- Western States Corvette Council

Transcription

May, June, July 2010
2
Your W.S.C.C. Executive Board
September 2008 to August 2010
President
Rob Weaver
15885 Descansa Court
Morgan Hill, CA 95037
408-778-5164
Email: [email protected]
Vice President
Treasurer
Secretary
Public Relations &
NCM Ambassador
Pam Walter
P.O. Box 2282
Vacaville, CA
95696
Ph. 707-449-4702
FAX: 707-449-8937
Email:
[email protected]
Kathy Pimentel
2315 Cypress Pt.
Byron, CA 94514
Ph.: 925-634-4337
Email:
[email protected]
Dan Divita
372 Bridle Path
Healdsburg , CA
9 95448
Ph: 707- 395-0153
[email protected]
Buzz Marston
PO Box 35566
Monte Sereno, CA 95030
Ph (408) 353-3500
Email: [email protected]
Events
Publications &
Webmaster
Mike Walter
P.O. Box 2282
Vacaville, CA
95687
Ph. 707-449-4702
FAX: 707-449-8937
Email:
my63vet@earthlink.
net
Don Herzer
P.O. Box 243
Long Barn, CA 95335
Ph. (209) 586-3078
Email:
[email protected]
3
weeks later on the 17 of March. Good by old friend,
you will be missed by many. It won‟t seem the same
at our Car Show events.
From the President…
Rob Weaver
WSCC Calendar of Event
The WSCC Calendar of Events is in this issue of the
Redline and on the WSCC website. Also, Mike
Walter‟s article in this issue will give you some insight
the upcoming events. There is something going on
every weekend between now and the end of October
so get involved and have some fun with other
Corvette folks, make some new friends or get
reacquainted with some old friends.
WSCC CONVENTION 2010
By the time you get this issue of the Redline, our 2010
Convention, held in Las Vegas, Nevada, may be
history. Don is trying to get the Redline to you before
Convention. As you know, Hot Nevada Vettes again
hosted Convention 2010. I want to thank Paul Bloch
and the membership of Hot Nevada Vettes for putting
on a well planned and executed Convention that we
can be proud of and take a few lessons from in how to
put on a very fun filled 5-day Convention.
WSCC GENERAL BUSINESS MEETING
The next WSCC General Business meeting will be on
June 5, 2010 at the Sacramento Marriott during the
NCCA Vette Magic Car Show. Please mark your
calendar and have your club rep there to conduct
business or send a Proxy if you are unable to attend.
WSCC 2010 Board of Directors election results will
be announced at the meeting. I want to thank the
candidates and Club Reps for participating in the
“Meet and Greet” April 10th WSCC Special Business
Meeting at Courtesy to have the candidates speak
and address questions from the audience.
Additionally, thank you John Anderson for your
generous hospitality for providing the meeting space
and the BBQ to the participants.
SOME INTERESTING WSCC CONVENTION
HISTORY (reprint from the May 2009 Redline)
This is the second time we have been in Las Vegas for
our Convention; the first time was in 1967 on May 1921, 1967. We had 232 Corvettes and 394 participants
at that Convention. As an FYI, rooms were $25.00 $30.00. The room package included buffet dinner,
banquet dinner, cocktail party, plus three (3) events
(Rally, Autocross and Concours) a racing symposium
and $5.00 gambling script! The events only package
was only a mere $18.00! Convention headquarters
was the Hacienda Hotel on the famous “Strip” in Las
Vegas. The awards banquet was held at the Aladdin
Hotel. NCCA and Camino Corvettes hosted the 1967
Las Vegas Convention.
I sincerely hope all the participants enjoyed
Convention 2010 and I hope to see you at some
upcoming event in the near future. If you have
suggestions, drop us a note, as we are always open
to your constructive inputs.
Convention 2010 makes the thirteenth WSCC
Convention held in Nevada in the 45-year history of the
organization.
Rob
Remember, only you can make Convention a success.
We can do it again in 2011 only with your support and
participation.
Looking forward to seeing you at
Convention 2011!
From the Vice President…
Kathy Pimentel
Pete Williams-“Mr. Car Show”
I don‟t know about anybody else, but I am so tired of
the cold weather. I love the heat and can‟t wait for it
to start!!!!!
You will find the letter that I received from Mike Brown,
President of Diablo Valley Corvettes, regarding the
services held for Pete Williams later on in this issue. It
was also posted on the WSCC web site.
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
I first met Pete in 1994 at a Mid Peninsula Car Show.
Pete was on the WSCC Board of Directors in 1998 2000 as the Director of Events. The last time I saw
Pete was at the March 3rd Santa Clara Corvettes
meeting promoting the DVC Car Show in June. I was
shocked to hear that Pete had passed away a few
Well, here we are starting the seasons for auto cross
and car show and a few other things. Check the
events Calendar - there is something going on most
every weekend.
Convention 2010 is coming fast and what a great
venue. Lots of events going on, and it really is going
to be a lot of fun. Joe and I have checked out the
Tuscany Casino when we were in Vegas - it is great. I
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and (usually) eating. In our club, we‟re starting our biweekly cruise nights, which consist of simply driving
our cars to dinner somewhere relatively close during
the week. Its amazing how you can make a new
friend, or learn more about an old one, over a
hamburger.
hope everyone can make it this year, as we really had
a great time last year.
I just want to talk a little about address changes and
email changes. If we do not get change of addresses,
The Redline will not get to you. This also costs WSCC
money for return mail. If your email is wrong, you get
no information from the list-server. Please if you have
changed your address or email please let us know
ASAP. There are forms on WSCC Web or if you have a
Redline there is a change of address form in the
Redline. I received a list of emails from Don Herzer 65
emails that were not good.
It‟s also time to check your vehicle and make sure it‟s
in good shape so you don‟t miss any of our activities.
We hope to see you and your car at Convention in
Las Vegas and at Laguna Seca. We don‟t want to
see it in the shop.
So get to it. Join us and your fellow club members for
the camaraderie that makes WSCC so special. You
won‟t be disappointed.
Joe and I are going to do car shows this year, so I
hope to see a lot of you out there. We miss seeing the
people and meeting new Corvetters. So here we go
again after taking off a few years.
Save the Wave,
Dan
WSCC had a Meet and Greet meeting at Courtesy
Chevrolet and Courtesy put on a great lunch. Courtesy
has always treated us so nice and it is always a
pleasure having our meetings there. Thanks, Courtesy
for all you do for WSCC.
From the Treasurer …
Pam Walter
I also want to wish the people that are running for
WSCC Board positions lots of luck and I am looking
forward to working with everyone of you on the board
for the next few years.
Membership continues to grow.
If you‟re a
returning/renewing WSCC member from 2008 the fee
is $41.00 for your renewal ($35.00 + $6.00 late fee).
New members are prorated depending on the month
they join WSCC. Clubs are always welcome to call or
e-mail me if they have a question; my contact info is
in the front of the Redline.
See everyone soon!!!!!!!
Kathy
From the Secretary…
By the time you receive this Redline we‟ll already
have started the competition season with
Autocrosses and very shortly Car Shows. Clubs:
don‟t forget to send in the $4.00 per entry to WSCC.
The $4.00 per entry (Autocross is per driver & Car
Show is per car) is used to cover the cost of the year
end awards for those who have competed in enough
events to qualify for a year end award.
Dan Divita
Time to DRIVE!
Greetings all, and welcome to SPRING.
We‟ve certainly had enough wet weather to last awhile,
and I hope none of you experienced any serious
weather related problems. Now it‟s time to enjoy some
nice weather with your Corvette. With luck, these will
be the days our cars were made for: warm, sunny, dry,
and beautiful. Let‟s take our tops off, and get back out
on the road.
Spring traditionally means many activities for our
WSCC family. It‟s time to come out of hibernation.
We‟ve already had a few auto-crosses, and car shows
have begun. Our Convention and the ALMS race at
Laguna Seca are on the horizon. Social outings are
attracting more people as we can now do more
enjoyable things, like driving our cars in good weather,
The next big event on the WSCC Board‟s Calendar,
other than autocrosses, car shows and social event
that the clubs have, is the Convention which will be
held in Las Vegas, Nevada from 5/5/10 to 5/09/10. If
you‟re reading this article, we‟re either heading off to
Convention or up to our necks in Corvettes and fun.
There are currently 180 registrations as of this writing
and approximately 400 people attending this year‟s
Convention which promises to one of the best ever.
Now is the time to think about Convention 2011, so if
any clubs want to tackle this project please get the
proposal with an estimated budget with room rates to
the E-Board as soon as possible. The WSCC Board
will help by supporting the event and handling the
5
nd
Saturday, May 22
9:00 a.m.
Corvette Corral – Open
(Corral Registration)
10:00 a.m.
Michelin Technical Presentation
10:35 a.m.
Mobil 1 Technical Presentation
10:45 a.m.
Corvette Presentation –
T.Juechter + H.Charles
11:45 a.m.
Lunch (Tickets Required as
Part of Package)
1:15 p.m.
Corvette Presentation –
R.Fellows
1:55 p.m.
Pre-Race
2:30 p.m.
American Le Mans Series
Race – Round (3) – 6 Hours
8:30 p.m.
Corvette Corral – Closed
(No Overnight Parking)
 The 100 Corvette Parade lap(s) registration
begins at 0900 on Friday morning, however
we have no control over Laguna Seca
opening the gates at 0700 when people start
getting in line for this, so be early.
 Corvette Corral is only for Corvette parking
and you must have a Corral pass to enter, to
get a Corral pass you must purchase the full
three day ticket for you and your Corvette,
passengers may pay for individual days, this
is a Mazda Raceway policy, for tickets go to:
http://www.mazdaraceway.com/pages/tixMSCC_2010 or call: (800) 327-7322
financial end (collecting money and paying bills).
Which club is hosting next year and where? WSCC
would like to see proposals for the 2011 Convention as
early as the June WSCC meeting, however no later
than the September meeting; the earlier the better.
It is the membership clubs which make WSCC what it
has become today. You‟re all very important to making
everything happen from Car Shows and Autocrosses to
Fun Runs and Convention. I Look forward to seeing
you soon.
If you have any questions, please give one of the
Board Members a call. We‟re all glad to help.
Pam Walter, Treasurer
From Public Relations & NCM
Ambassador … & NCM Board
of Directors Member
Buzz Marston
Buzz Marston
For Corvette Racing News and Updates, join
[email protected]
Email: [email protected] to join the
listserver.
Corvette Racing “Safari” Banquet – Vision Quest
Ranch “Wild Things” 400 River Road off of Hwy 68
We have an “All-star Cast” attending and speaking at
this years Corvette Racing „Safari‟ Banquet again at
the exotic Vision Quest Ranch, where the Wild Things
are all around you. Under the big tent that can seat
up to 500 people for dinner, the Hyatt Regency will
again be catering a great buffet dinner. The speakers
are Tadge Juechter, Chief Engineer of Corvette with
some revealing info about “future Corvettes” and
speaking of revealing we will have the 2011 Corvettes
out there for you to view. Wil Cooksey, Harlan
Charles will be on hand to say a few words and of
course the Corvette Racing Team as well as Gary &
Robin Pratt of Pratt-Miller, our own Wendell Strode
will be the M/C this year.
