We are still trying to sell the Corvette. I will miss it, but it's gotta go...
Have a peek at our ad on Live Expo...
Sunday, October 07, 2007
Tuesday, August 07, 2007
Arctic White 1994 Corvette
~FOR SALE~
1994 LT1 Corvette
$14,000/OBO
$14,000/OBO
Car is located in Trenton, GAFor more information please email us Danara8@msn.com
Sunday, February 04, 2007
Scenic Views For A Scenic Vette
These are some test photos I took Friday night on Lookout Mountain at Ruby Falls. I want to get another digital camera eventually. It was so cold up there the lense kept fogging up. By the time it adjusted to the temp, I was to freakin' cold to even think about photos.
Sunday, January 14, 2007
C6 Chevrolet Corvette - APS/DTE Twin Turbo System - The Perfect Pair
Air Power Systems and DynoTech Engineering? Absolutely! And when you see their kick-ass twin-turbo setup for the C6, you'll understand why.
While it may not yet be a household name stateside, Air Power Systems (APS) is an Australian firm with over twenty years of experience in designing and manufacturing turbocharger and intercooler systems. APS also has an extensive background in EFI engine-management systems for select performance vehicles. APS officials tell us the company's signature lies in the quality and durability of its components, the attention to detail put into every system, and unswerving dedication to the notion that performance must always be reliably achieved.
DynoTech Engineering (DTE) is perhaps best known in the Corvette world for its innovative drivetrain fortifications. You've no doubt seen DTE's bright-red differential struts on the most serious Corvettes around. Located in Fort Wayne, Indiana, DTE also offers a broad array of powerful forced-induction performance packages for GM vehicles.
With the introduction of the APS twin-turbo system for the C6, a new performance era is upon us. Follow along as DTE guides us through the finer points of the install. As you'll soon see, the APS system is not only brutally powerful but also an aesthetically pleasing performance package.
Twin-turbo systems are nothing new to Corvettes, but the APS system bears the distinction of being the first one available for the C6. The turbos are obviously the star of the show, and the APS units come loaded for bear. The system's foundation is a pair of twin-ball-bearing, water-cooled Garrett turbochargers. Traditional turbochargers employ a bearing supported by a film of oil that forms a cushioning layer between it and the turbocharger shaft. The shaft relies on a constant supply of fresh, clean oil over a very wide contact area in order to maintain sufficient clearance from the bearing itself. A similar approach is used to isolate the main shaft from thrust loads. Though this design is simple and fairly reliable, high friction results in sluggish turbocharger response, or lag. Unlike standard turbos, ball bearings are utilized on both sides of the APS turbo's main shaft, doing away with the typical floating bearings. The design is robust and compact in size. The opposed, angular, contact-bearing cartridge eliminates the need for a thrust bearing, which is commonly a weak link in standard turbos.
Water-cooled center sections are not a new innovation, but they are gaining popularity due to their reliability. With traditional turbos, engine oil provides both lubrication and cooling. This is an effective compromise between cost and performance, but in high-performance applications, durability can suffer. By enclosing the turbo's bearings in water passages, engine coolant is used to reduce turbocharger-bearing temperatures. This practically eliminates oil coking and lacquering, which can foul the bearings in standard turbochargers. The water-cooled bearings of the APS turbos remain cooler than the oil's coking-threshold temperature at all times, virtually eliminating the problem.
Another advantage of the dual-ball-bearing design is that it requires less engine oil to provide proper lubrication for the turbo. This reduces the load on the engine's oil pump, allowing more oil volume to vital engine components for improved engine durability. The oil flow through the turbocharger is controlled by an oil-flow control module that also serves as a debris separator to keep foreign particles from entering the bearing assembly. Frictional losses with ball-bearing turbochargers are reduced by 40-50 percent as compared with a conventional turbo. The improvement in turbocharger response, particularly in the low- and mid-turbocharger-speed range, is quite evident from the driver's seat.
The additional plumbing associated with turbochargers has always contributed to elevated engine-bay temperatures. APS solved this problem by positioning the turbos up under the chassis, away from the engine compartment.
