reduce headcount. For a car guy/racer, babysitting the Corvette was not how Wallace wanted to end his GM career, so he retired on November 1, 2008.

Photo Credit: www.CorvetteBlogger.com

Wallace didn’t get to do as much with the Corvette as he wanted, but he did several things that made a difference. He knew that it would be very beneficial for his engineers to get track training at the National Corvette Museum’s and to talk with customers about what they like, don’t like, and want for future Corvettes. As Wallace had expressed concerns over selling powerful Corvettes, included in the price of the ZR1 was high-performance driver training. And with his racing background, Wallace was the perfect lead engineer to work with Pratt & Miller on issues with their C6.R cars. This intense relationship caused more racecar to be built into the C7. While Wallace wasn’t able to usher in the C7, his efforts set up the program for the capable hands of Tadge Juechter. – Scott

PS – Be sure to catch all 5 parts of my Corvette Chiefs Series

Corvette Chiefs, Pt. 1 – Zora Arkus-Duntov

Corvette Chiefs, Pt.2 – Dave McLellan

Corvette Chiefs, Pt. 3 – Dave Hill

Corvette Chiefs, Pt. 4 – Tom Wallace

Corvette Chiefs, Pt. 5 – Tadge Juechter

 

 

Anthony & Michael Saris’ Torch Red 1997 Corvette Project Car

Published on by Scott

A major health challenge and a Corvette project car pulls father and son car guys even closer together.

Dateline: 10.11.20 – For car guys, it doesn’t get much better than sharing our passion with family, be it husband and wife, father and child, or father and grandchildren. Anthony Saris is a lucky guy because his dad, Michael Saris is just as much of a car guy as he is. As a kid growing up, Anthony helped his Dad on a series of VWs, and when it was time for Anthony to get into his own cars, Michael was right there with him.

In June 2015 Michael was given very bad news from his doctor; he was diagnosed with Stage 4A Salivary Duct Cancer, and Stage 1 prostate cancer, and was not given much time. To remove the tumor from his jaw and several lymph nodes; Michael had a neck dissection; followed up with chemotherapy; and HER2 (human epidermal growth factor receptor 2) gene therapy. After Michael’s therapy was completed, new tests showed that the cancer had metastasized to his shoulder that required radiation therapy that burned a hole in his shoulder blade and weakened his jaw. Consequently, if Michael ever needs any major dental work, it will require follow-up hyperbaric oxygen chamber treatments. That’s all quite a blow! The good news is that three years into his remission, Michael is free of both cancers.

One day while Anthony was at work his Dad call him and said, “I think we need to do one last car together.” (imagine that kind of a call) Before Anthony and Michael could tell their spouses, the guys had been to the bank and bought a wrecked 1997 Corvette coupe. C5 Corvettes have lots of potential and for a project car that’s going to be heavily modified, the wrecked Vette that came with some nice engine mods was perfect.

The 1997 Corvette took a pretty good hit that caused some slight damage to the driver’s side front section of the hydroformed side frame rail and the front transverse radiator cradle. The steel frame parts were repaired and the C5 body panels are fairly easy to replace. Anthony and Michael locally sourced as many body parts as they could; eventually replacing the front fenders, headlights, front bumper cover, and passenger side mirror.

Project cars are always full of surprises. After the collision work was completed, it was time for a new paint job. As Anthony and Michael were unloading the car off the trailer, the LS1 engine began knocking loudly. One of the competition valve springs broke. The LS1 was treated to a new set of valve springs and rockers; and it was off to the paint shop for a new coat of Torch Red. With the crash damage repaired and a new coat of paint, it was time to have some real fun.

The 1997-to-2000 346-cubic-inch LS1 engine had 345-horsepower from the factory. These engines can be taken up the 500-horsepower with just bolt-on parts. The car’s previous owner made several inner enhancements to the LS1 engine that included; a Z06 LS6 intake manifold and injectors; ported heads; a Z06 cam; Scorpion 1:7 rockers; and a tune. Also, the four-speed automatic transmission had an RPM Transmissions Stage II setup with a high-stall torque converter and a shift kit.

Anthony and Michael wanted a really strong driver, so they treated the modified LS1 to a SLP Black Wing Cold Air Intake. Anthony and Michael then rerouted the car’s front brake ducts into the airbox. The stock ignition coils and wires were replaced with performance MDS Coils and wires. And to take care of the exhaust, 1-7/8-inch OBX long tube stainless steel headers were installed with a 3-inch X-Pipe, and a set of Borla S-Type cat-backs. Borla classifies their S-Type systems as “Aggressive Plus”. Combined with the Z06 cam, the car sounds wonderfully “bad”.

A modern street machine needs some under-the-hood bling. The stock fuel rails were replaced with a set of anodized red billet aluminum fuel rails and the valve covers were painted red. Black carbon fiber dresses up the inner fender covers, battery cover, coolant, brake fluid, and windshield wiper reservoir. All of the fluid caps were hydro dipped with a red carbon fiber weave film. The radiator cover and fuse box cover were painted gloss black. And to finish things off, red LED lights beautifully reflect off the carbon fiber and hydro dipped parts.

The interior is mostly stock, but with a few nice surprises. The factory radio was replaced with an Xtron 10.1-inch Android-based radio with AM/FM Stereo; Bluetooth; 7 USB ports; downloadable apps; Google Chrome; and ports for front/rear cameras. To support the new radio, a Kenwood 5ch amp with kicker components for high and mid-range sound; plus a kicker 10-inch subwoofer mounted inside of an inverted fiberglass box; replaced the factory speaker system. The rear trunk lid has a black rear cargo shade. Red LED interior lights in the black interior fit in with the overall color scheme.

All C5 Corvettes have three storage compartments in the trunk space; small compartments on the right and left side and one larger compartment in the middle. Over the top of the center compartment lid is a red LED-lighted, frosted 12” x 12” laxan panel with a black Jake logo. Then on the right side is a red fire extinguisher. The left side compartment lid has the 10-inch subwoofer.

Obviously, the color-theme for Anthony and Michael’s 1997 Corvette is red and black. Black carbon fiber ground effects parts include a C7 front splitter, side skirts, and rear deck spoiler. The B-pillar and lift-out roof panel have been black wrapped and completely pulls together the greenhouse with a solid-black look.(Some of the photos here are from before the black wrap work)

Upfront the stock factory pop-up headlights have been replaced with Radioflyer C5-R Corvette racing-style exposed LED headlights with black headlight buckets. The front day running lights/turn signal lens, rear side marker lens, and taillight lens have been black-tinted out. The C5 Z06 17 x 9-1/2 front and 18 x 10-1/2 rear wheels are shod with Toyo Proxes P1 tires; P265/40ZR-17 front and P295/35ZR-18 on the rear. And lastly, the lower valance part of the rear bumper cover has been black wrapped along the crease line that surrounds the rear vents and exhaust pipe opening.

