___ Max Chevy Magazine ___ Volume V, Issue 7

Volume V Issue 7 - July 2010
GM Performance Parts announces modern
big-block power inspired by the classics
[07/22/10]
LEAD STORY
THIS COPO YENKO
CAMARO SHOULDN’T
EXIST!
[07/22/10]
Lingenfelter LS9 Camaro makes 9-second
passes [07/22/10]
International Motorsports Industry Show
Finds Permanent Home in Indy [07/22/10]
More Bowtie Bytes »
COLUMNS
Technically Speaking
with Jim McFarland
"An opportunity clearly missed…
[07/22/10]
"I think these guys deserve some
recognition..." (Part II) [06/17/10]
I think these guys deserve some
recognition..." (Part I) [05/17/10]
More Columns »
RACING AND CAR SHOWS
Mooneyes Xmas in July
[07/23/10]
CORVETTE RACING AT
UTAH GRAND PRIX
[06/17/10]
The First O’Fallon Car Show
[06/15/10]
Street Machine Nationals Down
Under [06/17/10]
The Maxton Mile
[05/19/10]
More Racing and Car Shows »
TECH SECTION
TONGUE WEIGHT 101
FEATURES
ELECTRIC SAFETY
GM, OnStar train first responders on new technology
Open Mic: Mike Johnson, crew cheif for
Stevenson Motorsports [05/17/10]
Freedom High School's Project Cars
‘Old Reliable’ is restored and for sale
George Matsuda's Altered
5/14/10
[05/17/10]
[05/17/10]
[0517/10]
Bigger trailers, bigger issues to deal
with [07/20/10]
Chevrolet Emphasizes
Environmental
Responsibility [05/03/10]
More Tech »
More Features »
COVER: Copo Yenko Camaro, photo John Miller
Volume V, Issue 7
July 22, 2010
GM PERFORMANCE PARTS ANNOUNCES MODERN BIG-BLOCK POWER
INSPIRED BY THE CLASSICS
How to Build HighPerformance
Chevy ...
Will Handzel
New $16.47
Remember the feeling of controlling an LS6 Chevelle?
The sights and sounds of cruising in a 427 Vette? The
desire to — just once — get behind the wheel of the
legendary ’69 ZL1 COPO Camaro®? Now you can take
the soul-stirring, brain-rattling, body-shaking power of a
classic Chevy big block and power your own classic
vehicle.
How to Rebuild
Your Small -Block
Chev...
David Vizard
New $14.93
The "classic" big blocks in our GM Performance Parts
crate engine lineup honor the legacy of the badass
bowtie big blocks that came before. Our big blocks —
ZZ454, ZZ427 and the Anniversary Edition 427 — are
all-new, validated and GM-engineered. They’re
designed to trigger nostalgia but built for a host of
modern applications.
"Reading Don't Fix
No Chevys"
Michael W. Smith,
...
New $19.04
Still Missing
Chevy Stevens,
Ang...
New $16.49
Our new classics have quite a big-block pedigree. To
celebrate the 40th anniversary of the ZL1, we
The ZZ572-620 engine.
introduced the Anniversary Edition 427 as a modern
version of this legendary aluminum-block powerplant.
The ZZ427 carries on the tradition of the L88, offering outstanding performance on pump gas. The ZZ454 is a
modern-day LS6, with horsepower rated at 440.
For a look at the complete line of engines go to http://www.gmperformanceparts.com/Parts/showcase_detail.jsp?
engine=4&evar1=july_fuel_toengines .[07/22/10]
LINGENFELTER LS9 CAMARO MAKES 9-SECOND PASSES
How to Rebuild
GM LS-Series
Engines ...
Chris Werner
New $16.47
How to Build Max
Perf Chevy Small Bl...
David Vizard
New $16.47
Privacy Information
The Lingenfelter Performance Engineering LS9-powered 2010 Camaro SS made its first 9-second quarter-mile
pass during the Lingenfelter Track Day at Muncie (IN) Dragway on Sunday, July 18.
With three total quarter-mile passes
in the 9's, the Lingenfelter
Camaro's quickest run was a 9.974
at 141.64 mph. To see this
specially prepared Camaro SS, visit
http://www.lingenfelter.com/
LPEforumfiles and click on
Lingenfelter General Discussion,
then Lingenfelter Track Day.The
Track Day was a chance for
Lingenfelter to treat its valued
customers to a free day at the drag
strip.
Lingenfelter originally debuted its
855 HP LS9 Camaro SS at the
Camaro5Fest in Valdosta, Ga.,
where it previously ran a 10.36
quarter-mile at 139.95 mph at
South Georgia Motorsports Park. It
boasts a Lingenfelter development C6 ZR1 LS9 engine - which includes the LPE High Flow supercharger snout
front cover, LS9 Overdrive Harmonic Balancer and LS9 2.38 diameter upper supercharger pulley - and a TR6060
manual transmission. [07/22/10]
OBX Votex
PowerFlow Throttle
Body Sp...
OBX
New $50.00
Universal Billet
Dual Nitrous
Bottle...
UPR Products
Small Block Chevy
Pulley Kit, 350 V...
CVF Racing
New $105.00
NEW 93 94 95 96
97 98 99 00 01 02
CH...
New $39.95
93-96 Chevy
Camaro V6
WHITE REVERSE
...
high performance
p...
New $32.99
Chevy/GM
Straight/Inline 6
Cylinder ...
Procomp
New $81.99
Privacy Information
Columns - Bowtie Bytes - MaxChevy.com
Volume V, Issue 7
July 22, 2010
INTERNATIONAL MOTORSPORTS INDUSTRY SHOW FINDS PERMANENT HOME IN INDY
After substantial growth following the inaugural International Motorsports Industry Show (IMIS) last year in Indianapolis, officials from IMIS and the
Indianapolis Convention & Visitors Association (ICVA) have announced an unprecedented agreement to keep the show in Indianapolis indefinitely.
After an original two-year contract for 2009-2010, officials from IMIS and the
ICVA announced a contract extension through 2015 during the event’s
welcome reception last December. An updated agreement will keep IMIS in
Indianapolis through the life of its convention. IMIS generates more than $15.9
million in direct visitor spending annually for the City of Indianapolis.
ADVERTISEMENT
The inaugural IMIS (December 2009) drew more than 10,000 attendees from
around the globe, in addition to 345 exhibitors and a sold-out trade show. Due
to demand, IMIS officials have doubled the space they will lease in the Indiana
Convention Center, anticipating more than 20,000 attendees and 575 exhibitors
at this year’s show, scheduled for Dec. 1-3.
“It’s only fitting for the ‘Racing Capital of the World’ to permanently host the
premier racing industry trade show – a show that brings together the entire
global motorsports business,” said Don Welsh, ICVA president and CEO. “Our
entire hospitality community is extremely thankful to the IMIS ownership for
their commitment and confidence in Indianapolis. It is extremely rare for a
convention this size to make this type of commitment to a city.”