We are also giving a special presentation from WSCC
to Corvette Racing legend Dick Guldstrand for his
many years of support of Corvette Racing and
Western States Corvette Council. Tickets for the
Banquet are on sale through the National Corvette
Museum who co-hosts the Banquet with WSCC and
is sponsored by Courtesy Chevrolet in San Jose, CA.
Banquet tickets are $58. per person at:
http://corvettemuseum.com/registration/RaceDinners/
champ2010.shtml or call events at: (800) 538-3883.
ALMS in Monterey & Corvette Corral
May 21-23, 2010
This year is a whole five months earlier for the ALMS in
Monterey‟s Mazda Raceway Laguna Seca schedule.
This means the beginning of great weather “hopefully”
and a six hour endurance race that will have the Team
winning in this first full season of GT2 competition.
Ken Albers and the WSCC volunteers will be out in the
Corral helping Chevy put together a fun filled weekend
for us all. Here is the tentative Corral schedule as of
this writing, some times are subject to change:
st
Friday, May 21
9:00 a.m.
Corvette Corral – Open
(Corral Registration & *Parade Lap Reg.)
12:15 p.m.
Parade Lap – 100 Corvettes
4:15 – 5:00 p.m.
Meet and Greet w/Drivers –
Presentation by D.Fehan
5:00 p.m.
Corvette Corral – Closed
(No Overnight Parking)
5:45 p.m.
Corvette Racing
“Safari’ Banquet – Vision Quest Ranch
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Hot Nevada Vettes will host this year‟s WSCC
th
th
convention on May 5 thru May 9 . Convention will
be in Las Vegas again this year. They are planning all
the same events like autocross, car show, cabaret
night, poker run, Go-Kart Racing, Min. Golf, casino
night and awards banquet dinner. Several events we
have never done have been planned. You can still
make reservations by contacting the WSCC treasurer
Pam Walter. Go to the Website and download the
Convention Form and mail it to her (along with your
payment). You can also find the forms in the
previous issue of the Redline. I know Paul and Pam
have been on the phone a lot about convention so I
am looking forward to everything Hot Nevada Vettes
th
has planned. On Monday May 10 , WSCC is hosting
a track day at Spring Mountain. The Cost is $150.00
for the day and this is a steal. We have help from
Hooked on Driving coaches and head man David
Ray. If you want to attend this, please go to the
WSCC website and download the forms and get them
to Pam. We have a limit of sixty driver spots.
Thunderhill Raceway - See Venue Details
Wednesday, July 28 2010 thru Friday, July 30 2010
National Corvette Museum and HOD: Corvettes on
Track!
In conjunction with, and benefitting the National
Corvette Museum and its 32,000 members as well as
WSCC, this is THE track event on the West Coast!!
Blending Corvette drivers from HOD, WSCC and the
folks from the NCM - all will have a grand time!! Last
year, we had drivers from Brooklyn, NY, Texas,
Arizona and Washington! The date includes an optional
luncheon and mystery drive on Wednesday for $15,
with the track activity on Thurs & Fri and a BBQ on
Thursday night. This is a Corvette happening!! Guests
are invited at no charge except food or souvenirs.
This year‟s competition series is off and running.
Vaca Valley Vettes and North Bay Corvettes hosted
the first autocross. We were at Solano College in
March for a two day event. The first day was a
beginner‟s autocross where we walked new drivers
thru what happens at an autocross and how to get
started. We gave them rides with experienced drivers
and even walked the course with them to show how
to drive the course. I want to thank all the coaches
from VVV, NBCA and SCC for all the help. We had
80 drivers at the beginner‟s autocross. On Sunday
we hosted March Madness Autocross, 89 drivers
attended. It was warm with no wind or cloud cover.
Great day for fun. By the time you get this article
and read it, Santa Clara will have their first autocross
and VVV and NBCA will host their second autocross
weekend. Please go to the website for all the
calendar dates for these events.
[Event Info] or http://hookedondriving.com
Registration Fee: $565.00
WSCC Convention & WSCC Track Day at Spring
Mountain Motorsports Ranch
I believe this months Redline will be hitting your
mailbox just about the time we are all heading down to
Las Vegas and Pahrump for the week of events. I
hope all have a great time at both Convention and the
Track Day, “play for fun, but be safe”.
On with the dance..
Buzz Marston, WSCC Public Relations Director and
Chairman of the Board, National Corvette Museum
We have 8 car shows and 15 autocrosses on the
calendar. The Calendar is full of items to do. April
has two autocross weekends. May has three cars
shows, Convention, ALMS and fun runs. June is the
same thing. Get your cars out and come as a club or
just yourself to the events. Jim Neylan and Bill Kaska
st
are hosting a BBQ in Tracy on August 21 . Flyers
and information will be out shortly. Please put the
DVC Car show in June on your calendar as this will
be the biggest show they have ever had, celebrating
45 years.
From the Events Coordinator …
Mike Walter
Hello fellow WSCC Corvetters.
I hope you have been out driving your Corvettes. Pam
and I have been on several fun runs with Vaca Valley
Vettes and North Bay Corvettes. We have had a great
time on each run and the weather has been great and
we have been lucky that all the rain has missed our
runs.
Please look at the schedule of events and come out
and enjoy the car shows and autocrosses. Get your
cars out and enjoy your club events and meet lots of
nice people.
7
Fees due by Jan. 31.
Before I go I have to thank Billy Lakes, Dan Barber, Ed
Boese, and Ken Albers and all the autocross army for
helping at the Beginners Autocross. Everything that I
have heard has been praise for the workers and the
coaching effort. Thank guys. I also have to thank both
Vaca Valley and North Bay for all the hard work they
put in to make our events a success. I know SCC has
their own army that puts in lots of hours of work so
when you see them give them a Thank You. When you
are at another club‟s event remember to thank them
because all the people who put in time do it for free to
make sure we all have a good time.
Deadline Date for material to be included in
the next Redline is July 15, 2010.
If you have an article, club profile, press
release*, etc. that you want published, please
send it to Don Herzer. The address is on the
officer page or email: [email protected]
* We reserve the right to edit the length of the
articles due to space constraints. The WSCC
E-Board also reserves the right to edit
articles for inappropriate content and/or to
refuse ads that pose a conflict of interest to
existing advertisers.
WSCC WEBSITE: = www.wscc.ws
Save the Wave
Mike Walter
Events Coordinator
From the Publisher &
Webmaster …
Links to other Club Websites may be found on
the WSCC Website on the member clubs page.
WSCC EMAIL: [email protected]
Don Herzer
**********************************
By the time that you read this, hopefully the weather
will have allowed you to start enjoying your Corvette. I
found out the hard way that Corvettes are not snow
cars coming home from the services for Pete Williams.
Through some very creative driving after having turned
off traction control, I was able to get my convertible
back into the garage while it was pouring snow – not
something that I want to repeat, since I literally had a
close scrape, which luckily rubbed out fine.
NASCAR's Rick Hendrick Purchases First Retail
2011 Corvette Z06 Carbon
Saturday, April
3 at the BarrettJackson
Auction in Palm
Beach,
NASCAR team
owner Rick
Hendrick
purchased the
first retail (VIN 001) 2011 Corvette Z06 Carbon
limited edition for $270,000 ($297,000 with buyers
commission). With his purchase, Rick will have the
opportunity to watch his Corvette being built at the
GM Bowling Green Assembly Plant (Buyer's Tour).
I hope to get this in the mail prior to Convention, so it
will probably be underway, and we will have already
had 4 full autocrosses (5, if you count the beginner’s)
and a car show behind us. The 2010 WSCC season is
off to a very quick start.
Buzz, Kathy, and I have invested much effort in trying
to get people set up on the list server. In spite of that
effort, we have approximately 57 people who said they
want to be listed but their emails (at least as we
interpret them) are invalid. Please pay attention to the
article later on where I have listed those names by club
and see if you can help us out.
Rick and his drivers Jeff Gordon and Jimmy Johnson
are no strangers to the National Corvette Museum.
They participated in the highly acclaimed R8C
Delivery Program in 2008 to take delivery of their
2009 ZR1s.
You, too, can participate in our R8C Delivery
Program, Buyer's Tours and many other red carpet
experiences!
Commercial AD rates (per issue) for the
REDLINE are: Full Page
$150
All Prepaid annual commitments will enjoy
a 20% reduction on above rate.
8
9
News From The NCM
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News From The NCM
11
News From The NCM
We are pleased to announce that the NCM is returning Thunderhill as part of our expanded and successful
HPDE program with a partnership with the Hooked on Driving and WSCC in a joint event on July 28-30,
2010. This is our second annual Thunderhill school and represents a commitment to bring the Museum's
highly regarded Performance Driving program to locations around the country. Thunderhill is an exciting and
challenging track with excellent facilities and we are looking forward to this addition to our schedule.
This event is even more unique with an optional road tour incorporated into the event prior to registration
check-in at the track on July 28th. The road tour/lunch is only open to Event Participants (Coaches and
Drivers) and their guests. Interested participants can pre-register for the road tour, cost $15 pp. For this
year it will be a Mystery Tour and registrants will receive prior notice for the staging point and time which will
be approximately 12:30pm on Wednesday the 28th. Following lunch the group will depart on a spectacular
drive through the remote western coastal mountains of California, guided by the California Highway Patrol.
The tour will end at the Thunderhill track where there will be light refreshments, a tour of the facilities and a
parade lap. Pre-registered participants will be able to check in at registration and get their package. This
welcome event is being hosted by Hooked On Driving and WSCC.
Thursday and Friday will feature our full 2-day school on Thunderhill’s 3 mile course. Student coaching will be
provided by HOD, WSCC and NCM Instructors. Run groups will be on course at 8:30am, with driver’s
meeting on the first day at 7:45. On site registration will be open at 7:00am (gates open at 6:30am).
Beginners and low intermediates will receive excellent coaching. For more advanced drivers, we will also
provide expert driving tips for those who want to continue to improve. The event registration includes an
event T-shirt, hot catered lunches for drivers on both days, and all the water you can drink. Facility note:
Thunderhill Raceway is a fully developed facility with air conditioned clubhouse, indoor observation deck,
exterior paddock canopies that can cover at least 70 cars, on-site gas fill-ups with 91, 101 unleaded, and 110
leaded, as well as compressed air. Roseville, CA-based Corvette specialty shop MSI, Motorsport Image and
Performance (www.motorsportimage.com), will be on site offering technical tips, mechanical support and parts
supply for those in need. The student registration fee for the entire 2-day school is $565 for run groups: ABeginner, B-Low Intermediate, C-High Intermediate, D Advanced/Race-prepped. Coaches/Instructors are in
run group X. Students must drive either a coupe or FRC Corvette; convertibles are only permitted if they have
an SCCA roll cage.
