CoF Newsletter Mar 2010 _expanded eEdition_ - Description by linxiaoqin


									                                                           CORVETTES OF FRESNO, INC
                                                                2010 OFFICERS
                                              President:     Jon DeVoe
                                              Phone:         559- 683-7003

                                              Vice Pres.:    Nick DiLiddo
                                              Phone:         559-439-7267
  Is a non-profit organization formed by      Secretary:     Terri Cavanaugh
   those owners who are proud to drive        E-mail:
      America’s only true sports car –        Phone:         559-439-7519
            THE CORVETTE
                                              Treasurer:     Harry Bellow
 Our club meetings are held at 7:00 pm on     Phone:         559-294-7740
   the third Tuesday of the month at the
 American Legion Hall located at 3509 N.      Membership: Valerie Merritt
 First Street, (North of Shields on the S/W   E-mail:
 corner of First Street & Dayton), Fresno.    Phone:      559-294-1762
 If you are an interested Corvette owner,
           we invite you to attend.           Webmaster:     Al Hall
                                              Phone:         559-582-6375

                                              Newsletter:    Jim Agar
                                              Phone:         559-297-2200

                                              WSCC Representative: Roger Merritt
                                              Phone:      559-294-1762
                                              The 1957 Corvette was the first car ever to
                                              combine fuel injection with a four speed manual

                                              Engine displacement increased to 283ci and the
                                              most powerful option engine developed 283hp,
FIBERGLASS FOREVER IS A MONTHLY               one horsepower for every cubic inch!
PLEASE SUBMIT ARTICLES NO LATER               After winning a few major races in 1957, sales for
THAN THE BOARD MEETING OF EACH                the year jumped to a total of 6,339 units, up from
       MONTH VIA EMAIL TO:                    3,467 for 1956.
                                      March All Ready!
        Feels like I just w rote one of these. But, instead of using that one again, I’ll script out
another. Hope the beginning of M arch finds all of you w ell. Now that The Ice Breaker has kicked
off our travel year so w ell, let’s see w hat the nex t couple of m onths bring us. M an, did Nick and
his crew do an outstanding job on that or w hat? W e had som e new participants this year. Som e
first tim e Ice Breakians! They too had a blast. W e even m et up w ith som e old friends. Fam ily and
Friends to be ex act. W hat a kick they are huh! Have you ever seen a m ore up beat, Happy-to-be-
livin-life group of people? I think not! And w e all fit so w ell together. Both clubs just can’t w ait to
see each other again. Be sure to check out their w eb site and see w here they’re headed to nex t.
Let’s see w hat’s on our horizon. W e have som e car show s com ing up. Selm a’s Sw ap Parts & Toy
Sale, Sanger Blossom Trail Show , Annual Easter Park Show , Hooters All Corvette Show in
Sacram ento. And I just seen today; The Last Fresno AutoR am a Blackie w ill be putting on. M arch
19-21 at The Convention Center. I know you’ll see m e there one of those days. So there are a
couple of things com ing up. But; w here are the COF runs? Also; don’t forget to gather up your
donations, pledges, contributions, gatherings for the Relay For Life event on M ay1 & 2. W e’ll have
a m eeting on Thursday, M arch 11 th , at 6:00 at Denny’s on Blackstone and Herndon. All details
that night.
        It has to stop raining one of these w eekends! Let’s go som ew here & do som ething. Don’t
forget Harry’s Tahoe m eeting Tuesday M arch 9 th @ 6:00 w here else but our favorite Denny’s you
know w here. Boy is that locom otive picking up steam .
        I w ould personally like to thank Debbie Dukes for jum ping in at the last general m eeting
and taking such w onderful notes. It m ight be too late to get in touch w ith Terri for the board
m eeting; but; can som eone call her for our general m eeting on the 16 th ? M aybe a couple of us
can em ail her too! From the board “Thanks Debbie”! And Terri, you know I’m kidding w ith you.
        W ell, do w e have all that nasty rain w ashed off our Vettes yet from the I.B.? Let’s get ‘um
cleaned up and out of the garagies & go som ew here! Hope to see all of you real soon. Let’s invite
som e old m em bers w e haven’t seen in a w hile to the nex t general m eeting. M ake som e phone
calls and let’s get um reconnected w ith COF. See ya’ll out on the highw ays and bye-w ays. As
alw ays, spread the joy and happiness that com es w ith driving the planets best sports car & “Save
The W ave”!!


Presidential Quote:
      Faith is taking that first step,
      Even w hen you can’t see the w hole staircase.

W e are all thinking about you Gene & Evelyn

                                          “It’s not where you’re going;
                                          It’s what you’re driving!!”
Corvettes of Fresno has 95 members and 69 cars.
Ron Miller – black 2007, Teri Rothchild – red 2003, Cliff & Terry Shall – pewter 1998, Joe &
Margaret Gonzalez – black 2006 and a 1967, Freddie Fam – 2002 silver convertible, Sherry
Dixon – 2006 blue convertible and Mark Mangrum – 1993 green convertible.
Nametag drawing
Robert Johnson’s name was drawn but he was not available to claim the prize. Next month’s
drawing will be for $30.00.
Remember to wear your nametag at the meeting for a chance to win.
Club Directories and Updates
The 2010 electronic copy of the club membership directory is available online at (contact Al Hall for the new access info)
                               MARCH ANNIVERSARIES

                                RON & LORRI WEST 31

                                  MARCH BIRTHDAYS

                AL HALL 23 - MIKE HANEY 26                                                                  VALERIE MERRITT

The first 200 production C5 Corvettes were painted Red, not the traditional color for the first production run.

The 1997 Corvette C5 is the first Corvette designed from the ground up to be a Corvette.. Not borrowing parts from other cars.
One of the few "Off the Shelf" parts - the exterior door handles, same ones used on the Oldsmobile Aurora.

The first use of a transaxle in a production Corvette occurred in the '97. However, the first plans for one were in the Q-
Corvette in 1958, planned for the 1960 model. Transaxles showed up in Corvette prototypes in the mid '60s in running models.

The first 4 speed in a Corvette was built by Borg Warner in 1957. The first transaxle in a production Corvette was also built by
Borg Warner, forty years later in 1997. Both were introduced late in the model year.

Borg Warner has produced a transmission for each generation of Corvette: C1 - 1957 to 1962, C2 - 1963, C3 - 1980 to 1981, C4
- 1984 to 1988, and C5 - 1997 to 1998.

The 1997 Corvette is the first Corvette to have windshield wipers that sweep in the same direction instead of opposing directions.

November 4, 1997 - The 9752nd 1998 Corvette rolled down the assembly matching the total 1997 Model production run.

It took 55 hours to build the C5 Corvette, down from 70 hours for the previous C4 model.
                                             CORVETTES OF FRESNO
                                           GENERAL MEETING MINUTES
                                               FEBRUARY 15, 2009
CALL TO ORDER: President Jon DeVoe called the meeting to order at 7:20 pm. Board Members present were: Jon DeVoe, Nick
DiLiddo, Harry Bellow, Valerie & Roger Merritt, Jim Agar and Al Hall.
MEMBERSHIP: 52 members and 9 guests were in attendance at this meeting. Valerie introduced the following guests: Ron Miller –
black 2007, Teri Rothchild – red 2003, Cliff & Terry Shall – pewter 1998, Joe & Margaret Gonzalez – black 2006 and a 1967, Freddie
Fam – 2002 silver convertible, Sherry Dixon – 2006 blue convertible and Mark Mangrum – 1993 green convertible. CoF currently has
95 members and 69 cars. Valerie acknowledged the February birthdays and anniversaries. Valerie offered club invitation cards to
anyone who wants some.
SECRETARY’S REPORT: Jon DeVoe called for a motion to forego the reading of the minutes of the January 19, 2010 meeting. Bruce
Looney motioned to forego the reading of the minutes and Chuck Ware seconded. Motion approved. Jerry Najarian motioned to
accept the minutes and Angie DiLiddo seconded. Minutes accepted.
TREASURER’S REPORT: Harry Bellow reported the account activity which is on file to be reviewed by members only. Allen Teixeira
made a motion to approve the Treasurer’s report and Rudy Sorondo seconded. Treasurer’s report approved.
COMMUNICATIONS: Jim reported that the online version of the February newsletter has a total of 46 pages. We have one new
advertiser in the newsletter, Carbex. Please submit your company business card to Jim if you would like to have your business
advertised. It is an excellent value for your money. If you would like to purchase a club calendar see Harry Bellow.
WEBMASTER: For the period covering the past two and one-half months the club website has been viewed 8,110 times. The top three
countries visiting are the United States, the Russian Federation and France. The top three states visiting are California, Illinois and New
York. The top three California cities are: Mountain View, Fresno and Huntington Beach. The three pages that have been viewed the
most are the calendar page, the photos and the Tahoe page. Our February newsletter has been downloaded 720 times, the January
newsletter downloaded 1,849 times and the December newsletter 1,357 times. The online directory has been updated and all updated
items are in red. Be sure to update your Adobe Reader on your computer for maximum security.
ACTIVITIES, Future: Please refer to the Calendar of Events in the club newsletter or on the Club website,
for more details and up to date information.
                                                             th     th                                      th
 February 20th – Ice Breaker run to Monterey, February 27 & 28 – Fresno Chapter of SCCA, March 6 – Sanger Chamber Blossom
                           th                                              th                                      rd
Trail Car Show, March 13 – American Legion 509 fundraiser, March 27 – Kerman Easter park show, April 3 – Hooters All Corvette
                                     th     th                                               th
Car Show in Sacramento, April 10 & 11 – Run to Sylmar/Pomona with Jim Agar, April 16 – Dinner run to Diane’s Café in Kingsburg
                              th                                th                                     th
with John Johnson, April 17 – Kingsburg Car Show, April 17 – Polk Elementary Car Show, April 17 – Cystic Fibrosis Walk-a-thon,
        th         nd                                            st    nd                                               th    th
April 30 – May 2 – Monterey Coast Corvette Cruise, May 1 & 2 – Relay for Life at Hoover High School, May 6 – 11 – WSCC
                                    th         nd                                                       th      th
Convention in Las Vegas, May 16 – the 2 annual Marin Sonoma Concourse d’ Elegance, June 18 – 20 – Lake Tahoe Corvette
                                 th            nd
Club Tahoe event and July 25 – Softin’s 2 annual car/bike/truck show in Camarillo. More information to follow regarding the DiLiddo
picnic which will be held in either July or August.
                                                                                               th  th    th          th
TAHOE REPORT: Harry reported that the annual Tahoe event will be held on September 9 , 10 , 11 and 12 . The price is the same
as last year, $165, and we will be staying at The Horizon. Harry will be having a Tahoe meeting on March 9 at 7:00 pm at Denny’s at
Herndon and Blackstone. He is still in need of a few more volunteers.
OLD BUSINESS: Billie has club shirts for sale for $53 plus tax. Oversizes cost a little more. The shirts come in black, tan, white and
navy. She also has club blankets for sale for $20.
NEW BUSINESS: Welcome back Gene Fox! All of the members were glad to see him and we’re happy that he is doing so well! Billie
gave an update on Jack Quigley. He is doing very well also and should be returning to the club soon.
Jon announced that the Board has approved the budget for 2010. They will submit it for membership approval next month.
The next board meeting will be held at Denny’s at Herndon and Blackstone on March 2, 2010 at 7:00 pm. All members are welcome to
attend. The next general meeting will be held at The American Legion at 7:00 pm on March 16, 2010. The address is 3509 N. First
Street, Fresno, CA 93726 (north of Shields on the SW corner of First Street at Dayton).
NAME TAG DRAWING: Robert Johnson’s name was drawn but he was not available to claim the prize. Next month’s drawing will be
for $30.00.
RAFFLES: Thank you to Jerry & Gaila Peloian for providing the nice raffle prizes. Next month will be a 50 / 50 drawing.
Bert Sherman motioned the meeting be adjourned and Billie Talley seconded. The meeting adjourned at 8:30 p.m.

Respectfully Submitted,

Debbie Dukes
March 13th Saturday 12 noon American Legion 509 hall is having a fund raiser for 8 to 40 vets group,
salad bar luncheon, all homemade by members, Bingo games, raffles, prizes, all for $6.00 per person.
This is where we have our C.O.F meetings. LETS SUPPORT OUR VETERANS
March 16 (Tuesday) Corvettes of Fresno General Club Meeting
American Legion Hall, 3509 N. 1st ST., Fresno, @7:00 All Corvette enthusiasts are invited to attend. 50/50 drawing.
March 27th Saturday Annual Easter Park Show---10:am to 2:00pm no registration fee—In Kerman @ Kerchoff Park
April 3rd Saturday 4th Annual Hooters all Corvette Car Show @1785 Challenge Way, Sacramento Ca.
FREE REGISTRATION 11:00 to 3:00pm
April 6 (Tuesday) COF Board Meeting 7:00 @ Denny’s At Blackstone and Herndon.

April 10 & 11 (sat & sun) Nethercutt collection & nhra museum
This is the crown jewel of car museums, one of the finest in the world!! check flyer & website for full info.
Jim Agar is chairman of this great over niter run.

April 16th Friday Dinner run to Kingsburg, to Dianes Café, nite before car show
John Johnson, has it all set to go, great food.

April 17th Saturday Kingsburg Car show, sponsored by Kingsburg Chamber of Commerce. Pre 72 models only in show

April 20 (Tuesday) Corvettes of Fresno General Club Meeting American Legion Hall, 3509 N. 1st ST.,
Fresno, @7:00 All Corvette enthusiasts are invited to attend. Need a volunteer for Raffle prizes!

April 30-May 2nd Friday-Sunday Montery Coast Corvette Cruise--- Hosted by Montery Peninsula Corvette Club,
You know the club that comes to Tahoe Friday Registration and hospitality.
Saturday morning, Show & Shine, Afternoon Poker Run along the Montery & Pebble Beach coastlone.
See our FLYER for all the information .
 April 30 – May 2 (Fri- Sun) Monterey Coast Corvette Cruise
 Hosted by Monterey Peninsula Corvette Club. You know; The Club that comes to Tahoe! Friday Registration
 and hospitality. Saturday morning; Show & Shine. Afternoon Poker Run Along the Monterey & Pebble Beach
 coastline. See our FLYER page for all the info.
 MAY 1 – 2 (Sat-Sun) Relay For Life – Fresno Sat 5/1 @ 09:00 till 09:00 on Sun 5/2
 You know how good we did last year on such little notice. Imagine now that we have time to plan! It will be
 held at Hoover High School on N. 1st. Jon has most of the details. Contact him at 683-7003.

 May 4 (Tuesday) COF Board Meeting 7:00 @ Denny’s At Blackstone and Herndon.

 May 6-11, 2010 Thursday-Tuesday 2010 WSCC Convention Las Vegas, Nevada

 May 16th Sunday 2nd Annual Marin Sonoma Concours d`Elegance.
 A fund raiser for HOSPICE BY THE BAY Info. Call 415-479-77

 May 18 (Tuesday) Corvettes of Fresno General Club Meeting American Legion Hall, 3509 N. 1st ST.,
 Fresno, @7:00 All Corvette enthusiasts are invited to attend.

 June 18th to 20th Friday to Sunday Lake Tahoe Corvette Club , having there annual event in beautiful Lake Tahoe.

 July 25th Sunday Softin`s 2nd Annual car/bike/Truck show, will be at the WWII Aviation Museum @Camarillo Air Field in
 Camarillo Ca. 100% of all proceeds to Handicapped Young and old.