The Indianapolis-based show is owned by Chris Paulsen of C&R Racing, Tom
Weisenbach, executive director of the Indiana Motorsports Association (IMA),
Jeff Stoops, president of Stoops Freightliner and two-time NASCAR Sprint Cup
Series champion and Indiana resident, Tony Stewart. [07/22/10]
FRANKIE TAYLOR’S NEW PRO MOD CORVETTE MAKES DEBUT
At the recent Texas Outlaw Pro Mod Association events at Kennedale
and Denton, Texas, Frankie Taylor debuted his new Jeffers Pro Cars
Corvette with a departure from his normal bright colorful paint scheme
to solid black paint, something about saving weight.
At Denton he qualified number one and set a track record elapsed time
on the eighth mile of 3.8559-second at 161.93 mph.
He made it to the final round, where he lost to Steve Wiley.
Jr. photo)
(Toyse Willy
[07/22/10]
PLANS MADE FOR 2011 CUSTOM AUTO & RESTORATION EXPO
Eckler’s Classic Chevy and Eckler’s related brands have signed on as an anchor exhibitor for the 2011 Custom Auto & Restoration Expo, to be held in
Orlando, FL, next June 23-25. The event is open to enthusiasts on that Saturday.
The company has committed to a large booth at the front of the exhibit hall in the Orange County Convention Center. The expo is co-located with
Aftermarket Retailer Expo EAST; both shows are owned and produced by Exponation, LLC.
The shows will open to trade only on Thursday and Friday. In a new twist, though, consumers will be allowed to walk the show along with trade
attendees and visit exhibitors on Saturday.
In addition, an indoor car show featuring a variety of top-quality collector vehicles will be held on the Saturday of the show. Consumer admission on
Saturday afternoon includes the car show as well as the exhibit halls.
Exhibitor information is available at www.customautorestorationexpo.com and www.aftermarketretailer.com .
Both expos will feature professional-development seminars on a variety of topics, including marketing, personnel, financial management, customer
relations and other emerging industry issues. In addition, Demonstration Theatres on the show floor will give exhibitors the opportunity to show buyers
and consumers how to install their products.[07/22/10]
Columns - Bowtie Bytes - MaxChevy.com
Volume V, Issue 7
July 19, 2010
WANNA BUILD YOUR OWN CORVETTE ENGINE?
For enthusiasts who want to be
personally involved in creating
their Corvette, Chevrolet's new
Corvette Engine Build Experience
allows them to literally build the
engine for their new car. In what is
believed to be the first program of
its kind, customers who order a
2011 Corvette Z06 or ZR1 can
choose to pay an additional
$5,800 and hand-assemble their
cars' LS7 or LS9 engines at GM's
Performance Build Center (PBC)
in Wixom, Mich.
In addition to building their own
engines, Corvette buyers can attend driving school in Arizona or Nevada, take delivery of their vehicles at the
National Corvette Museum or watch their vehicles being built at the Corvette assembly plant in Bowling Green, Ky.
[07/19/10]
COUGHLIN BREAKS THROUGH WITH PRO STOCK WIN AT SONOMA
Jeg Coughlin Jr. is keeping the new approach he came up
with while he was supposed to be vacationing in Lake
Tahoe last week.
Coughlin guided the JEGS.com Chevy Cobalt to victory in
Pro Stock on Sunday, July 18, at the Fram-Autolite NHRA
Nationals for his third win of the season. He chalked the
success up to the new way he and the JEGS.com team
approached the weekend from the time they set foot on
Infineon Raceway property.
“It was a good racecar,” Coughlin said. “That’s what you need in Pro Stock. We approached this race a little
differently from the time we came in on Thursday. We executed from Square One.”
Coughlin eliminated Jason Line in the finals of Sunday’s race. In the final, Coughlin cut a .010 light and rocketed to
a 6.590 second pass at 209.52 mph. Line ran a 6.602 at 209.39.
“The KB Racing cars are extremely tough,” Coughlin said. “We were one of the two or three quickest cars all day.
I’ve had a couple of red lights here lately, and that’s a rare thing to do in Pro Stock.
“Nothing was my goal more than to get here and focus on raceday. When I let the clutch out in the final round, I
thought to myself, ‘Let’s go!’ It felt fantastic. When the win light came on, I was going nuts. I don’t get too excited
that often. It was a big win for us today.”
On the way to the final, Coughlin beat Larry Morgan, Greg Anderson and Shane Gray. The closest of those races
came against Anderson in the quarterfinals. Coughlin ran a 6.595 second pass at 209.72 mph and Anderson had a
6.590 at 209.07 mph.
“Any time you can get by the KB cars is awesome, but to get by them both in one day? That’s a tough feat,”
Coughlin said. “We were able to get that done today.”
The appearance in the finals was the 100th of Coughlin’s career (81 professional, 19 Sportsman) and the 51st Pro
Stock victory of his career. He also moved back into third in the points and clinched a spot in the Countdown to the
Championship.
“To be in our 100th final? I didn’t realize that,” Coughlin said. “That’s exciting. These Full Throttle Series races are
extremely prestigious to be a part of and we’ve had great success at it.” (Todd Dziadosz photo) [07/19/10]
Columns - Bowtie Bytes - MaxChevy.com
Volume V, Issue 7
July 19, 2010
TRY, TRY AGAIN WORKS FOR OHIO GT1 DRIVER
After seven years of trying to win at her favorite track, Amy Ruman finally came through. Ruman, 36, from Kent,
Ohio, took her No. 23 McNichols Co. Chevrolet Corvette to the GT1 class victory Saturday, July 10, during the
Glen Nationals at Watkins Glen International.
Ruman was one of 29 class winners in the 63rd running of North America’s longest continuous-running road race
event. More than 300 amateur racers took part in seven 14-lap races on the Glen's 3.4-mile layout, run in ideal
weather conditions. Ruman, whose previous best finishes at the Glen were a second and a third, had been kept
out of victory lane at Watkins Glen by a variety of mechanical problems and other issues.
"It's my favorite track, but every year we seem to have bad luck," she said. "Finally, we did it. I'm excited."
Ruman beat William Thumel of Virginia Beach, in a Jaguar XKR, by 3.282 seconds. It was her third National win of
the year. Ruman's best race lap of 1 minute, 52.683 seconds (89.604 mph) broke the track record that she set in
2006 by one-tenth of a second. Showing that she finally got a handle on the track, Ruman also won on Sunday.
[07/19/10]
CHEVROLET SHOWROOM LAUNCHED FOR IPHONE, IPOD AND IPAD
Chevrolet is joining the social-networking and app world in a new way with a shopping app and vehicle configurator
(is that a word?) for the iPhone, iPod touch and iPad. The virtual Chevrolet Showroom is a free download on
Apple's App Store.
Chevrolet says users can read the history of Chevrolet, shop for and configure any of the current model lineup of
cars, trucks and crossovers, search for vehicles in dealers' inventory, request a quote, get current offer and
incentive information, calculate payments and even click to telephone the local dealer.
A Facebook sharing feature lets users share their configured Chevrolet with friends. People with smartphones that
aren't Apple products can use the Chevrolet mobile Web site ( www.m.chevy.com ) instead. [07/19/10]
AUSTIN DILLON’S NO. 3 IS NO. 1
Rookie Austin Dillon scored his first NASCAR Camping World Truck
Series victory Sunday, July 10, dominating the Lucas Oil 200 at Iowa
Speedway. He led 187 of 200 laps in RCR's No. 3 Bass Pro Shops
Chevrolet and earned a perfect driver rating.