On Thursday evening, July 29th, after a great day at the track we’ll gather all who chose to join in by preregistration and parade into Willows. Led by the local peace officers, the group will circulate the downtown,
and be greeted at beautiful Sycamore Park near the County Seat buildings. In this town square shaded by
ancient Eucalyptus trees, our Corvettes will be organized in a park and shine (just for fun) as we display to the
Willows community a vast array of Corvettes. The Willows Rotary Club will serve a special home made
catered dinner with non-alcoholic beverages (no alcohol in the park) open to event registrants only at $17 per
person (to non-profit).
The addition of Thunderhill brings a West Coast event back to our schedule for 2010. We are tremendously
excited by our partnership with Hooked On Driving and look forward to additional events in the future. Make
sure you are signed up on the NCM eNews to receive the latest news on this and all NCM events.
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Club Profiles
13
Technical Articles
{Here is another interesting article submitted by Don Harr]
ZL- Is: RACING IN ALUMINUM 42 YEARS AGO
IT WAS A TENUOUS EXPERIMENT AT FIRST
The beginning of the ZL-1 era was in 1967 when the aluminum big block was available to various racing
teams directly. The first versions were used by Chaparral for the Can-Am season. They weren't perfect and
were rather "experimental' , suffering from major leak issues due to porosity of the aluminum. (I almost
bought the open-chamber heads with part number 3946074 for their originality, the snowflake!, but Bob
Gromm, of Gromm Racing, told me of the problems they had with valve guide hammering and aluminum
fatigue.) There is a set on E-bay now for a buy- it-now price of $4,495! When I was shopping, they were
$1,500 to $2,400.
The ZL-1 reached its final specification in 1968 when they became reliable. "Chevrolet's Vince Piggins told
me (unknown GM guy) in his office in the mid-1980s that both of these cars (L-88s & ZL- Is) were engineering
studies, and as far as he knew were never originally intended to be sold." –a quote)
Next use of the engine occurred in Camaros. Fred Gibb and Vince Piggins had many times discussed using
the Can Am mill in NI IRA drag racing. Gibb Chevrolet then ordered cars with COPO 9560. But an
engineering "stop order" was placed on the project due to the engineering issues. Pete Estes later ordered it
lifted and work began over the Christmas holiday to fulfill Pete Estes' demand. Being racers would have
them, GM could continue 'fixing' them on a return basis.
The first and second ZL I Camaros then arrived at Fred Gibb Chevrolet
covered in snow on New Year's Eve, 1968. It was so cold the cars
would not start and had to be towed off the transporter. The first car was
immediately sent to Dick Harrell's Kansas City, Missouri shop, where
Harrell readied it for its scheduled debut at the 1969 AHRA
Winternationals three weeks later at Phoenix.
Harrell demonstrated the car's performance for Super Stock magazine in
February 1969, turning 10.41 at 128.10 mph with the stock Holley 850,
and 10.29 with dual 660 Honeys on a Weiand tunnel-ram. The Gibb-Harrell ZL I Camaro then barnstormed the
country, racking up victories in both AHRA and NHRA competition. Don Yenko ran a ZL-1 engine in a new
Camaro at Sebring in 1969 and finished 10th overall beating some of the Corvettes. COPO 9560s eventually ran 10
sec. flat in the quarter mile.
14
Technical Articles
A QUOTE FROM
THE BLOGGER
AND N.C.R.S.
JUDGE, "BIG
DADDY VET":
"Now I can
ABSOLUTLY
confirm a 1969
ZL-1 Corvette
convertible was
built and is
currently in a
private collection
in Ohio. The car is
complete but
needs restoration.
It is gold with
saddle top and a 4
speed. I have seen
the car myself,
and have seen the tank sticker and other documentation on the car. I have even spoken to the person
who ordered and took delivery of the car. It has 16,000 miles on it currently. There is another ZL -1 in
Penn. This car was the press "mule car" and an automatic to boot. That car is real and documented. The other
2 documented cars are the yellow car at Roger's Corvettes in FLA. and the white car in a private collection.
The gold car in Ohio does not have any black stripes like the other 2 cars and never did as I have
seen the pictures from late 69 of the car being delivered on a trailer. This car may be the best
documented car there is as the paper work is EXTENSIVE on the car. The Ohio car is also known by
GM and has been known for some years now. This car was built as a favor for Zora as he pulled some
strings to get the car built. I have seen the hand written letter from Zora A BSOLUTLY verifying the
car to have been built. In the letter, Zora rehashed his memory of the car and how fond of it he was.
There is a rumor of a ZL - I in Arizona which is/was blue but I cannot confirm this for sure.
So GM built more then 2 ZL- Is as evident by 4 DOCUMENTED cars that are known to exist
today. We also know that AT LEAST 7 -9 real ZL- I s were built, and at least 20 CORVETTE ZLI motors were built. Most people think the ZL-1 cars and the L-88 cars were the same except for the
motors, again this is not true. Yes you had to order the L-88 option to get the ZL-I, but there are a few
very special things that the ZL-1 and ONLY the ZL- I h a ve. I ho pe t hi s hel ps t o cl ar i f y so me
r u mor s an d unt r ut hs of t he se legendary beasts. Yes they are rare, yes they are powerful, and
yes more then 2 were built. I am considering writing a book about the ZL - I s as their story is truly
unique and quite interesting."
---end. We hope to see that book!
Records from the Tonawanda engine plant revealed 94 ZL-1 engines with Corvette prefixes were built: 80
coded for use with manual transmissions and 14 for use with automatics. It's acknowledged among Corvette
historians that the majority of these engines were sold to racers, but a few went over dealers' parts counters to
private parties. The ZL-1 intake, PN 3959198, is even made new today and sold by Terry Rosebush
Motorsports, owner of Be Cool radiators.
15
Technical Articles
ZORA TAKES THE ENGINE TO EUROPE
Henri Greder was racing his L-88 in
Europe and not winning regularly.
Zora made sure he got a new ZL-1
engine for his car. Note in the
picture you can see home made
flares on the car which are not the
GM ZL-1 flares. They had been
done by his people over there. With
the old L-88 he ran 2.56 gears on
the Mulsanne straight at 190 MPH,
and used up his brakes often. He
competed at Monte Carlo, Tour de
France, Targa Florio, and
Nurburgring.
Greder prepared his big block
Corvette for Le Mans seven times,
finishing second in class once and
breaking often. His peak speed was
213 MPH in 1968. Henri's performance there opened the door for Americans with Corvettes like Greenwood,
Smothers, and Callaway.
John Greenwood was probably
the most successful Corvette
racer to use the ZL-1 engine. He
achieved many victories in
SCCA, IMSA and at the Le
Mans and Daytona. He reworked
and modified nearly all
suspension and aero components
of his Vettes for competition. His
big 01 2800# Vette would streak
past 2000# European cars
accompanied by the bassoprofundo, sound of Big Block
Chevy V-8 torque. (Stock '69s
were 3100#s)
THE ALUMINUM ENGINE WAS NOT JUST AN L-88
"The ZL I engine was as exotic of an engine that could have ever been developed given the parameters
Chevrolet had to work with 30 plus (sic) years ago. The all aluminum 427 ZL I was patterned after the cast
iron 427 L88, but it wasn't merely just a change of the block casting material.
The ZL I had beefier bearing journal web areas, and external web braces at places such as the front of
the block where the intake manifold bolts down. The aluminum block had iron cylinder sleeves,
capability for dry sump oil system and optional gear drive for the camshaft.
16
Technical Articles
The ZL-1 camshaft (#3959180 NEW VERSION) was a higher lift and slightly different duration
than the L-88. (These un-used cams in boxes, are available on E-bay.) The aluminum dual plane
intake was topped by a 850 cfm honey four-barrel carb." --a quote: History of the ZL-1 blog)
GM speed the solid tappet cam at.01 5": 347/359 on a 110 LSA, .600" L. This cam, analyzed with a
"Cam Doctor," showed .050" duration to be 262/273 on a 110 LSA for 135 degrees of overlap. This
equates to a modem Hydraulic Roller at 252/263 degrees. It's stout and quite proper for the 6800
RPMs you'd want to push it to. My design is 244/254 on a 114, .700 L. in a HR. In the '70s GM
came out with replacement heads that had D ports. Today the newest replacement head, which I am
using, ---3408 now has a C port and 315ccs.
It also had four extra head stud hold-down
bosses in the lifter valley and the main oil
galley was moved from the pan rail up to
the camshaft tunnel on Grumpy Jenkin's
recommendation. The crank was improved
to Tufftrided 5140 steel.
The connecting rods were 4130 heat
treated and used 7/16" Boron bolts. The
oil pump was changed from "high pressure"
to "high volume." The heads were the
revised open-chamber jobs but with new
round exhaust ports. D-ports came later.
Pushrods had pressed-in hard ends, and the Holley was a mechanical secondary instead of the vacuum
secondary 850 on all factory L-88s. Even the oil pan was modified to accept a better baffle. The intake, PN
3959198, is made new today and sold by Terry Rosebush Motorsports, owner of Be Cool radiators.
In 1974 a new Greenwood Corvette was first seen in competition at the IMSA Road Atlanta. The Corvette that
was called 'The Batmobile,' was driven by John Greenwood and Mike Brockman. After qualifying second in
its first race, it took the lead in opening laps. At Talladega driver, Milt Mither, was victorious after 50 laps and
200 miles driving this legendary Corvette. December 1974 another victory was claimed in a 66 lap, 250 mile
IMSA Finale Race at Daytona. Hitting an average speed of 115.659 MPH, it embarrassed the competition
winning by a full lap.
17
Technical Articles
JOHN GREENWOOD SPEAKS
"I started street racing around 1960 with a '55 Pontiac. Then I switched to a Chevy Impala and then to
Corvettes, around 1964. I just kept building them and racing them. I would tune my cars up every single
night and go out and race about 150 miles. I started putting bored and stroked 409s and NASCAR big blocks
in my car. I kept building engines and changing them. I would sell the last one to build a new one. I was kind
of driving my parents crazy; I built the engines in the basement or the den and then carried them up through
the house. And there were always tow trucks in the driveway bringing my cars home. You know that if I hurt
them or heard a noise I would shut them down right away and tow it. It was cold in Michigan so when
you had to work on them by lying on the ground, it was better to save on too much damage." --- quote)
John's aerodynamic 'Batmobile' is a 240 MPH car and Hotrod Magazine proclaimed them the fastest
Corvette in the world. Actually Gary Pratt, the guy from current Pratt & Miller fame, was involved in
building the Greenwood-designed Corvettes!
