February 2015 - Citrus Vettes and Camaros Car Club

CITRUS VETTES &
CAMAROS CAR CLUB
Vo l u me
2
I ss ue
2
F eb rua ry
N ew s let t e r
February 14, 2015 12:00 p.m.
CV&CCC Valentine’s Day Cruise & Lunch
Mission Inn Resort La Hacienda Restaurant
We will meet at the Downtown McDonald’s in Inverness at 10:30 a.m. We will
depart at 10:45 a.m. for the 1 hour drive to Mission Inn Resort.
Page 1
2015 Activities
CVCCC Officers
Page 2–3
NCM News
Page 4–8
2015 Callaway
Z-28 & SC627
Stingray
Page 9-11
2015 ZO6
Delivers Ferrari
Speed
Page 12-13
Karen’s Fiery
2011 Camaro SS
Friday Night Thunder February 20, 2015
Downtown Inverness Historic Courthouse from 5:00 p.m.- 8:00 p.m.
CV&CCC Muscle Car City Cruise March 14, 2015
Venice Corvette Club Show March 15, 2015
If you have a thing for old cars, you'll love this place!! The owner has some
collection!!! Numerous classic cars! I think the number is around 180! All in mint
condition! You can walk around for a couple hours!
For those of you that are interested in staying, the Venice Corvette Club will have
their annual show on Sunday March 15th.
We will meet Saturday March 14th, 2015 at the downtown McDonald’s in
Inverness at 7:30 a.m. We will depart at 7:45 for our trip to Muscle Car City.
CV&CCC Rogers Corvette Center Cruise In May 9, 2015
We will depart from the
McDonald’s in Downtown
Inverness at 8:15 a.m. for our
cruise to Rogers Corvette
Center in Maitland, Florida
Lunch afterwards at Orlando
Ale-House
Page 14-15
1969 ProTouring Camaro
RS
Page 16-19
CV&CCC
Member Page
Page 20-21
VIN Cloning
Page 22-27
Autoweek
Interview
Corvette Racing
Doug Feehan
Page 28-36
Car Shows
Citrus Vettes & Camaros Car Club Officers
President Ken McNally (352) 341-1165 [email protected]
Vice President Mac McGarry (352) 697-0054
[email protected]
Secretary John Buchner (352) 746-7594 [email protected]
Treasurer Jim Harvey (352) 344-8775
[email protected]
Page 2
National Corvette Museum
Ivan and Mary Schrodt Donate Five Corvettes
The National Corvette Museum
received an early holiday gift when on
December 18 Ivan and Mary Schrodt
donated five of their prized Corvettes.
"When people find out that you have
more than one Corvette, they often
wonder why that is. My answer is that
they are all so different," said Ivan.
"They handle differently, they look different, their history is different and
the way they evolved makes them all special."
Ivan and Mary have always been car lovers, but their Corvette passion
started when Mary surprised Ivan by purchasing a 1996 Polo Green
Convertible. They joined the Valley Vettes Corvette Club of Appleton, WI
and shortly after, attended the C5 Bash and became members of the
Museum.
.
The couple are now not only Lifetime Members of the Museum, but also in
the Duntov Society (including the Museum in their estate planning) and Ivan
has served on the Museum's Board.
In addition to their first Corvette, the Schrodts donated a 1966 Rally Red
327 Convertible, 1980 Dark Blue Metallic Coupe, 2002 Millennium Yellow
Z06 and 2007 Black Z06.
While the cars were originally in a trust for the Museum, their visit to the
Motorsports Park set in motion the decision to change those plans. "I got to
thinking that instead of waiting years before making the donation, we've got
two cars that could be put to good use now by the Museum on this track.
The cars would be where they belong.
While a lot of people donate their cars to be preserved, and rightfully so for
their history, those two cars were donated to be used up. We hope they get a
lot of track miles and give a lot of track smiles," Ivan added.
Citrus Vettes & Camaros Car Club
Volume 2 Issue 2
Page 3
National Corvette Museum
Museum Donates to Trooper Island
The “1-Lap of Kentucky” tours are popular events that quickly sell
out to Corvette adventurers who like chasing a State Trooper while
helping two good causes. As a part of the National Corvette
Museum in Motion program, the 1-Lap tour raises money for both
the Museum and Trooper Island, a Kentucky State Police non-profit
camp for underprivileged children.
Museum Events Manager Karen Renfrow, and Executive Director
Wendell Strode presented a check for $10,197.50 to KSP Commissioner Rodney Brewer and Trooper
Island Commander Jonathan Biven, their share of the proceeds from what has grown into three separate
tours.
While the event typically involves a large number of Corvettes, all makes and models of vehicles are
welcome. This years' tours will be in October. Stay tuned to e-news for an announcement of dates and
tour stops, along with registration opening.
NCM Bash Registration Open
April 23-25 marks the start of event season at the Museum. This
year's Bash offers activities at both the Museum and Motorsports
Park, plus the opportunity to see the 2016 Corvette and hear from
the engineers and designers as to what's new with the latest model.
Corvette Racing's Tommy Milner, Doug Fehan and Dan Binks will
be here for a seminar and autographs. Jim Mero will share Corvette
Nurburgring stats (and stories of what its like to test the car), and
Dave Wickman of GM Proving Grounds will also present.
Guided road tours, celebrity choice car shows, Ladies' Oasis, Garage Party with the women of GM, C4/
C5/C6/C7 Specialist Paul Koerner, Golf with GM, Meet & Greet BBQ, Parade Laps, Autocross, Banquet
with Dueling Pianos and more round out this great event.