Dillon held off Johnny Sauter in a green-white-checkered finish and
picked up his first career win. The 20-year-old Dillon won from the
pole, becoming the second-youngest driver to win a truck series
race behind Kyle Busch.
It was also the first time the black No. 3 won in any series since Dale Earnhardt's death in 2001.
"It's pretty awesome. Like I've said from the beginning of the year, I wanted to do it for the fans too. I know they
want to see it out front," Dillon said. "I'm glad to sit in the No. 3. It's my favorite number to run, and hopefully I can
run it for a long time." (photo courtesy RCR) [07/19/10]
GM TO OFFER 8-YEAR WARRANTY ON VOLT BATTERIES
General Motors Co. is moving to boost the confidence of car
buyers in the durability of its new Chevrolet Volt electric car
with an eight-year warranty on its battery.
The Detroit automaker made the announcement at the factory
in Brownstown Township, Michigan, where the batteries will be
built. Next year, GM will build 10,000 of the cars, which run on
all-electric drive for 40 miles before a gasoline engine
recharges the battery. The Volt will initially be sold in Texas,
New York, Michigan, California and Washington, D.C. (GM
photo)
[07/19/10]
Columns - Bowtie Bytes - MaxChevy.com
Volume V, Issue 7
July 19, 2010
MANNING’S CAMARO IS STREET MACHINE FINALIST
ADVERTISEMENT
Michael Manning's Detroit
Speed-built 1969 Camaro
was chosen as a Top 5
finalist for the Street
Machine of the Year
award given out at the
Goodguys Nationals in
Columbus, OH. Manning's Camaro has all the Detroit Speed, Inc. upgrades
from the Hydroformed front suspension to the QUADRALink™ rear suspension
and everything in between. (photo courtesy Detroit Speed Inc.) [07/19/10]
TY DILLON EARNS POLE AND SECOND-PLACE
FINISH IN ARCA DEBUT
Ty Dillon contributed to a strong
weekend for Richard Childress
Racing development teams at Iowa
Speedway, earning a pole award
and a second-place finish in his
ARCA Racing Series presented by
RE/MAX and Menards debut.
Fellow RCR development driver Tim George Jr. led laps in Saturday's Prairie
Meadows 200 ARCA Racing Series race and finished 12th.
Driving the No. 41 Karl Chevrolet/RCR Development Chevrolet, the 18-year-old
grandson of legendary NASCAR team owner Richard Childress started off the
race weekend with two practice sessions. Crew chief Cale Gale and the Karl
Chevrolet team were able to fine tune the RCR Chevrolet in preparation for
Saturday's 200-lap Prairie Meadows 200 ARCA Racing Series race and the
team's hard work paid off as Dillon steadily improved throughout each session,
posting the 16th and 13th fastest times.
ADVERTISEMENT
During Menards Pole Qualifying presented by Ansell, Dillon recorded a 23.736
second lap around the .875-mile Iowa Speedway oval for a speed of 132.710
mph, placing him on the pole for his first ARCA Racing Series start. It was one
of four pole awards for Earnhardt-Childress Engines this weekend, as Ty
joined Jamie McMurray (NASCAR Sprint Cup Series), Kevin Harvick (NASCAR
Nationwide Series) and his brother, Austin (NCWTS), as pole winners utilizing
ECR power this weekend.
Armed with a fast RCR-prepared Chevrolet, Dillon worked with spotter Andy
Houston to jump to the point position as soon as the green flag waved for
Saturday night's Prairie Meadows 200 and the high school senior looked
strong from the start, leading the first eight laps before dropping to second on
lap nine.
Dillon continued to run second in the running order until making a move on lap
45, diving to the low line and battling for the lead for several laps before
dropping to seventh with an ill-handling black No. 41, which had developed a
tight condition.
Dillon made his second trip down pit road on lap 150, remaining in the top-five
throughout this portion of the race. Quick work by the Karl Chevrolet/RCR
Development Chevrolet team in the pits with less than 50 laps to go allowed
Dillon to gain several spots on the racetrack, placing him second on the restart
and from there, it was smooth sailing for the Lewisville, N.C., driver, who did
not relinquish his position for the remainder of the race, posting a secondplace finish. Dillon's finish matched the result he scored at Iowa this spring in a NASCAR K&N Pro Series East and West combination race and the
performance of his brother Austin in last year's edition of the Prairie Meadows 200. (photo courtesy RCR) [07/19/10]
Columns - Bowtie Bytes - Page 1 of 1 - MaxChevy.com
Volume V, Issue 7
July 19, 2010
FIRST L88 BUILT TO BE AUCTIONED BY MECUM
In 1965 Zora Arkus Duntov’s Corvette Engineering Group began
developing the new 427 Mark IV engine for use in the Corvette as a
full-bore endurance racing engine, and in 1967 their work came to
fruition in the form of the RPO L88 option package. Incorporating a
forged and Tuftrided steel crank, forged rods, 12.5:1 pistons, aluminum
heads, a radical solid lifter cam and a single Holley 850 atop an
aluminum intake manifold, the L88 was a formidable powerplant.
The L88 instantly established its racing dominance with the Tuxedo
Black 1967 convertible shown here, the very first regular production
L88 Corvette built.
Of the 20 L88s sold in 1967, there are only 14 examples believed to still exist today, the one offered here being the earliest surviving factory car
ordered, and with a very impressive racing career that has made it one of the most historically significant L88s in existence. Freshly restored to
concours quality standards, this L88 Roadster will be offered by Mecum Auctions during their Aug. 13-14 auction in Monterey, Calif. For more
information go to www.mecumauction.com . [07/19/10]
CORRIVEAU IS TOP SPORTSMAN
The Nova of Steve Corriveau took the Top Sportsman win July 18th at the IHRA Nitro Jam in Grand Bend, Ontario, Canada, over Rob Gray’s Cavalier. (Brad Turk photo)
[07/19/10]
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Columns - Bowtie Bytes - MaxChevy.com
Volume V, Issue 7
July 19, 2010
DIEDRICH’S CHEVY NABS FIRST WCOPMA WIN
Jay Diedrich placed his “Evil Outlaw” 1957 Chevy in the winner’s circle at Woodburn Dragstrip last weekend while
running with the West Coast Outlaw Pro Mod Association.
Diedrich has won multiple events with his Top Sportsman 1968 Camaro and had many semi-final and runner up
finishes in the Pro Mod car, but he
hasn’t been able to secure a victory
in the three years he has raced the
“Evil Outlaw” 1957 Chevy.
Starting off the weekend Diedrich
placed himself in the number two
qualifying spot after the first
qualifying session with a 6.37.
In the final round Diedrich was paired
against Bret Williamson who drives a
Don Carter Motorsports 1953 Studebaker. From the moment the tree dropped Diedrich led the race from start to
finish, cutting a .019 reaction time to Williamson’s .07-something and backing it with a 6.15 to Williamson’s piston
nipping and early shutoff pass of 6.50.