"There are not many vehicles of any stripe today -- let alone from the 1970s -- that could do 236 miles an
hour on the back stretch at Daytona, the new record at the time, and then drift through the high-banked turns
like a World of Outlaws car all fully while under control. The two cars known as the "Spirit of Sebring" built
by John Greenwood in the mid-'70s represented a high water mark in the design and construction of roadracing Corvettes." --Russo & Steele auctioneers)
Of the original 69 Camaros, about 40 survived. Seven of them have been documented as having their
original, factory installed and matching numbers engine. The owner of the last one to sell, was a highly
fastidious collector who wanted the absolute finest restored ZL-1 in existence and spared no expense in
achieving that goal. It was truly incredible in every respect.
That particular "Holy Grail" of the muscle car world SOLD at the Mecum Auction Fall Premier Sale,
October 15th, 2005 in St. Charles, Illinois, for the World Record price of $840,000.00!
Barrett Jackson auctioned a Fathom Green former NHRA racing Camaro, formerly Reggie Jackson's,
and in less pristine condition, for $319,000.00 in 2009 in Scottsdale Az. The 2 known and
documented dealer-sold Corvettes have expected values of over a million dollars.
18
Technical Articles
The First Z06s
In 1963 GM produced 199 Z06s. This was an interesting race-optioned car. They really
prepared it with some Zora Duntov inspiration.
Besides the big 36 gallon tank, this Corvette had other really beneficial features. In its day the Cobras
and other foreign sports cars had knock off wheels. Chevrolet equipped the first 12 units with P-48
Aluminum Knock-Off wheels with 2-wing knock-off nuts. But then they had to discontinue them
because of porosity issues, air leaks, and flat tires!
The brakes were different too. Z06s came with power assisted dual circuit master cylinders. They still
had the jar-type screw lid and one reservoir but 2 brake lines came off the cylinder. An important
feature was enlarged wheel wells for larger 7.65x15 tires. Between these larger wheel wells was the
big 36 gallon fuel tank. That tank was an option all its own. It is called NO3 and only appeared in 63
units of the 199 cars that year. By the way: 1963 was the only year that built those Z06s and they were
evolving as they went.
For example, the later ones had better brake tricks. The drum brakes had vent holes in the drums, cooling
fins on the drums, more surface area, fins on the spindles, and holes in the backing plates as well. This is
where the "elephant ears" originated too. In 1963 they were rubber. This was the first J-56 RPO, called
"Special Sintered Metallic" brakes.
Uzavy Duty suspension engineered for the Z06 became our familial F-41 option later, but was called F-40
then. They began with thicker rear spring leafs so that 7 of them were enough, hence our 7 -leaf
spring. Then of course, the 550# coils were added and heaver Anti-Sway-Bars. The front bar went from
.75" to .93".
Finally, all ZO6s had your L-84 consisting of the high performance 327 with Fuel Injection rated at 360
horsepower. Quite a package, and quite rare today.
19
Technical Articles
Duntov's encouragement of high performance parts production allowed these cars to exist. Orders
for the cars were approved by upper management to make sure only racers got them. In their first
racing in late 1962, Dave McDonald, Jerry Grant, and Bob Bondurant drove 3 Z06s directly from
the factory in St. Louis to Los Angeles. Entered in the L A Times Three Hour Invitational in
Riverside, (pre-race to the L A Times Grand Prix) they raced against the Cobras and broke. But,
however, Mickey Thompson was there too and his #3 Corvette won, driven by Doug Hooper.
Today the #614 car is owned by Ralph Edelbrock Jr. and he races it with his daughters who drive
their 1966 Mustang Shelby GT350s. You can see them down at Laguna Seca each year when the
vintage races are going on.
Don Harr
20
From GM Media:
Technical Articles
New Corvette Racing C6.R and Production Corvette ZR1 Represent the
Culmination of More Than 10 Years of Technology Transfer
Updated C6.R to Race in 2010 Le Mans, 50 Years After Corvette’s First Appearance
in Legendary Endurance Race
2010-03-03
DETROIT - Corvette Racing’s second-generation C6.R will be powered by a new 5.5L production-based V8, to compete in the new unified GT class in the 2010 American Le Mans Series as well as the GT2 class at the
24 Hours of Le Mans. The updated C6.R and the Corvette ZR1 on which it’s based represent the strongest link
yet between a production Corvette and the modern Corvette Racing team. Both cars are well-equipped to
compete on and off the track with showroom competitors including Aston Martins, BMWs, Porsches and
Ferraris.
Corvette has a long history of production-based endurance racing, making its first appearance at the 12 Hours
of Sebring in 1956, and its first appearance at Le Mans in 1960. Then Corvette chief engineer Zora ArkusDuntov leveraged the racing program to improve the production Corvette, as evidenced by the development of
heavy-duty and high-performance components and the introduction of the race-bred Z06 option on the 1963
Corvette Sting Ray.
The transfer of technology between racing and production cars resumed with the start of the modern Corvette
Racing program in 1999. More than a decade later, it’s impossible to imagine one team without the other,
according to Tadge Juechter, Corvette chief engineer:
“Simply put, without Corvette Racing, there would not be a Corvette Z06, much less the ZR1. And, without
the foundation of the Corvette C6, Z06 and ZR1, the Corvette Racing team would not be the dominant
presence in production-based racing.”
1999 – 2004: The C5-R acts as a catalyst for Corvette performance
Corvette Racing campaigned the C5-R from 1999 through the end of the 2004 season. The first-generation car
scored 35 victories in 55 races, won its class at the 12 Hours of Sebring three consecutive years, posted three
1-2 finishes in the GTS class at the 24 Hours of Le Mans, and earned four consecutive ALMS manufacturers
championships for Chevrolet.
It also served as a catalyst for Corvette performance.
In 1999, the fifth-generation Corvette C5 produced 345 horsepower from its 5.7L V-8. Leveraging the
powertrain technologies developed for the C5R, Corvette brought back the hallowed Z06 moniker in 2001,
packing a 385 horsepower 5.7L V-8.
In addition, the C5-R helped shape the sixth-generation Corvette, introduced for the 2005 model year. Corvette
Racing’s influence could be seen in the C6 Corvette design, which featured flush headlights for better
aerodynamics; a single, large grille opening for the engine air intake, radiator, and brake cooling; a lower
coefficient of drag; and low 3,179 pound curb weight. Lessons from racing were also integrated in the 6.0L
LS2 V-8, the most powerful standard Corvette engine to date, with 400 horsepower and 400 lb-ft of torque. As
a result, the C6 Corvette delivered unprecedented performance, including a 186-mph top speed, acceleration
from 0-60 mph in 4.1 seconds, and quarter-mile runs in 12.6 seconds at 114 mph.
21
Technical Articles
2005 – 2009: The co-development of the C6.R and Z06
The C6 Corvette served as a foundation for the joint development of two new, high-performance Corvettes: the
2006 Corvette Z06 and the Corvette Racing C6.R, introduced in 2005.
Both cars were powered by 7.0L small-block V-8 engines, with dry-sump lubrication systems, CNC-ported
aluminum cylinder heads, titanium valves, forged steel crankshafts, and plate-honed cylinder bores.
For the Z06, the collaboration translated into 505hp, 470 lb.-ft. of torque, and searing performance: 198-mph
top speed, acceleration from 0 – 60 mph in 3.7 seconds, and quarter-mile runs in 11.7 seconds at 125 mph.
Racing’s influence was also evident in the Corvette Z06 use of lightweight carbon fiber front fenders and
wheelhouses, and aerodynamics package – including a front splitter, air extractors behind the front wheels,
radiused trailing edges on the wheel openings, brake cooling scoops, widened rear fenders, rear diffuser, and
spoiler.
For the C6.R, homologation on the Z06 translated into 42 wins, four consecutive ALMS drivers and
manufacturers championships, and three victories at the 24 Hours of Le Mans.
2010: Introducing the second-generation C6.R, based on the ZR1
In the 2010 American Le Mans Series, Corvette Racing will compete in the series' production-based GT
category (formerly GT2) and in the GT2 class at the 24 Hours of Le Mans with a second-generation C6.R that
is homologated on the Corvette ZR1.
The GT rules require the use of many production-based components, making the ZR1 and C6.R the closest
street and racing Corvettes since the 1960s.
Introduced for the 2009 model year, the ZR1 is the fastest, most powerful car ever produced by Chevrolet. To
deliver 638 hp, the LS9 V-8 engines are hand-built using many of the processes developed by the race team.
To deliver a 205-mph top speed, the ZR1 aerodynamics package also utilizes race technology – including wide
carbon fiber front fenders with dual vents, a full-width rear spoiler, and a front splitter.
The updated C6.R utilizes the ZR1 body design, aerodynamic package, aluminum frame and chassis structure,
steering system, windshield, and other components.
Aluminum frame: The new Corvette C6.R is built on the same aluminum frame rails that underpin production
Corvette Z06 and ZR1 models. Other production chassis structures in the race car include the windshield
frame, the hoop around the rear of the passenger compartment, the door hinge pillars, the drivetrain tunnel, the
firewall, and the floor pan.
Steering system: The new Corvette C6.R utilizes the production steering column out of the ZR1, with a fully
adjustable steering wheel, and production rack-and-pinion steering rack.
Body profile: The Corvette C6.R race car is now virtually identical to the Corvette ZR1 street car in
appearance, as GT rules require production-type fenders with simple flares to accommodate wider tires.
Aerodynamics: The new C6.R utilizes the full-width, production rear spoiler from the ZR1, and a productionbased ZR1 front splitter that extends 25mm, in contrast to the 80mm splitter allowed under the GT1 rules.
Although the aerodynamics package does not produce the same levels of downforce as the GT1 car, the C6.R
is more predictable over a wide range of speeds.
Where the C6.R and ZR1 differ significantly are in situations where GT rules actually prohibited the use of the
more sophisticated ZR1 components. For example, the ZR1 is equipped with carbon-composite brake rotors,
22
Technical Articles
while GT regulations require ferrous (steel) brake discs. And, where the ZR1 utilizes a 6.2L, supercharged V8, the C6.R will use a naturally aspirated small-block, production-based 5.5L V-8.
The Corvette C6.R race cars' 5.5-liter Chevrolet small-block V8s are developed, built and maintained by GM.
The Corvette C6.Rs' LS5.5R is a naturally aspirated race engine, based on the Corvette Z06's 7.0-liter LS7
engine (which in turn was developed with the 7.0L race engine used in the C6.R GT1 cars), built on production
cast-aluminum cylinder blocks.
Pending GT2 class regulations specify a maximum displacement of 5.5 liters, the reduction in displacement to
meet this requirement was achieved by shortening the crankshaft stroke and reducing the cylinder bore
diameter. In accordance with the regulations, the race engines have two 28.8mm diameter intake air restrictors.
The LS5.5R engines are equipped with dry-sump oiling systems, CNC-ported aluminum cylinder heads with
titanium intake and exhaust valves, and sequential electronic port fuel injection. The race engines use E85R
ethanol racing fuel in the ALMS and E10 fuel in Le Mans.