Project cars are never really “done”, as owners typically keep finding things to add on and change. But eventually, the day arrives when it’s time to take the car to a show. In December 2018 Anthony and Michael took their Torch Red 1997 to its first car show and won their first trophy. Of course, it’s not about the trophies and ribbons, it’s about the togetherness, caring, and sharing.

Many years ago, former Corvette chief engineer Dave Hill said concerning Corvettes, “… We’re not talking about transportation here; we’re talking about a product that changes someone’s lifestyle…” Since starting their project car, Anthony and Michael have joined a Corvette owners group in the Tampa Bay area that has opened them up to a whole new social group. This is how new friendships are formed. Today, Michael is three years in remission. Anthony says, “Building this car has meant the world to us. Not for all the attention and trophies that it gets, but because of the memories made, and the ones we will continue to make together.”

Vette Vues wishes Anthony, Michael, and their family many more years of good health and pleasure with their beautiful Corvette. – Scott

PS – The story was originally published in the September 2019 issue of Vette Vues Magazine.

To buy a subscription or individual issues, visit… http://www.Vette-Vues.com today!

 

The Story of Carbon Fiber and Corvettes

Published on by Scott

The Hottest Automotive Material Since Fiberglass

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.

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Corvette Chiefs, Pt 3 Dave Hill

Published on by Scott

Dave Hill, Cadillac-Man Saves the C5 Corvette

Dateline: 8-11-20 – This story was originally published in the now-defunct Vette magazine, August 2019 issue. Story, Illustrations & Graphics by K. Scott Teeters) On November 18, 1992 when it was announced that Cadillac Engineering Program Manager David C. “Dave” Hill would become the new Corvette Chief of Engineering, the Corvette community asked, “Why is a Cadillac man taking over the Corvette and what can he bring to the brand?” Hill was the right man for the job, at the right time, and he brought a lot!

In the early ‘90s GM was in financial trouble. The company had lost its way in the ‘80s and in 1989 when Jim Perkins came back from Toyota to become the general manager for Chevrolet, he said he didn’t recognize the place. Moral was low and infighting was rampant. To stop the financial hemorrhaging, every car line was being looked at, and once again, Corvette was on the chopping block.

Thanks to Dave McLellan, the C5 was in the planning stage but only “on paper”. Perkins was Corvette’s “corporate angel”. He argued with GM brass that “Corvette” was one of the best-known automotive names in the world. He told them, “… if you don’t have enough confidence to trust my judgment that we can make money on this car, then I shouldn’t be here.” Perkins won the argument, but with McLellan ready to take early retirement, he needed a new Corvette chief with the know-how for profitability, performance, and quality.

Hill graduated in 1965 from Michigan Technology University with a degree in engineering and went right to work for Cadillac in their engine power development lab. From there, Hill worked his way through many departments. In 1970 he earned his Masters Degree in Engineering from the University of Michigan. Through the ‘70s and ‘80s at Cadillac, Hill was a Senior Project Engineer; Staff Project Engineer; Body and Chassis General Supervisor; Development, Emissions, and Transmission Staff Engineer; and Chief Engineer for the Allante, DeVille, and Concours models. In May 1992 Hill was promoted to Engineering Program Manager for Cadillac. Hill was deeply versed in GM’s premiere car line.

During Hill’s tenure, Cadillacs weren’t the performance cars they are today, but don’t conclude that Hill was into cushy Caddys; he was into sports cars and racing. Hill owned a 1948 MGTB, a 1970 350/350 Corvette Coupe, and from 1968 to 1972 he raced a Lotus Super 7 in SCCA competition.

Like McLellan, Hill had two objectives; first, keep the C4 fresh, and second, design and develop a totally new Corvette. Sales for 1991-to-1996 Corvettes averaged around 20,000 units; a big drop from 1984 when 51,547 Corvettes were sold. Everyone knew the C4 needed to be replaced. From ’93 to ’96 Hill and his team made small improvements and special editions to keep things interesting. In 1993 the 40th Anniversary Package was offered. The ’93 ZR-1 got a power boost from 375-to-405-horsepower. In 1995 the Indy 500 Pace Car Replica, was limited to 527 units. The 1996 lineup had two special editions; the Collector Edition (5,412 units built) and the Grand Sport (1,000 units built; 810 coupes and 190 convertibles).

The transition from the C4 to the C5 Corvette was the most radical of all generational transitions. Typically, when we think “radical,” we think “mid-engine”, “double-overhead-cam” or “turbocharging”. The C5 wasn’t any of that; it was better. In one fell swoop, the basic Corvette had the following; a hydro-formed perimeter frame with a wishbone backbone center spine, an all-new all-aluminum fuel-injected engine (the LS1), connecting the engine and new transaxle was a torque tube; the suspension and brakes were mostly aluminum, slim and lightweight; and an all-new slippery body and lush interior. The entire structure of the car was locked in together with each component designed as a stress-member and was designed to be a convertible. The design was so efficient it had over 1200 fewer parts. This was a Corvette like no previous model had ever been. It was the most radical Corvette to date and the basic structure concept is still used in the C7. The mid-engine C8 will be here soon and if Chevrolet decides to offer front and rear-engine configurations, a C9 will likely use the C5/C6/C7 concept, possibly in carbon fiber.

Sales of the 1997 Corvette didn’t look good, coming in at 9,752. It wasn’t that buyers didn’t like the new car, Corvette plant manager Wil Cooksey made sure that as cars were being built, all problems and process issues were solved and implemented. In 1998 the convertible was released and sales hit 31,084; the best since 1987. C5 sales never went below 30,000 and the best year was 2002 with 35,767; the best year since 1986. Customers were very happy with their C5s with its vastly improved structure that allowed the suspension to be calibrated like never before.

When the C5 was still on the drawing board, a “Billy Bob” strippo model was considered but not explored. Not long after the C5 was released, that concept was flushed out and the result was the ’99 Hardtop model. There wasn’t much of a savings as the Hardtop was only $394 less than the coupe. Sales only hit 4,031 in ’99 and 2,090 in ’00. But engineers learned something interesting. By bolting on and bonding the hardtop, the overall structure was 12-percent stiffer. This was that “something extra” that a performance model could use. The C5 Z06 was genius. With the more powerful 385-horsepower LS6, upgraded brakes, suspension, wheels and tires, a new Corvette legend was forged.

Hill had another ace up his sleeve that brought racing glory to Corvette and impacted the C6. In the fall of 1998, a factory-backed racing team was approved and the cars were christened, “C5-R”. Racecar builders Pratt & Miller were contracted to build the race cars. Hill used Pratt & Miller as his defacto racing engineering team. The Corvette Racing Team became world-class champions, won 1st and 2nd at Le Mans in 2001, 2002, and 2004, as well as every race in 2004!