Each turbo is equipped with its own blow-off valve (BOV). The BOV is designed to release boost pressure from the turbocharger when the throttle is quickly closed. It prevents the formation of a pressure-shock load on the turbocharger compressor and allows the turbo to continue spinning freely during gear changes. This ensures that as the next gear is grabbed and the throttle mashed, the turbos spool quickly and provide near instantaneous boost. APS has designed a lot of performance headroom with these turbos. So much, in fact, that they can support (with a built engine) approximately 1,000 hp at just 15 psi of boost.
When air is compressed-in this case by the turbocharger-it is also heated. An intercooler's function is to lower the charge-air temperature as close as possible to ambient. This enhances power production because cool air contains more oxygen, which means more fuel can be added. And you know what that means: more power and more sh*t-eatin' grins for the driver. Accordingly, APS provides a pair of vertical-flow, high-efficiency intercoolers utilizing lightweight, cast-aluminum end tanks. Intercooler performance is measured by the amount of heat the unit can remove from the inlet-charge air as well as the pressure drop across the entire system. Each APS core measures 10x11x4 inches, and the claimed pressure drop is less than 1.0 psi. As for efficiency, the intercooler-outlet temperature is less than 15 degrees higher than ambient at any vehicle speed over 50 mph.
The APS intercoolers use bar-and-plate core construction for the highest flow and greatest efficiency possible. This type of construction results in an inherently strong intercooler core of high thermal inertia, which means they have massive reserves of cooling capacity. This is important in situations where ambient airflow over the core is low, such as the time between the burnout and launch at the dragstrip.
The intercoolers' design allows retention of the stock air-conditioning system with no degradation of performance. The use of two separate intercoolers allows a generous air gap to channel ambient airflow into and through the air-conditioning and engine-cooling radiators.
Exhaust gases that feed each turbocharger must arrive at the turbine with the maximum amount of gas energy possible. This ensures crisp turbocharger response and high horsepower.
APS designed its High Energy Turbo exhaust manifolds to achieve the ultimate in terms of gas/energy transfer and outright performance. Cast in high-temperature ductile iron, the APS exhaust manifolds are built to withstand extreme horsepower levels. They have been designed to maximize flow and close-couple the turbine housings to the exhaust ports, making for the most efficient transfer of exhaust-gas energy possible. Cast manifolds perform this function much better than any fabricated solution. This is particularly important under spirited driving conditions that require frequent periods of on/off throttle, such as on a road course or during an autocross event. Notice the threaded bosses for heatshield attachment.
APS provides engine-management program data on CD for download into the stock computer. The APS data is designed for 93-octane fuel in an otherwise-stock, LS2-engined C6 Corvette. The stock ECU is reflashed using the popular HP Tuner. The reflash can also be performed by the tuner of your choice with HP Tuner's software. In the case of our yellow convertible, DTE proprietor Phil Rickard performed a full-blown custom tune on the car on his shop's in-house dynamometer. Rickard has extensive experience with forced-induction Corvette applications (he cut his teeth working on Lingenfelter's twin-turbo program in the late '90s) and was able to pull considerably more power out of the car than would have been available with the "generic" APS programming. Given the extensive-and expensive-nature of the APS turbo upgrade, we'd consider a custom tune such as this mandatory for maximum power and reliability.
Complete article can be found on Vette magazine.
While it may not yet be a household name stateside, Air Power Systems (APS) is an Australian firm with over twenty years of experience in designing and manufacturing turbocharger and intercooler systems. APS also has an extensive background in EFI engine-management systems for select performance vehicles. APS officials tell us the company's signature lies in the quality and durability of its components, the attention to detail put into every system, and unswerving dedication to the notion that performance must always be reliably achieved.
DynoTech Engineering (DTE) is perhaps best known in the Corvette world for its innovative drivetrain fortifications. You've no doubt seen DTE's bright-red differential struts on the most serious Corvettes around. Located in Fort Wayne, Indiana, DTE also offers a broad array of powerful forced-induction performance packages for GM vehicles.