Race on Sunday, Sell on Monday
Clearly, Corvette Racing’s success in production-based endurance racing has played a significant role in
improving the performance of the production Corvette. In addition, as the racing and production cars have
become more closely linked, Corvette Racing has also shown a positive impact in Corvette sales.
“Corvette sales tracked directly to customer leads at ALMS races have doubled from 2005 to 2009,” says John
Fitzpatrick, Chevrolet Performance Cars marketing manager. “This proves what we have heard anecdotally
from other Corvette owners: Watching production-based Corvettes win against legendary marques like BMW,
Porsche and Ferrari, on legendary tracks like Sebring and Le Mans, makes Corvette all the more desirable.”
###
2010 Corvette ZR-1 and Corvette Racing C6.R Specifications
Displacement (L / ci):
Horsepower:
Torque (lb-ft):
Bore diameter (mm / in):
Crankshaft stroke (mm / in):
"V" angle (deg):
Cylinder bore spacing
(mm / ci):
Valvetrain:
Valves per cylinder:
Camshaft drive:
Cylinder case material:
Cylinder liners:
Cylinder head material:
Lubrication system:
2010 Corvette ZR1
6.2 / 376
638 @ 6500 rpm
604 @ 3800 rpm
103.25 / 4.06
92 / 3.62
90
111.7 / 4.40
2010 GT2 Corvette C6.R
5.5 / 336
485 @5800
na
103.89 / 4.090
80.90 / 3.185
90
111.7 / 4.40
pushrod with overhead
valves, titanium inlet
2
chain
aluminum
dry iron
aluminum
dry sump
pushrod with overhead valves,
titanium inlet and exhaust
2
chain
aluminum
aluminum
aluminum, CNC ported
dry sump
23
Fuel system:
Throttle system:
Fuel:
Body style:
Drivetrain:
Chassis:
Wheelbase (in):
Length (in):
Width (in):
Height (in):
Weight (lb):
Front suspension:
Rear suspension:
Brakes:
Wheels (in):
Tires:
Fuel capacity (gal):
Technical Articles
sequential EFI
sequential EFI
supercharged w/intercooler, individual runner
throttle body
premium unleaded gasoline E85R ethanol (ALMS)
required
E10 (Le Mans)
two-door hatchback coupe two-door hatchback coupe
longitudinal front engine,
longitudinal front engine, rearrear-wheel drive
wheel drive
hydroformed aluminum
hydroformed aluminum chassis,
chassis, composite body
composite body
105.7
105.7
176.2
176.2
75.9
78.6
49
45.9
3324
2745
independent, short/long arm independent, short/long double
double wishbone, cast
wishbone, fabricated steel upper &
aluminum controls,
lower, machined aluminum
transverse-mounted
knuckle, coil-over multicomposite leaf spring,
adjustable shock absorbers, antimonotube shock absorbers, roll bar
anti-roll bar
independent, short/long arm independent, short/long arm
double wishbone, cast
double wishbone, steel fabricated
aluminum control arms,
upper & lower control arms,
transverse-mounted
machined aluminum knuckle, coilcomposite leaf spring,
over multi-adjustable shock
monotube shock absorbers; absorbers, anti-roll bar
anti-roll bar
front and rear power-assisted 4-wheel disc with monoblock
carbon-ceramic disc with 6- calipers, steel rotors and ceramic
piston front and 4-piston rear composite pads
calipers, cross-drilled rotors,
ABS
19 x 10 (front); 20 x 12
18 x 12.5 (front); 18 x 13 (rear)
(rear)
Michelin Pilot Sport 2
Michelin racing tires,
P285/30ZR19 (front),
300/32-18 (front),
P335/25ZR20 (rear)
310/41-18 (rear)
18
26.4
(29 @ ALMS E85R spec)
24
Technical Articles
2011 Corvette Z06 Carbon Limited Edition
Taking track-to-street technology to a new level
25
Technical Articles
26
Technical Articles
World Records = World Class
The 1990 ZR-1 went 24-hours at 175 mph.
by Hib Halverson
Last Update: 3/28/2010
Image: Morrison Development.
Today, amongst the world's sports cars, Corvette talks the talk and walks the walk. And that was
before the 638-hp third-gen ZR1. Before the last ZR-1 debuted twenty years ago, opinions differed. In the late
1980's, the Vette didn't stack-up well against competitors. Plus, the brand remained tarnished by its late70s/early-'80s poor performance and quality.
A new platform in 1984, port injection and more power in 1985 and ABS in 1986 helped, but Corvette
still lacked a world-class reputation. Chief Engineer, David McLellan, and his development team knew they'd
need that if Corvette was to play king of the hill in the high-sports market segment.
March 1989: the 1990 ZR-1 makes a spectacular public debut at the Geneva Auto Show. The
combination of C4's already good suspension along with ride-adaptive shocks, a six-speed and the stunning
375-hp, four-cam, 32-valve, LT5 V8, produced world-class ride-and-handing, acceleration and 180-mph top
speed. Add Chevrolet's masterful PR/marketing and the ZR-1's impact on Corvette's reputation in the first half
of the '90s was huge.
27
Technical Articles
Part of the promotion was the March 1990 "World Record Run" of when a ZR-1 broke three World
Land Speed Records, including the 24-hour mark which stood at 160.180 mph for nearly 50 years.
Plans Take Shape
Summer, 1989: one afternoon out in California, PR consultant, Peter Mills, intrigued with the 24-hour
record set in July 1940 at Bonneville Salt Flats by Ab Jenkins, was telling professional road racer, Stuart
Hayner, about the "24". Mills said that an IMSA GTP team which raced Porsches told him that, amazingly, a
962 (two LeMans wins, '85-'86 World Sports Car and '85-'88 IMSA GTP Championships) lacked the durability
to beat Jenkins' 50-year-old mark, the only significant pre-WW2 speed record still standing. Others tried–Ford
(1969), Mercedes (1976) and Audi (1988). All failed.
Hayner had recently driven a pre-production ZR-1 in a top speed test for Road&Track: Corvette, an
annual R&T published back then, and knew the car's potential, so he suggested the ZR-1. Mills was skeptical
until Stu detailed how a bone-stock car went 183 mph on a four-mile course near the California desert town of
Yermo.
Stu Hayner and John Heinricy raced Corvettes and Camaros for Tommy Morrison and a few weeks
later, in a conversation the two had going to a race at Mosport, Canada, they hatched a plan to break the
record. Heinricy, at the time Chevrolet's Corvette/Camaro Product Engineering Manager, was enthusiastic.
“Probably the main reason people buy the car is its image, particularly its racing heritage," he said. "I liked to
do things to promote its image–the Corvette mystique. World Records are just another reason to want a
Corvette."
John Heinricy sold the idea to Dave
Mclellan who, as John told us, "...was
real interested. I don't remember it going
higher than McLellan. I think we just
decided to do it. It's was the kinda thing
that, if you take it higher, somebody's
just going to say, 'No.' Then, I talked to
Doug Robinson (Development Manager)
about a couple of test cars and Jim
Minneker (Powertrain Manager) about
what powertrain might work."
A few days before the Run, Stu Hayner (left) and John Heinricy
discuss the car's handing in the garage at Ft. Stockton.
Image: Author.
and Kim Baker; along with Morrison, himself, making a team of eight.
Tommy
Morrison
supplied
the
considerable resources of Morrison
Engineering and Development and
convinced his racing sponsor, Mobil Oil,
to sign on. Hayner's backers, GM‟s EDS
Division and the Southern California
Chevrolet Dealers Association, along
with Goodyear, also, joined as major
sponsors. For drivers, besides Hayner,
Heinricy and Minneker there were:
another Morrison regular, Don Knowles;
Corvette
Engineer
Scott
Allman;
Showroom Stock racers Scott Lagasse
Few motorsports facilities in North America are suitable for the 24. After considering Daytona and
Talladega (too expensive and their high banks loaded the car excessively), a Nissan track in Arizona (Nissan
was unwilling) and the five-mile circle at GM's Desert Proving Ground (management had safety concerns),
Tommy Morrison selected the Bridgestone Tire Proving Ground at Fort Stockton, Texas, which had a 7.71-mile
oval with low-banked, 180° turns and had been the site of Audi's 1988 record attempt. While it could
accommodate the speed, 7° banking, no guardrails or lights and an abundance of wildlife (cattle, deer,
antelope, javelina and coyotes) in the area made the track dangerous at the 190 mph– a football field every
second–they would run.
28
Technical Articles
The Car
Two cars, the ZR-1 and an L98 Coupe used by GM-Europe to set other records, were built and tested
during late-'89/early-'90. This included a test at Ft. Stockton in November, 1989.
The Mobil/EDS/SoCal Chevy Dealers/Goodyear ZR-1 had a few performance modifications but many
changes to insure reliability/durability and safety. A roll cage and other safety equipment was already in the car
from its earlier use as a high-speed development vehicle. A telemetry system replaced the passenger seat so
the crew could monitor vehicle parameters in real time. Additional instrumentation and switches for electrical
accessories and a 48-gallon fuel cell were installed. FIA rules require “non-consumable” spare parts (brake
rotor, radiator hoses, alternator, etc.) be carried in the car, so spares and tools were in a suitcase lashed to the
cage‟s rear tubes. All this made the car heavy and moved its center of gravity rearward.
The production suspension had only
two major upgrades: 1) unique
Goodyear Racing Eagle tires. Goodyear
spent $250,000, a incredible sum of
money back then, to develop a 17-inch,
radial race tire just for the Record Run
and 2) removal of the rear antiroll bar to
make room for the fuel cell and to
optimize the car's handing with altered
weight distribution, race tires, 190-mph
corner entry speeds and 0.5-g cornering
loads.
If a failure kept the car from returning to the pits, the driver,
working alone, had to fix it using the suitcase's onboard resources.
Image: Author.
The exterior was stock except for: no
side mirrors, lowered front end and an
enlarged, reinforced front air dam fitted
with ultrasonic “anti-animal” whistles.
Racing lights were installed in fog light
and turn signal mounts and two aircraft
landing lights went where the front plate
normally goes.
"We did everything we could to mitigate risk, "John Heinricy told us. "We calculated the g levels we'd
be running. Calculated the tire loads, then gave that to Goodyear and made sure they were comfortable with
those loads. They ran tests on the tires. They X-rayed every tire. We had lots of time on that particular car.
There was really nothing to break as the car wasn't that stressed. The engine was run hard, but not as hard as
we ran them on the dynamometer."
The LT5 was straight from Mercruiser's Stillwater, Oklahoma assembly line. Greg Van Deventer,
former member of Stillwater's "LT5 Gang" and who still works there, told us, "That engine was stock. It wasn't
shipped because it had a minor balance problem. When the Record Run came up and they were looking for a
motor, we gave it to Morrison."
With headers, open exhaust and engine controls calibration revised for racing gasoline, horsepower
was 400-410. Tests showed the 190 mph necessary to reset the "24" came at 5500 rpm in fifth, so the gas
pedal had a stop at 70% throttle. The car had transmission and rear axle coolers and 3.07 gears replaced the
stock 3.54s.