By 1999 Hill’s engineers informed him that they had done everything they could with the C5 platform. To take the car to the next level, they would have to start the C6. While the C5 and C6 structure is similar, the C6 is all-new; with no important carryover parts. But what no one was expecting was that the Z06 would get a 100-horsepower bump, plus have an aluminum frame. No one was asking for this, but that’s what they got. The C6 Z06 was the most brutish Corvette ever offered.

Hill once said, “My favorite Corvette is the next one.” Mr. Cadillac insisted on three key things; state of the art performance and technology; passionate design; and tremendous value. In an interview with c6registry.com, Hill said, “Being involved with Corvette brings out the best in all of us who have the privilege of working on it. It represents the best that GM has to offer; along with the best America has to offer. The Corvette is very personal. We’re not talking about transportation here; we’re talking about a product that changes someone’s lifestyle, and that causes us to be enthusiastic about our duty.” Hill retired on January 1, 2006, and was inducted into the National Corvette Museum’s Hall of Fame in 2006. – Scott

PS – Be sure to catch all 5 parts of my Corvette Chiefs Series

Corvette Chiefs, Pt. 1 – Zora Arkus-Duntov

Corvette Chiefs, Pt.2 – Dave McLellan

Corvette Chiefs, Pt. 3 – Dave Hill

Corvette Chiefs, Pt. 4 – Tom Wallace

Corvette Chiefs, Pt. 5 – Tadge Juechter

 

 

Joanne Woodard’s 2016 Custom Z51 Daily Driver

Published on by Scott

When the Stingray gets ya, there’s no going back!

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.

 

Corvette Chiefs, Pt. 2 of 5 – Dave McLellan

Published on by Scott

Dave McLellan, Heir to Duntov’s Engineering Throne

(Dateline: 7-3-20 – This story was originally published in the now-defunct Vette magazine, July 2019 issue. Story, Illustrations & Graphics by K. Scott Teeters) – When Dave McLellan took over as Corvette’s new chief engineer on January 1, 1975, it was a whole new world. The prevailing trends went from performance cars to safer cars with reduced emissions. Not even Duntov could have made a difference in the ‘70s. But as performance went down, Corvette sales went way up! The sales department was happy, but the Corvette was really getting old. Dave McLellan was an unknown to the Corvette community and many wondered what he would bring to the brand. It turned out; he brought a lot!

McLellan was a car guy. He rebuilt his family’s Frazer and entered the Fisher Body Craftsmen’s Guild Model Contest. Upon graduation from Wayne State University in Detroit with a degree in mechanical engineering, GM hired Hill on July 1, 1959. Thought the ‘60s Hill worked at the Milford Proving Ground on noise and acoustics issues with GM tank treads, Buick brakes, and tuned resonators for mufflers. Hill was also going to night school to get his Master’s Degree in engineering mechanics. In 1967 Hill was part of the group that planned and operated the 67-acre Black Lake where ride, handling, and crashworthiness tests are performed.

Chevrolet engineering brought in Hill to work on the 1970-1/2 Camaro and Z28. Hill wanted to move into management so he took a yearlong sabbatical and attended MIT Alfred. P. Sloan School of Management. The school emphasizes innovation in practice and research. In July 1974 Hill was Zora Arkus-Duntov’s part-time assistant, training for taking over the position in 1975.

While Hill didn’t have Duntov’s racing experience, he owned several Porsches and understood racing sports cars. As Duntov was leaving, he told Hill, “Dave, you must do mid-engine Corvette.” Little did they know that it would finally happen forty-five years later.

When Duntov took control of Corvette engineering in 1956, he had to boost sales and make the Corvette a performance car and a capable racecar. When Hill took control, Corvettes were never selling better, but the platform design was nearly fifteen-years-old. Hill had to keep the car fresh, hit the new requirements, and maintain performance; all with a limited budget.

Management figured that the Corvette had a captive audience, so they didn’t have to spend money to change anything. Fortunately, that lame notion was overruled. The 1978 glass fastback and the 1980 front and rear bumper covers were excellent updates. Another major issue was quality control. The St. Louis assembly plant made three other cars and often workers were unfamiliar with the specialties of the Corvette. This issue didn’t get fixed until the plant was moved to the Corvette-only Bowling Green facility.

McLellan knew that the C3 needed to be replaced, as the chassis was designed around 1960! For a brief period, it looked like the mid-engine Aerovette would become the C4, but Chevrolet decided to abandon all mid-engine programs. The all-new C4 began to take shape in Jerry Palmer’s Chevrolet Studio Three in 1978. When the C4 debuted in December 1982, it received rave reviews, despite the fact that suspension engineers later admitted that they over-did-it with the stiff suspension. By 1985 the suspension was softened and the 150-mph Corvette won Car and Driver’s “Fastest Car in America” award and began the total domination of Corvettes in the SCCA Escort Showroom Stock racing series from 1985-to-1987. Porsche bought a Corvette to take apart to find why the car was unbeatable. By the end of 1987, SCCA kicked out all of the Corvettes for being too fast! McLellan followed up with the Corvette Challenge factory-build racecars.

McLellan’s personal style was more suited to the intricacies of modern electronic computer-controlled performance cars than Duntov’s. Where Duntov’s enthusiasm was effervescent, McLellan was laid-back, approachable, but not shy with the automotive press. After the successful rollout of the C4, McLellan took on four very serious performance projects for the Corvette; The Callaway Twin Turbo option, the ZR-1 performance model, the LT-5 Lotus/Mercury Marine performance engine, and the mid-engine CERV-III. Let’s look at all four projects.

“Supercars” were the rage and by 1985 Porsche had their 959 and Ferrari was about to unleash their F40. To have something to offer while McLellan was starting his ZR-1 project, a deal was made with Reeves Callaway to build brand-new Corvettes with a Callaway Twin Turbo package. The cars had 345-horsepower (stock Corvettes had 240) and from 1987-to-1991 RPO B2K was the only non-installed official RPO Corvette option ever offered.

The ZR-1 super-Vette had two components. The first was its Lotus-engineered, all-aluminum, double-overhead-cam engine built by Mercury Marine. McLellan’s engineers set down the size parameters and horsepower objective; Lotus did the rest. McLellan turned to the best manufacturer of all-aluminum, performance marine engines in the country, Mercury marine. The end result was the beautiful jewel-like LT-5, an engine that is still respected today. The second component was the widening of the ZR-1’s body to cover the enormous P315/35ZR17 rear tires and beef up the car’s drivetrain and suspension.