                                                                                NICK DILIDDO
                                                                                V.P. ACTIVITIES
                  1997 - early 2001 Battery Acid Leakage Issue
All 1997 to 2000 C5's have a very potential battery leakage problem. The problem isn't so much that the
battery leaks, but that it leaks on the computer, wiring harness, frame and one vacuum hose for the A/C
controls. The battery tray is open in the center, and will direct the acid straight onto your computer! This
can become an expensive repair, and is NOT covered by any extended warranty. If you have not already
done so, replace your battery with either a Optima Redtop or the ACDelco AGM 78P-7YR (List $149, I paid
$101.99). Make special note of the P in the part number. This is what specifies that this battery is a AGM
(Absorbant Glass Mat) AGM is a newer type of battery construction that uses saturated absorbent glass
mats rather than gelled or liquid electrolyte. They will not leak acid.

At some point in 2001, GM started to use the newer AGM batteries with a GM part number of 75P-7YR. The
battery tray size also changed to slightly smaller size. Thus the reason that this is
only an issue with earlier C5's.

I was also given a brass washer to put on the positive battery post from my GM parts guy. He stated that
the problem with the batteries is the positive battery cable's bolt acts as a puller, and will actually pull the
terminal out of the battery dumping acid. While probably not needed the AGM battery, I would still
recommend it.

ACDelco Battery Specs :

1997 - early-2001 78P-7YR 650 CCA
early-2001 - present 75P-7YR 550

                                        How to Check Oil Level
Starting in 2001, the C5 dipstick and tube were redesigned. Although the official oil capacity of the engine
is still 6.5 qts, most owners report that it takes about 7 qts to get up to the "Full" hole on the new
Also, the new combination makes it very difficult to get an accurate dipstick reading. Here are the
techniques developed to make the readings easier:
1. Take out your dipstick, wipe it off, and sand all 4 sides with 180 grit sandpaper, starting at the tip and
going up as far as the "Z" bends in the stick. The scratches must go across the stick so they will reduce the
tendency of the oil to slide down the stick. Carefully clean off the stick so you are not putting the abrasive
grit back into your engine!
2. Always park in the same level spot to check your oil, because any tilt (fore/aft or left/right) can effect
the readings. If you want to be really anal about it, carry a small round bubble level in your console so you
can duplicate your favorite spot when away from home.
3. Oil expands and contracts with temperature, so try to check it at about the same oil temp each time,
preferably after your engine is fully warmed up.
4. When you shut down your engine to check the oil, note the time on your watch. If you have a
chronograph, use the stopwatch feature. The convoluted oil pan on the C5 means that it takes a long time
for the oil to drain back into the pan, to the extent that my Owner's Manual says that checking the oil in
the morning, even though it is cold, will produce an falsely "high" reading. I wait exactly 15 minutes,
waiting 10 minutes will give a slightly lower reading, waiting 20 will give a slightly higher reading. 15
minutes seems right to me, but the important thing is to use the same time every time.
5. Immediately remove the dipstick, wipe it off, and put it in a clean place. Personally, I wipe off the hood
latch that is now level with my face, and hang the stick in there. Just remember not to close the hood!
Taking out the stick allows the "smeary" oil in the dipstick tube to drain away.
6. Put the rag over the open dipstick tube while waiting for the 15 minutes to go by.
7. At exactly 15 minutes, wipe off the stick again (to remove any airborne dust) and check the oil level.
You should be able to get at least 2 checks before the oil smears up into the tube and starts giving
inconsistent readings.
This all sounds very complicated, but after a couple of times it becomes second nature.
                            ICE BREAKER SAT. FEB 20TH 2010
        Well we lucked out again, rain was predicted for Saturday, but it turned out to be a great day for
our run . no rain on Saturday. Most of the group was there when I got there at 8:00 at Burger King at
Herndon & 99. We had to leave Fresno in two groups, because we had 28 Corvettes and two vehicles
packing all the party goodies and equipment. Our first group left at 8:15 with Bruce Looney leading the
way. Second group left at 8:35 With Alan Teixeira in the lead Thanks you two. Our first stop was Carl`s
Jr. on the west end of Los Banos, for pit stop, coffee, donuts, Thanks Emil & Sue Natalie for picking up
donuts and setting it out in parking lot at Carl`s from there SUV. Maria the manager at Carl`s has been
helping us for years to be ready with extra help and coffee, so we can get in and out smoothly, and letting
us do our thing in the parking lot, again she thanked me for the business and how nice all of you treated
her employees, it sure makes it easier for the next run. We picked up two more vettes in Lo Banos and
again left in two groups headed over to Fortino`s winery in Gilroy, I got to lead the second group to
Gilroy, because I didn’t want anyone to get lost , That’s a joke of coarse.

Believe it or not we did fine. When we got to Fortino`s we had the Friends & Family Club waiting for us
there with 10 more Vettes. We had a great time at the winery with them, they are a fun group. From
Fortino`s again leaving in two groups, we motored over Hecker Pass , what a great corvette drive, the
weather was still great and the hills were green and beautiful. Our next stop Phil’s Fish Eatery in Moss
Landing. The food/service/ the reserved parking were great again. Thank you Jerry Najarian for setting
this all up , great job. With our bellies stuffed we headed over to Monterey to check in at the Casa
Munras. From there a bunch of us headed down to Dominicos Rest. On the wharf for happy hour.
Again we had a great time with friends and members just bench racing and remembering all the old
times and events we shared together, and again it was a blast. OH YAAA.

Back to hotel for the party around the pool, we barbecued hot dogs [ 125 of them ] it was like a football
tailgate, we even feed a bunch of kids that were swimming in the heated pool hot dogs that just were
guest of the hotel, fun fun. Want to thank all of you that brought chips/dips/ fruit / deserts/ beverages/ it
sure helped the menu. Friends and Family group, also brought more goodies than we could eat, needless
to say we had a lot to munch on. Just about the time we were finished it started to sprinkle , so we kind
of moved into our room and kept the party going inside, it was great ending for our Ice Breaker. All the
people who helped make this run another success, Jerry/Joann Najarian—Dave/Terri Cavanaugh—
Emil/Sue Natalie—Bruce/Ruth Looney—Alan/Nancy Teixiera, without your help this could not happen,,
thank you, thank you. All the COF members and guests thank you for making this another great ICE
BREAKER RUN. You are # 1 on my list

                                              Nick & Angie Diliddo
                                              Dave & Terri Cavanaugh

                                        CORVETTES OF FRESNO



              SATURDAY & SUNDAY, APRIL 10 & 11 2010




                               WE WILL BE LEAVING FROM THE
                            N W CORNER OF FRESNO ST & SHAW ON
                          SATURDAY APRIL 10, 2010 AT 7:00 AM SHARP
                                FOR MORE INFO CONTACT:
                                 JIM AGAR 559-297-2200

 A personalized Web site for Corvettes Of Fresno has been created for you. Guests can access
the site to learn more about the event and to book, modify, or cancel a reservation until March
                31, 2010. Copy and paste the following link into a web browser)
               COF DINNER RUN TO DIANE’S
                             KINGSBURG, CA.
                           FRIDAY APRIL 16, 2010
                         DRAPER STREET

                      DINNER WILL BE SERVED @ 7:00 PM

                          DIANE'S VILLAGE BAKERY & CAFE
                             $18.00 INCLUDES TAX & TIP!

                           CHOICE OF ENTREE'S INCLUDE:



                         NEED MORE INFO?
                      JOHN JOHNSON 559-434-1395

                  TAHOE 42

           SEPTEMBER 9, 10, 11, 12, 2010



          "MARDI GRAS"

               RECEPTION PARTY
               SLOT TOURNMENT
                  POKER RUN
                 SHOW & SHINE
               BBQ BY THE POOL


                                   Wendell Strode
            Meet The Executive Director Of The National Corvette Museum

The National Corvette Museum was two years old in the fall of 1996, but it hadn’t exactly gotten on its feet yet.
The financial situation looked pretty dismal and everything else seemed to be declining too: attendance,
membership, store sales, relations with the business community and enthusiasts. Why, then, would anyone
want to step into that situation and take over the helm of a sinking ship? We asked Wendell Strode, the
executive director of the National Corvette Museum, that very question.

Wendell joined the National Corvette Museum on December 20, 1996. A seasoned banker of 25 years, Wendell
was excited by the challenge of saving the Museum. He knew he could make a difference. Eight years earlier,
Wendell had been a part of the Bowling Green Chamber’s Task Force that worked to get the National Corvette
Museum located in Bowling Green. Wendell had a strong background with a degree in business administration
from Western Kentucky University and decades as a banker right there in Bowling Green. He knew, from
previous interaction with Corvette enthusiasts, the die-hard dedication that exists among the group. He says,
“Being one of 13 children and with my wife and two daughters, this feeling of family has always been a crucial
part of my life and a tremendous source of strength for me over my career.”

As we know, Wendell and his team have been successful over the last several years. The Museum has come full
circle. The financial problems have been resolved, thanks to Wendell’s financial wizardry; the Corvette
community and even GM seem to have every confidence in the Museum’s steadfast preservation of all things
Corvette; and there are realistic goals for growth and expansion. Wendell counts the turnaround of the Museum
and the development of the team it took to make that happen among his greatest achievements. “The
leadership and management team that we have currently is something I am very proud of,” he says. “I believe
strongly that every team member puts the entire team, and thus the Museum, above self and that they are
totally dedicated to exceeding the expectations of others, which includes both fellow team members, the NCM
Membership, and all other supporters and guests.”

Wendell and his team already have the Corvette’s 50th anniversary, in 2003, in their sights. Their goals for that
date include: increasing membership to upwards of 20,000; developing a library, archives, and a resource
center; constructing a 500-seat convention center and Corvette diner; building an autocross road track on the
NCM land; enhancing the Web site and expanding the event venue; as well as growing the Ambassador program,
a program that provides for a duly elected representative from each chapter, club, and registry.

We asked Wendell about his all-time favorite Corvette. He says, “After the wonderful surprise I received at the
C5 Birthday Bash Banquet from Bob McDorman, my favorite Corvette is that Corvette. Aside from C5s, I love the
late ’50s and ’60s.”

When asked about the funniest thing that had happened to him as the NCM’s director, Wendell told us what
happened just three weeks after he joined the Museum. He was showing merchandise for a fund-raising auction
and was prompted from the gallery to auction the Corvette tie he was wearing, which was actually borrowed
from his friend and fellow NCM employee, Danny Gillock. He stayed in the spirit of the moment, taking off the tie
and auctioning it for nearly $100. He fondly remembers, “The whole time this was going on, I am wondering
how I am going to tell Danny, and what in the world he is going to think of me for auctioning off his only tie.”

With someone who devotes as much time to their job as Wendell does, one might wonder how he manages time
for a life outside his public one. Wendell and his wife of 31 years, Jan, own and operate a bed-and-breakfast, on
the second floor of their historic 131-year-old home. The 1869 Homestead, as it is known, was where Wendell
grew up from age 12. Wendell and Jan purchased and renovated it in 1996 after
Wendell’s father passed away. The homestead is just 10 minutes from the Museum in
Warren County, and has been the site of many of the Museum’s barbecues.

Jan and Wendell have two daughters, Alicia and Tara, 28 and 26 years old,
respectively. Wendell is, needless to say, quite fond of his grandson, Jacob Howard,
who has already started learning the Corvette hobby as a model in some of the
Museum’s fashion shows. Not surprisingly, Wendell is active in community service
efforts and currently serves on the Kentucky Chamber of Commerce board of directors.
A Vietnam veteran and Purple Heart recipient, Wendell is also a member and deacon at
Three Springs Baptist Church.

Wendell reflects, “I felt this source of strength would be so powerful there would not
be anything that working together as a worldwide Corvette family we could not
accomplish. I still feel that way today.” He continued, “Our mission will always be the
same—the preservation of the past, present, and future of the Corvette.” We couldn’t
agree more. Thank you, Wendell and staff.
      2009 Callaway GT1 Championship Edition Featured in Corvette Magazine
I just got my April 2010 issue of Corvette Magazine and oh, snap! Guess what I saw? Gracing the cover is
a 2009 GT1 Championship Edition Convertible. A car so rare, we'll be talking about the record prices
these special editions are sure to get at auctions sooner rather than later. Only 7 Black GT1 Convertibles
were made and we are pretty sure that only one has been tuned by Callaway.
GM was planning on producing 600 GT1 Championship Editions, but just as the cars became available,
the economy hit Corvette sales like a sledgehammer. Production was slashed and instead of the planned
600 cars, just 125 GT1 Corvettes were built. That breaks down to 55 Z06s, 53 Coupes and 17
Convertibles. Seven convertibles were painted black, and of the seven, just three came equipped with a
manual 6-speed transmission.
This Corvette took a slightly different road than the other two Black, 6-speed Convertibles as the power
bulge hood identifies this GT1 as a Callaway. Under that bulge lies Callaways SC580, a supercharged
LS3 with 580 horsepower and 510 lbs-ft of torque. The added power comes from an Eaton-based
MagnaCharger, a cold-air intake and
Callaway's Double-D exhaust system.
One the outside, a Callaway power bulge
hood was painted to match the ghost-Jake
graphics. Topping the mashup is a Spector
Werkes/Sports' Group 6 exterior package
that fitted the GT1 Corvette with a new
front fascia and rocker panels.
Callaway says their Corvettes equipped with
the SC580 package are capable of zero to 60
mph in 3.7 seconds, runs the quarter mile in
11.3 seconds and has a top speed of 200 mph!