The Run Begins
The group returned to Ft. Stockton in late February. Present were: the drivers; Crew Chief, Tommy
Roe and the Morrison Development team; GM engineers and technicians; a Goodyear contingent; sponsor
and PR reps and, most importantly; officials of the United States Auto Club which sanctions FIA record
attempts in the United States. After a week or so of preparation and a two-day delay for a winter storm, they
29
were ready.
Technical Articles
On 1 March, 1990, it was 35°,
windy and overcast as John Heinricy
rolled onto the TPG oval for a warm-up
lap and, the next time by start/finish, at
9:55:12 AM Central Standard Time,
USAC's clocks started on Corvette's
attempt to reset the 24 Hour World Land
Speed Record.
"Depending on wind," Heinricy told us,
"speed was in the low 190s. We didn't lift
in the turns. We entered them foot on the
floor and by the time we came out of it,
we'd be in the high-170s. It didn't slow
down much in the turns.
A bit before 10 AM on 1 March, John Heinricy is ready to begin the
Record Run. Image: Author.
car left after my stint.”
"Getting through the first pit stop
was important. I felt a lot better when that
The Run continued smoothly. About every 80 minutes, the car came in. It took about 45-seconds to a
minute to fill the 48-gal. tank, switch drivers, put on new Goodyears and clean the windshield.
By late afternoon, after
eight hours, there was less worry
about the car's reliability. The
powertrain was running well. The
chassis and tires weren't taxed
that much by the low cornering
loads.
The working pit set-up by Morrison Development for the WRR cars. The
ZR-1 could run about 80-min, before needing fuel. Image: Author.
There
were
weather
concerns. Don Knowles, in his
afternoon stint, not only had 25mph wind gusts but ran through
intermittent drizzle and snow
flurries. Think about that: driving
190-mph in light rain or snow–on
race tires...with occasional cross
winds.
Other of the Team's
fears were things biological rather than mechanical. Hit a cow or a deer at near 200, the result would be instant
death. Seven pairs of men, in trucks spaced about a mile apart on the outside of the track, scared off animals
with shotgun blasts in the air. The Team never saw a bovine or Bambi, but coyotes were small enough to slip
by unseen. While they weigh only 35-40-lbs, hitting one could be catastrophic and it almost happened around
sundown.
Hayner was running 180-plus through Turn Four (last half of the north turn) when he saw a chilling
sight. "A little speck on the outside edge of the track," Stu recalls. "It was a coyote and I had no chance
whatsoever to brake. I decided to hit it and suffer the consequences rather than run off the track at near 200
trying to avoid it. I didn't lift–figuring it wouldn't make any difference. He came 10 or 15 feet down the banking.
When I got 100 yards away, he heard the car. He stopped. I missed him by a few inches. This all happened in,
30
like, two seconds."
Technical Articles
Birds were a danger, too. An encounter
with a Corvette at 190 was over quick as you
can say "splat." Stu Hayner told us, "I was out
of the car and watching. I heard the radio,
'There's a great big bird on the track.' The car
was coming and this bird, just–poof! At 200
miles an hour, they vaporize. We went out on
the track and couldn't find anything but a few
feathers."
The real fear was a bird coming through
the windshield. Fortunately, the ZR-1's glass
was tough. "Usually, you didn't even see the
birds, "John Heinricy added. "They'd just go
'Bang!' on the windshield. I hit two or three.
Other guys hit them, too. Occasionally, we
came in with one stuck in the front end."
Fright Night
There was no moon on March 1st. One
evening before the run, Hayner was leaving the
track and stopped outside the gate. "That night
was as black as if I was in a closet with blankets over my head," he recalls. "If there'd been an animal 30 feet
away, you couldn't have seen it."
"I missed that coyote by maybe this much, at best," Hayner
told us. Image: Author.
"The late night stuff was scary." Scott Allman added, "It was so dark, you couldn't see past the edge of
the track. We had lights at the entrance and exits of both turns, so when you exited one turn, you could identify
the next turn, but, except for the lights on the car, the straights were completely invisible. If some critter ran in
front of you, you'd have no warning. We lapped at 190-mph–280 feet-per-second. The field of vision at night
allowed less than a tenth of a second visibility before you'd hit an object in your path. I calculated that based
on a coyote entering the track perpendicular to the path of the vehicle. Not a comforting thought, since it takes
half-a-second just to recognize an
event that requires a motor
response."
Before the Run, there was
a meeting with the fire/rescue
squad. "I remember that like it was
yesterday," Stu Hayner recalled,
"We were thinking it was just
another track–another race. Any
time I'd been racing, if anything
happened, by the time I came to a
stop, safety crews were on the way.
Somehow, we lost the idea that
wasn't possible at Ft. Stockton.
"Heinricy had calculations,"
Stu continued, "which said, if we
went off the outside of a turn, we'd
fly such and such a distance (ed: it
John Heinricy presides over the infamous Team Meeting when the was 375-ft) before hitting the
nighttime response time of the fire/rescue crew was the topic. Image: ground. That was a reality check,
too. Then, they talked about big
Author.
boulders out there along with all the
31
Technical Articles
animals. No guardrails? I figured there was less to hit. I was still pretty young, then. I think some of us were
thinking: it won't happen to us. That's the mentality of most race drivers."
The Fire Chief was asked how long it would take to get to the car if there was an incident. He replied,
"It depends if you're on fire or not." According to Hayner, the Chief's wry humor drove home the idea, "If you
weren't on fire, he might not find you until morning–it was that dark–and if you were on fire, it still would be,
maybe, 20-minutes because the facility was so big and you'd be on rough ground far from the track."
Thankfully, no one went off the track, but besides the dread of that, there were other nighttime
"experiences" which creeped-out drivers. "One thing that sticks in my mind is fog," John Heinricy told us.
"Several times that night, I hit fog. It was really scary because the fog was in patches. I'd suddenly see it in the
lights and then it would break over the windshield almost instantly. Luckily, it wouldn't last for any length of
time. If it had been a big patch of fog, I'd have been in serious trouble."
Through the long night, the LT5 never missed a beat and the rest of the car's systems generally
performed well. Lap after lap, lights boring a hole in the dark, the ZR-1 ran 190 down the straights and into the
corners and 175-180 exiting turns. The Team's calculations had them comfortably over the 166-mph average
required to break the record. Like clockwork, about every hour-and-a-half, the car pitted for fuel, tires and a
driver change. If the run continued this way, the 5000 kilometer, the 24 and the 5000 mile would all fall by early
the next afternoon.
One of the car's two mechanical problems happened at night. "One night stint," Jim Minneker
explained, "I got in and had a vibration right away. We were using the stock, low tire pressure warning system
which had a five ounce sensor and a counterweight held on each wheel with a strap which broke, so I had ten
ounces of imbalance bouncing around in the left front tire. I got to 120-125, it started really shaking–so bad, it
broke my radio's microphone wire. I couldn't accelerate past that because the vibration got worse.
"The guys could tell by looking at vehicle speed in the telemetry. I could hear, but couldn't talk, so they
told me to blip the gas once for 'Yes' and twice for 'No.' They asked if something was wrong. I gave them one
blip. 'Do you know what it is?' One blip. We played 20 questions until they asked, 'Tire going down?' One blip. I
made it around and came back in. They had front tires ready to go and I went back out."
Three Records Set
At 3:36:06 AM Friday morning, 2 March 1990, in-spite of drizzle, snow, wind, coyotes, bird strikes, fog
and vibration, the 5000 kilometer record, went down.
Dawn brought less stress and clear weather. The car was still running well. At 9:55:12 AM, the 24hour World Land Speed Record, which withstood a half-century of assaults by other manufacturers, fell to a
near-stock, overweight, Corvette ZR-1. Fittingly, Team Leader, Tommy Morrison was in the car at the time.
Everyone was ecstatic when USAC said they'd beat the old mark by 14.7 mph, way more than the required
3%.
32
Technical Articles
Early on the Morning of the 2nd, the ZR-1 exits Turn Mid-morning on 2 March. Tommy Morrison roars past
4 at Ft.
his jubilant Team members after breaking the 24-Hour
Stockton. Image: Morrison Development.
World Land Speed Record: Image: Stuart Hayner.
“To me," Morrison said after getting out of the car, "this was a very sacred thing we set out to do–break
a record that„s 50 years old. It was very difficult to achieve, but I‟ve owned Corvettes since 1962 and there‟s
nothing I wanted to do more than break this record.”
The ZR-1 continued with the 5000-mile in reach but, incredibly, with eight laps to go, there was a
problem–a coolant leak from a hose chaffed by the fan shroud. The car came in with the water temperature
pegged. The crew replaced the hose and added coolant. Stu Hayner, the final driver, was told to run the last
laps at 140 mph. The ZR-1 passed 5000 miles at 28-hours, 46-minutes and 12.426 seconds after the start.
The score? Three outright World Records: 5000-kilometers at 175.710 mph, 24-hours at 175.885 and
5000-miles at 173.791, plus four other FIA International marks in class A-G2-C10. Immediately after the event,
the drivers and crew signed the underside of the hood. The WRR ZR-1 went on a promotional tour and then
was donated to the National Corvette Museum where it remains, today.
The WRR ZR-1 is one of
the displays which has been
unchanged since the Museum
opened in 1994. Two of the
mannequins are: Tommy Morrison,
at left behind the car, and John
Heinricy, ready to do a driver
change. Image: Author.
33
Technical Articles
"It didn't seem much of a deal until after I did it," Heinricy reflected. "I thought: 'Wow. This is a World's
speed record–three speed records! And two of them stood for 50 years. Pretty incredible. What made me feel
even better was that the car was so stock.
A Future WRR?
"Doing another Record Run comes up every now and then," John continued. "People say about the
new ZR1, 'You ought reset that record' and I think, 'Do you have any idea what you're talkin' about? (laughs).
Wow, here's another person without the foggiest idea what it's takes to do that.
"Boy, you'd have to go pretty damn fast. The record is now 200 (ed: set in 2002 by a carbon-fiberbodied, V12-powered, Volkswagen prototype) so you'd have to average near 210. Not that the car couldn't do
it, but it'd be a very tough engine test (ed: maybe an even tougher logistics and cost challenge.) And not at
Fort Stockton. I'd consider some place safer, like Nardo (Italy) or something like that."
"I would do it again," Scott Allman agreed. "I would be smarter though. We managed the risk at Ft.
Stockton and we could manage the risk, again, but I am sure we would do it differently. Would some place else
be safer? Possibly. There is a good chance, however, the risk would similar–but the issues might be different. I
would be willing to tackle it."
"Twenty years next March–isn't
that amazing?" Stu Hayner reflected.