The 1990 CERV-III Corvette was McLellan’s vision of Duntov’s mid-engine Corvette, with electronic steroids. The car had a carbon fiber Lotus-style backbone chassis, four-wheel steering, active suspension, a transverse, 650-horsepower twin-turbocharged LT-5 ZR-1 engine and a dry-sump oil system, and a four-speed transaxle. This was the final design that started out as the Indy Corvette in 1986 and had a top speed of 225-mph. And lastly, the CERV-III was designed to be manufactured.

Photo: GM Archives

When McLellan was part of the 1992 “Decision Makers” three-man internal Chevrolet design group, gathered to evaluate the direction of the C5, McLellan chose the CERV-III concept over the front-engine “Momentum Architecture” and the stiffer/lighter restyled C4. But the CERV-III was deemed too expensive for the market. The “Momentum Architecture” with its backbone structure, a transaxle, and an all-aluminum engine with design elements from the LT-5, lives on today in the C7.

McLellan oversaw the three-year, 1990-to-1992 mid-cycle refresh. The process started in 1990 with an all-new dash; 1991 saw new front and rear bumper covers; and in 1992 the 245-horsepower L98 was replaced with the 300-horsepower LT1.

In 1990 McLellan won the Society of Automotive Engineers’ Edward N. Cole Award for Automotive Engineering Innovation. In 1991 GM was offering early retirement packages, allowing 53-year old employees to receive the same benefits as those retiring at 62. McLellan took the offer and stayed on as a consultant while GM looked for a suitable replacement. McLellan was fortunate enough to be in his consulting position on July 2, 1992, when he was on hand to see the one-millionth Corvette roll off the Bowling Green assembly line. What a thrill for a car that McLellan had given so much to and a car that was so often on the line for its survival.

Finally, on November 18, 1992, the new chief of Corvette engineering was Dave Hill. Since then, McLellan has been a much sought after automotive consultant, he wrote and illustrated “Corvette From the Inside” and he’s a frequent and revered guest of honor at all of the top Corvette events. In 1999 McLellan was inducted into the National Corvette Museum’s Hall of Fame. McLellan goes down in the Corvette history books as the second of the five great Corvette chief engineers. – Scott

PS – Be sure to catch all 5 parts of my Corvette Chiefs Series

Corvette Chiefs, Pt. 1 – Zora Arkus-Duntov

Corvette Chiefs, Pt.2 – Dave McLellan

Corvette Chiefs, Pt. 3 – Dave Hill

Corvette Chiefs, Pt. 4 – Tom Wallace

Corvette Chiefs, Pt. 5 – Tadge Juechter

 

 

 

 

 

Dean Kaliakmanis’ 1986 Corvette

Published on by Scott

A 16-Year-Old Young Lion’s First Vette

Dateline: 7-4-20 This story was originally published in the August 2019 issue of Vette Vues Magazine, Photos from Dean Kalliakmanis Collection) – There’s a popular misconception that you need buckets of cash to have a really cool Corvette. A lot of that has to do with the fact that new Corvettes have always been premium-priced automobiles. All the way back to the beginning in 1953, the Corvette was a Cadillac-priced car. As of this writing (late May 2019), the official base price of a 2019 Corvette is $56,995, and a fully maxed out 2019 ZR1 can cost over $150,000! Also, when you see guys driving Corvettes, they usually have silver or white hair, or no hair at all. It is true that many guys in their 60s and 70s finally get that Vette they always wanted.

It is a perception problem that even Corvette chief engineer Tadge Juechter says they are struggling with. For us Baby Boomers that grew up in the ‘50s, ‘60s, and ‘70s in the era of the great American car culture, we thought the love affair with cars was permanent. The big question for Juechter and his designers is; how do we make Corvettes relevant and exciting to younger buyers, many of whom aren’t even interested in cars.” But, where there’s a will, there’s a way. So, the question is this, where does the “will” come from? That’s almost a spiritual question, but what really helps is growing up in a car-oriented household.

Hot rodding started in the 1930s during the Depression years. Souped-up cars were scrappy machines, literally built from scrap cars. Hot rodding required a lot of dirty scrounging around in junkyards, service stations, and used car lots. Being a hot rodder took sweat, blood, and ingenuity. While mega-buck restomod cars are all the rage today and grace the paper and digital pages of automotive publications, the old hot rodder model can still work, if you are willing to work and get dirty.

Dean Kaliakmanis of Burlington, Illinois is a 16-year old sophomore at the Burlington Central High School. Dean got the car bug from his Dad, Dean Kaliakmanis. Dean Sr. is a group health insurance professional but has been a car guy since he was a teenager. Along the way, Dean’s dad has owned five Corvettes, including; a 1969 Stingray, a 1977 Corvette, a 1985 Corvette, a 1987 Corvette, and a 1993 Callaway Corvette. The 1987 Corvette and the 1993 Callaway, plus a 1971 Z-28 Camaro are Dean Sr.’s current rides. Obviously, Dean the younger has been around Corvettes all his young life, so it’s no surprise that he would want to follow in his Dad’s footsteps.

As a little kid, Dean was so into cars that with his Dad’s help, he started flipping cars when he was just ten-years-old! Now, at the age of sixteen, he has flipped five cars. One of the keys to making money flipping cars to find cars that need lots of TLC, buy them for not much money, clean them up, get them in running shape, and then sell them. It takes a special eye to be able to look beyond the dirt, grime, missing parts, and stinky smells.

Being around his Dad’s Corvettes and looking for cars to flip, it should be no surprise that eventually Dean would find a neglected old Corvette. Currently, C4 Corvettes (1984-1996) are at the bottom of the pecking order of used Corvettes. Except for the special edition C4s, hardly anyone wants them because the newer Corvettes were so much better. C4 ZR-1 Corvettes are especially under-valued. Later-year C3s were in the same position ten years ago.

But back in 1985, Car and Driver pronounced the Corvette, “The Fastest Car In America” because the car had a top speed of 150-mph. Corvettes so dominated the SCCA Showroom Stock Series that at the end of the 1987 season, SCCA kicked the Corvettes out of the series because they were too fast and unbeatable.

While subsequent generation Corvettes are better-engineered cars, C4s can be made into stout performers. C4s are powered by electronic 0.fuel-injected versions of the classic small-block Chevy engine that is legendary for its versatility and ease at getting respectable power. So when Dean found a 1986 Corvette in a barn, he saw potential and was able to see past the car’s cosmetic issues.

The 1986 Corvette was in terrible condition after many years of neglect and storage in a barn. The front bumper cover was long gone and someone had started sanding the original red paint. But it was the car’s interior that was the worst. Dean describes that car this way; “The interior was complete but very dirty. Cats must have gotten into the car and were using it as a litter box. The smell of cat pee was overwhelming. The front seats needed new skins and the lift-off top was cracked. But everything was there; it was just very dirty and stinky. The one feature I really liked was the ’80s snowflake racing-style wheels. The car was really in bad shape and very one though I was crazy.”