      In many ways, Corvette enthusiasts are numerologists. They don’t necessarily find the meaning of
life in numbers, but when it comes to performance figures, option codes and production totals, they
marvel at them as if they were written in the stars. The 2009 GT1 Championship Edition will be forever
remembered for a vastly different set of numbers—those associated with a sour economy.
      To commemorate Corvette Racing’s success with the GT1-class C6.R, Chevrolet announced it
would build 600 GT1 Championship Editions for the 2009 model year. The car would wear hood
graphics that incorporated the now-iconic “Jake” skull logo, commemorative decals on the rocker
panels, a unique engine cover and special interior embroidery. Though there would be no GT1-specific
mechanical enhancements, the base coupe and convertible versions would include the Z51
Performance Package and the NPP Performance Exhaust. These cars would also receive the ZR1-spec
rear spoiler. Owners could install the included GT1 windshield banner themselves.
      The production breakdown was to be as follows: 200 coupes, 200 convertibles and 200 Z06s.
Additionally, the 200-unit runs per body style were to be further divided by color—100 of each in black
and yellow.
      Unfortunately, the original production plans were scrapped when the bottom fell out of the new-car
market. As Corvettes sat unsold, production slowed to a trickle; output at Bowling Green was cut
roughly in half, and during GM’s bankruptcy reorganization, production was halted altogether.
      When the 2009 Corvette production run ended, only 125 GT1 special editions had rolled off of the
Kentucky assembly line: 55 Z06s, 53 coupes and only 17 convertibles. And if you’re really into slicing
the pie thinly, pay close attention to these numbers: Of the 17 GT1 convertibles, only seven were
painted black; and of those, only three were equipped with the six-speed manual transmission.
      Cauley Chevrolet, in West Bloomfield, Michigan, received one of these three black, manual-
equipped GT1 convertibles. Not content with its one-of-three status, the dealership promptly turned it
over to Callaway Cars to be fitted with the company’s SC580 package. So, what you’re looking at here
is the only Callaway GT1 model built—a one-of-a-kind. Collectors take note.
     Oh, and one more thing: Cauley augmented the exterior with Specter Werkes/Sports’ Group 6 package,
which includes a new front fascia and rocker-panel extensions. Specter also contributed a yellow accent on the
steering wheel, as well as suede trim on the wheel, shifter boot and parking-brake boot. This car is nothing if
not exclusive, and it’s also fast and refined.
     Positive Displacement
     At the heart of Callaway’s power-adding package is an Eaton-based MagnaCharger intercooled
supercharger system. It’s fed by 53-lb/hr injectors and features a polished blower case, along with an air-
to-water intercooler. The setup makes about 7 pounds of boost, bumping the 6.2-liter LS3 engine’s output
from 436 to 580 horses, and 428 to 510 lbs-ft of torque.
     Also part of the basic Callaway SC580 package are fuel-rail covers, a cold-air-style intake system,
Callaway’s Double-D exhaust and a “power bulge” hood—the same design found on the company’s C16
model—which was fitted because the blower doesn’t fit under the stock unit.
     Adding the Callaway hood presented a quandary during the final assembly of this car because it
meant ditching the stock piece with its special graphics—graphics that wouldn’t fit the contours of the
bulged one. Cauley Chevrolet addressed the issue by painting the Callaway hood to match the GT1
graphics, including the subtle “Jake” logo. It’s all paint, too, whereas the factory GT1 graphics are laid on
as a large decal.
     Though the car was fitted with Dymag nine-spoke “Hyper Black” wheels, the suspension was left
untouched, as were the tires and brakes. Callaway offers a brake-upgrade package, something that’s
probably worth having on a car with nearly 600 horsepower.
     Cauley’s painters were just finishing up the final details on the car when Jerry Hubbuch wandered into
the dealership. He wasn’t necessarily looking for a new Corvette, let alone a Callaway-ized GT1, but he
was quickly bowled over by the unique specimen.
     “When I saw the yellow on the hood and the way it contrasted with the rest of the car’s black paint, I
just absolutely fell in love with the car,” says Hubbuch. “I wanted it right then and there. Corvette
enthusiasts are always looking for something unique or different, and this is it.”
     Behind the Wheel
      Hubbuch was kind enough to give us some seat time in his unique Corvette, and we were
immediately impressed. The MagnaCharger blower brings all the attributes of a positive-displacement
supercharger, not the least of which is that it makes boost at all rpm levels—even during idle. We
detected no flat spots in the performance of this Callaway-tuned LS3. The power comes on
immediately and the engine pulls strongly past 6,000 rpm. If a plateau exists in this V8’s performance,
it’s at a place on the speedometer where most drivers will spend little extended time.
      The supercharger’s refinement was also appreciated. Though it can annihilate the rear tires on
command, it also delivers excellent low- and mid-range power when driven judiciously. A lot of the
credit for this goes to spot-on engine mapping. The engine displayed no hiccups, bogging or
hesitation; it started, idled and ran like a factory-stock powerplant. This is also partly due to the fact
that, save for a Callaway short-shift kit, the drivetrain is unaltered. The car is one refined cruiser.
      There’s a notable aural cue from the supercharger—a mechanical whir that’s audible at start-up
and under hard acceleration—but it’s a sound that hits the sweet spot in the psyche of enthusiasts.
      Callaway claims that SC580-equipped Corvettes can accelerate from zero to 60 mph in 3.7
seconds, run through the quarter mile in 11.3 seconds and hit a 200-mph top speed. We couldn’t
verify those numbers with instrumented testing, but after driving the car we have no reason to
question them.
      Not surprisingly, the Corvette rides and handles essentially the same as a stock, Z51-equipped
convertible. The Goodyear Eagle F1 tires are commendably grippy, without being too hard or noisy
on the street, and the car stops authoritatively—the stock brakes seem up to the task.
      The collector status of this car is all but assured, though we suspect Hubbuch will have a hard
time keeping the miles off it. With a supercharged LS3 engine under the hood and the easy drivability
of a V6 Malibu, this Corvettes is as enticing as a free pit pass at the 24 Hours of Le Mans.
      When all the numbers are juggled with this rare Corvette, they all boil down to one: a one-of-one
         Auction Results: Barrett-Jackson's Corvette Sales Top $9 Million

Barrett-Jackson's Collector Car Auction just wrapped up
another successful Scottsdale auction and Corvette sales
remain strong. We counted 112 Corvettes that crossed the
block and with the 10% commission added, sales totaled
$9.19 million. That's very comparable to 2009's $9.8
million in sales.
The top seller for Corvettes was a modern restoration of a
1958 Silver Blue Corvette which sold for $220,000.
Although equipped with a newer model GM Ram Jet 350
cubic inch V8, Tremec 5-Speed and disc brakes, the seller's
description says this classic straight-axle is no resto-mod.
The Corvette underwent a $200,000 frame-off restoration and for both drivability and preservation, the
original motor and transmission was removed and stored. Now with just 900 miles on the clock since
restoration, the very correct-appearing Corvette is ready for show and go.
We already mentioned the 2008 Corvette Z06 "427" Edition that was sold for $200,000 to benefit the Red
Cross's Haitian relief efforts. Actually, this car tied the top-selling 1958 Corvette with a hammer price of
$200,000. Due to its charity status, it was sold without commission.
Rounding out the top three was a 1966 Corvette convertible resto-mod that sold for $198,000. Absolutely
stunning in its Platinum Pearl Metallic paint, this Sting Ray is powered by a brand new GM LS3
Cammer engine producing over 500 horsepower. Coupled to the LS3 is a Tremec 5-Speed. C6 Z06 brakes
and 18"/19" chrome spider wheels complete the resto-mod look.
GM was back in Scottsdale this year with a number of Corvettes from its personal collection including
that #427 2008 Corvette Z06 427. A 1989 preproduction Corvette ZR-1 used for media and press events
sold for $55,000 and the 2009 Competition Sport #2 Coupe that provided us with a hot lap at last year's
12 Hours of Sebring brought in $60,500.
Here are the complete Corvette sales results from Barrett-Jackson:
Here are the top 15 Corvette sales at the 2010 Barrett-Jackson Collector Car Auction.
                           YEAR MAKE/MODEL STYLE                                   PRICE
                   1278.1 1958 CORVETTE              CONVERTIBLE 350HP             $220,000
                                                     427 LIMITED EDITION
                   1318 2008 CORVETTE                                              $200,000
                   1248.1 1966 CORVETTE              CUSTOM CONVERTIBLE $198,000
                   1257.2 1957 CORVETTE              CONVERTIBLE 283HP FI          $194,700
                   1263 1960 CORVETTE                CONVERTIBLE 290HP FI          $181,500
                   1259 1965 CORVETTE                CONVERTIBLE 327/365HP $170,500
                   1332 1955 CORVETTE                CONVERTIBLE                   $167,200
                   1267 1967 CORVETTE                CONVERTIBLE 427/435HP $161,700
                   1271 1967 CORVETTE                CONVERTIBLE 427/435HP $161,700
                   1269.1 1969 CORVETTE              CUSTOM CONVERTIBLE $143,000
                   1245.1 1966 CORVETTE              CONVERTIBLE 427/450HP $137,500
                   1351 1967 CORVETTE                CONVERTIBLE 427/400HP $137,500
                   1260.2 1966 CORVETTE              CONVERTIBLE 427/425HP $132,000
                   1041.1 1961 CORVETTE              CONVERTIBLE 283/245HP $126,500
                   1314 1967 CORVETTE                COUPE 427/435HP               $123,200
* Prices include 10% sales commission
        2010 Barrett-Jackson Corvette Sales Results

        YEAR MODEL      STYLE                   PRICE

77      2006   CORVETTE Z06 DAYTONA PACE #2     $72,600
85      1989   CORVETTE ZR-1 PREPRODUCTION      $55,000
                        INDY PACE CAR
96.1    1995   CORVETTE                         $25,300
368     1969   CORVETTE COUPE 350/350HP         $33,000
                        INDY PACE CAR
405.1 1998     CORVETTE                         $43,450
                        COUPE CHIP MILLER
414.1 1974     CORVETTE                         $47,000
422     1964   CORVETTE COUPE 327/300HP         $41,800
428     1971   CORVETTE COUPE 454/365HP         $55,000
429     2009   CORVETTE Z06 COMPETITION SPORT   $83,600
435     2007   CORVETTE LINGENFELTER COUPE      $66,000
436.1   1968   CORVETTE CONVERTIBLE 427/390HP   $57,200
439     1967   CORVETTE COUPE 327/300HP         $66,000
442.1   1966   CORVETTE CONVERTIBLE 427/425HP   $55,000
447.1   1962   CORVETTE CONVERTIBLE 327/340HP   $53,900
453     1969   CORVETTE CONVERTIBLE 350/350HP   $49,500
612     1987   CORVETTE CONVERTIBLE             $9,900
638.1   1988   CORVETTE CONVERTIBLE             $16,500
643     1984   CORVETTE COUPE                   $20,900
644     1978   CORVETTE CUSTOM LT-1 330HP       $13,200
669.1   1969   CORVETTE CUSTOM COUPE            $21,450
                        CONVERTIBLE DANA
671     2003   CORVETTE                         $39,600
                        FORRESTER EDT
682.1   1990   CORVETTE COUPE ZR-1              $29,700
692.2   1970   CORVETTE COUPE 350HP             $41,800
713     1963   CORVETTE CONVERTIBLE 327CI       $58,300
721     1961   CORVETTE CONVERTIBLE 283CI       $73,700
724     1967   CORVETTE CONVERTIBLE 327/300HP   $57,200
725.1   1965   CORVETTE CUSTOM RESTO-ROD        $63,800
726     1963   CORVETTE COUPE 327/300HP         $75,900
730.1   1967   CORVETTE CONVERTIBLE 427/390HP   $94,600
731     1966   CORVETTE CONVERTIBLE 427/390HP   $73,700
735     1966   CORVETTE CONVERTIBLE 427/390HP   $63,800
746     1964   CORVETTE COUPE 327/365HP         $53,900
754     1969   CORVETTE CONVERTIBLE 427/390HP   $48,400
757    1968   CORVETTE CONVERTIBLE 327/350HP   $39,600
932    1962   CORVETTE CONVERTIBLE 327/340HP   $64,900
932.1 1967    CORVETTE CONVERTIBLE 327/350HP   $50,600
939.1 1969    CORVETTE CONVERTIBLE 400HP       $88,000
942.2 1957    CORVETTE CONVERTIBLE 283/245HP   $77,000
950.1 1956    CORVETTE CONVERTIBLE 265/225HP   $110,000
956.2 1954    CORVETTE CONVERTIBLE             $74,800
961    1961   CORVETTE CONVERTIBLE 283/245HP   $85,800
966.2 1966    CORVETTE CONVERTIBLE 427/425HP   $77,000
967.1 1967    CORVETTE CONVERTIBLE 327CI       $88,000
973.1 1966    CORVETTE CONVERTIBLE 327/350HP   $99,000
975    1965   CORVETTE CONVERTIBLE 396/425HP   $84,700
986    1966   CORVETTE CONVERTIBLE 427/390HP   $78,100
989    1962   CORVETTE CONVERTIBLE 327/340HP   $74,800
993    1969   CORVETTE ZL1 RECREATION          $66,000
1000 1967     CORVETTE CONVERTIBLE 427/390HP   $88,000
1003 1963     CORVETTE COUPE 327/300HP         $110,000
1005 1961     CORVETTE CONVERTIBLE 283/315HP   $121,000
1015 1965     CORVETTE CONVERTIBLE 375HP FI    $83,600
1037 1958     CORVETTE CONVERTIBLE 327CI       $88,000
1040 1966     CORVETTE CONVERTIBLE 427/425HP   $74,800
1041.1 1961   CORVETTE CONVERTIBLE 283/245HP   $126,500
1054 1964     CORVETTE CONVERTIBLE 327/300HP   $57,200
1064 2009     CORVETTE CONVERTIBLE ALMS GT1    $66,000
1065 2009     CORVETTE COUPE ALMS GT1          $66,000
1066 1978     CORVETTE INDY 500 PACE CAR       $52,800
1067 1964     CORVETTE CONVERTIBLE 350/350HP   $44,000
1072 1965     CORVETTE CONVERTIBLE 350/355HP   $46,200
1202 1972     CORVETTE CONVERTIBLE 350HP       $39,600
1215.2 1990   CORVETTE COUPE ZR-1              $38,500
1228 1960     CORVETTE CONVERTIBLE 283CI       $77,000
1234 1954     CORVETTE CONVERTIBLE             $93,500
1242.1 1966   CORVETTE CUSTOM COUPE            $80,300
1245.1 1966   CORVETTE CONVERTIBLE 427/450HP   $137,500
1248.1 1966   CORVETTE CUSTOM CONVERTIBLE      $198,000
1253.2 1965   CORVETTE CUSTOM CONVERTIBLE      $104,500
1257.2 1957   CORVETTE CONVERTIBLE 283HP FI    $194,700
1259 1965     CORVETTE CONVERTIBLE 327/365HP   $170,500
1259.1 1964   CORVETTE CONVERTIBLE 375HP FI    $110,000
1260.2 1966   CORVETTE CONVERTIBLE 427/425HP   $132,000
1260.3 2009   CORVETTE ZR1                     $115,500
1263 1960     CORVETTE CONVERTIBLE 290HP FI    $181,500
1263.1 1966   CORVETTE CONVERTIBLE 427/425HP      $99,000
1267 1967     CORVETTE CONVERTIBLE 427/435HP      $161,700
1268.1 1968   CORVETTE CONVERTIBLE 427/435HP      $88,000
1269.1 1969   CORVETTE CUSTOM CONVERTIBLE         $143,000
1271 1967     CORVETTE CONVERTIBLE 427/435HP      $161,700
1278.1 1958   CORVETTE CONVERTIBLE 350HP          $220,000
1296 1966     CORVETTE CONVERTIBLE 427/390HP      $90,200
1298 1967     CORVETTE CONVERTIBLE 427/435HP      $110,000
1305 1967     CORVETTE CONVERTILBE 427/400HP      $90,200
1314 1967     CORVETTE COUPE 427/435HP            $123,200
                       427 LIMITED EDITION
1318   2008   CORVETTE                            $200,000
1320 2010     CORVETTE ZR1 PAIRED WITH 1320.1     $82,500
1320.1 1995   CORVETTE ZR-1 PAIRED WITH 1320      $82,500
1325 1956     CORVETTE CUSTOM CONVERTIBLE         $99,000
1326 1966     CORVETTE CONVERTIBLE 427/450HP      $101,200
1326.1 1967   CORVETTE CONVERTIBLE 427/390HP      $95,700
1329 1967     CORVETTE CUSTOM CONVERTIBLE         $110,000
1332 1955     CORVETTE CONVERTIBLE                $167,200
1338 1963     CORVETTE COUPE 327.250HP            $93,500
1338.1 1967   CORVETTE CONVERTIBLE 427/400HP      $112,200
1339 1961     CORVETTE CONVERTIBLE 315HP FI       $117,700
1343 1957     CORVETTE CUSTOM CONVERTIBLE         $99,000
1351 1967     CORVETTE CONVERTIBLE 427/400HP      $137,500
                       COUPE COMPETITION
1353   2009   CORVETTE                            $60,500
                       SPORT #2
1353.1 2009   CORVETTE Z06 COMPETITION SPORT #3   $86,900
1360 1962     CORVETTE CONVERTIBLE                $92,400
1361 1966     CORVETTE COUPE 327/350HP            $79,200
1370 1964     CORVETTE CONVERTIBLE 327/365HP      $55,000
1372 1969     CORVETTE COUPE 427/400HP            $50,600
1377 1969     CORVETTE CONVERTIBLE 350/300HP      $42,900
1549.2 1962   CORVETTE CONVERTIBLE 360 HP FI      $55,000
1552.1 1966   CORVETTE CONVERTIBLE 427/425HP      $57,200
                       1953 COMMEMORATIVE
1553.1 1999   CORVETTE                            $44,000
1561.1 1961   CORVETTE CONVERTIBLE 327CI          $99,000
1573.1 1967   CORVETTE CONVERTIBLE 427/400HP      $74,800
1576 1966     CORVETTE CONVERTIBLE 327/350HP      $58,300
1617 1978     CORVETTE INDY 500 PACE CAR          $41,800

                       Total Sales:               $9,198,800
              Building an LS9 V8 at the GM Performance Build Center

When you think of brands like Aston Martin, Ferrari and AMG, the idea of their engines being built by
the hands of skilled craftsmen is no great surprise. However, most people would be very surprised to
learn that General Motors has its own special facility dedicated to building its highest performaning
engine by hand.