Page 4
First Drives: Callaway Z/28 Camaro and
LT1-based SC627 Corvette
Callaway takes the best Camaro and one of the best Corvettes and
makes them even better
Callaway has whacked its tuning fork against two of the greatest cars in the
current crop of great muscle and sports cars: the Camaro Z/28 and C7
Corvette.
Those are pretty good starting points on which to build, wouldn’t you say?
Callaway’s engineers concentrated on the powertrains for these two cars
since the Chevy guys had already done such a great job on the suspensions
straight out of the factory. So Callaway added supercharged power to both.
Let’s start with the Camaro. The current Camaro lineup ranges from the
V6-powered LS Coupe with 323 horsepower to the 426-hp Camaro SS to
the 580-hp ZL1 and tops off with the track-ready Z/28 with 505 potent
ponies. That’s the best Camaro lineup in human history - and maybe even
the best before human history. But it’s not enough for these guys. Callaway
starts with the Camaro Z/28 and builds from there into its SC652.
Again, no one can really up the suspension setup on the Z/28, at least not
yet.
“It’s a Nurburgring pet project,” said engineer Pete Callaway, son of
company founder Reeves and general manager of Callaway Cars West.
And with the stock Camaro Z/28’s 7:37 Nurburgring lap time, quicker than
almost any production car, Callaway decided to concentrate on the engine
when designing its version of the car. Luckily, they had already done much
of the work.
The Z/28 came with the LS7 V8 from the last-generation Z06, Pete
explained. It’s the older LS7. It’s a natural fit for a product we already had.
That "product" would be the Eaton TVS 2300 supercharger pack.
As engineered by Callaway, the blower fits efficiently onto the V8, making
better use of the space under the hood while boosting output.
This thing makes all kinds of torque, Pete said.
Citrus Vettes & Camaros Car Club
Volume 2 Issue 2
Page 5
First Drives: Callaway Z/28 Camaro and LT1-based SC627
Page 6
First Drives: Callaway Z/28 Camaro and
LT1-based SC627 Corvette
So we took it out for a couple laps of Orange County to see for ourselves.
The first impression right out of the parking lot is that the SC652 is easy to
drive for a car this big that makes this much power. The clutch pedal travel
is long and springy with actual clutch engagement not coming until the top
end of pedal travel. The throttle is light and quick with instantaneous power
and torque. Shifter throws are also light, making it very easy to access all
the power. It used to be that a muscle car took a lot of muscle from the
driver to operate; not this one.
It’s very well-engineered, both by Callaway and Chevrolet.
A few spirited launches showed that it leaves the line well, too. Most of that
power gets to the ground without slipping around...unless you want slip.
We stomped the throttle, let out the clutch and lit up the Pirelli PZero Trofeo
R 305/30ZR19s a few times, which isn’t easy to do in The OC without being
arrested, let me tell you. Discretion is the soul of continued licensing.
Had we access to a drag strip, we could have had a lot of fun trying to
balance clutch, gas and tire slip all day. As it was, Callaway lists a 0-60 time
of 3.7 seconds and a quarter mile in 11.5 at 124 mph for this Camaro.
Those are impressive numbers and felt entirely realistic after our trip.
Mid-throttle acceleration is good, too: Step on the gas at cruising speed and
you’re passing cars in no time.
If there’s a drawback, it’s that it isn't cheap.
The Callaway Package on our Callaway Camaro SC652 includes the Eaton
2300 TVS LS7 supercharger system with liquid-to-air intercooler, injectors
with carbon fiber covers, high-flow intake, low restriction exhaust, and a
bunch of nice cosmetic stuff like floor mats and door sill panels for $19,995.
That includes a 3-year/36,000-mile warranty that does not void the Chevy
warranty. Combined with $76,150 for a Z/28 with A/C and destination, that
totals $96,145. For a Camaro.
Take a breath.
Citrus Vettes & Camaros Car Club
Volume 2 Issue 2
Page 7
First Drives: Callaway Z/28 Camaro and LT1-based SC627
If that price equals more than you have in the kids’ college funds, then console yourself with this
interesting tidbit: the Callaway Corvette SC627 actually costs less. Yes, you can get a Callaway Corvette
with 627 horsepower starting for under $80,000.
Now, there are a couple ways to look at that. You get fewer peak horsepower than the Callaway Camaro
Z/28 SC652. You also get less power than the stock Corvette Z06.
But you get way more power than the base Corvette, which makes 455 hp. And the top-of-the-line Z06
can cost over $100,000, while the Callaway SC627, as noted, starts at under $80k.
“We’re okay with being a little less powerful,” said Pete Callaway of the Z06.
“We’re aimed at a different buyer than the Z06, which is a track-oriented car. The SC627 offers piles of
performance but is also a little bit more of a daily driver.”
So we went out and drove it for a day. Or an hour. It was a bit of a blur.
Immediately you feel the difference between the Camaro and a Corvette between a pony car and a pure
sports car. The Corvette feels far more purpose-built for speed, both in a straight line and around a corner.
While the pony car comes in versions that could be used just for cruising, the Corvette is always going to
be sporty, no matter which version you get.
The Corvette feels smaller, tighter and much more responsive. The steering is lighter and faster. The
Callaway shifter has really short throws -- almost too short. The Callaway SC627 has all the cool things
about the mighty C7 but with more power than any Corvette short of the Z06.