Dean got the car for a straight trade for a $500 old Lexus SC400. With a deal like that, you don’t mind dumping a few thousand dollars and a lot of sweat equity into an old car. After getting the car, Dean and his Dad determined that beyond the missing and soiled parts, the car was in okay but very tired shape. The engine was pulled and received a basic rebuild and a new fuel pump. No performance enhancements were made to the L98 engine, as Dean’s Dad felt that 235-horsepower was enough for his 16-year-old son; besides, his son did not yet have his driver’s license!

The automatic transmission was deemed in good shape. And lastly, the 1986 exhaust system; from the manifolds back, was in need of replacement. Dean found a complete exhaust pipe for a 1992 LT1 that included the rectangular exhaust tips. The suspension received new bushings and shocks, and parts were cleaned up. The brakes were good but got new pads and resurfacing.

Dean found a front bumper cover and a used body kit that included the front spoiler, side skirts, and a rear spoiler for $200 from a friend. A used roof panel was found for just $200. Dean and his Dad finished the paint prep work in primer black and painted the car Honda Civic Type R “Sonic Gray Pearl”. With the addition of the body kit, Dean felt the hood needed something extra. Dean found a set of $200 carbon fiber NACA scoops, cut them into the clamshell hood, and fastened them with machine screws.

The interior was the most challenging part of the build. The factory carpeting and padding had to be removed and then the floorboards were thoroughly cleaned. The door panels console, steering wheel, and dash were dirty but under the dirt, the parts were in good condition. Dean bought a set of racing seats but they were too tall for the car. Instead, Dean got new leather skins to go over the existing cushioning that was in good condition. The black bolsters tie in beautifully with the rest of the interior’s color pattern; classic black and red.

I asked Dean about future plans for the car and he said, “I’d really like to get a 383 stroker like what my Dad has in his blue ’87 Corvette. Maybe a set of track wheels and new tires with raised white lettering; and maybe a set of the Corvette Challenge logos for the side and some racing decals. I like the racer look. Other than that, I’m really happy with how my car came out. For me, this is a keeper that maybe some day I’ll be able to give it to my son.”

We also want to mention the 1971 Z-28 Camaro, the blue ’87 Corvette, and the red Callaway. Those are Sr. Dean’s cars. Dean had always liked the early ‘70s Camaros, especially the Z-28. The car is obviously not stock and is a classic ‘70s Street Machine. The Camaro has a fiberglass L88 Corvette hood dome, instruments are attached to the base of the hood, and the suspension has been raised for that Super Stocker drag car look.

Dean’s Viper Competition Blue ’87 Corvette has an all-out aero body kit that includes a tall rear wing and a racer-like front splitter. C5 Z06 wheels replaced the stock ’84 – ’87 turbine wheels. Under the hood is a 383 stroker SBC making around 550-horsepower. The 1993 Callaway Corvette is Dean’s latest addition to the family and is wearing bright red paint and a very unusual set of six-spoke allow wheels that are similar to those on the 1992 Sting Ray-III.

In January 2019 Dean got his driver’s license. Mostly he drives his Corvette in the evenings and weekends and occasionally takes the car to school. Incredibly, he gets a little heat from a few students that assume he’s a rich kid. No, he’s just a Car Guy and likes to get dirty, making something special from a car that was heading to the junkyard. Congratulations Dean, you are for-real “Car Guy”. The Car Guy’s Motto is, “Be a real car guy, or be gone!” – Scott

PS – Special thanks to Vette Vues Magazine. For subscription information, CLICK HERE.

Corvette Chiefs, Pt. 1 of 5 – Zora Arkus-Duntov, Corvette’s Nostradamus

Published on by Scott

Duntov carried the heart and soul of the Corvette into racing and created an American legend.

(Dateline: 7-3-20 – This story was originally published in the now-defunct Vette magazine, June 2019 issue) Arguably, there had never been a chief engineer of an American car the likes of Zora Arkus-Duntov. When Duntov was hired to work at Chevrolet on May 1, 1953, the 43-year old European-trained engineer brought a background that made him uniquely qualified to become Corvette’s first chief engineer.

As a young man, Duntov was into boxing, motorcycles, fast cars, and pretty girls. After his formal engineering training in Berlin, Germany, Duntov started racing cars and applying his engineering skills to racecar construction. In 1935 Duntov built his first racecar with help from his racing partner Asia Orley; they called the car, “Arkus”. Their goal was to debut the car at the Grand Prix de Picardie in June 1935. But after a series of mishaps, the car caught fire and never raced. From this point forward, all Duntov wanted to do was build racecars.

Image: GM Archives

In the 1930s Auto Union and Mercedes built the best racecars in Europe. Duntov wrote a technical paper about a new racing concept for the German Society of Engineers titled “Analysis of Four-Wheel Drive for Racing Cars”. at the 1937 Automobile Salon in Paris, Duntov met Dr. Ferdinand Porsche, the designer of the Mercedes-Benz SS and SSK racers, and French performance-car builder and designer, Ettore Bugatti. Mercedes-Benz cars were complex engineering marvels, but Duntov appreciated Bugatti’s elegant simplicity, raw speed, and the success of his cars with privateers. “Simplicity and privateers” are two hints of things Duntov would later do with Corvettes.

Image: CorvetteForum.com

After marrying Elfi Wolff in 1939, war broke out in Europe, and Duntov and his brother Yura had a brief stint in the French air force. France fell quickly and Duntov and his family made their way to New York. The brothers setup the Ardun Mechanical Corporation and worked through the war years as parts suppliers for the U.S. military. After the war Duntov and Yura turned their attention back to racecars and started producing their Ardun Hemi Head Conversion kits for flathead Fords.

Post-war years were difficult and by the early ‘50s Duntov was looking for an engineering job with a major Detroit car company. His goal was to find a company that would let him build racecars. When Duntov saw the first Corvette at the 1953 Motorama, he immediately pursued GM, specifically to work on the new Corvette. Chevrolet general manager Ed Cole hired Duntov and assigned him to work under GM suspension master, Maurice Olley; the clash was immediate. Olley was reserved and a numbers-cruncher; Duntov was outgoing and designed by intuition. Six weeks after being hired, Duntov requested time-off to race a Cadillac-powered Allard JR at The 24 Hours of Le Mans. Olley refused, but Cole got him off the hook to race at Le Mans, but without pay. Duntov was so irritated that he almost didn’t come back from France. After his return, Duntov reassigned and started testing special parts to improve the Corvette’s suspension and general performance.