The GM Performance Build Center is located in a nondescript industrial park in in Wixom, MI, not far
from the company's Milford Proving Ground. The PBC is a 100,000-square foot factory that opened in
2005 and has since produced both the supercharged Northstar V8 that was used in the Cadillac STS-V
and XLR-V, as well as the dry-sump small-block V8 used in the Corvette Z06 and ZR1. The most recent
addition to the lineup is the dry-sump LS3 used in the new manual transmission Grand Sport. We were
invited by GM to tour the facility and even build one a monster LS9 that would eventually wind up in
someone's ZR1.

The Performance Build Center is a completely different animal when compared to GM's other engine
plants. The typical high volume engine plant consists of a long transfer line where bare engine blocks are
loaded on at one end and finished engines come off the other end. Along the way assemblers work at each
station adding parts to the engine. The assemblers typically spend the whole shift working at just a few
stations or even one station, putting the same part on engine after engine.

Things are done differently at PBC. Each engine is assembled by just one engine builder. The builder
starts off by preparing a set of pistons and then mounting a block onto an engine stand (above). Instead
of a transfer line where the engines move automatically from one station to the next, the stand is pushed
around the loop by the builder. The engine builders at PBC have all been recruited from the ranks of
skilled trademen at other GM plants.

Prior to the current downturn there were as many as 40 builders turning out up to 15,000 engines a year
from this Wixom facility. With the loss of the Cadillac engines and the slow down in Corvette sales, the
current production rate is about 5,000 engines per year, with 18 builders assembling the power-plants.
The plant has two main areas, the assembly hall and the test and inspection area.

The assembly hall has three loops and what is known as a kitting area. In the kitting area, bins of parts
needed for each station are compiled with exactly the right number of fasteners, gaskets, etc (above). If a
builder has any left over parts in the box at the end of a station, that means he has to go back and check
what he missed. One of the three assembly loops that was previously used for building Cadillac engines is
currently idle. Another loop is used to build the LS9 (ZR1) and LS7 (Z06) V8s while the third is used for
the LS7 and dry-sump LS3.

Mike Armstrong tutored and accompanied us as we began at the piston preparation area. The pistons,
rings and rods come into the plant pre-assembled from suppliers. The first step is to mark each piston,
rod and end cap with cylinder numbers and directions. We also check the rings to make sure the gaps are
on opposite sides. When connecting rods are manufactured, the caps are bolted on before the big-end
bores are machined. Those caps are removed before assembly and everything is arranged in the bin
before heading to the loop.

The first stage of actual assembly is the insertion of the camshaft. Before we put in any moving parts, we
take what looks like an over-sized Q-Tip, dip it in oil and swab the bores to ensure everything moves
smoothly (above). Once the cam is ensconced in the aluminum block, the 6-bolt main bearing caps are
removed so that the crankshaft can be installed. After popping in the main bearings and double checking
to make sure everything is facing the right direction, Mike lowers in the crank.
Each engine stand has a clipboard with a build sheet and bar code on it (above). This same bar code is
also applied to the engine. Prior to each assembly operation, the bar code is scanned and each torquing
operation is logged in a central computer. Multi-spindle guns are used for operations like torqueing the
main bearings, and all of the torque guns use electric drive and incorporate torque sensors.

To ensure accurate and reliable bolt torquing, the process has evolved in recent years. Way back when,
you would use a torque wrench and tighten a bolt until you hit the required threshold. However, that was
found to give inconsistent results when tested because of internal differences in the fasteners and fits
between the threads. Because fasteners stretch, what they do now is actually over-torque the bolt slightly
and then back it off to the required setting.

A work instruction sheet at each station lists the operations in sequence with a bar code associated with
each. After scanning the engine code, the code for the operation is scanned. When the sensors have
detected the operation has been completed and the bolts are properly tight, the gun automatically shuts
down to prevent over-torquing. The system keeps track of all the data related to each build so that if any
problem is detected during the final test or inspection, the whole process can be reviewed.

Anyone who has ever put together an engine (properly, of course) knows that you have to torque the bolts
in a particular order to avoid damaging warpage. The multi-spindle gun for the main bearings on the
LS9 does the four vertical bolts on one cap together. Starting from the center of the crank you work your
way outward alternating front to back. After each cap is tightened, we turn the crank a couple of times to
make sure that the resistance hasn't suddenly increased dramatically. If it suddenly becomes much
harder to spin the crank, you know something is wrong and can go back and fix it before getting too far
along in the build.

Once the crank is all tightened up, it's time to install the pistons. The block is rotated on the stand and
everything is lubed up prior to insertion. Again the crank is turned to ensure that nothing is hanging up.
This is followed by the oil pan, timing chain, oil pump and the rest of the bottom end. The oil passages of
the pan and pump are checked before installation to make sure that no parts or chips got in there to
block oil flow, something that's especially important for a high performance engine such as the LS9. In
fact, throughout the build process, everything is checked and double checked to make sure the engine is
right before it gets to the cold test at the end.

Once the bottom end is buttoned up, the LS9 turned right side up again to install the cylinder heads.
Because of the high pressures generated inside the supercharged LS9, GM went with seven-layer head
gaskets and larger 12 mm bolts to keep the cylinders sealed tight. After the lifters, push-rods and rockers
are installed it's time for the supercharger.

General Motors classifies the surfaces of all parts of a car as 1, 2 or 3. Class 3 surfaces are those that are
never actually visible to the customer, like the back side of the dashboard. Class 1 surfaces are visible like
the body panels and care must be taken to make sure they don't have any scratches or other blemishes.
Among all GM engines, the only class 1 surface is the LS9 intercooler cover because it's visible through
the hood window.

The supercharger and intercooler come into the PBC already assembled as a unit. Once we bolt it into
the valley, a cardboard cover is placed on top to make sure it doesn't get scratched. With the blower in
place, it's time to check the LS9 for leaks. Hoses are hooked up to all of the external connections and both
positive and negative pressure are applied to the engine for a couple of minutes. Thankfully our LS9
passed the leak test with flying colors.
Once an engine passes the leak test, it's time for the builder to apply his name tag. Since we were only a
temp at PBC, you won't find any LS9 engines with an Autoblog logo on them. However, if you buy a 2010
ZR1 and find a plaque with Mike Armstrong's name on the side of the intercooler, it could well be the
one we helped put together.

At the final station we hook up the engine lift and unbolt the power-plant from the build stand. Once the
engine is free, we can complete the last step of the assembly process, which is the installation of the
flywheel and dual plate clutch. The LS9 gets a 260 mm-diameter clutch with two plates that allows for a
lower effort to disengage and less inertia than a larger single plate unit. That all helps to make the ZR1
much more drivable in the real world.

From the assembly loop, the engines head over to the cold test and balancer stands. On the cold test
stand, the engine is spun up electrically to check items like the compression, water pump, oil pump, etc.
On the balance stand, the fuel line is connected for the first time and exhaust pipes are clamped onto the
headers. The engine is fired up and run briefly on natural gas to check for vibrations caused by weight
imbalances. If necessary, weights are added to the front crank damper and the flywheel to smooth things

Once the vibrations have been negated, the engines go through a final visual inspection before being
loaded on racks and getting trucked south to Bowling Green for installation into new Corvettes.

We want to thank Mike Armstrong for his patience in answering our questions and guiding us through
the build process at PBC. After seeing how the LS3, LS7 and LS9 are built at the Wixom Performance
Build Center, we have even more respect for these high-end Corvettes. Going into the 2010 American Le
Mans Series, the GT2 Corvette C6.R will be switching from its current 6.0-liter V8 to a new 5.5-liter unit
based on the next generation small block. Last summer Corvette Racing manager Doug Fehan revealed
that these new GT2 engines would be built in Wixom right alongside the road going engines, a major
coup for the staff there. Congratulations to them and keep up the great work.
        Collard Joins Corvette Racing as Endurance Driver in the #4 C6.R

Corvette Racing has announced the signing of Frenchman Emmanuel Collard to its stable of drivers. The
veteran GT/Prototype driver will join Oliver Gavin and Olivier Beretta in the #4 Corvette C6.R ZR1 for
the endurance races at Sebring, Le Mans and Petit Le Mans. Collard will be replacing Marcel Fassler
who was hired by Audi to co-drive one of its R15 TDIs this year at Le Mans.
Collard has driven for GM before. Back in 2000-2002 he was behind the wheel of the now defunct
Cadillac LMP program. More recently, he has been employed as a factory driver for Porsche where he
racked up a string of impressive victories at Sebring, Rolex 24 at Daytona, the 24 Hours of Le Mans and
the Spa 24.
"I'm very happy to join Corvette Racing for the 2010 endurance classics," Collard said. "Corvette has been
the most successful car make and team in GT racing for over ten years now, so I'm obviously thrilled to be a
part of this team. The Corvette C5-R and C6.R have been the absolute benchmarks in GT1 racing, and the
new GT2 Corvette C6.R is already heading in that same successful direction. I hope my experience with
GT2s from the past seasons can help Corvette secure class wins in the
three endurance races."
"We are pleased to welcome Emmanuel back to the GM Racing
family," said Corvette Racing Program Manager Doug Fehan. "He has
proven his ability at all levels of racing, and he understands the
demands and discipline of endurance racing. He will be a valuable
addition to our international lineup of championship-winning drivers."
Collard is expected to get his first seat time behind the wheel of the
ZR1-based Corvette C6.R GT later this month during a closed
practice session at Sebring. His first race will be the 12 Hours of
Sebring in March.
As for the driver lineup in the #3 Corvette C6.R, Johnny O'Connell
and Jan Magnussen will once again be joined by Antonio Garcia for
the three enduro races.

       Auction Results: Mecum's Kissimmee Corvette Auction Pulls In $6.7 Million in Sales

Mecum's Collector Car Auction made its annual pilgrimage to Central Florida's Kissimmee auction last
weekend. Florida's temperate January weather makes this auction a favorite and by most accounts, the
auction was a huge success. Record attendance was on-hand to watch 147 Corvettes cross the auction
block over four days and everyone must have been buying as Mecum achieved a sales success rate of 81%
to total $6.7 million in Corvette sales.
Two 1967 427/435 hp Corvette convertibles tied for the high Corvette selling price of the auction at
$180,000. Lot #135 is a matching numbers Sunfire Yellow/Black Corvette previously owned by Brad
Whitford of Aerosmith. The highly optioned big-block
features NCRS, Bloomington and Vette Fest Triple
Crown awards. Lot #160 is "old 435", an original
condition number's matching big block that was the
basis for establishing the Bloomington Gold "Survivor"
award. Bloomington Gold's David Borroughs used the
original and unmolested Corvette to demonstrate the
survivor award concept and standards. In addition to its
Survivor status, the Corvette also received the NCRS
Chevrolet Bowtie Award.
One of the most popular questions among Corvette owners is "how should I prepare my Corvette for
long-term or winter storage? This age old question is just like the typical "which type of aftermarket
exhaust system should I install" question. You're bound to get five hundred different answers and all of
them could be different. Some people will tell you to completely drain the fuel tank and others will tell
you not to do this. Some owners will tell you to put your Vette up on blocks and others will tell you not to.
Above all of the uncertainty and mythical storage remedies you've heard of, you are sure of one thing:
you want your Corvette to receive the very best care possible.

So what is the proper way to prepare your Corvette for long-term storage? The answer really depends
upon the length of time the car will be in storage. To help us gain some insight into some of the more
controversial issues such as engine and suspension preparation, we spoke with General Motors
Powertrain Engineers and Guldstrand Motorsports. This article addresses some of the uncertainty that
revolves around proper long-term storage and will hopefully give you a better sense of confidence and
security in knowing that your pride and joy has been properly prepared.

   •   General Washing
       Before placing your Corvette in long-term storage, be sure to properly wash the exterior in order
       to remove any environmental fallout from the paint such as bird droppings, tree sap, bugs, etc.
       Some of this fallout can be acidic and leave permanent marks in your Corvette's clearcoat.
   •   Clean the tires and wheels
       This is one area that is often overlooked in terms of the quality of cleaning. The rubber in the tires
       is prone to oxidative stress due to road grime and ultraviolet rays from the sun. This oxidation can
       be seen in the form of a dark yellowish dirt that clings to the sidewalls of the tires. Using a soft
       brush and soapy water, scrub the tires to remove any built up oxidation and road grime. Once the
       tires are cleaned and dried, apply a good quality tire dressing.

          o   Solvent vs. Water Based Tire Dressings
              Most tire dressings are either water-based or solvent-based. Each type uses silicone which
              is the key ingredient that gives tires that shiny, wet look. The more silicone in the product,
              the shinier the tire will be after application. Solvent based dressings work by soaking into
              the rubber, thus pulling the silicone in with them. This type of dressing tends to be more
              durable and last longer, however they also tend to pull the "black" out of the rubber and
              change the composition of the rubber with extended use over time. Because of this, some
              tire companies will actually void your warranty if you use a high volume, solvent based
              silicone product on their tires. Water-based dressings sit on the surface of the tire and do
              not pull the silicone into the rubber as solvent-based dressings do. They will provide the
              same quality shine as the solvent based products do, but they are not as durable and will
              not last as long.

       Brake dust can accumulate on the wheels and over time, can permanently stain the wheel finish if
       the wheels are painted and/or clear coated. There are several different brands of wheel cleaners
       on the market. Make sure that if your wheels are clear coated, you use a wheel cleaner that
       specifically states that it's safe to use on clear coated wheels. Because most wheels cleaners are
       caustic and harmful to brake components, be sure to never spray the wheel cleaner directly on the
       wheel. Instead, dampen a cleaning cloth with the wheel cleaner first and then apply.

          o   Flat Spotting
              These days, flat spotting isn't as much of an issue as it was years ago. Due to changes in
              composition and technology, today's tires are less prone to flat spotting than they were
              back in the days when '67 big blocks were prowling the streets. Any flat spotting that does
              occur to today's tire usually disappears within 20-30 minutes of normal driving time at
              normal highway speeds.
       o   Regardless, some of the owners we spoke to prefer to place their cars on jack stands in
           order to remove the constant pressure on the tires. Some owners don't like to do this
           because they feel that it places the car's suspension in an unnatural state that when
           combined with the added weight of the tires and wheels, could cause permanent damage to
           the suspension over time. To help settle this dispute, we went to the leading authority on
           Corvette suspension design and engineering, Guldstrand Motorsports. "We suggest that
           when people put their cars away for the winter months, they put the cars on stands and
           remove and bag the tires. This prevents any moisture from having harmful effects [on the
           tires]. Allowing the suspension to hang is really the least of their worries, and is not
           detrimental" said Dave Tillotson, Guldstrand's Operations Director.

       o   Some owners feel that specially designed tire cradles, tiles, plastic forms or pieces of cardboard
           under the tires help to prevent flat-spotting and some owners don't. Most of this is trial and error
           and there is no easy way to determine what works and what doesn't. It's mostly based upon
           experience and personal preference.

           One method that has proven reliable to this author in the past is to over-inflate the tires to the
           maximum allowed pressure specified on the sidewall of the tires by the tire manufacturer. By
           over-inflating the tires, you're hindering their pliability and increasing their resistance to flatten.
           Just make sure to deflate the tires to the recommended normal operating pressure before

•   Polish and Wax
    After a thorough wash, apply a good quality polish and wax to your Corvette's paint. Contrary to popular
    belief, there is a difference between a polish and a wax. A polish (also known as "glaze") contains a
    small amount of abrasives that actually remove a thin layer of clear coat or paint off the surface. Some
    manufacturers include oils and nutrients in their polishes that they claim help to nourish the paint and
    prevent oxidation from occurring. A wax does not contain any abrasives and seals the paint therefore
    protecting your Corvette's finish. It provides a protective layer to prevent exposure to the elements and
    related fallout. A good rule of thumb is to apply a coat of polish and then seal that with one or two coats
    of wax.