The meat of the Callaway Corvette is the Callaway designed supercharger. It starts with the same Eaton
2300cc TVS rotor pack but it’s upside down in this application, taking in air from the front, up through
the compressing force of the rotors and then blowing it straight up into a big intercooler on top.
From there the air moves to two more intercoolers, one on each side.
This setup means that inlet air temperatures rise by less than 10 degrees over a quarter mile run or a pull
on the dyno.
“In the old units it was more like 45 or 50 degrees rise in temperature,” said Callaway.
Cooler temps mean more horsepower. The best increase in output with the triple-cooler comes at
wide-open throttle. Peak power is 627 at 6400 rpm and 610 lb-ft at 4400.
Page 8
First Drives: Callaway Z/28 Camaro and
LT1-based SC627 Corvette
At an appropriate launch site far away from anything and with lots of room
to play we let out the clutch while stomping the throttle and wah whoom it
launched like a cannon.
The supercharged engine has a sustained, businesslike roar from the
Callaway acoustic chamber (aka muffler) not too loud, not too quiet. Second
gear and vavoom off you go to the horizon like you’re in a video game.
“It’s so lightweight, so much power, yowzer,” we wrote in our notes.
Callaway says the SC627 Corvette will do 0-60 in 3.4 seconds and the
quarter mile in 11.0 at 126 mph. That just about matches the acceleration of
the Z06 but with a narrower tire, Callaway points out.
Skid pad, slalom speeds and maybe lap times are better in the Z06, but the
SC627 is willing to concede some track performance to get the benefits of
better daily drive ability and a lower price.
Life’s full of tradeoffs. You’ll have to decide for yourself.
Callaway prices for Camaro and Corvette
$17,995 Callaway Corvette Supercharged Pkg, 2015
$2,890 Exhaust System, Callaway Sport, 2015
$3,890 Callaway Nine-Spoke Wheels, Black Chrome (19x9F, 20x10.5R)
$395 Carbon Flash Emblem Package
$2,000 National Corvette Museum Delivery
No Charge Owner Delivery at Callaway Facility
$2,900 Callaway Extended Powertrain Service Contract, 2015 (extends term
to 5 years/100,000 miles)
$540 Embroidered Car Cover, Callaway Corvette
Citrus Vettes & Camaros Car Club
Volume 2 Issue 2
Page 9
Z06 delivers Ferrari speed for Corvette money
"Here's how you tell when the tire's worn out," said Lee Willard, Michelin performance tire engineer,
pointing at the wear indicator on the sticky, hot, scuffed Pilot Sport Cup 2s mounted to the Corvette Z06's
magnesium wheels. On most cars, tire wear is obvious: the chunky tread blocks wear down, leaving the
tread smooth.
Drivers can tell when the tires are worn because lap times begin to swell as the Corvette starts breaking a
touch wide in corners. Under racing conditions, this might occur over the course of combusting a tank of
gasoline.
All this serves to illustrate that the Z06 – the track-optimized variant of the seventh-generation Corvette,
which began production in 2013 is a narrow-focus weapon that can be appreciated only by weekend track
rats, right? Incredibly, no!
Remember Sucralose? It was the chemical mirror image of natural sugar, but conferred no calories to
consumers. The Z06 enjoys that same kind of laboratory magic, offering face-melting performance
without any unwanted side effects (and you very much want to feel your face melt in a Z06).
Such remarkable performance is not attended by a tooth-loosening ride, uncouth engine noise or
window rattling exhaust note.
Rather, the 2015 Corvette Z06 can be as sedate as a Honda Accord in everyday conditions. The optional
eight-speed automatic transmission, a feature never before available on a Z06, executes creamy-smooth
gear changes when the car's mode selector is switched to Normal.
Flipped to Track, the transmission is so smart that it will bang off violent, maximum-thrust gear changes
when the car is pointed straight, but will soften its shifts when the car’s g-sensor detects a corner being
negotiated. An available Stealth mode makes the exhaust whisper-quiet, even when the gas pedal is flat
on the floor mat.
Purists may bemoan the addition of the automatic transmission, but it not only affords superior
acceleration compared to the manual (a Lamborghini-like 2.95 seconds from zero to 60mph), it is faster
around the circuit, too, thanks to its adroit use of the eight forward ratios.
That is not to suggest the manual is an afterthought. Just as with the entry-level Corvette Stingray model,
the seven-speed stick is superlative.
Even with the necessary reinforcement to withstand the furious onslaught of the Z06's supercharged,
650-horsepower engine, shift throws are short and effortless, and clutch-pedal action is as light as
possible without losing the critical feel for the friction point that drivers need for smooth getaways.
Driving in sixth or seventh gear at highway speeds, the un-muffled sound of the Track mode comes
through as the muted rumble of a coming thunderstorm, the kind of distant menace that people barely
notice but that raises the hair on a dog's back.
Page 10
Z06 delivers Ferrari speed for Corvette money
Attacking the circuit at Spring Mountain Motorsports Ranch outside
Las Vegas, Nevada, the Z06 demonstrated the benefit of those near racingslick Michelins, along with the car’s huge Brembo brake calipers and
meticulously programmed electronic aids.
The Corvette unfailingly backed its prodigious power with confidencestoking brake performance and accurate steering response.
The car consistently slowed from high speed with excellent pedal feel, then
turned in on its mark rather than getting sloppy as the tires got hot.