The Firebaugh Express Racing team is headed to Bakersfield, Calif., this weekend to run with the West Coast Hot
Rod Association in the Pro Street class. (Steven Bunker photo) [07/19/10]
RONNIE DAVIS SELLING OUT? NO JUST SLOWING DOWN!
We received an interesting message from old friend Ronnie "The King" Davis recently saying the multi-time IHRA
and NHRA Top Sportsman champ wants to liquidate much of his race team holdings.
Among the go-fast goodies up for grabs are a pair of Tommy Mauney-built, full-tube-chassis '63 Corvettes, his
Parker Chassis-built Outlaw 10.5 '69 Nova, four Fulton motors and a slew of Pro Mod-level Powerglides,
converters, nitrous parts and other assorted parts. He's also willing to part with either of two loaded motorhomes.
This is no fire sale, however, as Davis stressed in his note, "I don't need the money (at this time anyway LOL),
that's not why I want to sell them, so I won’t give them away, but will sell at a fair price.
"I have too much to keep up with by myself and just one helper and run my golf cart business that is wide open at
this time. It's just too much for me; I need a life. I want to have one race car, two motors, two or three
transmissions, two or three converters and that's all," Davis told the Agent. He's apparently looking to move into a
new houseboat, lie back and take a little more time for himself.
"Work and racing takes all of my time and has for decades; I need a life again," he said.
Interested buyers can contact Davis by e-mail at [email protected] or by calling his shop in Suwanee, GA, at
678-482-9977. (Ian Tocher photo) [07/19/10]
Columns - Bowtie Bytes - MaxChevy.com
Volume V, Issue 7
July 22, 2010
An opportunity clearly missed…
When an entrepreneur of the type often found within the fabric of high performance or racing parts manufacturers
is seeking ways to fund his core idea, it’s not uncommon for him to use companion ideas to provide the financial
support. OK, that’s a bit vague, but here’s an example of how this can work.
I think it was sometime around the mid-1970s, during my two decades at Edelbrock, when I received a call from
one of our product users. Specifically, he was in the midst of developing an inventive way of introducing fuel into
an engine, primarily for exhaust emissions reductions and fuel economy, even though the former (at the time) was
more in vogue than the latter. A single-plane, Edelbrock intake manifold was being used and the problem he
described related to cylinder-to-cylinder mixture distribution…not at all uncommon for these type of manifolds.
Furthermore, since his company was not inconvenient to travels I frequently made to and from the Detroit,
Michigan area, it was agreed I would make a brief stop to review the problem during a subsequent trip. So I did.
First off, the “inventive way of introducing fuel into an engine” was something very creative. Fuel was being
passed through a thin, wafer-shaped device drilled with a series of very small holes that began at the disc’s center
and were routed radially outward much like the spokes in a bicycle wheel. Electronically, this disc was subjected
to very high frequency input that caused it to vibrate (almost imperceptibly) at an equally high frequency. As fuel
was delivered through an entry port and the disc’s center and into the network of holes, fuel exiting the perimeter
of the disc was almost smoke-like. Fuel particle diameter was said to be in the sub-20-micron size. Equally of
interest was the company’s owner, an engineer deeply involved in the project who told me they had been able to
support combustion powerful enough to propel an on-road vehicle at air/fuel ratios on the order of 17.0-20.0:1. By
itself, that got my attention.
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At any rate, his manifold “problem” was linked to the ultra-small fuel droplet sizes whereby particle dynamics of the
fuel had taken on those of inlet air. Let me say that another way. The fuel was beginning to behave like air, to the
extent that when the air moved quickly, so did the fuel…unlike the result of fuel atomization you’d expect from a
carburetor. Long story short, during periods of reversion when cylinder pressure was higher than inlet pressure
(typically early during the inlet cycle), cylinder-to-cylinder mixture distribution was being upset as exacerbated by
the finely-atomized fuel.
Technically Speaking - An opportunity clearly missed ... - Page 1 of 2 - MaxChevy.com
Volume V, Issue 7
July 22, 2010
After further discussion, I learned that this project was intended to be sold or licensed to General
Motors for use in passenger cars…or at least that was the goal. And since all these efforts were then
being funded by the little company, and clearly not inexpensive, I asked if they were operating on a
grant or some other “deep-pocketed” source. According to the owner, they’d created this little side
product just to fund the bigger project. In fact, one of his engineers had an idea he’d sketched out on
the back of a church program during a Sunday service and they’d begun building the parts to fund the
proposed GM deal. When he showed by the product, I told him this was something Edelbrock might
like to purchase and distribute, if for no other reason than to allow Vic a budding business opportunity
and my new friend’s company a chance to focus on their revolutionary fuel delivery system. It
seemed like a good idea at the time.
ADVERTISEMENT
After helping to resolve the mixture distribution issue, I returned home and discussed my “find” with
Vic. He agreed to speak with the little company’s owner, suggesting to me that the product would
probably require some exhaust emissions certification testing and asking me how difficult I thought
that would be to accomplish. After some conversations with the appropriate California Air Resources
Board staff with whom we were already working, it appeared we could make the product emissions
legal.
Vic and I then traveled to visit with the little company’s owner, essentially for two reasons. Vic wanted
a look at the entire operation, which made sense, and I wanted to see if the two owners could come
to an agreement. The product in question looked quite promising. So we did all that and, over
dinner, it seemed to me Vic not only liked the deal but was working toward a really good financial
arrangement. Then we went home to “think about” a conclusion.
Much to my surprise, after a few days of discussions internal to Edelbrock, a decision was made to
pass on the opportunity. I was stunned. Here was an early-on proven product unlike any other thencurrently on the market. It appeared to be emissions certifiable. Plus, chances were pretty good it
could undergo some design morphing from a street application into one for racing. It wasn’t there yet
but could become so. The little company offering the opportunity didn’t have the marketing or
distribution clout of Edelbrock and both companies would benefit from that. No appreciable
engineering investment would be required of Edelbrock and any technical input that might be
necessary in the future was available from the little company who originated the design. I couldn’t
figure out what was missing. In fact, to this day, I’m not certain what motivated Vic to pass on the
deal.
But here’s the kicker. The revolutionary fuel delivery system never came to fruition. As sales of the
little product intended to fund the possible OEM deal began to grow, the little company also started to
grow. The original street version of the product became emissions certified, resolving that
requirement. A race version was also created. As the little company grew, it was able to add staff,
particularly in the area of marketing and distribution. Even though its original personnel were cut from
the cloth of engineers, sales and distribution structures were put in place to also grow that aspect of
the company. In fact, the “little company” is still around today.
Was it much of an opportunity that Edelbrock missed? By some yardsticks, probably. For you see,
the original street product whose concept was penciled out on the back of a church program was
(and is) a multi-spark ignition system. The little
company that came to life as Autotronic Controls
Corporation became MSD Ignition, and if more
needs to be said about the success of this
company, I’m not certain what it might be. Vic and
I have never since discussed the outcome of that
initial opportunity.
Discuss this story on the ChevyTalk message board
Technically Speaking - An opportunity clearly missed ... - Page 2 of 2 - MaxChevy.com
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Volume V, Issue 7
July 22, 2010
Words by Rick Rothermel - Photos by John Miller
Some cars just shouldn’t even exist.