With the introduction of the APS twin-turbo system for the C6, a new performance era is upon us. Follow along as DTE guides us through the finer points of the install. As you'll soon see, the APS system is not only brutally powerful but also an aesthetically pleasing performance package.
Twin-turbo systems are nothing new to Corvettes, but the APS system bears the distinction of being the first one available for the C6. The turbos are obviously the star of the show, and the APS units come loaded for bear. The system's foundation is a pair of twin-ball-bearing, water-cooled Garrett turbochargers. Traditional turbochargers employ a bearing supported by a film of oil that forms a cushioning layer between it and the turbocharger shaft. The shaft relies on a constant supply of fresh, clean oil over a very wide contact area in order to maintain sufficient clearance from the bearing itself. A similar approach is used to isolate the main shaft from thrust loads. Though this design is simple and fairly reliable, high friction results in sluggish turbocharger response, or lag. Unlike standard turbos, ball bearings are utilized on both sides of the APS turbo's main shaft, doing away with the typical floating bearings. The design is robust and compact in size. The opposed, angular, contact-bearing cartridge eliminates the need for a thrust bearing, which is commonly a weak link in standard turbos.
Water-cooled center sections are not a new innovation, but they are gaining popularity due to their reliability. With traditional turbos, engine oil provides both lubrication and cooling. This is an effective compromise between cost and performance, but in high-performance applications, durability can suffer. By enclosing the turbo's bearings in water passages, engine coolant is used to reduce turbocharger-bearing temperatures. This practically eliminates oil coking and lacquering, which can foul the bearings in standard turbochargers. The water-cooled bearings of the APS turbos remain cooler than the oil's coking-threshold temperature at all times, virtually eliminating the problem.
Another advantage of the dual-ball-bearing design is that it requires less engine oil to provide proper lubrication for the turbo. This reduces the load on the engine's oil pump, allowing more oil volume to vital engine components for improved engine durability. The oil flow through the turbocharger is controlled by an oil-flow control module that also serves as a debris separator to keep foreign particles from entering the bearing assembly. Frictional losses with ball-bearing turbochargers are reduced by 40-50 percent as compared with a conventional turbo. The improvement in turbocharger response, particularly in the low- and mid-turbocharger-speed range, is quite evident from the driver's seat.
The additional plumbing associated with turbochargers has always contributed to elevated engine-bay temperatures. APS solved this problem by positioning the turbos up under the chassis, away from the engine compartment.
Each turbo is equipped with its own blow-off valve (BOV). The BOV is designed to release boost pressure from the turbocharger when the throttle is quickly closed. It prevents the formation of a pressure-shock load on the turbocharger compressor and allows the turbo to continue spinning freely during gear changes. This ensures that as the next gear is grabbed and the throttle mashed, the turbos spool quickly and provide near instantaneous boost. APS has designed a lot of performance headroom with these turbos. So much, in fact, that they can support (with a built engine) approximately 1,000 hp at just 15 psi of boost.
When air is compressed-in this case by the turbocharger-it is also heated. An intercooler's function is to lower the charge-air temperature as close as possible to ambient. This enhances power production because cool air contains more oxygen, which means more fuel can be added. And you know what that means: more power and more sh*t-eatin' grins for the driver. Accordingly, APS provides a pair of vertical-flow, high-efficiency intercoolers utilizing lightweight, cast-aluminum end tanks. Intercooler performance is measured by the amount of heat the unit can remove from the inlet-charge air as well as the pressure drop across the entire system. Each APS core measures 10x11x4 inches, and the claimed pressure drop is less than 1.0 psi. As for efficiency, the intercooler-outlet temperature is less than 15 degrees higher than ambient at any vehicle speed over 50 mph.
The APS intercoolers use bar-and-plate core construction for the highest flow and greatest efficiency possible. This type of construction results in an inherently strong intercooler core of high thermal inertia, which means they have massive reserves of cooling capacity. This is important in situations where ambient airflow over the core is low, such as the time between the burnout and launch at the dragstrip.
The intercoolers' design allows retention of the stock air-conditioning system with no degradation of performance. The use of two separate intercoolers allows a generous air gap to channel ambient airflow into and through the air-conditioning and engine-cooling radiators.