Specification-sheet fetishists of the sort who haunt internet discussion forums
will likely decry the selection of a traditional planetary automatic trans rather
then a fashionable dual-clutch automated manual transmission.
But as performance cars such as the 2014 BMW M3 and Jaguar F-type Coupe
have shown, the many-speed automatics can provide the same on-track speed
as dual-clutch setups while offering superior manners in routine driving, plus
a lower weight penalty. Doubters should spend time parallel-parking a car
equipped with a dual-clutch transmission. On a hill.
So why has Chevy engineered the Z06, a high-end Corvette with trackslaying intent, with suppleness in mind? To hear Corvette chief engineer
Tadge Juechter tell it, consumers demanded it.
"They were always asking, 'Why can't I have this?'" he said, referring to items
such as a convertible Z06 variant and the automatic transmission.
Indeed, Chevrolet predicts that about 60% of Z06 buyers will choose the
automatic, and around 30% will opt for the drop top.
The Corvette even the Z06 has long been damned by the faint praise of
being "good for the price".
With the arrival of the seventh-generation Corvette in 2013, the car shed
much of its gold-chain image, and the Z06 is one of the most focused and
rewarding machines available at any price. And what a price! Starting at a
shade under $80,000, the Z06 is a performance-car steal.
Sceptics’ arguments will sound as worn as the Z06’s tires look.
Citrus Vettes & Camaros Car Club
Volume 2 Issue 2
Page 11
Z06 delivers Ferrari speed for Corvette money
2015 Chevrolet Corvette Z06
 Base price: $79,990, inclusive of $995 destination
 Price as tested: $94,770
 Powertrain: 650hp, 650lb-ft supercharged 6.2-litre aluminum V8 engine, seven-speed manual trans
with automatic rev matching or eight-speed automatic; rear-wheel drive
 Standard equipment: magnetically adjustable dampers, xenon headlights, eight-way poweradjustable seats, dual-zone automatic climate control, color heads-up display
Major options: Brembo carbon ceramic brakes, Michelin Pilot Sport Cup tires, competition sport seats,
performance data and video recorder
Page 12
Karen’s Fiery 2011 Camaro SS
She has gone on to become a certified GM technician, but she never forgot
the man and the childhood memories that guided her into an automotive
career. Karen is the proud owner of this slick 2011 Inferno Orange Chevy
Camaro. Read on to find out why this blazing pony car means so much to her.
Where did you find your Camaro?
My husband was home from a deployment to Afghanistan and it just so
happened that the Chevy dealership three miles down the road from our house
had the exact Camaro in stock that I had been building online at Chevy’s
website, since 2009. We went to look at it, just to see if we could even afford
it.
That same day August 15, 2011 my father passed away, and I was a wreck. If
it wasn’t for him, I would have never been where I am today. The next day,
my husband Lath went straight back to the dealership and purchased my
dream car as a gift, and that Camaro has made me smile every single day
because it reminds me of both my husband and my dad.
What drew you in when you first bought it?
I’ve always been a Camaro girl. I was so sad when they cancelled the car in
2002 I had always dreamed of being able to own a brand-new SS Camaro in
Hugger Orange. When they announced the comeback of the 2010 model, I
knew I had to have one and it had to be an SS with the LS3 V8 and a sixspeed manual in Inferno Orange Metallic.
What do you feel like when you drive it? Amazing! Nothing feels better than
sitting inside the car and hearing the sound of that Chevy V8 so much power
at my fingertips. It’s also brought me a lot of joy in meeting other Camaro
enthusiasts through Derby City Camaro Club.
What would you change about the car? I wish it had a factory T-top option.
What have you done to make it a ‘bolder’ ride?
The Camaro has custom-painted stripes by Kenneth Doty, ZR28 wheels, a
GM ground effects kit, and custom orange lighting in the engine bay, behind
the wheels, and under the car. There are dual scanners in the grill, dual halo
headlights and fog lights up front, Technostalgia taillights, as well as custom
badges, a spoiler, hood liner, VDI Lambo doors and a whole lot more.
Citrus Vettes & Camaros Car Club
Volume 2 Issue 2
Page 13
Karen’s Fiery 2011 Camaro SS
On the inside, we’ve got orange carpeting on black leather with suede inserts, body color door panels,
murals in the door panel inserts, painted dash trim, orange interior lighting as well as light-up Camaro
doorsills. We installed an SLP Loudmouth axle-back exhaust, Stainless Works long tube headers and
high-flow cats, a Barton short-throw shifter, CAI cold air intake, custom engine cover that illuminates the
word ‘Camaro’ down the rails, and a body color fuse box signed by the 2014 Oshawa plant Camaro build
team.
Both strut towers are signed by all the engineers, designers, and a few others from GM’s Team Camaro.
Dream accessory for the Camaro? I’m still hoping for an aftermarket T-top conversion.
My husband’s Trans Am has them and I love having that view as well as the option to go ‘topless.’
Page 14
If Looks Could Kill: 1969 Pro Touring Camaro RS
The late ’60s muscle car era represents the cherry on top of an epic
automotive design sundae. The cars were fast, the engines bombastic, and
designs iconic. But new developments have eked incredible power out of
small packages your 350-horsepower two-liter turbos and such.
What is to be done to keep the ’60s top dogs on the top step?
For some, ‘pro touring,’ or taking an old ride and adding performance
technology from the latest and greatest muscle cars.