Image: GM Archives

When the 265 small-block became available in 1955, Duntov took a modified ’54 Corvette with the new engine and some aero mods to the GM Phoenix Arizona test track where he was clocked at 162-mph. The mule Corvette was later rebodied as a ’56 Corvette and was part of a team of three Corvettes that were taken to the 1956 Speed Weeks event at Daytona Beach where Corvettes set speed records. Then in March at the 1956 12 Hours of Sebring race, Corvette scored its first major class win. Duntov and three-time Indy 500 winner and engineer Mauri Rose were then tasked by Ed Cole to design, develop, and make available, special Chevrolet-engineered racing parts. When the Rochester Fuel Injection option was released in 1957, RPO 684 Heavy-Duty Racing Suspension was there for privateers that wanted to race their Corvette.

Illustration & Graphics – K. Scott Teeters

The Bugatti pattern was laid down; make simple, fast cars, and let the privateers do the racing. Duntov also built a few purpose-built Corvette racecars. The 1957 Corvette SS was a good first step but the timing was bad because of the 1957 AMA Racing Ban. The Grand Sport was similar to the RPO Racer Kit program, only a complete, basic racing Corvette was to be sold to privateers. Again, the AMA Racing Ban killed the project. If Duntov hadn’t pushed racing, the Corvette would have morphed into a Thunderbird-like four-seater and been killed by the early ‘60s.

Duntov laid out three design concepts that took decades to implement. The first was his proposal for the 1957 Q-Corvette. This design called for the following: an all-aluminum, fuel-injected small-block engine, four-wheel independent suspension, four-wheel disc brakes, and a transaxle. This design concept arrived in 1997 as the C5.

The second design concept was the mid-engine layout. Duntov’s first mid-engine concept was the 1960 CERV-I. The design parameters were those of an Indy 500 racecar, but with a larger engine. Duntov’s second mid-engine car was the 1964 CERV-II. The third concept in the CERV-II was its unique four-wheel-drive system. Using transaxle parts from the Pontiac Tempest, the system “worked” but would not have lasted as a racecar.

Through the ‘60s several other mid-engine “Corvette” cars were built, but not by Duntov. Engineer Frank Winchell’s 1968 Astro-II Corvette was a beautiful attempt, but like all mid-engine Corvette proposals, it went nowhere. In 1970 Duntov showed his XP-882 with a transverse-mounted 454 engine. After the car was shown at the 1970 New York Auto Show, it went into hiding for some reason. Later, the chassis was used to build the Four-Rotor mid-engine Corvette that was later retrofitted with a small-block engine and rebranded “Astrovette” in 1976, after Duntov retired.

Image: GM Archives

Just after the debut of the C7, the Corvette community started buzzing about the mid-engine C8. For a time the C8 was an unconfirmed rumor until Chevrolet announced that, yes, a mid-engine Corvette was in the works. In 2018 camouflaged mule cars started being seen on public roads. In July 2018 a camouflaged C8.R was seen being tested. Towards the end of 2018 speculation was that the C8 would debut at the 2019 Detroit Auto Show. Then in December 2018, Chevrolet announced that the C8 would be delayed “at least six months” due to “serious electrical problems.”

An insider friend has been telling me for over a year that they were having serious problems getting the car right, but he wasn’t specific. Then another hint was dropped; the problem is with the car’s 48-volt electrical system. Why would the C8 have a 48-volt system? Answer; because it will have auxiliary electrical front-wheel drive. Suspension and traction is everything, so AWD is inevitable.

Illustration & Graphics – K. Scott Teeters

While Duntov didn’t “predict” the Corvette’s future, he certainly set the course. His insistence that Corvette be tied to racing, kept the car from becoming Chevy’s Thunderbird. The features of the 1957 Q-Corvette are the very design foundation of the C5, C6, and C7 Corvette. The CERV I, CERV II, and the XP-882 (minus the transverse engine) will live in the mid-engine C8. And it is likely that the CERV II’s all-wheel-drive concept will live in the C8, only as an electrical, and not a mechanical system. Without one man’s obsession with building racecars, there’d be no Corvette legend. – Scott

Be sure to check out the Duntov installment of my “Founding Fathers, Pt. 4 Zora Arkus-Duntov”, HERE.

Also, catch all 5 parts of my Corvette Chiefs Series

Corvette Chiefs, Pt. 1 – Zora Arkus-Duntov

Corvette Chiefs, Pt.2 – Dave McLellan

Corvette Chiefs, Pt. 3 – Dave Hill

Corvette Chiefs, Pt. 4 – Tom Wallace

Corvette Chiefs, Pt. 5 – Tadge Juechter

Jim Perkins Tribute: R.I.P. Corvette Corporate Angel

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Jim Perkins: The Man That Saved the Modern Corvette

(Note: this story was originally published in the March 2019 issue of Vette Vues Magazine) – The Corvette is the most unlikely of all cars for a company such as General Motors to produce. GM is all about producing huge volumes of cars and trucks. When the Corvette came out as a late offering in June 1953, only 300 cars were hand-assembled. Engineers and builders were literally designing as they were building the cars. Sales jumped to 3,640 for 1954 and tanked to just 700 in 1955. Harley Earl restyled the Corvette for 1956 and sales went up to 3,467 units and then 6,339 for 1957. Meanwhile Ford sold 16,155 T-Birds in 1955, 15,631 in 1956, and 21,380 in 1957! They were killing the Corvette then went to a four-seater configuration, leaving Chevrolet the two-seater sports car market all to themselves. Corvette sales didn’t hit 10,000 units until 1960; not much in the big picture of GM!

Photo Credit: Motor Trend Magazine

The long knives were out for the Corvette inside GM. There were many that didn’t understand the Corvette, didn’t like it, and wanted it dead! What saved the Corvette were its corporate angels; Art and Color Section VP, Harley Earl; Chevrolet general manager, Ed Cole; Senior VP of Design, Bill Mitchell; Zora Arkus-Duntov; and Mauri Rose. The common denominator with all of these men is that they are “car guys”. Bill Mitchell was famous for boasting, “I’ve got gasoline in my veins!” Aside from Duntov and Rose, these men had corporate clout; they could lean on and make things happen.

Photo Credit: Motor Trend Magazine
While general manager of Chevrolet, Jim Perkins was famous for handing out pins with the Chevy bow-tie and the work “Pride” beneath it.

In 1960, after some college attendance at Baylor University and three years in the Navy, Jim Perkins took a job at a Chevrolet warehouse, sorting parts while he finished his degree. Little did Perkins know that thirty years later, he too would become a corporate angel for the Corvette.