    For applying and removing the wax and polish, make sure to use 100% cotton terrycloth hand towels
    that are made in the United States. Although the manufacturer tags on some hand towels will indicate
    that they are made of 100% cotton, some foreign countries have different regulations when it comes to
    the amount of cotton and other fibers used in the composition of their towels. These other fibers, such
    as polyester can leave tiny scratches in the clear coat. In order to keep your polishing towels clean, do
    not use laundry detergents or fabric softeners. Even though your towels may feel nice and soft, fabric
    softeners contain oils that give them that soft touch. When applied to your Corvette's finish, these oils
    can leave a milky, cloudy haze on the surface of the paint. This oily layer smears easily when wiped and
    proves difficult to remove without the use of a "paint cleaner". Keep in mind that a lot of laundry
    detergents come with fabric softeners mixed in, so make sure you read the ingredients prior to use.
•   Exterior Trim
    Another frequently overlooked area to prepare is the exterior trim components of your Corvette. These
    include, weather-stripping, door hinges, hood latches and release pawls, pivots, and spring anchors.

    For the weather-stripping, use a non-solvent based, silicone lubricant or grease. Mequiars Vinyl and
    Rubber Cleaner and Conditioner is one example and GM Goodwrench Dielectric Silicone Grease (part no.
    12345579) is another. If you choose to use the silicone grease, apply a small amount to the weather-
    stripping using your fingers. Wipe off any excess with a clean rag.

    For the door hinges, hood latches and related hardware, use Lubriplate Lubricant (GM part no.
    12346293). This is similar to white lithium grease which can be applied using your fingers. If you can't
    find this product at your local Chevrolet parts department, try GM SuperLube (GM part no. 12346241).
    This lubricant is similar to WD-40 and contains teflon.
•   Interior Care
    The cleanliness of your Corvette's interior is just as important as the exterior prior to long-term storage.
    The most important parts of your interior are the leather surfaces. These usually consist of the seats,
    steering wheel, shifter knob and boot. During the summer, leather surfaces tend to become very hot
    during extended periods of sun exposure. As a result, you're bound to sweat a little when you first sit
    down in your Corvette. Sweat is very acidic and over time, can prematurely age your leather seating
    surfaces if they go untreated. That's why it's important to choose a high quality leather cleaner and/or
    conditioner for the leather components of the interior. Several companies, including Meguiars and Lexol,
    make excellent products that are easy to apply and most of these can be found in your local automotive
    supply store. Make sure you read the directions that come with each product before use.

•   To prevent moisture buildup and possible mold formation on interior components, you may want to
    consider adding desiccant (a chemical that removes moisture from the air) to various parts of your
    interior. Companies such as Beach Filter Products, Inc., Ecklers Corvette Parts and Accessories, and
    MidAmerica Designs, Inc supply special pouches of desiccant that can easily be placed in foot wells,
    seats and rear cargo hatch areas.

•   Engine Care
    Another common area of misconception is proper engine storage. Some of the confusion comes from the
    fact that the Corvette has been around for almost 50 years. During those 50 years, automotive
    technology and electronics have experienced enormous growth and change. As a result, different
    generations of Corvette have different needs when it comes to care and maintenance.

    Based upon conversations we had with owners of both old and new Corvettes, the majority of owners of
    Corvettes prior to the 1984 model year prefer to remove their spark plugs and squirt a small amount of
    motor oil into the cylinders. In order to understand why they do this, you need to understand the
    general purpose of an engine lubricant.

    The main function of motor oil is to reduce friction between two metal surfaces in motion. Some of these
    metal surfaces can have microscopic high points or peaks. When these metal surfaces rub together,
    enough heat can be produced to actually weld those peaks together. The peaks can be broken off,
    dragged and re-welded over and over again. This is known as scuffing, which can eventually cause
    permanent engine damage.

    Over time, the lubricant film that lines the cylinder walls underneath the piston, gradually recedes
    leaving the walls exposed. As the piston travels up and down the cylinder upon startup, a few critical
    seconds exist where two metal surfaces are rubbing together without proper lubrication. You now have
    an ideal environment for scuffing to occur. To prevent this, owners believe that removing the spark
    plugs and squirting a small amount of oil into each cylinder can help prevent this from occurring. It all
    seems to make sense, right?

    If it did, we would expect the owners of newer Corvettes to practice this same method. Not so. Based
    upon conversations with owners of 1984 Corvettes and up, other than changing the oil and filter,
    removing the spark plugs and adding a small amount of oil to each cylinder was rarely mentioned. This
    could be due to several possibilities. Are the spark plugs much harder to reach on an LT1 or LS1 engine
    as compared to an old 1968 L36 big block? Or has technology advanced far enough that today's engines
    are able to stay lubricated longer during extended periods of inactivity? To help us understand the
    proper way to prepare an engine for long-term storage, we spoke to David A. Scott, Senior Service
    Engineer, at General Motors Service Parts Operations. He suggested that if an engine is to be stored for
    nine months or longer, "remove the spark plugs and add approximately one (1) ounce of engine oil to
    each cylinder. The engine should be rotated just after adding the oil to the cylinders. The purpose of this
    step is to coat the cylinder bore to protect against rust formation during storage. Also note, this
    procedure is repeated after extended (18 months and longer) storage before start up. These steps were
    recommended by both the Base Systems Engineer and the Fuels and Lubricants Engineer."

       o   Battery
           Owners of older Corvettes usually unplug and sometimes remove their batteries during long
           periods of storage which they feel works well for them. If you choose to remove the battery, do
           not place the battery directly on a concrete floor. Concrete has a tendency to discharge a battery
           which is the exact same thing you're trying to avoid by leaving it connected to the car. Use a
           piece of wood between the battery and the floor. Because batteries produce hydrogen gas which
           is flammable, do not store the battery where it will be exposed to open flame, or where it is
           exposed to children.

           Some owners of newer Corvettes (1984 to the present) feel that battery disconnection and/or
           removal isn't a good idea given the large amount of onboard circuits in newer Corvettes. They
           prefer to use a "Battery Tender". The Battery Tender, produced by Halon Marketing, Inc., is a
           1.25 amp battery charger capable of fully charging a battery and maintaining the batteries
           optimal charge. The unit is small, compact and comes with a 5-year warranty from the

           We asked David Scott at GM if battery disconnection was a viable option for newer Corvettes.
           "Actually, it is because there are circuits using power when the vehicle is "off". Without a
           "Battery Tender" as you mentioned, the circuits would drain a battery in about 30 - 40 days.
           General Motors does not require / mandate that an owner have a charger going. We have
           typically recommended disconnecting the battery."
       o   Fluid Levels
           Make sure to top off all fluid levels. These include coolant, brake fluid, clutch/transmission fluid
           and most importantly, oil and fuel. Over time, motor oil can become contaminated by dust,
           condensation, and even antifreeze and metallic shavings. Some motor oils contain additives
           which can break down over time and also act as contaminants. As these contaminants
           accumulate in the oil, sludge can form which will gradually adhere to internal engine
           components, causing your engine to perform less efficiently. Left long enough, this sludge can
           cause permanent engine damage. Combustion gases can also accumulate in the oil that will
           gradually lower the pH of your oil making it more acidic. Even if you only put 1,000 miles on your
           Corvette per year, make sure that you always change your oil and filter before placing it in long-
           term storage.

           To do this, start and run the engine until it is brought up to normal operating temperature. If
           your Corvette is equipped with air-conditioning, the AC unit should be operated during this final
           engine warm-up to lubricate the compressor seal. Drain the oil and replace the filter. Refill with
           the type of oil recommended in your factory owner's manual. Last but not least, if you own a
           newer Corvette equipped with the engine oil life monitor, remember to reset the "Change Oil
           Light" as instructed in your owner's manual.
       o   Fuel Stabilizer
           Another important step is to make sure you top off the fuel in the tank and add a fuel stabilizer.
           Some owners prefer to completely drain the fuel tank and lines, but this may be an open
           invitation for condensation to build within the fuel system causing premature corrosion. Most
           fuel stabilizers, such as Stabil, can be purchased at any mainstream automotive parts store.

           If your Corvette is carbureted, you should drain the carburetors of any residual gasoline.
           Remaining gasoline can evaporate and turn into a varnish that can coat and eventually clog the
           internal parts of a carburetor.
       o   Mothballs
           One of the biggest problems with long-term automotive storage is rodents. Depending on how
           secure the facility is that you store your Corvette in, one fact remains.... it's a source of
           protection from the elements for both your Corvette and those furry little critters. Most owners
           don't realize it, but certain brands of spark plug wires can become a meal for mice. Some brands
           (including GM brands) consist of a silicone inner jacket that surrounds the carbon suppression
           core. The silicone inner jacket is then surrounded by a vegetable oil based insulating outer shell
           which mice find particularly appetizing. To help prevent them from making a meal out of your
           Corvette's ignition system, place some mothballs in and around the engine compartment, but
           remember to remove them before starting up the car!

       o    Exhaust System
            Mice and other small rodents like to build nests in very small spaces and your Corvette's exhaust
            tips and mufflers make a perfect home. Use a couple small face cloths and rubber bands to seal
            off the exhaust tips on your Corvette. Simply cover the opening of each tail pipe with the towel
            and wrap a rubber band around it.
•   Car Cover
    "Should I cover my Corvette while it's in storage and if so, what's the best type of cover to use?" This is
    one of the most commonly asked questions when it's time to store your Corvette. The answer depends
    upon where the car will be stored. If it's stored within a garage or similar shelter, it's not necessary
    unless the car will be stored for an extended period of time and you would like to keep the dust off of it.
    If the car is stored outdoors, it is recommended that you keep the car covered. Remember to periodically
    remove the cover, especially after a soaking rain, so that air has a chance to circulate and properly dry
    the car and cover.

    The type of cover you should use, again depends upon where the car will be stored. If it's stored indoors,
    a simple cotton based cover is sufficient to keep dust off the car. If it's stored outdoors, you should
    consider using a Dupont Tyvek or Evolution-3 type weatherproof cover to protect against the elements.
    These covers can usually be found at either your local automotive parts store, or through mail order
•   Engine Start
    Last but not least: "Should I start my Corvette periodically, or leave it alone until it's ready to come out
    of storage?" This is definitely the most commonly asked question when it comes to automotive storage
    and there seems to be two opposing sides. One side feels that you should start your car at least once per
    month and let it run for a good 20 minutes plus until the cooling fans kick in. The other side feels that
    you should leave the car alone until it's time to remove it from storage. Again, we asked David Scott at
    GM. "It is always best to start your vehicle once a month if possible." When this is not practical, David
    offers the following guidelines:
        Vehicle Storage of 9 months or less:

        • Change oil and filter
        • Store vehicle with full fuel tank using winter fuel - available nationwide after Oct. 1 (Higher Vapor Pressure)
        • Disconnect negative battery cable

         To prepare vehicle for use:

        • Change oil and filter (eliminates moisture in crankcase)
        • Charge battery
        • Connect battery cable

        Vehicle Storage of 9 months to 18 months:

        • Change oil and filter
        • Store vehicle with full fuel tank and use a fuel stability additive
        • Remove the spark plugs and add approximately one (1) ounce of engine oil to each cylinder. Install spark plugs and
        rotate engine.
        • Disconnect negative battery cable

         To prepare vehicle for use:

        • Change oil and filter (eliminates moisture in crankcase)
        • Charge battery
        • Connect battery cable

        Vehicle Storage of 18 months and longer:

        • Change oil and filter
        • Remove the spark plugs and add approximately one (1) ounce of engine oil to each cylinder. Install spark plugs and
        rotate engine.
        • Disconnect negative battery cable
        • Drain the fuel system

         To prepare vehicle for use:

        • Change oil and filter (eliminates moisture in crankcase)
        • Charge battery
        • Connect battery cable
        • Remove the spark plugs and add approximately one (1) ounce of engine oil to each cylinder. Install spark plugs and
        rotate engine.
        • Fuel vehicle

Hopefully, this article has provided you with some valuable information to help you better prepare your Corvette for long-
term or winter storage. The long winter months when we can't drive our Corvettes may be long and brutal for some of us, but
it doesn't have to be for your Corvette!
Corvettes Line Up for the Chicago Auto Show                           Corvette - Totally Totaled

    "The Supercharged 638 hp Corvette
       ZR1 with two Grand Sports"

                      2011 Corvette Z06 to Get New Goodyear Eagle F1 Tires
Goodyear's latest Eagle F1 Supercar G:2 tires will be factory fitted on the 2011 Corvette Z06. The new Ultra-High
Performance (UHP) tire is described as "Street-refined, but track-capable". The tire has been tested on road
courses throughout North America and will be available this summer.
The new Goodyears will be available in two run-flat sizes: P275/35ZR18 and P325/30ZR19.
Goodyear's Bob Toth describes the UHP Eagle F1 Supercar G:2 tires:
With a left-side, right-side specific tread design, it offers superb dry traction and precise handling." He notes that
"serrated band sidewall styling and distinctive lettering add to the overall ultra-performance look."
"An asymmetric, directional tread design with massive tread blocks on the outboard shoulder help enhance dry
cornering grip, while sweeping Aquachannel grooves on the inboard side of the tread help enhance wet cornering
grip," Toth says. "An innovative multi-radius mold shape helps to offer precise handling and smooth, even wear."
Without knowing too much of what goes on behind the scenes at GM when it comes to picking tires, the outcome
has to be considered good news for US-based Goodyear. Michelin has made in-roads into Corvette's factory over
the last couple of years based on its success on the track with Corvette Racing. In 2008, Michelin was selected as
the official factory fitted tire for the Corvette ZR1.
               Corvettes on eBay: The 1968/74 Delmo Johnson Race Car
Texas legend Delmo Johnson is one of the pioneers of Corvette road racing with a
career that goes back to the early days. His lengthy list of significant Corvette
racers he has piloted include Grand Sports #003 and #004 and C1 and C2
Corvettes raced under the Gulf Oil banner. In the early 1990's, after many years
in retirement, some friends encouraged him to come out and race one more time
and this 1968/74 Corvette was his ride.
The car started its life in 1968 and was immediately put on the track. Based on the
pieced-together history, it appears the car went off the track several times during its racing career. Car-
builder Jeff Weymouth reconstructed the Corvette in 1975 and Fred Whitehead drove it to 2nd place in the
1978 SCCA National Championships. Its final major off-track excursion came at Road Atlanta in 1982 with
driver Alan Sevadjian at the wheel. The throttle stuck and the Corvette flipped many times. Sevadjian
emerged unscathed.
The car was rebuilt prepped to 1974 IMSA/SCCA GT1 specs by Alan Sevadjian's Texas shop and was
financed by Houston developer Gerry Chalmers, a 30-year SCCA competitor, without regard to costs.
The car was later acquired by Texas race team owner John Mecom. Mecom's own history with the Grand
Sports is also legendary as he led the "privateer" effort with lightweight racers at Nassau in 1963. Delmo had
driven for Mecom in the Grand Sports, and Delmo persuaded Mecom to part with the Corvette.

The Corvette is powered by a 366 ci Chevy small block pro-built racing engine. It is equipped with dry-sump
lubrication, and accessories are state of the art and driven by cog belts. Other specs include an all-
synchromesh close-ratio Borg Warner Super T-10 aluminum-case transmission, limited-slip rear axle,
aluminum radiator, oil, transmission, and power-steering coolers, competition gauges, and an onboard Halon
fire system.
Delmo last raced the car in the Corinthian Vintage Racing Club in 1997 and it has not turned a wheel in
anger since. It has just been restored cosmetically, has a fresh engine and is ready for competition or for just
blowing off steam on track day.
The 1974 IMSA GT1 cars are the newest and among the fastest in vintage racing. Delmo Johnson and Alan
Sevadjian have both signed the Corvette and other documentation comes with the car.
The Delmo Johnson Corvette is being offered on ebay with a "Buy-it-Now" price of $79,000. Interestingly, the
Corvette was last seen for sale in May 2009 at Worldwide's Houston Auction where it sold for $44,000,
including buyer’s premium.
                       Corvette Lands on Pole Wire After Collision
This C6 Corvette ends up precariously balanced on a telephone support wire following a collision with
another car. The accident took place in Fountain Valley California last week. There were no injuries but
the Corvette was messed up pretty bad.
Here is the account from the
FOUNTAIN VALLEY - Not often do you see a
Corvette balancing precariously on a telephone
wire. But motorists on Warner Avenue near
Magnolia Street in Fountain Valley got a look
at the peculiar sight Monday morning.
About 11 a.m., a Corvette traveling westbound
on Warner approaching Magnolia collided with
a car trying to turn left into a hand car wash
business, said Fountain Valley police Lt. Ken
Hounsley. The force of the collision caused the
sports car to land back-end up on a telephone
pole support wire. There were no injuries,
according to Hounsley.