That’s probably the case with the Hugger Orange ’69 Yenko
Camaro shown on these pages. It survived its original duties
as a COPO development car and then was used to
establish the proper order for the Yenko assembly run. By
normal GM standards at that point the car should’ve been
forklifted, piled with other used-up test cars and fed to the
Tech Center crusher, never to be seen or thought of again.
Instead it somehow made its way to Yenko Chevrolet in
Cannonsburg, Pa., surviving whatever use the dealer had
for it. At some point it was sold, and after that the screen
goes dark for a few decades.
In the early nineties the car was discovered by a Tennessee car-guy, Jimmy Owens. Jimmy, a locally
famous Chevy-faithful drag racer, traipsed through a junkyard and found a hurtin’ orange ’69 Camaro,
and thought he’d found the bones of his next drag car. It’d been pounded, hit hard in the passenger
side A-pillar, totaled and left for dead, perhaps even once again destined for a trip to the crusher.
Jimmy struck a deal, dragged the hulk home, and started planning his next hot rod. Then a closer look
at the car and the paperwork stopped him cold. Jimmy knew a LOT about Camaros, and was well
aware of the early-90s COPO and Yenko auction frenzy. His paperwork said this car was gold.
He did his own research, verified his suspicions, probably sat back and smiled a bit, and eventually
went to talk to his buddies at the bank.
This COPO Yenko Camaro shouldn't exist - Page 1 of 4 - MaxChevy.com
They listened, agreed with his
vision and eventually
mortgaged the cost of a full-on
restoration of one of the rarest
Camaros ever found. In his
down-home weekend gettogethers Jimmy told his
friends that the car would fund
his retirement.
Soon the car was blown apart
and new and NOS parts were
gathered for the project, all in
a devoted garage on the
Owens property in Hartsville.
Work slowed somewhat
because of the death of one of
Jimmy’s sons, but eventually
he was back at it, working
every evening re-animating the
rare treasure he possessed.
Sadly, one evening Jimmy
suffered a severe heart attack
and passed away.
Volume V, Issue 7
July 22, 2010
Now the car was at the center of a legal action. The
bank needed its money back and an estate auction was
ordered. The bank, though, by now had somehow
misplaced the paperwork that they’d been holding as
authentication for the car. Word passed around the
Camaro community that a COPO was coming available
but without the right paperwork it was just another
wrecked orange Camaro.
Enter John Miller. Like Jimmy Owens, the Floridian has a
healthy respect for special Camaros. When a friend told
him of the upcoming auction the insulation company
owner decided to check it out. He and a friend took a
quick trip to Tennessee, looked at the cars, made their
bids against modest local competition and won Jimmy’s
Camaros. Our subject car and another COPO, a smallblock, column shifted ’69, were loaded into a trailer and
taken South.
Once John had the car unpacked he decided to try to
discredit the car in advance of starting an expensive,
time-consuming professional restoration. His contacts at
various venues concluded that this was a real car, still
wrapped in mystery.
This COPO Yenko Camaro shouldn't exist - Page 2 of 4 - MaxChevy.com
Volume V, Issue 7
July 22, 2010
More confident of the quality of his find, John decided to ask other experts, specifically Jim Barber in North Carolina. Jim’s usually shoulderdeep in Camaro projects and has sufficient credibility with Chevrolet that he was tapped to be the ‘official’ assembler of Dynacorn Camaros
after GM came onboard to license that project a few years back. His contacts, including friends at the GM Heritage Center, tackled the
mystery and came back amazed that the car had seemingly just slipped through the cracks.
The facts washed out as follows. This particular Camaro has no Manufacturers Statement of Origin, no shipping order, a VIN with no record
anywhere and no registration records. All of the usual hiding places for such numbers check out clean as well. There was no destroy order
from GM and the car was nowhere to be found in the National criminal registries. Best news yet, GM legal didn’t want it back!
Final conjecture was that this had been an engineering development car for the COPO run of 427 Camaros and later probably a ‘proof car’
for the Yenko production run. From that point it seems to have been sent to Yenko Chevrolet, and from there, who knows? Affidavits
regarding the cars’ appearance and features were obtained from the people familiar with the car in Tennessee before Barber’s painstaking
restoration process began.
This COPO Yenko Camaro shouldn't exist - Page 3 of 4 - MaxChevy.com
Volume V, Issue 7
July 22, 2010
Once green-lighted, Barber’s crew tackled the car with a vengeance. All the parts were catalogued
and evaluated, and Jimmy Owens’ work was checked and re-accomplished where necessary. The
car was put on a rotisserie and an aggressive 1200-plus hour bare-metal rebuild completed. New
components included a date-coded subframe to replace the one tweaked in the accident that totaled
the car in the first place. The original components sit in storage at Barber’s shop.
The original 427 and M22 4-speed, having survived the car’s 49,000 miles, were freshened before
returning to its home, restored using accurate OEM and date-coded components. Various body
panels were worked or replaced until the car was brought to Barber’s usual high level of finish and
structural integrity, then the detailing needed for such a noteworthy car was tackled. The completed
product is far more impressive than the car would have been when new, and its rarity and unique
backstory add to the fascination of the casual observer.
Where does it go from here? The car premiered at SEMA 2009 and was shown at the Carlisle GM
show and remains a key attention-magnet for the Barber restoration business. It will have been dynotested by the time you read this, in a quest to quantify the capabilities of an original COPO.
Certification and appraisal by the best experts within GM is a given.
We would also hope that at some point John Miller, his dad Tim, and his friend Phil Bryant, partners
in the project, would get to take a fast, noisy run down the highway in it, with a long, hearty tire burn
in honor of Jimmy Owens.
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This COPO Yenko Camaro shouldn't exist - Page 4 of 4 - MaxChevy.com
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Volume V, Issue 7
July 22, 2010
Words and photos by Jok Nicholson, Art Direction by Matt Schramel and Clifford Tunnell
Most of you that read my tech articles have or probably are towing a trailer with
some sort of tow vehicle designed for that purpose. There are also a growing number
of my readers and racers who do not read these tech articles that are towing with
vehicles that are not designed for the tongue weights of race car trailers.
Let’s start at the basics. There are many theories out there about how much tongue weight is
enough or too much, and why it matters. I’ve talked to several manufacturers over the last
few years about percentages of actual trailer weight that should be on the tongue of the trailer
to make it as stable as possible. The numbers they gave me are very similar. Most will tell
you the length and height of the trailer will make some difference, but a general rule is that
you need to have 12% to 17% of the actual trailer weight on the tongue (coupler).
Take a basic 26-foot enclosed trailer with empty weight of about 5,000 lbs and add in 3,000
lbs for a car, 500 lbs for fuel and tools, and let’s say 500 lbs for a scooter and generator, etc.
It would now weigh about 9,000 lbs (gross trailer weight). That means you would probably
need to have 960 lbs to 1,200 lbs of tongue weight to get balance correct on the trailer axles.
Now take your basic 26- or 28-foot stacker with two cars in it. Same distance from front axle
to trailer coupler, but the trailer weight is probably 9,500 lbs empty and 17,000 when loaded.