"After we set the Records, I remember
how quiet it was. It wasn't just being
tired. I was really glad it was over and
nobody got hurt. The stress level was
huge. Every lap I said a prayer because
it was so dangerous. I remember looking
at Tommy Roe–the look on his face–he
was so glad the car made it, nobody got
hurt and we set the Records. Doing it
again? I don't know how they could beat
that record and be safe. I'm not saying it
couldn't be done, but there would be a lot
of things you'd have to do to make it
safer."
"For a long time, I said 'That's
one
of
the
craziest things I've ever done
Stu Hayner, in late October, 2009 at his home in Yorba Linda,
and
somebody
else could do it again,'"
California with his signed copy of the Record Run Publicity Photo.
Jim
Minneker
told us. "Lately, I've
Image: Author.
changed my mind, given a safer facility
with barriers such as what (NASCAR) Sprint Cup tracks have. If we had that, I'd feel pretty good about doing it,
so if the phone rang; I'd pick it up."
Hib Halverson is a long-time member of the ZR-1 Net Registry, owns '95 #140 and was the only
media member present at the World Record Run in 1990. He has written about the WRR for Road&Track,
Vette Magazine and Corvette Enthusaist magazine.
This article was previously published in the April 2010 issue of Corvette Enthusiast. The ZR-1 Net
Registry web site appreciates CE's Editor, Andy Bolig, giving us permission to reprint the story.
34
35
Autocross Info
WSCC Events Director Mike Walter outlines autocross basics to the group
The 2010 WSCC Autocross Competitive Series got underway on March 20 at the Solano College parking lot. In an effort to
encourage new people to try autocross, Vaca Valley and North Bay co-hosted a Type V beginner’s autocross. The result was a
highly successful and fun day. The weather cooperated with hardly any wind and just a bit of overcast in the afternoon.
The course layout provided a bit of everything that one might see at an autocross, but was straightforward enough that people new
to autocross didn’t feel lost on the course. Relatively few cones were knocked down, with most of those being knocked over by
more experienced drivers who got a little carried away.
Everyone seemed to have fun, so I think that we will see some new faces on the circuit this season.
The first Type I autocross for 2010 was held the next day on a slightly modified course layout. David Ireland had the best time
among the men, and Carrie Willhoff bested the women.
Small groups were led around the course by experienced drivers
36
Autocross Info
A few people took a while to catch on to the concept that you lose points for hitting cones
37
Autocross Info
38
Autocross Info
Santa Clara’s first 2010 Marina event
Skydivers at Marina are a common sight, but the blimp was a first.
The blimp ended with a DNF as it just didn’t have the maneuverability.
39
Autocross Info
Santa Clara Corvettes opened up their 2010
Autocross season on Apr. 17 with an event at Marina
Airport. The Weather Gods were very kind, at least up
until late afternoon, when jackets and sweatshirts
began appearing, due to a brisk breeze that came up.
Otherwise it was a glorious day.
It was a very fun course, including a set of pylons in the
middle of a wide open area, long stretches where you
could really get the speed up – and several drivers hit
their rev limiters, but then closed with a very tight finish.
There was quite a battle for top time of day, changing
hands several times and with several drivers within
tenths, if not hundredths of a second of each other. At
the end of the day, it was Randy and Karen
Wonnenberg who held the honors.
Profile shot of Andy Hoepfner
40
Autocross Info
Things were going well until….
41
Autocross Info
Not exactly what is meant by a pointer cone. Course workers watch in anticipation of how
long it will stay in place.
At one time, these cars were considered low slung
42
43
Western States Corvette Council
Calendar of Events – 2010
DATE
May
5/2
5/5-9
5/10
5/21
5/21/22
5/22
5/29
5/30
EVENT NAME
CLUB SPONSOR
CONTACT
PHONE
Legends on Display 30 CS
I S
WSCC Convention – Las Vegas V S
Spring Mountain Track Day
VS
Corvette Racing Safari Banquet V S
Corv. Corral Laguna Seca ALMS V S
Summerfest 2010
IS/P&S
4th Annual Run to the Lake
VS
4th Annual Run to the Lake CS I S/P&S
NCCA
WSCC
WSCC
WSCC
WSCC
DBC
COLC
COLC
Stephen Logan
Pam Walter
Don Herzer
Buzz Marston
Buzz Marston
Gary Moreland
Steve Cleveland
Steve Cleveland
415-425-3105
707-449-4702
209-586-3078
408-353-3500
408-353-3500
707-374-6880
707-263-0823
707-263-0823
June
6/5
6/6
6/13
6/19
6/26
Vette Magic 35 Car Show
Vette Magic 35 Drags
SCC Autocross
Vette-O-Rama 40 Car Show
High Sierra Corvettes CS
I S
VS
I S
I S/P&S
V S
NCCA
NCCA
SCC
DVC
HSC
Stephen Logan
Chuck Gerughty
Mim Petersen
Mike Brown
Gary Hill
415-425-3105
650-799-1975
408-371-7689
925-308-7544
July
7/10
7/11
7/17
7/18
7/24
7/28-30
SCC Autocross
SCC Autocross
Onion Peel Autocross
Nord Fjord Autocross
Glass Packs CS
Thunderhill NCM
IS
IS
IS
IS
VS
VS
SCC & NCCA
SCC
VVV & NB
VVV & NB
Glass
WSCC
Mim Petersen
Mim Petersen
Mike Walter
Mike Walter
Jim Neylan
Buzz Marston
408-313-8990
408-313-8990
707-449-4702
707-449-4702
925-676-1422
408-353-5300
August
8/7
8/14
8/15
8/21
8/28
Marina Autocross
Nord Fjord Autocross
Glass Pack Picnic
CCCC Corvette Show
I S
I S
I S
VS
I S/P&S
SCC
VVV & NB
VVV & NB
Glass
CCCC
Mim Petersen
Mike Walter
Mike Walter
Jim Neylan
Dale Mowery
408-313-8990
707-449-4702
707-449-4702
925-676-1422
209-402-7268
September
9/9-12 Tahoe 42
9/12
Cal Corvette Cruisers CS
9/19
Corvette Spectacular
9/25
SCC Autocross
9/26
Vettes & Jets IV
VS
I S/P&S
I S/P&S
I S
VS
Fresno
CCC
SCC
SCC
Rio Vista
Roger Merritt
Kim Hills
Danny Smith
Mim Petersen
Rolf Sabye
559-294-1762
707-469-7387
317-376-5418
408-313-8990
707-374-6235
October
10/9
10/10 Nord Fjord Autocross
IS
IS
VVV & NB
VVV & NB
Mike Walter
Mike Walter
707-449-4702
707-449-4702
TYPE/SANCTIONED
44
45
46
47
Founded - July 1, 1965 - WESTERN STATES
Thursday
Colorado Springs, Colorado
------------------------------------------
CORVETTE COUNCIL Incorporated-May 10, 1968-
Friday
Sacramento, California
W.S.C.C. Voting Clubs (Representatives) -----------------------------------------------
California Corvette Club
P.O. Box 3189
Carmichael, CA 95609
Don and Penny Rose
(916) 961-6337
(916) 217-1859 (cell)
[email protected]
California Corvette Cruisers
PO Box 1091
Vacaville, CA 95696
Jeff Hills (707) 280-1401
[email protected]
Discovery Bay Corvettes
(DBCC)
614 Deerfield Way
Rio Vista, CA 94571
Gary Moreland
(707) 374-6880
Midyear Sting Rays
8413 Hidden Valley Circle
Fair Oaks, CA 95628
Steve MacFarland
(916) 966-0513
[email protected]
Team ZR-1 Motorsports Alaska
PO Box 220402
Anchorage, Alaska 99522
Ron Ashcraft
Glass Pack Corvettes
4004 Santa Fe Ct.
Concord, CA 94521
Jim Neylan (925) 676-1422
[email protected]
North Bay Corvettes (NBCA)
P.O. Box 2012
San Rafael, CA 94903
Mike Walter (707) 449-4702
[email protected]
Central CA Corvette Club
1641 Robbie Ave.
Modesto, CA 95350
Bill Kaska 209-836-4491
Cell: 510- 773-7066
[email protected]
Golden State Corvettes
(GSC)
P.O. Box 729
Byron, CA 94514
Joe Orozco
[email protected]
Northern CA Corvette Assoc.
(NCCA)
2633 Regent Road
Livermore, CA 94550
Steve Bisset (925) 455-6431
[email protected]
Team ZR-1 Motorsports –
California
15885 Descansa Ct.
Morgan Hill, CA 95037
Rob Weaver (408) 778-5164
[email protected]
Utah Corvette Association
1926 Shadow Oak Ln.
Sandy, Utah
Ken Bauman
801-580-4843
[email protected]
Corvette Leisure & Social
Society (CLASS)
410 Fontanelle Dr.
San Jose, CA 95111
Van Adams
[email protected]
Corvettes of Fresno
P. O. Box 26223
Fresno, CA 93729
Roger Merritt
(559) 294-1762
High Sierra Corvettes
111 Bank Street
Grass Valley, CA 95945
Anthony Halby
[email protected]
Rio Vista Corvettes
P.O. Box 532
Rio Vista, CA 94571
Rolf Saybe
[email protected]
Vaca Valley Vettes
P.O. Box 145
Vacaville, CA 95696
Ken Albers (707) 448-4499
[email protected]
Hot Nevada Vettes
2245 N. Green Valley
Pkwy. Suite 307
Henderson, Nevada 89014
Paul Bloch
[email protected]
Just for Corvettes
P.O. Box 254612
Sacramento, CA
95865
Melvin Clouser
[email protected]
Mid-Peninsula Corvettes
P.O. Box 984
San Carlos, CA 94070
Wayne Johnson
(650) 697-9211
[email protected]
Santa Clara Corvettes (SCC)
P.O. Box 2634
Santa Clara, CA 95055
Sandy Mendia
(408) 997-6382
Valley Vettes of Turlock
613 Topaz Lane
Ripon, CA 95366
Jim Rowe
(209) 599-5444
Corvettes of Lake County
148 Lupoyoma Heights
Lakeport, CA 95453
Steve Cleveland
(707) 263-0823
[email protected]
Corvettes of Lodi
2232 Meadowbrook Dr.
Lodi, CA 95242
Dave Nietschke
(209) 810-2698
[email protected]
Diablo Valley Corvettes (DVC)
P.O. Box 5824
Concord, CA 94524
Mike Brown
925-371-1425
[email protected]
Sierra Corvettes
PO Box 7926
Visalia, CA 93290
Steve Stewart
(559) 625-2335
[email protected]
Sonora Corvettes
P.O. Box 243
Long Barn, CA 95335
Don Westbie (209) 532-3470
[email protected]
South Valley Corvettes
P.O Box 43
San Martin, CA 95046
Larry Pierotti
(408) 848-2086
[email protected]
48
W.S.C.C. Non-Voting Clubs ----------------------------------------------(At least one member of these clubs is a WSCC member)
------------------------------------------
Americana Corvette Club
P.O. Box 5425
Chico, CA 95927
Corvette Marque Club
P.O. Box 1451
Everett, WA 98206
http://www.corvettemarqueclub
.com/
Cameron Park Corvettes
http://www.cameronparkcorvettes.
org
Corvette Owners Club of
Sacramento
P.O. Box 601862
Sacramento, CA 95860
Columbia River Corvettes
PO BOX 357
Kelso, WA 98626
http://www.columbiarivercorvettes.
com
Corvettes Limited
12585 Begonia Court
Etiwanda, CA 91739
Corvettes of Bakersfield
Italian Racing Team - NorCal
5139 Quinn Rd. Unit G
Vacaville, CA 95688
[email protected]
http://www.corvetteslimited.org
Corvettes of Sonoma County
P.O. Box 1318
Rohnert Park, CA 94928
Corvettes Unlimited
P.O. Box 614
La Canada, CA 91012
Desert Corvette Association
2918 E. Leland St., Mesa, AZ
85213
http://www.vette.org
Italian Racing Team – Utah
370 South 370 West
Tooele, Utah 84074
[email protected]
Los Altos Corvettes
512 Palm Ave.
Los Altos, CA 94022
Mid-Peninsula Corvettes
P.O. Box 984
San Carlos, CA 94070
------------------------------------------
Corvette Club of Utah
2336 West 5650
South Roy, UT 84067
http://www.corvetteclubofutah.org
Valley Corvettes, Inc.