                              Corvette C7 Rendering by Avarvarii
Here is an interesting unofficial rendering of the C7 Corvette by designer Andrei Avarvarii that takes
some of the best features of the Transformer's Stingray Concept and morphs them with the best features
of the C6. From the Stingray concept, we see the reworked grill area, sloping hood and high fender lines.
We can't tell if this rendering has a spilt rear window, but since GM's Global Design Chief Ed Welburn
says is coming, we'll patiently wait for 2012 when the real C7 is expected to arrive.
        Corvette Racing Receives GT2 Invites to the 24 Hours of Le Mans
It's official. The two factory-sponsored
Corvette C6.Rs have received
invitations to join the ultra-competitive
GT2 class this June for the 78th
running of the 24 Hours of Le Mans.
The C6.Rs will battle a who's who of
sports car racing teams and
manufacturers including Porsche,
Ferrari, BMW and Jaguar in the
crowded class featuring 17 entries.
To get to Le Mans, winning one of the
endurance races like the 12 Hours of
Sebring or Petit Le Mans at Road
Atlanta, or winning the class
championship will get you an automatic
invite. Otherwise, you need an invitation from the ACO. Although Corvette won last year at Sebring,
it was with the GT1 car in the GT1 class. So getting to France this year wasn't automatic as in year's
past for Corvette Racing.
Luckily (or perhaps I should say skillfully), the GT2 Corvettes proved themselves worthy of an invite
by posting five podium finishes and winning its first GT2 race at Mosport. In the series' final five
races, Corvette Racing scored more team and manufacturer points than any other GT2 entry, and
O'Connell and Magnussen tallied the most points in the GT2 drivers championship.
It's also true that Team Corvette's program manager Doug Fehan has a good relationship with the
ACO and I am sure he impressed upon them to remember just how popular the Corvettes are in
France, as well as the large enthusiast base that will tune in to watch America's sports car compete in
the new class.

Here is the provisional GT2 class:
  • Corvette Racing (USA) - #63 - Corvette C6 ZR1
  • Corvette Racing (USA) - #64 - Corvette C6 ZR1
  • Prospeed Competition (BEL) - #75 - PORSCHE 911 GT3 RSR (997)
  • IMSA Performance MATMUT (FRA) - #76 - PORSCHE 911 GT3 RSR (997)
  • Team Felbermayr-Proton (DEU) - #77 - PORSCHE 911 GT3 RSR (997)
  • BMW Motorsport (DEU) - #78 - BMW E92 M3
  • BMW Motorsport (DEU) - #79 - BMW E92 M3
  • Flying Lizard Motorsport (USA) - #80 - PORSCHE 911 GT3 RSR (997)
  • Jaguar RSR (USA) - #81 - Jaguar XKRS
  • RISI Competizione (USA) - #82 - Ferrari F 430 GT
  • RISI Competizione (USA) - #83 - Ferrari F 430 GT
  • Modena Group Racing (GBR) - #84 - Ferrari F 430 GT
  • Spyker Squadron (NLD) - #85 - Spyker C8 Laviolette
  • Hankook - Team Farnbacher (DUE) - #89 - Ferrari F 430 GT
  • JMW Motorsport (GBR) - #92 - Aston Martin Vantage
  • AF Corse SRL (ITA) - #96 - Ferrari F 430 GT
  • BMS Scuderia Italia SPA (ITA) - #97 - Porsche 911 GT3 RSR
The 78th running of the 24 Hours of Le Mans takes place June 12-13th.
                                 January 2010 Corvette Sales
The first sales report of the new year hit yesterday and the
good news is that Corvette sales are up 1.4% over last year.
January 2010 deliveries totaled 854 - 12 Corvettes more than
the 842 sold in January 2009. Historically, Corvette sales
tend to a breather in January anyway so we are okay with
this number. The other significant number for the month is
the availability of the Corvette ZR1. National inventories of
the supercharged ZR1 have grown by 27% to 191 units.
Despite the rising inventories for the ZR1, the numbers for
all Corvettes available continues to drop. Applying the
principles of supply and demand, we believe the one good thing to come from the automotive recession is
how GM took aggressive steps to bring its inventories under tighter control. In January 2009, over 9,058
Corvettes were available at dealers. Today that figure has shrunk to 2,561 Corvettes.

                2010 Corvette Delivery Statistics
                Month                     Calendar Year-to-Date
                                  %                        %
                Month 2010 2009           Months 2010 2009
                                  Change                   Change
                January 854 842 1.4% Jan-Jan 854 842 1.4%
               2009 Corvette Delivery Statistics
               Month                     Calendar Year-to-Date
                                 %                          %
               Month 2009 2008           Months 2009 2008
                                 Change                     Change
               January 842 2,015 -58.2% Jan-Jan 842 2,015 -58.2%
               February 1,027 2,071 -50.4% Jan-Feb 1,869 4,086 -54.3%
               March 1,183 2,692 -56.1%            3,052 6,778 -55.0%
               April    1,407 3,190 -55.9% Jan-Apr 4,459 9,968 -55.3%
               May      1,643 2,904 -43.4%         6,102 12,872 -52.6%
               June     1,396 2,082 -32.9% Jan-Jun 7,498 14,954 -49.9%
               July     966 1,870 -48.3% Jan-Jul 8,464 16,824 -49.7%
               Aug      746 4,242 -82.4% Jan-Aug 9,210 21,066 -56.3%
               Sept     1,585 2,318 -31.6%         10,795 23,384 -53.8%
               Oct      1,154 1,170 -1.4% Jan-Oct 11,949 24,554 -51.3%
               Nov      952 1,093 -12.9% Jan-Nov 12,901 25,647 -49.7%
               Dec      1,033 1,324 -22.0% Jan-Nov 13,934 26,971 -48.3%
              The Corvette in a high-mileage future
            New fuel economy rules won't kill the performance car, chief engineer says,
                                but the 'Vette will need to adapt.

Tadge Juechter, General Motors' chief engineer for the Chevrolet Corvette, wants to set one
thing straight: the Corvette is here to stay.

"It's my job to make sure that Corvettes do not go away.

New legislation requires a nationwide new car fuel economy average of 35 miles per gallon by
2010. That means the Corvette will have to change, Juechter said. It won't have to get 35 miles
per gallon, of course, but it will have to do its part to raise the average.

The challenge will be to make sure needed changes don't damage the image of a car that's
important to its legions of fans and to GM's corporate image.

The Corvette has been a performance flagship for GM since its introduction in 1953. It's also
been a value flagship for the Chevrolet brand with performance that matches European sports
cars costing twice as much.

Juechter's task will be maintain both sides of the Corvette's brand promise - high performance
and low price - while also dealing with the increased fuel economy requirements.

It won't be easy because the Corvette is already a closet fuel-efficiency freak. A high-
performance sports car that puts out 430 horsepower from a 6.2 liter V8 engine, the 'Vette's
estimated highway fuel economy of 26 mpg is actually better than some 4-cylinder sports cars
including the Pontiac Solstice and Honda S2000.

Corvette engineers could simply cut back on all that engine power. Packing 430 horsepower -
a number bumped up from 400 in just the last model year - the 'Vette would seem to have
some to spare. But a horsepower cutback would be an absolute last resort, Juechter said,
something he would accept "kicking and screaming."

If power had to be cut back, engineers would find ways to lighten the car even more, he said,
preserving the all-important power-to-weight ratio.

"We expect that we will be able to continue to improve performance," Juechter said.

Reducing weight could mean increased use of lighter materials like aluminum, special alloys
and composites and even carbon fiber, which has a large role in the ZR1 super 'Vette.

Those materials are expensive, though, which threatens to undermine that other key Corvette
appeal - its price.

"How do you do that at a reasonable cost that our customers will understand?" Juechter
The new ZR1 also uses supercharging, a system that pumps air into the engine's cylinders to
create higher pressure. That will allow it to get nearly 200 more horsepower out of the same-
sized engine used in the base Corvette.

You might think a similar solution could be used on a smaller, more fuel efficient engine to
match the, or even beat, the power output of the current base Corvette's V8. Perhaps a future
Corvette could pack a V6 under the hood.

Not so fast, said Juechter.

First of all, superchargers are heavy and use significant engine power to run. Turbochargers,
which use turbines spun by exhaust gases, are lighter and sap less power, but they're still
complex and costly.

Plus, turbochargers take a moment to respond to a push on the gas pedal - a phenomenon
known as "turbo lag" - and that's not something drivers want on a race track, Juechter said,
where many Corvette owners like to run their cars.

Besides, the Corvette's big V8 engine makes sense for cost reasons, according to Juechter,
since its basic design is shared with many GM trucks. And Corvette owners simply expect a
V8 so, while he won't rule out eventually using a V6 engine, that decision would require some
very serious economic and performance justification. It would
not go down easily with the Corvette faithful.

In the end, the solution to the Corvette fuel economy puzzle
may have to involve trade-offs between performance and price
to meet the needs of greater efficiency. In the end, Corvette
buyers may have to accept that a more fuel-efficient sports
car will cost a little more.

One thing you probably won't see for a long time, said
Juechter, will be another beast as extreme as the ZR1. GM
engineers will be occupied with more mundane tasks, like
how to squeeze more mileage out of family cars and
crossover SUVs.

"I doubt many manufacturers are scratching their heads trying
to think up ways to do more 600 horsepower cars" he said.

In the meanwhile, Juechter says he'll make sure the Corvette itself doesn't become too tame.
                                        Velocity Raptor
      Each year, Continental Tires invites Europe’s top car tuners to southern Italy for its Nardo High
Performance Event. The competition is simple: The team that sets the highest top speed wins.
Modified Porsches have dominated the event, with other German brands usually filling up the rest of
the leader board. This year, however, an American car is vying for overall honors—a Chevrolet
Corvette Z06.
      Munich, Germany’s Geiger Cars has been specializing in American vehicles since 1979. Though
it imports new and used cars and sells many of them as-is, Geiger is best known for its modified
machines—and it pulled out all the stops with the Corvette it brought to Nardo. The factory “Z06 505
HP” badges on its flanks no longer tell the truth: They are pessimistic to the tune of 385 horsepower.
While the Geiger Z06 Bi-Turbo’s claimed 890 bhp is bested by the 1,000 ponies of the 9ff-modified
Porsche 911 Turbo, the Corvette, with its lurid Kermit-green paint scheme, is definitely the most eye-
catching machine present. Will it be the fastest?
      Speaking to one of the Geiger mechanics, we learn that the Bi-Turbo did not start off as an
official part of the Bavarian company’s Corvette tuning program. Instead, like the ZR1, it was
envisioned and built by a couple of engineers in their spare time. When the conversion was finished,
company boss Karl Geiger was so impressed with the car’s ballistic performance, he sanctioned its
use for publicity work, including this Nardo shoot-out.
      Not surprisingly, the biggest changes to the car were made in the engine compartment. The stock
Z06’s hand-built 7,001-cc LS7 V8 is already a heavily tuned version of the standard V8, with forged
titanium connecting rods, titanium inlet valves and sodium-cooled exhaust valves. These racy
components allow this big engine to rev to 7,000 rpm, yet the V8 produces a reliable 505 bhp all day
      When the factory came up with the idea of using a supercharger on the Corvette ZR1, it decided
that the LS7 block was not man enough for the job, and used the 6,162-cc LS3 as starting point
instead. This variant of the legendary small-block V8 has thicker cylinder walls to better withstand the
higher combustion pressures of forced aspiration.
      The Geiger engineers, on the other hand, were not only confident the LS7’s cylinder walls could
handle a blower, they felt they could be even thinner, and proceeded to bore out the V8 to a
monstrous 7.6 liters. In the process, they fitted lightweight forged pistons, titanium valve springs and a
more aggressive camshaft. Only then did they strap a pair of turbochargers to custom-made exhaust
manifolds and fit a substantial intercooler down low in the nose.
      This heavy-breathing engine required a high-flow air intake system with a big 100-mm throttle
body and a new fuel-injection system with larger pumps. Spent gases exit via a large-diameter
exhaust system with special low-restriction catalytic converters. The final step for the engineers was
to remap the engine computer to suit the new fuel and spark parameters. The result of all their after-
hours hard work was 890 bhp at 6,100 rpm and 694 lbs-ft of torque at 4,500 rpm.
      This huge increase in output necessitated a number of other mods. First of all, the extreme heat
generated by the turbos required that a heavily vented hood be fitted. The redesigned nose clip, with
its larger central opening and additional side intakes, directs cooling air to the intercooler and front
brakes. The rear end also incorporates unique Geiger fiberglass bodywork, including a rounded tail
piece with an integrated spoiler and a diffuser panel. In conjunction with the aggressive front splitter,
they are said to reduce aerodynamic lift without increasing drag. The only original bodywork pieces
left on the Z06 Bi-Turbo are the doors and rear-quarter panels.
      The Geiger crew next dismantled the Z06’s six-speed manual gearbox and rebuilt it using
reinforced components. They then fitted a race-grade dual-disc clutch, a carbon-fiber propshaft and a
stronger rear differential and halfshafts.
      To prepare the chassis for high-speed runs, the engineers swapped the stock suspension for
Geiger’s fully adjustable coil-over kit, which uses a combination of H&R springs and KW dampers
with adjustable spring platforms. The ride height is set 25 mm lower than stock, an important mod
when maximum velocity is the goal. Thicker anti-roll bars were also bolted on. Stop Tech supplied the
enlarged brakes to help to restrain all those rampant horses underhood. The 15-inch cast-iron front
rotors are clamped by six-piston calipers, while the 14-inch rear discs are paired with four-pot
     Housing the new brakes are a set of black OZ Racing Ultraleggera wheels. The fronts wear
285/30R19 tires, while the rear are swathed in ultra-wide 345/25R20s—10 mm wider than those on
the ZR1. As with all the sports cars entered in the Nardo High Performance Event, the Geiger
Corvette was fitted with Continental SportContact VMax rubber. These are the only production tires
officially rated to 224 mph, which is a good thing considering Geiger calculated that its Corvette Z06
Bi-Turbo has the power and gearing to reach 222 mph.
     Nardo is a unique testing facility. Unlike other high-speed tracks that incorporate long straights,
Nardo is one gigantic 7.8-mile circle. Cornering forces are mitigated significantly by steep 22.5-
percent banking around the entire wide, four-lane course, but tire scrub reduces speeds somewhat,
as do bumps. However, major manufacturers and tuners bring their cars to Nardo for another
reason—southern Italy’s fairly stable climate allows them to test here throughout most of the year.
     The Continental event takes place in mid-December, though, and while snow is not an issue, rain
certainly is. In 2007, the event had to start at first light to avoid the rain showers that were due mid-
morning. This year, light showers began to fall in the afternoon. Because of this, some of the tuners
opted for a second run the following morning.
     Geiger was one of them, but for a different reason. Its green, mean, low-flying machine was
thundering around the banking on its second of three solo laps when spilled brake fluid in the engine
bay touched the hot exhaust manifold and ignited. The car was travelling 208.5 mph, but the driver
stopped immediately—putting those big binders to the test—and went for the fire extinguisher. His
quick action prevented any real damage. Still, repairs had to be made in a hurry to prepare the
Corvette for the morning session.
     The weather improved significantly on the the second day at Nardo. Geiger completed the repairs
on the Z06 Bi-Turbo in time for it to make a second, three-lap run. The Corvette looked to be traveling
faster than the previous day. We could almost visualize the air molecules being shouldered aside by
the squat, wedge-shaped Corvette as it was propelled around the track by the sheer brute force of its
mega motor. This time, the team clocked a terminal velocity of 213.1 mph.
     This speed was good enough for third fastest among the 18 vehicles entered. The 9ff TR 1000
blitzed all comers with its 233.4-mph run, and the Audi S4-based Hohenester HS650G hit 218.5 mph.
     When all is said and done, though, Geiger is proud of its result. At the very least, it created a Z06
that’s faster than the 205-mph ZR1. Without the tire scrub created by the constant turning, the Z06 Bi-
Turbo likely would have hit that 222-mph target speed. So while it may not have won this competition,
Geiger can lay claim to building the fastest street-legal Corvette in Europe.
             Official Photos of the Corvette Racing C6.Rs at Sebring Test
The Corvette Racing team was recently in Central Florida for a private test at Sebring International
Raceway. During the session, these official photos were taken. My favorite of the set is the one with
Johnny O'Connell behind the wheel of a Jetstream Blue ZR1 flanked by the two Corvette C6.Rs. We also
get a chance to see new driver Manu Collard wearing the Crossed Flags for the first time too!