That means the preferred tongue weight should be 1,600 lbs to 2,890 lbs! Now we have a
different ballgame.
Tongue weight and tow vehicle structure 101 - Page 1 of 4 - MaxChevy.com
Volume V, Issue 7
July 22, 2010
CHECK YOUR RIG
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Here’s how to check your tow package. Load everything into the trailer like you
would if you were getting ready to go to the track. Stop at some truck stop or
even an Ag Center that has a truck scale you can use. Usually they charge
about $5 to $10 to weigh. The best part is they can give you the weight of
every axle and, of course, a gross vehicle weight. Write these weights down
and keep them.
Next thing to do is look at your hitch on the tow vehicle and see what the
Gross Weight and Tongue Weight capacity is. You should have at least a
Class 3 (that will need some extra support) or preferably a Class 4 or Class 5.
No matter what hitch you have, you need to give it a close look. Are there
welds all the way around the center receiver tube? Are there gussets to
support the center tube from rocking front to rear? Are the attaching bolts all
grade-8 with lock nuts or nyloc nuts? By simply looking at the hitch, would it
make sense to add a couple diagonal braces to prevent twisting or to support
the center receiver tube a little better? Almost every hitch I have seen is built
as much to look and fit good as it is for actual strength.
MOTOR HOMES ARE A LITTLE DIFFERENT
If you tow with a motor home you have several unique issues to deal with.
Your hitch is probably rated at 500-750 lbs for tongue weight and the gross
weight is probably rated at 5000-7500 lbs. Some are rated at 1000 lbs and
10,000 gross but that’s usually on a Monaco coach and they make their own
hitches. Remember, it is the hitch that they are rating, not how long the coach
will stay intact if you are maximum rating; they are stating the hitch will not fail.
Do not confuse that with saying the sidewalls, slide-out openings, suspension,
and floor will survive very long.
The leverage created by putting even 750 lbs on the rear of a motor home is
compounded by the distance from the hitch ball to the rear axle suspension. It's
like any other lever: the more weight that hangs on the end of the lever, the
more pressure it creates.
Imagine you have a trailer with 1,200 lbs of tongue weight and the overhang of
your trailer from the rear tires to the trailer ball is 7 feet. Then take into
consideration the distance from the front trailer tires to the trailer ball. On a
typical 26-foot trailer it is probably 12 feet or more. That leaves you with a 7foot lever and a 12-foot lever pivoting at the trailer ball. No wonder it bounces
and you feel every bump in the seat of your pants.
The simple solution would be to find a way to support the pivot point (the hitch
ball and trailer coupler), since that would smooth out the ride and reduce stress
on the tow vehicle (in this case a motor home) and the actual tongue of the
trailer that is trying to flex where the A-frame of the tongue is welded to the
main frame rails on the trailer.
WHAT TO DO?
First, let’s be honest here. We all can read what the Gross Vehicle Weight
Rating is for our tow vehicle or motor homes. We have all made the decision to
exceed those limits to pursue our hobby, but we want to be as safe as we can.
Ideally, everyone would just get a truck big enough to handle the trailer and be
done. The reality is that won’t happen. Motor homes can be bought at the
lowest prices ever right now. They make great tow vehicles and have really
nice amenities if you stay at the track for two- or three-day events.
Tongue weight and tow vehicle structure 101 - Page 2 of 4 - MaxChevy.com
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Volume V, Issue 7
July 22, 2010
There are some products available that can help you with too much tongue weight on a motor home, pickup campers and SUVs. Some work better than
others.
The simple answer you hear a lot is, “I welded in some frame supports, stiffened the frame, and it works fine.” That may seem to be true, but the
problem is they just moved the point where the flexing and damage will occur. It never hurts to add some braces and support structure, but that does
not eliminate the core problem of carrying too much weight with the rear of the motor home.
TUFF TOW
One of the first products that dealt with trying to prevent damage to the motor home when towing trailers was the Tuff-Tow. It is a product that you put
in the center of your trailer tongue (in the A-frame area). It has a pivoting shaft that holds two spindles and two tires in the trailer tongue area. One issue
to consider with that product is that you will have to cut out the center trailer tongue support frame if your trailer has that type of framework. You also
need to have about 38 inches of open space between the coupler and the front of the trailer to get the Tuff-Tow installed.
The Tuff-Tow is a spring-assist design and supports the front of the trailer to keep some of the weight off the rear of the motor home. It helps eliminate
the weight but in certain conditions, such as deep dips or bridge entrances, the trailer compresses the spring and weight is transferred to the motor
home hitch momentarily. It makes it much less likely that the motor home will receive as many hard impacts as before installing it.
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TRAILER TOAD
The latest product to be developed to remove the tongue weight from
the motor home and carry 100% of that weight is the Trailer Toad.
The design is similar to the tow dollies the freight companies have
used on semi-trailers for years. When they haul dual trailers, they do
not want the heavy tongue weight of the second trailer to pull down
on the front trailer. To accomplish that they use a tow-dolly that
carries all the tongue weight of the second trailer. This is what the
Trailer Toad does. It carries the trailer tongue weight on its own
torsion suspension. None of the tongue weight is carried by the tow
vehicle.
The Trailer Toad has weight limits as well: 3500 lbs of tongue weight
and 18,000 lbs gross trailer weight. There is no fabrication to install it;
it slides into the existing receiver hitch of the motor home and you
back it under the trailer coupler. The trailer frame stays the same as
the manufacturer built it, and the Trailer Toad is carrying 100% of the
trailer’s tongue weight.
This close view of the Trailer Toad attached to the standard 7500 lb-rated hitch shows it
uses standard 2-inch receiver hitch.
Tongue weight and tow vehicle structure 101 - Page 3 of 4 - MaxChevy.com
Volume V, Issue 7
July 22, 2010
This picture is a little difficult to understand until you notice the trailer is attached and
Taking the spare tire off allows a better view of a couple of features of the Trailer Toad.
there is no tongue jack on the ground. That’s right, the trailer is sitting on the Trailer
You can see the trailer to tow vehicle wiring extension cord plug-in and the center
Toad (trailer tongue weight approx 2000 lbs) and you can lift the draw bar with one
“steering spindle” that utilizes a hub and spindle off a 6000 lb axle. All flat plate is half-
hand, no trailer tongue weight gets the front of the Trailer Toad.
inch and everything is pulse welded. It is then dipped in aqueous primer for the best
corrosion resistance and powder coated with a chip resistant powder.
The Trailer Toad carries a U.S. Patent and is 100% American-made. Designed specifically for
motor homes that haul enclosed trailers, it has started seeing more and more use behind pickup
truck campers, pickups, and SUVs that want to tow camping trailers or boats but which were
unable to support the load on the suspension without becoming unstable.
ADVERTISEMENT
Personally, I bought my first Trailer Toad in 2006 and used it behind my 28-foot Class C
Fourwinds motor home to tow my 32-foot dual-axle trailer and two dragsters. I could barely tow it
before the Trailer Toad due to sway and the “light” front end under braking. After I used by Trailer
Toad I was so impressed I called the manufacturer and asked why I had never seen them before
and how I could become a dealer. That was about five years ago, and now I own the company
that manufactures the Trailer Toad. We feel we have saved hundreds of motor homes from
damage and protected that investment the racers made in their motor homes. Add in the better
handling, better stopping, and smoother ride to the race events, and Trailer Toad has proven it is
the leader in towing innovation the last three or four years.