Perkins was a Depression Era kid from Waco, Texas. When World War II broke out Perkins’ dad tried to enlist in the military but was told he was “too old”. This was a time when men did whatever they had to do to put food on the table. Being mechanically inclined, Perkins’ dad started fixing cars, then buying, and selling cars. Perkins spent a lot of time with his dad and at the age of 14, he got an after school job at a local Texaco service station. Perkins quickly developed a reputation as a very good Chevy mechanic. Perkins fixed and sold a series of cars and finally got a hot ’52 Oldsmobile. But when the ’55 Chevy came out, he sold his Olds and made enough for a new Chevy. From here forward, Perkins was a Chevy car guy!

Photo Credit: Motor Trend Magazine

After graduating from high school, Perkins took courses at Baylor then served three years in the Navy. After his discharge from the Navy, he took a low-level job, sorting parts at a Chevrolet warehouse, while completing his college courses. With his Navy experience and eventual degree, Perkins quickly rose through the ranks at Chevrolet in Sales & Service. In the mid-‘70s, he landed a peach-of-a-job working for then GM president, Pete Estes. That’s where Perkins learned the ropes of GM corporate life.

Photo Credit: Motor Trend Magazine

After a few years working for Estes, Perkins was transferred to Buick. Detroit was struggling to come out of the 1970s recession and how to deal with the success of Japanese cars. Perkins was working under Lloyd Reuss and it was a good relationship. “Just In Time” production was a new concept and Perkins was doing many of the management tasks that Lloyd normally would have done, and he loved it! The first two years they set records; then management changed.

The new top guy at Buick was Don Hackworth and it wasn’t a good mix for Perkins. The two men almost immediately started butting heads. On a plane coming back from a business meeting, Perkins asked Hackworth what they could do to have a better working relationship. Hackworth suggested a “foreign assignment” for Perkins. That was IT for Perkins. What Hackworth didn’t know was that Toyota was wooing Perkins for an executive position. The timing was perfect

Photo Credit: Motor Trend Magazine
Right to Left: Jim Perkins, General Chuck Yeager and AJ Foyt

When Perkins came into Toyota with his “GM top-down” management style, he was nearly stopped in his tracks. The Japanese car companies were all using the “Consensus Process”; which starts from the bottom (assembly workers) and goes up from there. Perkins quickly learned that while the process takes longer, the execution is like a rocket ship; everyone is onboard and you get better solutions.

A year later, Toyota made Perkins Group V.P. for Sales, Marketing, Distribution, Product Planning, and New Ventures. Around this time Japanese car companies announced that they were taking on the luxury car segment of Mercedes and BMW. Mr. Toyoda wanted to prove to the world that they could build world-class luxury automobiles. Toyota formed Lexus and Perkins was a key player.

Then, an extraordinary thing happened; GM wanted Perkins back! Typically at GM, once you leave, that’s it. Perkins learned from his former boss, Lloyd Reuss, that then-GM president Bob Stemple (another car guy!) wanted to talk to Perkins about coming back. When the two men talked, Perkins told Stemple, “There are two jobs I would come back for; president of GM, or general manager of Chevrolet.” Stemple’s reply was, “Well, that’s a little lofty.” Stemple and Perkins continued their conversation for a time before Stemple called Perkins. “OK, big boy, it’s time to put up of shut up. We’ll make you general manager of Chevrolet.”

It had been twenty-nine years since car guy mechanic Jim Perkins started sorting parts in a Chevrolet warehouse. In May 1989 Perkins was made general manager of Chevrolet. He’s always been a Chevy-guy, and now he was running the division. But when Perkins got back, he was in for a shock. Perkins said in a 2014 interview with Motor Trend, “I didn’t recognize Chevrolet when I got back. It had lost its pride. There was so much infighting among sales, marketing, product planning, distribution, you name it. Everywhere you looked was a silo with its own management, and that’s the kiss of death.”

Photo Credit: DigitalCorvettes.com
The CERV IV was really a C5 in drag. Under the stretched body was a full C5 frame and suspension. This is the car that convinced GM management to go ahead with the C5.

“TCE” Total Customer Enthusiasm had to start at the top, meaning that managers with bad attitudes had to go. Using Toyota’s “Consensus Process” concept, Perkins invited his people to write to him about the problems they faced and possible solutions. Perkins got 1900 letters, read them all, distilled them into to-do lists, and formed employee councils to come up with working plans. A lot got fixed, workers felt their experience mattered and the organization was much happier. The same concept was also applied to the dealer networks.

By 1990 the nation’s economy was moving into another recession and things were not good inside GM. All car lines were being closely reviewed and Corvette sales were in a downward direction. Once again, the car was on the chopping block. According to Corvette designer, John Cafaro, by 1992 the Corvette almost died. People in the company didn’t understand the car and no one wanted to champion the car. Former GM executive Ralph Kramer said, “Many GM insiders considered the Corvette to be a non-essential product in the GM/Chevrolet stable. The thought that the Corvette would NOT just be in the Chevy stable of cars, but instead the main character; the stud-horse; the Secretariat; was totally remote to the Corvette-haters; but how could it not be otherwise?” (Today, the Corvette is THE flagship of GM)

GM’s Mid-size Car Division managed Joe Spielman (also a car guy and Corvette fan) created a task group called, “The Decision Makers”. The group consisted of himself, Carlisle Davis, John Cafaro, and Dave McLellan. The team’s objective was to create a path for the future of the Corvette. They came up with three directions; First: A production version of the 1990 mid-engine CERV-III; Second: The Momentum Architecture, featuring an evolutionary body style, a stiff backbone-type chassis, and a transaxle; and Third: the “Stiffer and Lighter” design which was a lighter and improved C4. The team chose the “Momentum Architecture”. The problem was funding.

In November 1992 Dave Hill took over as Corvette’s chief engineer and had a big problem on his hands; how to prove the concept of the Momentum Architecture when he had no budget. Corvette manager Russ McLean went the Perkins and explained that the Corvette team needed funding for another CERV Corvette (Corporate Engineering Research Vehicle) to prove the viability of the Momentum Architecture concept. Perkins managed to pull $1.2 Million from another budget to allow Hill’s team to build what is arguably the stealthiest R&D Corvette ever, the CERV IV.

Photo Credit: Mecum Auctions
This is the 1995 Indy 500 Corvette Pace Car that Jim Perkins drove to start the 1995 Indy 500.

The CERV IV was essentially a C5 structure wearing a C4 body. A keen eye would have noticed that it looked like a “l-o-n-g” C4 Corvette, but when the car was on public roads, no one noticed. When Hill took executives for a ride, they all said, “This is like no Corvette we ever felt!” Hill proved to GM’s president, Jack Smith, that his team could reinvent the Corvette, as well as the building process. The $1.2 Million that corporate angel Perkins was able to secure for the CERV IV saved the Corvette! It was something that ONLY Jim Perkins could have done.