The result balances classic car looks with modern day go, a match made in
heaven. On the other hand, this jaw-dropping ’69 Pro Touring Camaro RS has
more of a hellish attitude.
Up for sale at RK Motors, this car underwent an extensive frame-off build in
2013, incorporating enough 21st century bits to ensure it stays ahead of its
current day Z/28 brethren. Wilwood disc brakes at all four wheels complement the car’s new front and rear suspension from Heidts.
The Camaro’s new heart transplant probably doesn’t hurt performance at all.
Underneath the hood lurks an absolutely massive Dahmer 604ci V8, pumping
out a pavement-melting 750 horsepower. It’s backed up by a Tremec
TKO600 five-speed manual and nine-inch posi-traction rear end.
The burly V8 breathes through a pair of custom carbon fiber air intakes. No
need to worry about dogging it on the straights.
And there’s plenty of show to reinforce the Camaro’s serious go.
The RS features a custom carbon fiber front splitter, rear spoiler, grille insert,
stinger hood, and LED taillights.
Inside, the cabin features gorgeous saddle leather and a modern entertainment
system. Today’s high-powered muscle cars cut the muster, and then some.
But it’s great to see an old dog like this get a new lease on life.
Citrus Vettes & Camaros Car Club
Volume 2 Issue 2
Page 15
If Looks Could Kill: 1969 Pro Touring Camaro RS
Page 16
Members Page
Welcome to the following new CV&CCC Members
Jack & Sue Bucheister
John & Liz Leonard
Thomas & Ronetta Pilcher
Paul & Barbara Schwack
CV&CCC Members
Save the date: May 9th, 2015
Cruise-In to Rogers Corvette Center to view
Citrus Vettes & Camaros Car Club
Volume 2 Issue 2
Page 17
Members Page
Page 18
Members Page
Many thanks to all of our members who went to view the Tudor United
Sports Car Testing at Daytona International Speedway on January 9th, 2015.
A special thanks to our members who volunteered to drive their vehicles.
Citrus Vettes & Camaros Car Club
Page 19
Members Page
Citrus Vettes & Camaros Car Club
Page 20
VIN Cloning: How Thieves Can Steal Your Car's Identity
Every year there are 700,000 car thefts in the United States, according to the
FBI. Experts say many of those stolen cars are chopped up and sold for parts,
but there's another way of selling a stolen car that’s even more profitable for
car thieves.
It's called VIN Cloning, and it's a sophisticated scheme, according to the
National Insurance Crime Bureau (NICB) and Carfax, a company which
makes vehicle history reports.
Here’s how it works: thieves steal a car. Then to mask the theft, they take a
vehicle identification number or VIN number, from another similar make and
model of car and make counterfeit VIN plates (see photo) that they will install
onto the stolen car.
That's the big problem with VIN cloning is it leaves several innocent victims
in its wake.
One of those victims was Mike Cella, a retired school teacher and football
coach. Last November he went to trade in his 2008 GMC Yukon Denali for a
new one, but received shocking news about his SUV instead.
A car dealer in Massachusetts said he couldn’t give Cella the full "Blue
Book" trade-in value for his truck because a Carfax report showed that it had
been in four accidents.
"I looked at him and said, ‘What are you nuts?’” Cella, 64, told ABC News.
"He says, 'Well, your car shows up in Wisconsin.'"
Four accidents? Wisconsin? Cella knew something strange was going on.
It was. It turns out that over seven years ago, according to West Palm Beach
County Sheriff's office, two thieves stole a 2007 GMC Yukon Denali similar
to Cella's. Later on, thieves cloned a copy of Cella's VIN number and put it on
the stolen Yukon Denali to mask the theft.
The car was sold and switched several hands, and over the past seven years
it’s been in four accidents, according to its Carfax report.
"It's a very expensive crime and there's a whole bunch of victims involved
here," NICB Senior Special Agent Buzz Burzynski told ABC News.
Citrus Vettes & Camaros Car Club
Volume 2 Issue 2
like VIN
Page 21
Cloning: How Thieves Can Steal Your Car's Identity
The stolen Yukon Denali finally ended up in the hands of a woman named Misty, who asked that her last
name be withheld. She unknowingly bought the SUV from an equally-duped dealership in a small town
in Wisconsin and it has the identical VIN number as Cella’s truck. Two trucks, one VIN.
"It’s just crazy that something like this happens in a small town," Misty said.
In most states, drivers like Misty who buy the stolen clone are left holding the bag after the vehicle is
seized by police.
"After the police take your vehicle, it’s your problem," Burzynski said. "You lost your car. You lost your
money.
So sorry for you.
You have to get an attorney and try to be made whole by the people who sold the vehicle to you.”
But lucky for Misty, Wisconsin law mandates that the car dealer who sells someone a car with a stolen
VIN number must pay the customer back, according to the NICB.
The people behind the West Palm Beach Denali theft have not been identified.
"I've got to give them credit though. The way they did it is pretty smart," says Cella. "Pretty clever."
Clever or not, buying a clone can be avoidable. Here are some helpful tips to help protect yourself:

Check the VIN in multiple places on the car for mismatches or signs of tampering
Make sure the seller’s name and VINs match on all vehicle docs (title, registration, insurance,
etc.)

Get a vehicle history report such as Carfax. Investigate further if something fishy comes up.