Was this a shameless tech article about my own products? I don’t think so. It just so happens that
I own a company that makes a product that flat-out does what it is advertised to do and makes it easier and safer for racers to get to and from the
races, and nobody has anything that can match it. That’s all this is, a technical report to assist racers in decisions before they start towing to the next
event.
The Trailer Toad requires the use of a weight-distribution hitch. Not for the normal
The hitch off the Trailer Toad motor home is a standard 750 lb/7500 lb Draw-Tite hitch.
reason, though. The Trailer Toad needs it to limit the up and down travel of the 3500 lb
We put a piece of 2x4 tubing under the receiver tube and used two pieces of 1-5/8”
torsion axle that your trailer tongue weight is riding on. The spring bars are springy travel (.115” wall) steel tubing to prevent the center of the hitch from being pushed forward in
limiters that cushion the trailer when rough roads are encountered. The heavier the
the event of an emergency stop. Remember, the hitch now needs to only PULL and
trailer tongue weight, the stronger the spring bar. The unit in the picture is using an
STOP the trailer weight with Trailer Toad, it does not have to carry the weight.
Equal-I-Zer brand hitch and the spring bars are 1400-lb models. These would be too stiff
for a regular trailer with say, 1000-1200 lbs tongue weight.
Okay, here’s the shameless plug: if you have any questions about the product, go to www.trailertoad.com or call me at 319-404-7001.
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Tongue weight and tow vehicle structure 101 - Page 4 of 4 - MaxChevy.com
Volume V, Issue 7
July 23, 2010
Guy McWilliams’ blown rat-motor powered Chevy truck wowed
the crowd and the Chevy faithful at Irwindale with full track wheelies.
Words by Jeff Burk
Photos by James Drew
Layout by Marissa Gaither
Every year the Mooneyes folks have their Xmas Party at California’s Irwindale Speedway. Last December, the weather did
not cooperate and the next available date open was July 18. The event could best be described as a celebration of drag
racing and the lifestyle of the gearheads of the late 1950’s and early ’60s.
Max Chevy sent staff
photographer James
Drew to the event with
the assignment of doing
a photo essay
concentrating on the
“Bowtie Brigade” that
was sure to be present.
So sit back and enjoy a
day of Chevys of all
kinds and a few of the
ladies he saw during his
stay and the drags.
Mooneyes Xmas in July - Page 1 of 3 - MaxChevy.com
Volume V, Issue 7
July 23, 2010
Yeah we know it isn’t a Chevy body but it has a blown mouse motor for power driver Stormy Bird did bitchin’ full-track burnouts.
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They call the woman who drives this wild, wheelstanding Vega “Crazy Connie” Wold.
This very nice ’59 Camino pulled
the wheels up on every pass. It
competes as a Nostalgia Super
Stocker?
Mooneyes Xmas in July - Page 2 of 3 - MaxChevy.com
Volume V, Issue 7
July 23, 2010
Can’t have a Chevy race without at least one shoebox ’55 racing.
We really like this streeter Nova with the “Moon Tank” in front of the grill and chutes on
the rear bumper.
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Edgar Reyes had his injected big block Chevy-powered Fiat out for a couple of
laps.
Mooneyes Xmas in July - Page 3 of 3 - MaxChevy.com
Volume V, Issue 7
July 22, 2010
Fighting to the finish
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Words by Rick Voegelin
Photos courtesy Corvette Racing Art direction by Clifford Tunnell
Daytona Speedway offers asphalt
with Daytona 500…
Great Ganassi: McMurray wins
Brickyard 400, team…
Kalitta, Hight, Johnson grab trophies
at NHRA…
Click for more AutoWeek stories
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Sometimes the box score doesn't tell the whole story of a race. Corvette Racing's third-place finish in
the American Le Mans Series Larry H. Miller Dealerships Utah Grand Prix was the result of a
determined effort in the heat of the Utah high desert. Johnny O'Connell and Jan Magnussen
overcame intense competition on the track and a penalty in the pit lane to take their No. 3
Compuware Corvette C6.R to a hard-earned podium finish at Miller Motorsports Park.
The No. 3 Corvette C6.R finished one lap behind the No. 62 Risi Competizione Ferrari 430 GT and
the runner-up No. 92 Rahal Letterman BMW M3 GT. The No. 4 Corvette C6.R of Oliver Gavin and
Olivier Beretta encountered an electrical problem on the second lap, finishing 10th after losing three
laps to the leaders during repairs.
"We're not winning, and that's what we're here for, but we will," said Magnussen. "When we can have
good results on our bad days, then I'm sure it will be fantastic on our good days."
O'Connell started seventh in the GT class, lost a spot in the opening laps, and then methodically
began to overtake his rivals. He was fifth at 30 minutes into the 2-hour, 45-minute race, and third at
the 50-minute mark. Magnussen then took over just as the first hour was completed, and set off in
pursuit of the leaders.
"The idea is to push hard and stay out of trouble," said O'Connell. "At the start a GT car went inside
of me, but we got that position back and then started picking guys off. The car was good under
braking, and as the fuel load went down we were getting quicker. When (crew chief) Dan Binks is
telling me that guys are coming back to me, that's like blood in the water for a shark."
As the air temperature climbed to 90 degrees and the track sizzled at 112 degrees, Magnussen put
the heat on the second-place BMW of Bill Auberlen. The Dane pitted for fuel and tires with 36
minutes to go, but a brush with the air jack hose incurred a stop-and-go penalty. Magnussen
emerged in fifth, and moved up to fourth when the No. 45 Porsche pitted. With nine minutes left on
the clock, he passed the No. 92 BMW of Dirk Mueller for third coming out of Turn 6.
"It was a good, fair fight with both BMWs," Magnussen said. "I managed to get by for third after he
made a small mistake. I faked a move going in and he reacted to it. It was unfortunate that we had
that penalty in the pits. It was one of those small things – sometimes the luck goes your way and
sometimes the luck goes against you. I think our year has been the latter so far."
Crew chief Binks explained: "When I unplugged the air jack wand, it bounced against the wall and
went under the tire. At the time you get upset, but the officials made the right call. We got a penalty,
and Jan raced his heart out to third."
Corvette Racing at Utah Grand Prix - Page 1 of 2 - MaxChevy.com
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Volume V, Issue 7
July 22, 2010
The No. 4 Corvette's race unraveled on the second lap when it slowed in Turn 5 with no fuel pressure. Beretta's
attempts to restart the car were futile, and it was towed into the pit lane. The Corvette crew quickly repaired an
electrical connection and Beretta rejoined the fray.
"I made a good start, and suddenly the engine cut out," Beretta said. "I knew I could not restart the car by myself
on the track. These are the kind of things you want to forget and think about the next race. We have had so much
bad luck, I hope it will end soon."
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The No. 4 Corvette pitted at 1:06 for fuel, tires, and a driver change as Oliver Gavin replaced Beretta. Gavin then
ran to the finish on one set of Michelin tires, turning laps as fast as the leaders, but the deficit was too great to
make up.