P.O. Box 9244
Boise, ID 83707
http://www.valleycorvettes.org
W.S.C.C. Non-Associated Members -----------------------------------------------
WSCC currently has 30 members who are not members of a club. Any Corvette owner is welcome to join WSCC
independent of belonging to a club. Club membership is not required to be eligible for WSCC Year End Awards.
------------------------------------------
W.S.C.C. Honorary Members -----------------------------------------------
The following people have been awarded honorary membership in WSCC:



NOLAN & MARY ADAMS
DICK GULDSTRAND
LARRY & BRENDA HAYES
DOUG ROBINSON
WENDELL & JAN STRODE
- Corvette enthusiast and historian
- Corvette enthusiast and race driver
- Former IMSA official
- Former IMSA official
- NCM Director


##################################################################################
49
INVALID EMAILS – HELP US CORRECT THEM
As I said in my column, the following members have indicated that they want to be on the WSCC list server to
receive WSCC updates/notices. However, the emails that they provided, as best as we could interpret them,
have been rejected. Please let me or Buzz know the correct/current emails. I have not listed the emails out of
regard for privacy concerns. Thanks for any help.
GUTHRIE
LA MANNA
FINLEY
ELAM
PATTESON
PATTESON
PETERS
RABARA
ROGERS
BJORNSTAD
HOWELL
OLSEN
BRATTON
JOLLY
FRANUSICH
HOWARD
WINSLOW
BERARDY
JAYNES
STARK
GARVEY
GINGER
ELWART
ABBEY
CHILDERS
DOWDEY
HOWELL
WEEKS
OLIVAREZ
CARPENTER
CAMP
PRESZLER
DAGGETT
MICHAEL
EDWARD
JACK
MICHAEL
EARL
ED
DWIGHT
DAVE
KEN
ROGER
JAMES
HAROLD
JOSEPH
HELEN
PATRICK
PATTY
DR. JOHN
TERRY
DALE
TED
CHARLES
TERRY
DENNY
BELL
ALEX
WAYNE
MICHAEL
JAMES
RON
RALPH
TOMMY
RICHARD
KEN
CA CORVETTE CLUB
CA CORVETTE CLUB
CA CORVETTE CRUISERS
CCCC
CCCC
CCCC
CCCC
CCCC
CCCC
CLASS
CLASS
COCS
COR OF FRESNO
COR OF FRESNO
COR OF LAKE COUNTY
COR OF LAKE COUNTY
COR OF LAKE COUNTY
DBCC
DBCC
DBCC
DESERT CORV ASSOC
DVC
GLASS PACK
HIGH SIERRA
HOT NEVADA VETTES
HOT NEVADA VETTES
HOT NEVADA VETTES
HOT NEVADA VETTES
IRT
JUST FOR CORVETTES
LODI
LODI
MID-PENINSULA
MC
FARLAND
SICA
DONNELLY
IACOVIELLO
JOSEPH
SMITH
BRAZIL
CHERVATIN
FARIS
HALL
MECCARIEL
LO
RABELLO
ORLAHOI
TURNER
WALDEN
JOHNSON
ROSE
TABER
AUGUSTINE
RABARA
SMITH
CROCKER
HESS
APPLEBEE
BARRIOS
HAMBRIGHT
WILLHOFF
HOLMBOE
50
STEVE
ANTHONY
WILLIAM
JOHN
LARRY
GEOFFREY
JOE
PAUL
MATT
MOLLIE
MIDYEAR STING RAYS
MIDYEAR STING RAYS
NBCA
NBCA
NBCA
NBCA
NCCA
NCCA
NCCA
NCCA
DAVE
KEN
REGINE
RANDALL
STEVE
CINDY
DAVID
AARON
NCCA
NCCA
NONE
NONE
RIO VISTA
SOUTH VALLEY
SOUTH VALLEY
SOUTH VALLEY
TEAM ZR-1 MOTORSPORT
ALASKA
TURLOCK
TURLOCK
UTAH CORVETTES ASSOC.
UTAH CORVETTES ASSOC.
VACA VALLEY
VACA VALLEY
VACA VALLEY
VACA VALLEY
VACA VALLEY
GENE
DAVE
HERBERT
KURT
DAVID
KAREN
JOEL
ALEX
RICH
LARRY
MEMBERSHIP APPLICATION
WESTERN STATES CORVETTE COUNCIL
_____________________________ ________________________________ ____
_________________________________
Last
First
Init.
Spouse
_____________________________________________________ _____________________ ____
____________________
Home Phone: (____) __________
Work Phone: (____) ___________
Cell: (____) ______________
*E-mail Address: _______________________________________________________________________
Club Affiliation: ________________________________
Drivers License No.: _____________________
______________________________________________
Car: Color/Type (Coupe/Convertible/T-top)
________
Year
___________________
Auto License No.
Application is hereby submitted with a check or money order (no cash, please) in the
NEW MEMBERS
amount of dues, and initiation fee (if applicable) and late fee (if applicable) per applicant
$41 1 November - 31 January
to the Treasurer for membership in the WESTERN STATES CORVETTE COUNCIL, INC.
$36 1 February - 30 April
by the undersigned. It is understood that all membership requirements shall be met and
$31 1 May - 31 July
adhered to under the current W.S.C.C. Constitution and By-Laws.
$26 1 August - 31 October
ADDRESS CHANGE
RENEWAL MEMBER - $35.00 IF PAID BY DEC. 31
- $41.00 THEREAFTER
I will download my copies of the Redline from the website
I have read the WSCC PRIVACY POLICY STATEMENT and
I DO
DO NOT want the above Membership Data
distributed to anyone in accordance with “Abuse of Terms of Service” clause. (Over)
*WSCC has an email listserver through the National Corvette Museum; this is an informational communication tool
and the information, including email addresses are kept in strict confidence as above. If you would like to have your
email address added to this non public listserver or not, indicate as below:
Yes, please add my email address listed
No, please Do Not add my email address
X_________________________________
___________________
SIGNATURE
DATE
Return to: TREASURER
Pam Walter
P. 0. Box 2282
Vacaville, CA 95696
Tel. # (707) 449-4702
W.S.C.C. No.
Check No.___________
Rec'd: ___/___/____
Advantages for Members
A. Camaraderie, Competition and Communication with other Corvette owners throughout the Western United States.
B. Discounts of W.S.C.C. sanctioned events: Car Shows, Rallies, Autocrosses, Drag Races, Annual Convention, etc.
C. REDLINE Newsletter subscription containing Calendar of upcoming events, articles, and advertising by Sponsors and other clubs.
D. Discounts and possibly free goods from Advertisers and Sponsors.
E. Eligible for Year-End Awards, determined by competitive points earned during the year.
Advantages for Voting Member Clubs (51%)
A. Camaraderie, Competition, Communication and reciprocity with other Corvette Clubs
B. REDLINE Newsletter with no charge for printing articles, past Club events.
C. Uniform competition rules for all sanctioned events Car Shows, Concour, Rallies, Autocrosses.
D. $2,000,000 Liability insurance policy for all sanctioned event locations, including meeting places, party locations, shopping malls, even cities.
Moving events: caravans, autocrosses, rallies, drag races, etc. require an additional premium per event.
E. Opportunity to vote (via W.S.C.C. Club representative at General Business Meetings. Member clubs will have a voice in By-Laws and
Competition Codes that affect your sanctioned Club events.
51
WSCC FORM 12 (revised 04/2008) version 2.3
WESTERN STATES CORVETTE COUNCIL PRIVACY POLICY STATEMENT
Privacy Policy
Western State Corvette Council (WSCC) has created this privacy statement in order to demonstrate our firm
commitment to privacy to our membership. WSCC works diligently to protect the security of your personal
information. Your data is kept in a secure environment protected from access by unauthorized parties. WSCC
does not sell or rent your personal identification to third parties. The following discloses our information
gathering and usage practices.
Email
It is the policy of WSCC to send our members only the types of email they elect to receive in addition to
WSCC customary business communications (address confirmation, renewal notifications, new product
offerings, etc.) Further, it is our policy to remove members from any WSCC mailing list to which they
have subscribed upon request (members will continue to receive customary business communications
from WSCC).
Membership Surveys
WSCC may periodically conduct individual voluntary member surveys. We encourage our members to
participate in these surveys because they provide us with important information that helps us to improve the
types of services we offer, and how we provide them to you. The responses we collect in surveys are
anonymous. In the end, we hope to tailor our communications with you to fit your needs - so that you receive
more of what you want from us and less of what you don't want.
U p d a t i n g Your Personal I n f o r m a t i o n
WSCC collects personal information date from membership applications submitted to WSCC. The i nformation
includes, your name, your spouse‟s name, your address, phone number(s), Drivers License No., vehicle type
and license no. WSCC provides you with ways in which you can alter the personal data listed below. To
make these changes, please contact the Vice President of WSCC.
You have the ability to change or correct any information that appears on your WSCC membership
application. If you have questions about changing or correcting your information, contact the WSCC
Vice President.
Updates to our i n f o r m a t i o n p r a c t i c e s
From time to time, we make changes to our information practices or alter the functionality of our Website.
We may update this statement as required to comply with state or Federal mandates. We encourage you to
periodically review this policy for the latest information on privacy practices of WSCC.
Abuse of Terms of Service
WSCC may provide certain personal information to the police, government entities or other third parties in
response to subpoenas to assist them in the investigation of an y suspected violations of law provided WSCC
is served with a subpoena(s) detailing the information required. WSCC also have the right to share your name
and contact information with our attorneys in the event of serious violations of conduct.
Western States Corvette Council Executive Board
January 2006
52
53
54
55

- Western States Corvette Council

Transcription

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