The Corvette Racing team will return to Sebring for the opening round of the 2010 American Le Mans
series, the Mobil 1 Twelve Hours of Sebring on March 20th. The ZR1-based C6.Rs will be competing in
the aptly renamed GT (formerly GT2) class against Porsche, Ferrari, BMW, Jaguar, Ford and Panoz.
VINTAGE 1960 CORVETTE POSTER                                AC SPARK PLUGS & THE MACO SHARK

This vintage poster features five 1960 Corvette Roadsters        In this vintage AC Spark Plugs
  driving in formation and poses the question: "For ten          magazine ad, the headline reads
seconds try to imagine what owning a Corvette would be
    like..." As Corvette owners, we can agree with the
                                                                      "Shark by Chevrolet -
     answer: "You're close, but it's better than that!"              ACtion sparked by AC".
            The Peter Max VH1 Corvette Collection is on the Move in NYC
In 1989 VH1 held a contest where they
gave a way 36 Corvettes - one for every
year beginning in 1953 through 1989 -
to a single winner. Dennis Amodeo, a
carpenter from Long Island won the
collection, but before taking delivery he
sold all 36 Corvettes to Pop artist Peter
Max who planned to use the cars for an
art project. The project never got off
the ground and the Corvettes ended up
parked in a Brooklyn building where
they were essentially forgotten.

The VH1 Corvette Giveaway was the
brainchild of Jim Cahill. After a pitch
to the network in 1988 that included
toy Corvettes as props, Cahill was
given the green light and began assembling his collection. The Corvettes were purchased over a couple of
months in 1988 although Cahill remembers the 1953 Corvette being one of the hardest to locate. He
recounts there being a big auction down in Scottsdale where if you have the cash, you can get the car you
want. The cost to assemble the collection ran $610,000. The cost of the '53 Corvette itself was $60,000.

                                 The VH1 contest was a rousing success with over 1.3 million entries
                                 received. Amodeo was notified that he won and flew out to California
                                 where he was given the keys to the collection by Mike Love, a member of
                                 the Beach Boys. It was at this time that Peter Max heard about the
                                 collection and then had what he calls "the biggest dream ever. I was in the
                                 bleachers at a football game, and suddenly these Corvettes come out of the

Peter Max bought the collection for about $500,000 and had the cars
shipped to New York City. At the time he was busy with other projects and
a legal battle with the IRS, so the cars just sat. After being moved a couple
of times in those early years, the 36 Corvettes eventually wound up in the
parking garage in Brooklyn where they remained until earlier this year.
In 2005, Digital Corvettes founder Patrick Gramm heard about the
collection and he and several others set off scouring Brooklyn until they
located the cars in a former Daily News printing plant. Behind a chain link fence sat the 36 Corvettes.
They were dirty as hell, many had flat tires and some of the more valuable roadsters like the '53
(E53F001291) were stored with its top down, allowing over 10 years of
dust, grime and dirt to accumulate.

The buzz generated by the finding of the Peter Max collection was
substantial. Gramm was very much concerned about the condition of
the 1953 Corvette, #291 of 300 made, and offered to take it to the
National Corvette Museum where it can cleaned up and stored
properly until Max was ready to start the project. Other offers were
made to allow a team of Corvette enthusiasts to come in and take car of
the cars, but all were rebuffed.
Now comes word that the Corvette collected was recently moved. Pictures from twitter user show the
Corvettes lined on the street as they were loaded on car haulers and taken to a new, unnamed location. Is
Peter Max getting ready to fulfill his dream of repainting the
Corvettes and then displaying them at Giants or Yankees Stadium?
Peter Max has signaled that he is ready to start moving forward on
the project, although he now says the paining of the Corvettes will be
more subtle than originally planned. I’m going to paint them so it’s
respectful,” he said in the New York Times article. In addition to the
36 Corvettes already in the collection, Max's vision calls for
purchasing an additional 14 Corvettes so that there is one from every
year through 2003 - 50 Corvettes in all. After painting the Corvettes,
the cars would go on an exhibition tour before being auctioned as a set.

David Borroughs of Bloomington Gold was asked by the NY Times about the value of the collection.
With photos and information provided by Patrick Gramm, and without an on-site inspection, he
suggested that the 36 car collection had an estimated value of $843,000 with the 10 oldest Corvettes alone
accounting for $445,000.

Only time will tell whether these Corvettes will finally get the proper care and respect due. And that goes
for Peter Max's claim that he be "respectful" when repainting 36 examples of America's sports cars.

                Senator Reynolds files bill naming the Corvette as the official state sports car
State Senator Mike Reynolds, D-Bowling Green, has filed legislation (Senate Bill 111) designating the Corvette as the
official state sports car of Kentucky.

The Corvette’s role in Kentucky’s manufacturing and tourism industries make it a natural choice for “official sports car
of Kentucky.” Warren County is the home of the General Motors Bowling Green Assembly Plant and the National
Corvette Museum.

“Bowling Green is becoming more of a tourist destination. The National Corvette Museum is a major part of that and is
a definite drawing card for the traveling public. Drawing attention to our community and the Corvette’s unique role in
our American heritage can only boost economic development for our area,” Senator Reynolds said.

The first 300 Corvettes were built by hand in 1953 in Flint, Michigan, just after General Motors unveiled the Corvette as
a “dream car” in the Motorama show in New York’s Waldorf Astoria Hotel. The next year, the production was moved to
St. Louis and in June of 1981, the Corvette production was transferred to Bowling Green. Today, the Bowling Green
plant employs more than 500 Kentuckians and is known throughout the world for its famous high-quality product.
On July 2, 1992, the one millionth Corvette was manufactured. The 50th anniversary was marked in June of 2003 with
a special 50th anniversary Corvette package. The Corvette plant received a number of awards in 2009 including the J.D.
Power’s Top GM Model, Best in Segment and the Bronze Plant Award.

Each year, approximately 50,000 tourists from around the world visit the Corvette plant to watch the manufacturing
process. The plant has partnered with the National Corvette Museum to enable Corvette enthusiasts the opportunity to
watch their own dream car being built and to take a personalized tour of the facility. The museum has around 150,000
visitors a year.

Senate Bill 111 has been referred to the Senate Committee on Economic Development, Tourism, and Labor. “The
Corvette has become a tangible symbol of our Commonwealth, and I’m excited to make that symbolism official,”
Senator Reynolds said.Senator Reynolds represents the 32nd district, which includes Butler and Warren counties.
         GM Archives: Corvette's Almost 4-Seater 1963 Split Window Coupe

If something doesn't quite
look right with this 1963
Corvette Coupe, you get a
gold star! That's because this
was a prototype for a "four
place" Corvette. That's
right, a Corvette with back
seats! The idea came from
Ed Cole who wondered if a
four-place Corvette could
rival the successful four-seat

Designer Larry Shinoda was given project and stretched the already
penned 2-seat midyear coupe to accommodate the back seats and the
extra legroom required. Six inches was added to the C2's wheelbase to
stretch it out to 104 inches. The pictures below show that the four-
seater Corvette's doors are much longer and shaped differently than
the production 2-seater. The roof is also slightly taller and the rear
glass looks to be longer as well.

The design staff at GM pretty much hated the four-seater Corvette
according the Design Director Chuck Jordan. However, in a later
interview Larry Shinoda explains that perhaps the real reason the
extended Corvette was a no-go was due to a faulty seat. Apparently,
one of the GM bigwigs came down to get a look at the prototype. He got
into the back seat, but then the front seat locked when he tried to exit.
The story goes that workers had to remove the front seat for him to get
out and that was end of the four-place Corvette.
It's too bad that GM destroyed the prototype a few years later, but
fortunately the concept was recorded with these pictures.
                                             PAINT QUESTIONS Q & A

What is clear coat paint?

Automotive paints are a mixture of ingredients including resins, binders, fillers, additives, and carrying agents (typically
solvents, sometimes water). Clear coat paint is simply paint, or resin without pigment. Non-clear coat paints (also called single-
stage paint) is paint (or resin) with pigment added to give the paint color.

Additives are specialized chemicals that are often used to provide a specific characteristic to the paint, depending on the
application. An example would be a Flex Agent. Flex Agents are used in paints that are applied to flexible components, such as
flexible urethane bumpers, to help the paint resist cracking when the urethane bumper flexes. UV inhibitors are another clear
coat additive that helps prevent the sun's ultra violet rays from fading the color coat under the clear coat.

Today, approximately 95% of all cars, trucks, and S.U.V.'s coming out of the factory have a clear coat finish.

Clear coat finishes (also referred to as two-stage paint systems) are simply a layer of clear resin applied over the top of colored
resin. Although a clear coat does protect the base coat, just like a single-stage finish, the clear coat needs to be regularly
maintained to keep it in top shape.

Contrary to what you may have heard clear coat finishes do need to be waxed periodically to maintain their appearance value.
Don't buy into the false information that clear coat paints are paints that require no maintenance, this is simply not true.
Simply look at any car with a clear coat finish that has been neglected and compare it to a car with a clear coat finish that has
been recently detailed and your eyes, as well as your common sense, will tell you that clear coats look better when maintained,
and accordingly will last longer when maintained.

Why are clear coat finishes "Scratch Sensitive"?

Clear coat finishes are incredibly sensitive to scratches and swirl marks. Because the top layer is clear, light reflects through it
and bounces back highlighting these scratches from behind. This tends to magnify defects making them easier for your eyes to

Although most clear coat finishes are much harder and more resistant to oxidation than traditional lacquers and enamels
finishes, they still scratch very easily. For this reason clear coat paints should never be worked on with old-fashioned, harsh
abrasive products like rubbing or polishing compounds.

Even professionals in the refinishing and detailing industry can make mistakes if they don't keep up on evolving technologies
in surface coatings and car care products.

How can I tell if I have a clear coat finish?

To determine whether you have a clear coat or a single-stage finish perform this simple test.

    1.   Find an inconspicuous area to test, such as the lower rear quarter panel of your car's fender or inside the door jamb.

    1.   Clean this area first with car wash and water.You don't want any dirt or grime to interfere with your test.

    1.   Using a small piece of white cotton, such as a piece of terry cloth towel, rub a little paint cleaner or Cleaner/Wax into
         the paint of this inconspicuous area.

After rubbing for a few moments, turn your cloth toward you and look to see if there is any color from your paint on the cloth.
If you have a red car and you now have red paint residue on your cloth, this is a pretty good indicator that you have a single
stage finish. If you have a red car and you don't see any red paint residue on your cloth, this is a pretty good indicator that you
have a clear coat.

To be 100% sure, you should test in a couple of different areas.
Note: If you have a white, or very light colored car you should use a dark piece of cotton cloth and look for the color of your
car's finish on it after rubbing some paint cleaner or Cleaner/Wax into the finish for a few moments.

Can a clear coat paint oxidize?

Yes, however the problem is not as common as it is with traditional paints like lacquers and enamels. The reason
for this is because of the molecular structure of modern paints is much tighter, more dense than traditional paints
like lacquers and enamels. This in-turn makes the pore structure tighter and denser. A dense molecule structure
makes it difficult for water and other detrimental substances to get into the paint through pores and other
microscopic surface imperfections where they cause oxidation and corrosion.

Most oxidation problems can be avoided with even minimal attention (i.e. regular washing and periodic waxing
with a premium wax or paint protectant).

Can a clear coat fade?

Yes and No The word fade means to:"Lose color or brightness gradually."

Technically speaking, since the clear coat has no color, it cannot fade or lose it's brightness. It can however become
dull, but that's not the same as fading and is more typically a sign of oxidation and the build up of above surface

Can the color coat below the clear coat fade?

In short, the answer is yes, however, it depends upon the environment in which the car is exposed.

    •   A car parked inside most of its life, far away from the equator will not show much sign of fading.

    •   A car continually parked outside in a desert region close to the equator will fade more quickly and the
        results will be more apparent over time because of the increased exposure to UV rays.

While these answers are technically correct, the non-technical answer to the question, "Can a clear coat fade?", is
yes, but very slowly. So slowly that most people cannot perceive any visual change over the course of normal day-
to-day living or during the length of the ownership of their car.

Can a clear coat become dull?

Yes. Even more than yesterday's paints, today's clear coat finishes look faded whenever the surface becomes
contaminated by above surface contaminants, things like:

Airborne pollution, Acid rain, Industrial fallout, Rail Dust, Airborne overspray, Bug splatter & Bird droppings

As contaminants build-up on the surface they reduce the reflective quality of the finish by creating a surface with
somewhat of a textured-feel to it. This in turn acts to diminish gloss (which is a direct result of how smooth your
surface is), thus causing the paint to look dull.

The best way to prevent a clear coat finish from becoming dull is to remove fresh
contaminants as quickly as possible and wash your car weekly with a premium car wash
solution. Washing your car weekly is especially important if your car is a daily driver and
parked outdoors for any length of time.

When contaminants build up (you can tell if you have bonded contaminants by drawing the clean face of your
palm across the finish after washing and drying the car and feel little bumps that are stuck to the finish), the best,
fastest and safest way to remove them and restore a smooth as glass surface is to use a clay bar detailing system.
         GM: Next-Generation Corvette C7 Expected in 2012 as 2013 Model

In a move to shore up public confidence following its stint in bankruptcy court, General Motors on
Tuesday unveiled its 2-year product plan for the four core brands: Chevrolet, Cadillac, Buick and GM.
Included in the Chevrolet news is that production of the C7 Corvette will start in April 2012 for the 2013
model year. GM also added that the Corvette will maintain the front-engine layout that has defined the
sports car for 57 years.
This is great news as earlier estimates had pushed back the C7 through 2014. This also means that the
Corvette Team will now have the resources and the corporate edict to move full speed ahead on a new
design that could see changes to America's sports car. These changes may include a smaller, lighter body,
greater use of advanced weight-saving materials like carbon fiber, aluminum and magnesium. Also
expect a V8 engine with a smaller displacement but one that will still provide the power-to-weight ratio
that Corvette owners have become accustomed to is also expected. Superchargers for everyone?
At the Birthday Bash earlier this year, Corvette Chief Engineer Tadge Juechter reassured the enthusiast
gathering that the team is always thinking about the next generation Corvette and how to make it better.
Now that the mid-engine layout has once again been tossed aside, Tadge's engineering team will have
essentially just a couple of years to make these engineering decisions and test them in mules which we
could see as early as 2011.
As for the actual design of the car, prior this summer we believed the new C7 will again be more of a
transition of the C6 body style. However, the public and Corvette enthusiasts were immediately smitten
with the Transformer's Corvette Stingray Concept introduced earlier this year at the Chicago Auto
Show. Perhaps the design team will see that owners would accept more of a radical departure from the
looks of the C5/C6.