Exhaust gases that feed each turbocharger must arrive at the turbine with the maximum amount of gas energy possible. This ensures crisp turbocharger response and high horsepower.
APS designed its High Energy Turbo exhaust manifolds to achieve the ultimate in terms of gas/energy transfer and outright performance. Cast in high-temperature ductile iron, the APS exhaust manifolds are built to withstand extreme horsepower levels. They have been designed to maximize flow and close-couple the turbine housings to the exhaust ports, making for the most efficient transfer of exhaust-gas energy possible. Cast manifolds perform this function much better than any fabricated solution. This is particularly important under spirited driving conditions that require frequent periods of on/off throttle, such as on a road course or during an autocross event. Notice the threaded bosses for heatshield attachment.
APS provides engine-management program data on CD for download into the stock computer. The APS data is designed for 93-octane fuel in an otherwise-stock, LS2-engined C6 Corvette. The stock ECU is reflashed using the popular HP Tuner. The reflash can also be performed by the tuner of your choice with HP Tuner's software. In the case of our yellow convertible, DTE proprietor Phil Rickard performed a full-blown custom tune on the car on his shop's in-house dynamometer. Rickard has extensive experience with forced-induction Corvette applications (he cut his teeth working on Lingenfelter's twin-turbo program in the late '90s) and was able to pull considerably more power out of the car than would have been available with the "generic" APS programming. Given the extensive-and expensive-nature of the APS turbo upgrade, we'd consider a custom tune such as this mandatory for maximum power and reliability.
Complete article can be found on Vette magazine.
Monday, January 01, 2007
Sunday, December 31, 2006
Saturday, December 23, 2006
Car and Driver Top 10
Car and Driver once again solicited cars from manufacturers for an intense week of evaluating and testing for their annual 10 Best List. Their criteria is fairly straightforward and can be broken down with three words: expectations, assumptions and surprises. And the three rules for judging? A base price no higher than $71,000. The car must be on-sale no later than January of 2007 and the manufacturer must submit a model for Car and Driver's staff to evaluate.
The Chevrolet Corvette made the Car and Driver 2007 Top 10 Best Cars list. The review includes the usual chest pumping that are the hallmarks of any Corvette review: Chevy's pushrod driven V8 engine extracts copious power while composite body panels keep the car light. But the money quote is the summary:
This combination of heritage and sophistication gives the Corvette a uniquely American blend of performance, swagger, and everyday livability — characteristics that are all amplified in the 505-hp Z06 version. And in one final bow to tradition, the Corvette delivers this virtue at a price vastly lower than any of its competitors.
Interestingly, each car that made the 10 Best List had the EPA City Mileage number posted, but not the highway. I love telling people how Corvette can get upwards of 28-30 MPG on the highway.
The Chevrolet Corvette made the Car and Driver 2007 Top 10 Best Cars list. The review includes the usual chest pumping that are the hallmarks of any Corvette review: Chevy's pushrod driven V8 engine extracts copious power while composite body panels keep the car light. But the money quote is the summary:
This combination of heritage and sophistication gives the Corvette a uniquely American blend of performance, swagger, and everyday livability — characteristics that are all amplified in the 505-hp Z06 version. And in one final bow to tradition, the Corvette delivers this virtue at a price vastly lower than any of its competitors.
Interestingly, each car that made the 10 Best List had the EPA City Mileage number posted, but not the highway. I love telling people how Corvette can get upwards of 28-30 MPG on the highway.
Sunday, December 03, 2006
Friday, November 24, 2006
All Vettes Welcome
Where: Fudruckers in Dalton, Ga
When: November 30,2006
06:00 EST
For directions please email me: danra8@msn.com
When: November 30,2006
06:00 EST
For directions please email me: danra8@msn.com
Wednesday, November 01, 2006
Cleveland Corvette Club
MEETING: Third Tuesday of the month
LOCATION: Antonio’s Corner Restaurant
3700 Michigan Ave
Cleveland, Tennessee
7:00 P.M.
LOCATION: Antonio’s Corner Restaurant
3700 Michigan Ave
Cleveland, Tennessee
7:00 P.M.