Page 22
Interview with Corvette Racing Program Manager Doug Feehan
Chevrolet happy in Tudor Series, expects much-improved
series in 2015, says Corvette Racing program manager
With the 53rd Rolex 24 at Daytona International Speedway and the 2015
Tudor United Sports Car Championship season underway, we caught up with
Corvette Racing program manager Doug Fehan. With decades of motorsports
experience to his credit and a well-known fiery personality that rarely shies
away from bold statements!
Autoweek: Give us your take on the Tudor United Sports Car
Championship heading into its second year, especially after the inaugural
season, which wasn’t always smooth sailing.
Doug Fehan: Last year was an interesting year from a couple perspectives. It
was the first year of the new Tudor series, and that certainly by any measure
wasn’t without its challenges, OK? Not only for Corvette Racing, but for all
the competitors and, quite frankly, for the series itself.
AW: Everyone expected it to be that way for at least a while at the beginning. All things considered, it was never going to be easy …
DF: I mean, that’s a monumental task to try, and just from a business
perspective, meld two businesses, let alone from a competitive perspective to
try and integrate a common set of rules that is going to yield great racing.
LMP2 cars and Daytona Prototype cars, all the things that were going on, it
was an almost insurmountable task. If the “all-knowing” Doug Fehan had
been running the show, I wouldn’t have gotten everything right, either.
On a personal basis, for us it was a learning year. Learning the people, what
the business practices were going to be, and then going forward in the
off-season which to me was going to be the real measure let’s identify the
things that we all recognized that need improving over the first year.
And then let’s address them in the offseason and begin to implement new
processes and procedures as we go forward into the second year. That’ll be
the measure for me, and I think we’re off to a pretty good start with that; I’m
pretty confident.
Citrus Vettes & Camaros Car Club
Volume 2 Issue 2
Page 23
Interview with Corvette Racing Program Manager Doug Feehan
AW: Why?
DF: We had a wonderful meeting this week on new Balance of Performance measures that have been put
in place, an actual data-driven process that is as detailed of a program as I’ve ever seen.
I left very confident that we’re headed in the right direction. We’ve got some new personnel in place
overseeing the series that I think have a huge interest in listening to the competitors and taking the
competitors’ perspective into account as we make changes. And I think the want and willingness to
improve [the product] has been clearly demonstrated in this offseason, as I hoped it would.
AW: And for Corvette Racing specifically in terms of competition?
DF: We get back to our own vehicle, the new C7.R. It was a brand-new car last year, and we have a
whole book that we have to write on that car.
We learned a lot last year that translated into four consecutive victories [at one point in the year].
We spent the offseason -- which is now relatively short because of Daytona being the kickoff, we don’t
have that luxury of waiting until Sebring in March -- the team has worked really, really hard to look at
things like engine calibration, fuel efficiency, trying to create a little bit more power from what we have.
Not necessarily a higher horsepower rating because that’s pretty much locked in by the restrictor, but see
what we can do about the power curve. I think we’ve made some progress along there, as well as some
aero progress. We know we’re going to have a new tire at Le Mans this year from Michelin.
We had an opportunity to look at that, and it looks very promising.
AW: Speaking of Balance of Performance, what’s the biggest difference you anticipate this year?
DF: When we’re dealing directly with the [Balance of Performance], the thing that concerned not only us
but all the competitors in GT was that [there was] an outward appearance of almost arbitrary changes
being made, without any fundamental scientific data to back up those changes. We weren’t aware of what
science or data went into those changes, we were just alerted to what the changes were. And I think the
sanctioning body learned that that needed to be addressed and improved, and that’s what they’ve done for
this year.
The thing that’s in place this year is going to be extraordinary, I think. As an example, Daytona is
essentially an outlier race, there’s no [other track] that equates to Daytona. So Daytona has been taken
right out of the BoP loop, from the standpoint of looking at data. We’re looking at the tracks at which we
race other than Daytona, and they’re spending a large amount of focus on the performance of the cars last
year at the tracks we’re going to.
They’ve categorized the tracks, they’ve categorized the corners; it was a huge undertaking.
This is a massive undertaking that they came through with and it’s as good as anything I’ve ever seen.
And the idea is to try and have no changes, try to create a balance that’s good and equitable. And you
know, they freeze the rules so there’s no major development -- that helps control costs. I mean, there are a
lot of little pieces that have to come together. There are a lot of spokes on this wheel that have got to get
fixed to the hub to get this wheel to spin, and I think we’re getting closer every day. I’m very, very
pleased with what I’ve seen so far.
Page 24
Interview with Corvette Racing Program Manager Doug Feehan
AW: There continue to be whispers inside the IMSA paddock that you
could be considering a move to Pirelli World Challenge, and that it might
be a viable alternative. What’s your response to those rumors?
DF: When we look at sports-car racing in the United States, its whole history
has been one of continuous flux. We see areas of stability there will be areas
where it’s stable, areas where it’s unstable, areas where there’s some growth,
areas where there’s some pullback. I know there’s some conversation about
World Challenge which is a series unto itself, it operates under a different
format, they’re essentially sprint races. We [at General Motors] have a brand,
Cadillac, that competes over there and has had success there. There’s always
rumors and stories about battles going on. From my perspective, personally?
I think that level of competition improves the breed. Right now there’s a
pretty distinct line between endurance racing and sprint racing. And I think
World Challenge answers the sprint race side of it, and IMSA pretty much
answers the question for endurance racing.