                           Lighter, Greener Corvette on the Horizon
Over the last few years, the mantra at Corvette has been more performance, more horsepower. But the
passage of the new energy bill that raises the CAFE standards to an average of 35 mpg will undoubtedly
force GM's engineers to rethink performance while pursuing economy first. The results will be a lighter,
greener Corvette that will not only survive the 35 mpg standard, but should thrive in it as well.
The standard Corvette coupe and convertible models already get a highly respectable 28 mpg highway
average despite being powered by the 6.2 liter 430 hp LS3. With its fiberglass panels and hydroformed
aluminum frame, the current Corvette already weighs in at a lean 3200 pounds. According to Tom
Wallace, GM's Performance Vehicle Line Executive, the future Corvette will be a sports car where fuel
economy and a reduced carbon footprint can coexist with performance as long as engineers pay attention
to the ever important weight to horsepower ratio.
Wallace won't talk specifics about the C7 Corvette, but he told Automotive News that if the Corvette's
weight was dropped 300 to 400 pounds and was powered by a 4.7 Liter V8 with about 150 less hp than
the current LS3, the weight to horsepower ratio is essentially the same as the current standard C6
While the Corvette ZR1 makes extensive use of carbon fiber as a weight saving material, the cost is
currently prohibitive in the standard models. But that could change by the time the C7 is developed.
It's also possible that by the year 2012 when the new C7 Corvette is expected that we will see the next
generation of fuel efficient engines that utilize both gasoline and ethanol. With the trickle-down effect
that Corvette Racing has on its regular production-bred siblings, its a natural evolution for there to be an
E85 powered Corvette coming directly from the assembly plant at Bowling Green. Corvette Racing tells
us that ethanol based fuel has a higher octane rating so the combination of the new engines powered by
ethanol combined with a lighter body may get Corvette close to the 35 mpg highway average.
Two other factors help Corvette as well. First, the amount of Corvettes produced in recent years averages
roughly 35,000 cars compared to the nearly 4 million GM sells domestically, so the impact of the
Corvette's highway MPG figure is smaller than that of one of GM's mass-produced vehicles. Secondly,
GM's investment in alternative fuel solutions and new products like the Chevy Volt are likely to increase
the automaker's average significantly if the market is there to support them.
Corvette enthusiasts may have to swallow the reduced horsepower pill like we had to with the C3
Corvettes. The good news is that unlike the Seventies, GM won't simply cut performance to increase
mileage standards. Performance will always be one of the governing covenants of the Corvette, and with
the looming changes on the horizon, there will be room for a green Corvette.

            Green Gets Mean: The Skinny on Jay Leno's E85 Corvette C6RS

Last week's press announcement from General Motors about Jay Leno's E85 Corvette Z06 appearing
at the SEMA show was short on details, but now that SEMA is here, we've got the skinny on the
Chin's mean green Corvette Z06.

Jay's E85 Corvette it turns out, is much more than just a Z06 with a retrofitted engine. In addition to
the custom 8.2 liter aluminum V8 that churns out 600 horsepower and 585 pounds of torque on E85,
he went to Pratt & Miller, builders of Corvette Racing's C6.R racecars, for some custom body work
that makes this ethanol powered supercar one of kind. The Corvette C6RS sports a black exterior
with wider front and rear fenders and a wider rear fascia with an integrated spoiler on top and
diffuser on the bottom. The new body work adds 1.6 inches to the width of a standard Z06 and is
designed to enhance fuel efficiency though better aerodynamics.

The C6RS has Michelin's mounted on BBS Wheels with 18's on the front and 19's on the back.
Additional performance options also provided by Pratt & Miller include a custom DeWitt high-
capacity radiator with dual cooling fans, a carbon-fiver ram-air induction kit and Brembo brakes
with six-piston mono-block calipers in front and four piston rear calipers.
The interior was also customized with several premium items from the Genuine Corvette Accessories
catalog including the two-tone shift knob and boot, leather-covered armrest, parking brake handle
and boot, and interior trim kit and racing-style pedal covers.

Interestingly, despite all the specs regarding Leno's e85 Corvette, the one fact omitted is fuel
efficiency. I suspect that its on par with is fossil-fuel burning siblings or slightly less due to the high
performance 8.2 liter V8. After all, E85 doesn't improve gas mileage, it’s really just a substitute for
gasoline. That being said, 600 horsepower is still a cool way to go green...

   •    The driving team of John Greenwood, Ron Grable, and Mike Brockman drive a Corvette to a win in its
        class at Sebring, and taking third place overall, the best ever showing for a Corvette at Sebring.


   •    Corvette Corral, forerunner to Bloomington Gold, is first held, in Bloomington, Illinois.

September 13

   •    General Motors show a 266ci two-rotor Wankel-engined test Corvette at the 45th German Motor Show in
        Frankfurt, Germany. The car is called Corvette 2-Rotor, (code name XP-897GT) with a steel body.

October 4

   •    General Motors premieres the 390ci mid-engined Corvette Four-Rotor prototype at the Paris Automobile
        Salon in France. The Corvette Two-Rotor is also shown. Both use rotary engines based on Wankel

Although 1973 VIN's run to 34464, only 30,464 units were built; the 4,000 serial numbers
between 24001 and 28000 were never used.

The 1970 - 1972 Corvettes were the last to feature chrome bumpers front and rear. In 1973,
due to front impact legislation requirements, the front bumper was changed to a body-colored
flexible plastic. In 1974 the rear bumper followed suit.

In 1973, aluminum wheels were again listed as an option. However, their inability to maintain
air pressure (much like the problems which plagued the early 1963 aluminum knock off
wheels), kept them out of the hands of customers until 1976.

Government mandated safety regulations that made their first appearance in 1968 became more
intrusive with the introduction of the 1973 Corvette. New laws required all cars to be able to sustain
a five mph impact on the front without damaging lights or other safety gear. The bumper system
consisted of a injection molded urethane cover, which, due to the flex agent in the paint, was often
a slightly different shade than the rest of the car. Also gone was the "ice cube" style grille and the
fender louver, which was replaced by a rather bland and untrimmed recess.

A new hood made an appearance in 1973 and the new design eliminated the need for the moveable
panel that was raised to allow the windshield wipers to do their thing. The mechanism was
troublesome so it probably wasn't missed.

The rear window would no longer be removable. The idea was to give a more open feeling, but
excessive wind buffeting meant that it was little used.

Some steps were taken to make the Corvette a quieter place to drive and ride in, including the
addition of sound deadening material on some inner panels, a hood pad and improved chassis
 RPO                      Description                 Production                   Price
        Custom Interior Trim                       13,434 (44.10%)                 $154
        Optional Rear Axle Ratio                    1,791 (5.88%)                   $12
 A31    Power Windows                              14,024 (46.03%)                  $83
 A85    Custom Shoulder Belts (standard with coupe) 788 (2.59%)                     $41
 C07    Auxiliary Hardtop (for convertible)         1,328 (4.36%)                  $267
 C08    Vinyl Covering (for auxiliary hardtop)       323 (1.06%)                    $62
 C50    Rear Window Defroster                      4,412 (14.48%)                   $41
 C60    Air Conditioning                           21,578 (70.83%)                 $452
 J50    Power Brakes                               24,168 (79.33%)                  $46
 L82    350 cu. in. 250hp Engine                   5,710 (18.74%)                  $299
 LS4    454 cu. in. 275hp Engine                   4,412 (14.48%)                  $250
 M21    4-Speed Manual Transmission, close ratio   3,704 (12.16%)                   n/a
 M40    Turbo Hydra-Matic Automatic Transmission 17,927 (58.85%)                    n/a
 N37    Tilt-Telescopic Steering Column            17,949 (58.92%)                  $82
 N40    Power Steering                             27,872 (91.49%)                 $113
 P02    Deluxe Wheel Covers                         1,739 (5.71%)                   $62
 QRM    White Stripe Steel Belted Tires, GR70x15   19,903 (65.33%)                  $32
 QRZ    White Letter Steel Belted Tires, GR70x15   4,541 (14.91%)                   $45
 T60    Heavy Duty Battery (standard with LS4)     4,912 (16.12%)                   $15
 U58    AM-FM Radio, stereo                        12,482 (40.97%)                 $276
 U69    AM-FM Radio                                17,598 (57.77%)                 $173
 UF1    Map Light (on rearview mirror)             8,186 (26.87%)                   $5
 YF5    California Emission Test                    3,008 (9.87%)                   $15
 YJ8    Cast Aluminum Wheels (5)                      4 (0.01%)                    $175
 Z07    Off Road Suspension and Brake Package         45 (0.15%)                   $369

Total Production: 30,464
Coupe: 25,521 (83.77%)
Convertible: 4,943 (16.23%)

Notes: Base Corvette Coupe with 350 cu. in. 190 hp engine and wide ratio four speed manual
transmission: $5,561.50.
Base Corvette Convertible with 350 cu. in. 190 hp engine and wide ratio four speed manual
transmission: $5,398.00.

Year: 1973
Model: Coupe
¼ mile: 15.55 seconds @ 94 MPH
0 to 60 MPH: 7.2 seconds
Weight: 3,815 lbs.
Price: $7,513
Top Speed: 124 MPH
Fuel consumption: 14.5 MPG
Notes: 350 cu. in. 250 hp engine with four speed transmission
Source: Road and Track June 1973
             New Texas Highways Zero Tolerance Speed Camera

With the Texas highway death toll continuing
to increase, this will be the first year that Zero
Tolerance Speed Cameras will be used. The
new cameras look a bit different than normal
surveillance cameras. I've included a photo
so that you will know what to look for if you
are traveling around Texas. Make sure you
do not speed when approaching one.
Please take this warning seriously as these
new devices offer no warning or second

Happy motoring!

                               How old is Grandpa?
One evening a grandson was talking to his grandfather about current events.
The grandson asked his grandfather what he thought about the shootings at schools, the
computer age, and just things in general.
The Grandpa replied, 'Well, let me think a minute, I was born before:
   television
  penicillin
  polio shots
  frozen foods
  Xerox
  contact lenses
  Frisbees and
  the pill
There was no:
  radar
  credit cards
  laser beams or
  ball-point pens
Man had not invented:
  pantyhose
  air conditioners
  dishwashers
  clothes dryers !
  the clothes were hung out to dry in the fresh air and man hadn't yet walked on the moon.
Your Grandmother and I got married first, . and then lived together.

Every family had a father and a mother.

Until I was 25, I called every man older than me, 'Sir'. And after I turned 25, I still called policemen and
every man with a title, 'Sir.'

We were before gay-rights, computer- dating, dual careers, daycare centers, and group therapy.

Our lives were governed by the Ten Commandments, good judgment, and common sense..

We were taught to know the difference between right and wrong and to stand up and take responsibility
for our actions.

Serving your country was a privilege; living in this country was a bigger privilege.

We thought fast food was what people ate during Lent.

Having a meaningful relationship meant getting along with your cousins.

Draft dodgers were people who closed their front doors when the evening breeze started.

Time-sharing meant time the family spent together in the evenings and weekends-not purchasing

We never heard of FM radios, tape decks, CDs, electric typewriters, yogurt, or guys wearing earrings.

We listened to the Big Bands, Jack Benny, and the President's speeches on our radios.      And I don't ever
remember any kid blowing his brains out listening to Tommy Dorsey.

If you saw anything with 'Made in Japan ' on it, it was junk.

The term 'making out' referred to how you did on your school exam.

Pizza Hut, McDonald's, and instant coffee were unheard of.

We had 5 &10-cent stores where you could actually buy things for 5 and 10 cents.

Ice-cream cones, phone calls, ride on a bus, and a Coke were all a nickel. And if you didn't want to
splurge, you could spend your nickel on enough stamps to mail 1 letter and 2 postcards.

You could buy a new Chevy Coupe for $600, . . . but who could afford one? Too bad, because gas was 11
cents a gallon.

In my day:
    grass' was mowed,
    coke' was a cold drink, pot' was something your mother cooked in and
    rock music' was your grandmother's lullaby.
    Aids' were helpers in the Principal's office,
    chip' meant a piece of wood,
    hardware was found in a hardware store and software' wasn't even a word.

And we were the last generation to actually believe that a lady needed a husband to have a baby. No
wonder people call us 'old and confused' and say there is a generation gap.. and how old do you think I

                        This man would be only 62 years old!
                                       February 2010 Corvette Sales
Corvette sales hit a new low last month with just 624 Corvettes delivered during February 2010. That's a decline of -39% from
February 2009's 1,027 sales figure and -26.9% off of January 2010's 854 deliveries. A shortened selling period of 24 days
combined with several winter storms that blanketed much of the country is to blame for the decline.
The bigger news this period is that ZR1 inventories continue to rise. As of yesterday, there are now 256 Corvette ZR1s
available at dealer showrooms, an increase of 65 ZR1s available at the beginning of February. Overall, 2010 Corvette
inventories grew during the month of February from 1,685 to 2,389 as of March 1st. If Corvette sales don't pick up soon, it's
very likely we'll see additional plant closures in the coming months.

                    2010 Corvette Delivery Statistics
                    Month                                      Calendar Year-to-Date

                    Month      2010     2009      % Change     Months    2010      2009     % Change

                    January 854         842       1.4%         Jan-Jan   854       842      1.4%
                    February 624        1,027     -39.2%       Jan-Feb   1,478     1,869    -20.9%
                    2009 Corvette Delivery Statistics
                    Month                                     Calendar Year-to-Date

                    Month      2009     2008     % Change Months         2009     2008     % Change

                    January    842      2,015    -58.2%       Jan-Jan    842      2,015    -58.2%
                    February   1,027    2,071    -50.4%       Jan-Feb    1,869    4,086    -54.3%
                    March      1,183    2,692    -56.1%       Jan-Mar    3,052    6,778    -55.0%
                    April      1,407    3,190    -55.9%       Jan-Apr    4,459    9,968    -55.3%
                    May        1,643    2,904    -43.4%       Jan-May    6,102    12,872   -52.6%
                    June       1,396    2,082    -32.9%       Jan-Jun    7,498    14,954   -49.9%
                    July       966      1,870    -48.3%       Jan-Jul    8,464    16,824   -49.7%
                    Aug        746      4,242    -82.4%       Jan-Aug    9,210    21,066   -56.3%
                    Sept       1,585    2,318    -31.6%       Jan-Sept   10,795   23,384   -53.8%
                    Oct        1,154    1,170    -1.4%        Jan-Oct    11,949   24,554   -51.3%
                    Nov        952      1,093    -12.9%       Jan-Nov    12,901   25,647   -49.7%
                    Dec        1,033    1,324    -22.0%       Jan-Nov    13,934   26,971   -48.3%

Corvette Stock Report:

A check of Jeff Hardy's website shows a total of 3,172 Corvettes on the ground. Here is the breakdown by years and models:
    • 2010 Corvettes - 2,389
    • 2009 Corvettes - 718
    • 2008 Corvettes - 65
2010 Corvette Inventory Breakdown:
    • Corvette Coupes - 949
    • Corvette Convertibles - 237
    • Corvette GS Coupes - 588
    • Corvette GS Convertibles - 272
    • Corvette Z06 - 101
    • Corvette ZR1 - 242
2009 Corvette Inventory Breakdown:
    • Corvette Coupes - 212
    • Corvette Convertibles - 147
    • Corvette Z06 - 345
    • Corvette ZR1 - 14
2008 Corvette Inventory Breakdown:
    • Corvette Coupes - 2
    • Corvette Convertibles - 44
    • Corvette Z06 - 19
Dr. G. Randall Forrester, DC.
      875 W. Ashlan, Suite 101
          Clovis, CA 93612
   (559) 292-6191 * Fax 292-6193



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