River City Corvette Club
The RCCC will be going on a "Fall Color Cruise" to Fall Creek Falls State Park on Nov. 5, 2006. We will meet at the Tractor Supply store parking lot off of hwy 27 in Soddy Daisy, Tn., Sequoyah Exit, around 1:45pm EST. We will leave at 2:00pm EST. We will dine when we arrive. All Corvettes are welcome. Come on out and join the fun on Sunday!
Saturday, October 28, 2006
Thursday Night Fun
Our last meeting was rather small, but loads of fun.
We both had a great time being entertained by "The Ninja" and RT.
So thanks guys! Here are a couple of photos from the evening.
PS-don't order a hamburger at a Mexican restaurant!
Sunday, October 15, 2006
Monday, October 09, 2006
Saturday, September 30, 2006
Friday, September 29, 2006
Fall Cruz 9/7/06
Meeting Place: 9:00 am at the Cracker Barrel in Cleveland,TN.
Cruz up to Fontana Dam in NC
.Lots of pretty fall colors to be seen on this trip.
Maybe we'll stay the night, maybe not.
If you would like to join the cruz, check out our Scenic Vettes message board link to the right.
www.scenicvettes.proboards80.com/index.cgi
Saturday, September 23, 2006
Saturday Sizzles
We have searched high and low to bring two beautiful things together...Corvettes and women. We will post a new "Saturday Sizzles" every week. Lets kick things off with four eye catchers for the price of one. Have a great week.
Thursday, September 14, 2006
Saturday, September 02, 2006
Corvette Raffle
The National Corvette Museum has kicked off a Corvette raffle fundraiser featuring a 2007 Lemans Blue Corvette Coupe – limited to only 500 tickets available at $250 each. The winner need not be present to win and will be drawn on Friday, October 13, 2006 at 12:00 noon C.T.
The Lemans Blue C6 Coupe features black leather interior, chrome wheels, transparent top, automatic transmission, and the 3LT packaging that includes Head-Up-Display, heated driver and passenger seats, memory package with two driver settings and more. The winner will also receive the exciting R8C Museum Delivery Program option benefits when picking up their new Corvette. The program is a memorable experience for new Corvette owners and offers a VIP tour of the Museum and Corvette Assembly Plant, one-year individual membership to the Museum, hands-on training by a delivery team member, program decal and plaque. R8C participants are also entitled to exclusive merchandise opportunities featuring embroidered program logo and their car's imagery.
“Pulling the winning ticket and making the phone call to the winner is an exciting part of our fundraisers,” states NCM Executive Director, Wendell Strode. “Being able to offer the opportunity to win a new Corvette to an excited raffle winner never becomes routine to us. Our raffle fundraisers are such an important part of our strategy and we are truly grateful to everyone who participates.” Photos of previous raffle winners are available via National Corvette Museum website.
Saturday, August 26, 2006
Lucky!
In January of 2006, Alan Poster was stunned when authorities notified him that his stolen Corvette had been recovered ... 37 years after it disappeared from a parking garage in New York City.
As a 26-year-old in the late 1960s, Poster indulged himself by buying a brand new blue Corvette for $6,000. Three months later, in January 1969, it was stolen from a parking garage in Manhattan, and since he was unable to afford theft insurance -- Poster lost the car and his $6,000. He never imagined he would see his car again.
In January of 2006, authorities notified Poster that the car had turned up in Long Beach, California. Apparently, an American collector was selling the car to a buyer in Sweden when a routine Customs check flagged the vehicle as stolen. The collector isn't suspected of any wrongdoing, and nobody knows where the car had been or how many hands it had passed through.
With the help of the California Highway Patrol, the Customs Service and the New York Police Department, the car has been returned to Poster.
"This is definitely a miracle," said Poster. "Because in speaking to the police, the odds of them finding me were a million to one."
The car Poster paid $6000 for in 1968, is now worth anywhere from $20,000 to $60,000 today, according to a Florida classic Corvette dealer.
Friday, August 11, 2006
Finally, they are here.
After a long wait, my brakes have arrived!
Now I just have to actually get them on the Vette!
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