Is there going to be some fundamental conflict and competition there
[between the series]? I think so, but at the end of the day, I’m not sure it
doesn’t make both groups better because each group is going to try and
improve themselves and raise the bar. And as long as it remains two distinct
approaches to the sport, sprint versus endurance, I don’t really see an issue
with it.
Now, internally amongst personnel, they might escalate that in their own
minds, but from a pure competitor standpoint, it’s two different forms of
racing. And I think any time we can draw attention to production-based
automobiles to go racing, that’s what really attracts the fans.
The fans understand and embrace the product-relevance side of it.
And I think we do an amazing job of that here at IMSA and in GT.
I like to think, and obviously I’m very biased, that [the GT class] is the
fundamental core [of this whole series]. You actually have a number of
manufacturers bringing their best product forward, and the relationship we
have with Le Mans that extends this on a global basis. I think those are the
things that the sophisticated sports-car fan really embraces and enjoys.
Citrus Vettes & Camaros Car Club
Volume 2 Issue 2
Page 25
Interview with Corvette Racing Program Manager Doug Feehan
AW: So to be crystal clear, the Corvette program is all about endurance racing, not sprint racing?
DF: I have to say, the sprint format harkens back to the days when there was big manufacturer
involvement. Ford versus Chevy in Trans-Am. Those were races about an hour long; they extended it a
little bit to put a pit stop into it. Those were pretty much glory days of racing, those hour sprint-race
things. But endurance racing existed right alongside of it.
I mean, Corvette is capable of running in any number of places in the world, but our main attraction and
focus right now is this Le Mans nucleus. That’s really our global stage, and everything we do is focused
on that, and that’s why IMSA is such a perfect match for us. It gives us that Le Mans exposure in the
United States. At this time, we’ve had very good luck and very positive response by dedicating our
Cadillac brand to the World Challenge and Corvette to IMSA. I don’t really think we have any plans in
our future to cross the two over. It’s working wonderfully well for us as it exists right now.
Three years from now? Who’s to say? But right now we’re really satisfied corporately with what we’ve
got.
AW: Le Mans means GTE-spec cars, but there are a lot of manufacturers now supporting the GT3spec, with even more coming down the pipeline, such as Lexus.
But GT3 isn’t something Chevy has opted for, despite it appearing to be a good business
opportunity to sell customer Corvette race cars. What drives that philosophy?
DF: That’s a sword that cuts both ways, this customer-car business. I’ve been very fortunate over the
years to sit on various and I currently sit on some FIA commissions, and we’re a participating member in
what we call the GT-convergence meeting or process where we’re coming up with a common formula for
a GT car. The issue and these get down to being very personal to the people who participate my take on it
is this: The GT3 category right now isn’t accepted at Le Mans, and Le Mans has no interest in accepting
GT3, alright? And I think they’re unwavering in that. I don’t think we’re going to see that change in the
next few years. [The FIA and Le Mans are] very excited about coming up with a common GT formula.
Page 26
Interview with Corvette Racing Program Manager Doug Feehan
AW: From your perspective, what is GT3’s downside?
DF: The issue you have with GT3 is that there are essentially no rules. You
can build what you want and then they’ll balance [your performance]. Which
sounds really good for one, two, three years, but at the end of the day and
you’re beginning to see this now more factories are getting into it and you
escalate the cost of that thing to the point where it becomes unaffordable, and
then it will collapse.
There’s a number of things that come into play. The European racing model is
completely different from the U.S. racing model. The European racing model
is based on rich guys who team up with pro guys, and the rich guys help
supplement the cost. They’re the ones buying these cars. The downside is,
there’s huge business selling these cars but I can pretty much guarantee you
without revealing names that if the manufacturers who sell all these GT3 cars
could get out of that business right now, they would. Because for every car
you sell, you’ve got a customer who is either going to be really happy, or
really unhappy, and you have to have personnel assigned to them.
AW: It’s not as simple as just selling people cars …
DF: You have to have parts trucks, you have to have support, you have to
have service. It is a monumental task to do that internally. And at the end of
the day and I haven’t seen the numbers but when you figure the cost of
service versus the cost of parts, all the things you have to do, I’m not sure it’s
the huge moneymaker that everybody thinks it is.
[Then] look at how streamlined the [Le Mans-style] GT racing is, where you
have rules that are stable for years on end, and you have professional drivers
in them all the time and you’re running your own factory team. Boy, it
becomes a much simpler business proposition than the GT3 thing.
I love the excitement of GT3; I think it’s awesome. You know, it’s kind of
like a World Touring Car thing, or rally. But you can get those cars so
expensive that even the rich guys in Europe can’t afford them. The GT3
model thus far has worked just fine over in Europe, and that’s not to say I
wouldn’t be interested in seeing GT3 cars race here. It’s inevitable, it’s
already happening to a large degree and it will continue to happen. It will be
interesting to watch that develop, but I can tell you, from the purest and I look
at Le Mans as the purest form the manufacturers love that formula, they
support that formula, they get it and it sells cars. It certainly sells cars for us
and they’ve learned it can sell cars for them.
Citrus Vettes & Camaros Car Club
Volume 2 Issue 2
Page 27
Interview with Corvette Racing Program Manager Doug Feehan
AW: In other words, you don’t need to sell GT3 race cars to sell cars, which is a big part of why
Corvette races in the first place.
DF: You have to remember, there was a time here in U.S. road racing, recently, when we were racing
against ourselves [when we were essentially the only cars in the old GT1 class in 2007 and 2008]. And
people thought we were insane. People would ask me, “Doug, how can you sell this to the corporation?”