"The team showed great character today," said Corvette Racing program manager Doug Fehan. "You can't work
any harder for a third-place finish than we did today. Hats off to Johnny, Jan and the crew for never giving up –
their effort paid off with a podium finish, and that's important in the points race."
Corvette Racing’s next event is the American Le Mans Northeast
Grand Prix at Lime Rock Park in Lakeville, Conn. The 2-hour, 45minute race will start at 2:05 p.m. ET on Saturday, July 24, and
will be televised live on SPEED. Live radio coverage will be
available on American Le Mans Radio, Sirius Channel 127, and
XM Channel 242.
LARRY H. MILLER DEALERSHIPS UTAH
GRAND PRIX GT RESULTS:
Pos./Drivers/Car/Laps
1. Melo/Bruni, Ferrari 430 GT, 85
2. Auberlen/Milner, BMW M3 GT, 85
3. O'Connell/Magnussen, Chevrolet Corvette C6.R, 84
4. Mueller/Hand, BMW M3 GT, 84
5. Bergmeister/Long, Porsche 911 GT3 RSR, 84
6. Fisichella/Vilander, Ferrari 430 GT, 84
7. Sharp/van Overbeek, Ferrari 430 GT, 83
8. Brown/Cosmo, Ferrari 430 GT, 83
9. Sellers/Henzler, Porsche 911 GT3 RSR, 83
10. Gavin/Beretta, Chevrolet Corvette C6.R, 82
11. Law/Neiman, Porsche 911 GT3 RSR, 81
12. Robertson/Robertson/Murry, Ford GT-R, 78
13. Dalziel/Goosens, Jaguar XKRS, 57
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Corvette Racing at Utah Grand Prix - Page 2 of 2 - MaxChevy.com
Volume V, Issue 7
July 22, 2010
DETROIT SPEED FRONT AND REAR G-BODY SUSPENSION
The Detroit Speed G-Body front suspension is designed to work as an integrated
system on your vehicle. By utilizing proven DSE components and carefully selecting
components designed to complement each other, the front suspension is made for your
driving needs with the ease of a bolt-on package. It is designed to bring your classic
GM muscle car into the 21st century with improvements in ride, handling, and
camber/caster correction.
The G-Body rear suspension parts are designed to make your G-Body maintain
optimum geometry and tire contact through the full range of rear suspension travel.
DSE's unique G-Body rear links incorporate the patented Swivel-Link system. These
Swivel-Links eliminate bind and allow the suspension to fully articulate without the use
of noisy spherical rod ends. Swivel-Link rear links allow for easy pinion angle
adjustment for improved traction, lower driveline vibrations and come with all new
hardware. The DSE G-Body tubular rear sway bar attaches to the chassis for a
substantial improvement in cornering ability. The rear springs, shock absorbers, and
sway bar are designed to complement the front G-Body suspension, giving your classic
contemporary handling and ride quality on par with the latest modern muscle cars.
MARK 7 CUSTOM MADE HIGH HORSEPOWER CROSS
FLOW ALUMINUM RADIATORS
This Mark 7 aluminum radiator has been custom made for a big-block Olds 4-4-2,
which has been upgraded with a built ’70 455-cid engine. The engine is backed by a
beefed-up Turbo 400, so provisions for the transmission tubes are provided at the
bottom, just like the factory radiator. But, there are big differences!
This radiator has been specifically made for this application, and features dual 1.25inch cross flow cores, capable of cooling up to 750-dynoed horsepower in 100-degree
weather, even with the A/C running. Cross Flow radiators provide more cooling
efficiency due to a larger cooling area. All Mark 7 Radiators are custom made for your
vehicle, they are not “off the shelf” units. You supply the specifications on your engine,
transmission, etc., and in approximately three weeks, the big brown truck delivers your
aluminum jewelry.
The quick cooling benefits of aluminum are huge, and this radiator is about 40% lighter
than stock. The natural aluminum finish units start at approximately $650, with polishing
or anodizing (black for the stock restored look or in 16 custom colors) slightly more. Hot
weather is here, so order your new Mark 7 custom radiator today. Visit www.mark7radiators.com for more information.
Check It Out! - Page 1 of 2 - MaxChevy.com
Volume V, Issue 7
July 22, 2010
DRIVE COOL THIS HOT SUMMER WITH JUSTICE BROTHERS CAR CARE PRODUCTS
Hot weather takes a toll on almost every part of your
car or truck. Excessive temperatures stress the
engine’s cooling system, radiator, hoses, air
conditioning system and coolant. Being pro-active
about maintaining these systems will keep you driving
cool, and also protect your vehicle from expensive
damage.
Cooling System Protector & Water Pump Lubricant will
help prevent electrolysis and coolant overheating. Add
it to a proper mix of 50/50 water and coolant. Justice
Brothers AC-CLEAN will remove any foul odors
resulting from non-use during the winter, killing any
bacteria, mold or fungus in the system. Justice Brothers
Super Radiator Cooler is specifically formulated to raise
the boiling point of the coolant mixture, even on the
hottest days. This will help keep your radiator
temperature under control and assist in preventing overheating. FRIDG-e LUBE lubricates your air conditioning compressor, quieting compressor
operation and prolonging compressor life.
These products are all designed to increase the longevity and performance of your vehicle’s vital cooling systems. They are inexpensive insurance
against major repairs and help to provide trouble free hot weather driving. To preview all of Justice Brothers vehicle care and maintenance products visit
www.justicebrothers.com.
ZZ CRATE ENGINE D.U.I.
Performance Distributors has applied their ignition expertise to the popular ZZ series of crate engines
with their new ZZ Crate Engine D.U.I. Distributor. This new D.U.I.(Davis Unified Ignition) is specifically
designed for the ZZ-4, ZZ-454, and the ZZ-502. Two features distinguish the Crate Engine D.U.I. from
the regular line of DUI Distributors. First, Performance Distributors calibrates the advance curve on a
distributor machine to accommodate the GM Performance Catalog’s timing recommendations. The
optimized curve provides instant throttle response and maximum performance throughout your rpm
range, while protecting your crate engine from detonation. Pinpoint accuracy will be achieved by
coordinating your mechanical advance with the proper vacuum advance. Secondly, a melonized
distributor gear is used to mesh properly with the crate engine’s steel hydraulic roller camshaft.
The distributor comes complete, including the dependable Street/Strip D.U.I. Coil and Dyna-Module
which allow you to open up your plug gaps to .050”-.055”, burning your fuel more completely. Magnetic
pick-up coil power is insured by aligning the teeth on the pick-up to the teeth on the shaft reluctor to
very exact tolerances. An additional step that also insures maximum magnetic pick-up coil power is the
hand setting of the end-play between the distributor gear and the distributor housing. Proper lubrication
of the D.U.I. distributor, along with test firing of the electronic components, provide you with not only an
excellent performing ignition system, but also with a very reliable one.
The ZZ Crate Engine D.U.I. is now available nationally.
For more information, contact Performance Distributors, 2699 Barris Dr., Memphis, TN 38132,
(901)396-5782, or at www.PerformanceDistributors.com .
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