In 1996, at age 61, Perkins retired from Chevrolet. In his seven years as Chevrolet’s general manager he rekindled Chevy’s 1960’s-style pride; improved Chevy’s truck production; strengthened Chevy’s role in product development and design; helped his people come to grips with downsizing and reorganization, supervised the Chevrolet Racing Team that won five NASCAR Championships and had six Indy Car victories; and got to drive the pace car at the Indy 500 three times in 1990, 1993, and 1995 (in a Corvette).

Photo Credit: GM Archives
While it doesn’t look like it, the C5 is the most radical new production Corvette ever offered, thanks to its new hydro-formed perimeter frame, center spine structure, all-aluminum LS1 engine, and transaxle.

In the 2014 Motor Trend interview, Perkins said this about driving the Indy pace car, “You come out of turn four when you’re going to turn them loose, you know you have to make the left turn into the pits, you look down the track, and it looks like everything is closing in on you with all the people and color and movement. You swear you’re going through the eye of a needle. My God, it is such a tremendous, tremendous experience.”

Retirement from Chevrolet only lasted three months when Perkins accepted an offer from Rick Hendricks to take over his company after he came down with leukemia. Perkins stayed on as the CEO and later COO. Perkins said of his time at Hendricks Motorsports, “If ever anything has been rewarding, it has been seeing this company do what it has done. I have no regrets. It’s been a blast, a great, great, great ride.” In 1999 Jim Perkins was inducted into the National Corvette Museum’s Hall of Fame in the GM-Chevrolet Category.

Photo Credit: National Corvette Museum
Jim Perkins was inducted into the National Corvette Museum’s Hall of Fame in 1999.

Jim Perkins was a poor kid from depression-era Waco, Texas that liked to work on Chevys. He was described as a “wily, free-speaking, cowboy boot-wearing Texan.” Perkins died on December 28, 2019 in Charlotte, North Carolina. Jim Perkins was 83 years-of-age. Perkins had an exemplary career and most importantly to the Corvette community, saved the Corvette. – Scott

 

R.I.P. Vette Magazine 1976-2019

Published on by Scott

Dateline: 2.25.20 – On December 6, 2019 I received an email from Vette magazine editor Brian Brennan. The title of the email said it all; “Vette is Terminated”. I wasn’t surprised, as I’d been hearing rumblings that the magazine was on thin ice for well over ten years.

Just the same, it was a sad day for me. Instantly I was back in the summer of 1976 when one hot steamy day in southern New Jersey at my local newsstand at the Cherry Hill News Stop at the corner of Haddonfield Rd. and Chapel Avenue in Cherry Hill, New Jersey; I saw a new magazine that stopped me in my tracks. There among the rest of the familiar car magazines was a new title; “Vette Quarterly”.

I had been haunting the local magazine stands for car magazines since 1965 and I was always on the lookout for Corvette special editions, but this was better than any special edition I’d ever seen. Vette Quarterly was “Corvettes-only” and I wanted to be part of this new publication. My favorite car magazine then was “Hi-Performance CARS”; a great east coast publication filled with the kinds of cars I saw on the local street scene and at the Atco Raceway and Cecil County Drag-O-Way where I’d been working as one of the weekend track announcers since 1972.

The icing on the cake was when I saw that Martyn “Marty” L. Schorr was the editor of Vette Quarterly. I was very familiar with Marty’s writing and leadership as the editor of CARS, so I knew Vette Quarterly was going to something special.

I’d been drawing for several car magazines for two years, so I made copies of my best illustrations and wrote a letter asking if I could be a contributing illustrator for Vette Quarterly. A week later, I got a call from Marty. As soon as I heard Marty’s voice, his Big Apple accent told me who was on the phone. Marty said, “Scott, I got your samples, very nice. What would you like to do?” That was it, I was in!

What I didn’t know was that that was the beginning of a 43-year long relationship with the publication. Vette Quarterly went bi-monthly in a few years and then by the early 1980s was a full-fledged monthly, Corvette-only magazine and I was part of it.

In the early ’80s Marty moved on to start his successful marketing and PR business, “PMPR, Inc, Public Relations & Marketing Agency”. As the decades rolled on Vette magazine was sold and bought by numerous publishers and somehow I managed to stay on as a contributing artist and writer.

In the spring of 1997 I pitched then editor, Richard Lentinello a concept I called, “The Illustrated Corvette Series” as a monthly column. Lentinello liked the idea but didn’t have an open page for another columnist, so it was, “Thanks, but no thanks”. A week later Lentinello called me to ask if I still wanted to do a column, as one of his other columnists informed him that he could no longer do his column. Of course, I said, “Yes!” My plan was to cover every year Corvette in chronological order; so maybe I’d have 50 installments. When Vette magazine was shuttered last December I had completed 275 installments and got a book deal from Car-Tech Books in 2010.

So, when I learned that Vette magazine was finished it was a sad day, as I never dreamed that my association with that one specialty publication would last so long. Along the way, in addition to my monthly column, I did a lot of feature stories. All of my feature stories and many of my monthly columns were published on www.SuperChevy.com. To check them out,, just use the search tool at the top of SuperChevy.com’s website.

In 2008 Vette published an interview with Marty Schorr where he shared with our readers how he got into the magazine biz and how and why he launched Vette Quarterly. Then in 2016 I wrote “Happy 40th Birthday Vette Magazine”.

Below are links to the two mentioned stories, as well as the transcript of when I interviewed Marty and Joel Rosen on my “Far Out Radio” show where they shared how they created their Baldwin-Motion Phase-III Supercars.

Will Vette magazine ever be resurrected? The paper publishing world is rapidly shrinking, even for mainstream magazines, so it is doubtful that we’ll ever see Vette magazine on the newsstands again. But, you know that old saying, “Never say never”. Anything could happen. We’ll see. – Scott

Marty Schorr interview for Vette magazine, Pt 1 – CLICK HERE.

Marty Schorr interview for Vette magazine, Pt 2 – CLICK HERE.

“Happy 40th Birthday Vette magazine”, CLICK HERE.

“Marty Schorr & Joel Rosen Interview, Pt. 1, CLICK HERE.

“Marty Schorr & Joel Rosen Interview, Pt. 2, CLICK HERE.

 

The C7 Corvette Chassis, Pt 6: The Chassis Tadge Juechter Built

Published on by Scott

Tagdge Juechter’s Genesis Program C7 Chassis

 

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

Corvette Chassis History, Pt 1 – C1 Chassis – HERE

Corvette Chassis History, Pt 2 – C2/C3 Chassis – HERE

Corvette Chassis History, Pt 3 – C4 Chassis – HERE

Corvette Chassis History, Pt 4 – C5 Chassis – HERE

Corvette Chassis History, Pt 5 – C6 Chassis – HERE