I said, “Because we have a customer base that supports us.”
It’s no different than if I loaded up a sideshow or a display, and dealers signed up for it and we spent a
year touring the country, just showing cars at dealerships on Saturdays and drawing crowds. We’re doing
the same thing here, we’re just doing it in a more exciting environment. Now, it’s not sustainable for 10
years, but for two years it was. And we had the numbers to support it if you looked at Corvette sales,
when you looked at our merchandise sales, that business was on a constant increase and we weren’t
racing against anybody.
Our fan base, our Corvette corrals [for owners at the races] were increasing in size. And all they were
doing was coming out to see the race cars, listen to them race around and watch them race each other.
That is an amazing testament to what product-relevance can make happen, because that’s what this was.
They were coming out to see the car they drove on the street, on the track making noise and how fast
could it go. That was not wasted on the other manufacturers, because it didn’t take them long to all come
to the party. And you saw Porsche come on board, you saw Ferrari come on board, you saw BMW come
on board. They had [all] been on the sidelines and watched what we did thinking we were crazy and then
figuring out we weren’t. And that’s when they got in the ballgame.
AW: We all know Ford is going to race its new GT supercar, whether it does so later this year or
waits until the 2016 Rolex 24. How happy does that make you?
DF: First of all, let me be the first [team rival] to confirm the fact that they’re coming racing [laughs].
They’re coming’, they’re coming’. Not just limited to us, I think every manufacturer is thrilled that
[they’ll be] here, and it gets right back to what I just said. They had been sitting on the sidelines watching
other companies create halo brands, watching other companies sell vehicles, watching other companies
just garner great press.
You know they have a long history at Le Mans, and they had a philosophy that said, “Been there, done
that; if we get back in there’s no place for us to go but down because we left setting all kinds of records.”
And that’s a justifiable argument; I can pick either side of this and probably win the case. But the issue
now becomes that it’s of paramount importance to come forward with your latest and greatest technology.
Everybody at Chevrolet was thrilled [at the news] because all it does is lay a stronger foundation for what
we’re doing.
It attracts a whole new customer group. It’s going to equal better TV, better attendance; everybody’s
going to sell more cars with them coming along. It’s a great addition to what we already have.
And Bill Buck Chevrolet, Venice, Florida--Club Sponsor
PRESENT THE 11 th ANNIVERSARY
CORVETTES IN VENICE
SUNDAY MARCH 15, 2015 8:00 AM TO 3:00 PM
CENTENNIAL PARK, 200 W. Venice Ave. in HISTORIC downtown VENICE, FLORIDA
Shark's Tooth Capital of the World
Welcome Party Buffet
SATURDAY, MARCH 14, 2015, 5:30 PM – 7:00 PM
Bentley’s Boutique Hotel
1660 SOUTH TAMIAMI TRAIL (US 41), OSPREY, FLORIDA 34229
MENU: BARBEQUE BUFFET INCLUDING BEEF, CHICKEN, & PORK WITH SIDE
SALADS AND DESSERTS - CASH BAR AVAILABLE
HOST HOTEL
BENTLEY’S BOUTIQUE HOTEL 1660 SOUTH TAMIAMI TRAIL OSPREY, FL
(941) 966-2121 King Room $139.00 Plus Tax
AREA HOTELS
RAMADA VENICE RESORT 425 US HIGHWAY 41 BYPASS N VENICE
(866) 460-7456 King Room $165.75 Plus Tax
HAMPTON INN & SUITES 881 VENETIA BAY BLVD. VENICE
(941) 488-5900 King Room $169.00 Plus Tax
YOUR CHOICE--CLEAN & SHINE JUDGED, OR PARTICIPANTS' CHOICE
Host club cars not eligible for awards
AWARDS SPONSORED BY NORMA JEAN'S SPORTS BAR AND GRILL
30 JUDGED Awards
C1/C2/C3/C4/C5A (97-00)/C5B (01-04)/C6A (05-07) /C6B (08-10) /C6C (11-13)/C7
20 PARTICIPANTS' CHOICE Awards
BEST OF SHOW AWARD MAYOR'S AWARD NORMA JEAN'S AWARD
CLUB PARTICIPATION AWARD ($100)
MORE THAN FIFTY AREA UNIQUE AWARDS WILL BE PRESENTED
DOOR PRIZES, 50/50 DRAWING, VENDORS, FOOD, DJ AND MORE
BRING A NONPERISHABLE FOOD DONATION FOR OUR LOCAL FOOD BANKS
AND RECEIVE $5 IN “BILL BUCKS” TO SPEND AT THE SHOW!
For information updates log on to: www.venicefloridacorvettes.com
Info – contact Harry Hite at 941-234-0439 e-mail [email protected]
THE 2015 SHOW WILL BE PRE-REGISTRATION ONLY AND LIMITED
TO 165 ENTRANTS
ALL REGISTRATIONS MUST BE RECEIVED NO LATER THAN
MARCH 7, 2015
No Cancellations
CLUBS PLEASE NOTIFY NUMBER ATTENDING BY MARCH 6, 2015 AND
EVERY EFFORT WILL BE MADE TO PARK YOUR GROUP TOGETHER
email Show Chairman Harry Hite [email protected]
Car Registration $30.00
Welcome Party Limited to the first 120 People
$15.00 Per Person
Make Checks Payable
Venice Florida Corvettes, Inc.
P.O. Box 2074
Venice, Florida 34284