GM Produces 100-Millionth Small Block
GM Produces 100-Millionth Small Block Engine
A ZR1 LS9 Engine just produced by Chevrolet was the 100-Millionth manufactured by the company.
In the past 56 years, since Chevrolet began producing small block engines, the bowtie emblazoned automotive company and the small block engine has been synonymous with one another. In that time, every iconic car produced by Chevrolet has been known and linked to their famous small-block engine design in some manner. Most recently, the fifth generation Camaro has become a small block powered icon on both road and track, much like it's LS small block powered big brother, the Corvette.
The sheer number there--100,000,000 for those who like lots of zeroes--really highlights the durability, reputation, and potential of the small block and speaks to the iconic nature of the GM engine. It is fitting then to also consider that the first small block, introduced in 1955, was built for the first generation Corvette and the 100-millionth produced was a hand-crafted work of art LS9 made specifically for the sixth generation Corvette's special edition ZR1--the fastest Corvette ever produced.
Of course, the transition from the first small block to the modern pinnacle LS9 is a long one, filled with numerous exciting and memorable engines. In 1992 Chevrolet first introduced its second-generation Small Block, known as the LT1, in to its Corvette. This engine became an absolute staple on tracks across the globe, and adorned various vehicles from that Corvette, to the F-Body Camaro and Firebird, and the B-Body Impala SS and Caprice Police car. The LT1, which featured a newly developed reverse cooling, is still being used in races all across the globe today.
Following the second generation, Chevrolet then introduced their first LS Engine in 1997. This third generation small block, which was first placed in the C5 Corvette, was an even greater step forward. The LS engines are all-aluminum small blocks, and the first of them, the LS1, was rated a naturally aspirated 350HP and 365 lb ft of torque--numbers that, today, are still incredibly impressive for a naturally aspirated 5.7L engine. The LS engine was then featured, in some form, in numerous different vehicles and even had a more powerful, LS6 version introduced in the C5 Z06 Corvette in 2001. This LS6 featured the same 5.7L displacement as its LS1 brethren, but put out a stomach churning 405HP and 400 lb ft of torque.
Those numbers were fairly mind-shattering for a naturally aspirated engine of the LS6's size and weight, at least, until 2005 when the first of the fourth generation small block was released. In 2005 the Corvette went from its fifth generation vehicle to the now current sixth generation, and with the change in body also came the biggest change: the introduction of the Chevrolet LS2. The LS2 was almost identical to the LS6 engine in performance and displacement, but also featured a much more even Torque curve through-out the RPM range, and had the potential to be modified for incredible gains. It was from this base LS2 that the LS7--the now revered 505HP and 470 lb ft torque monster--was produced and introduced to the 2006 Corvette. Just one year after the update of the small block, this engine seemed to be where everything was building, and the Z06 became the undeniable greatest performance bang for the buck on the globe. Within the year, there were Z06's running against quarter-million dollar European exotics on racetracks all across the globe, and each one came with the distinctive sound and tone that only a Chevrolet small block V8 can deliver through the exhaust.
Of course, Chevrolet wasn't finished there (thankfully, they're dedicated to the production of envelope-pushing performance machines) and we saw such engines as the 430HP LS3 (now outfitting the base-level C6 Corvette and the Chevrolet Camaro SS), the LSA (a 556HP Supercharged monster that can be found in the world's fastest production sedan, the Cadillac CTS-V and will also hit the streets in the body of the new super-Camaro ZL1 this year), and the engine that would be made as number 100,000,000--the LS9.
The LS9 is an absolute marvel worth talking about as well, especially considering that everything before it brought us to this point. The LS9, which can only be found in the top of the line Corvette ZR1, produces an amazing supercharged 6.2L engine based on the LS3 block and putting out a ferocious 638bhp and 604 lb ft of torque. Those numbers, in combination with the Corvette's lightweight body and wide, aggressive stance, have produced a vehicle that runs track times that best it's $250,000+ competitors. Today, the ZR1 is the undeniable greatest bargain on wheels that exists for the performance minded consumer, and, as such, is the only engine fitting to be given the designation as number 100,000,000 of its kind.
Of course, Chevrolet's not stopping at 100,000,000 and the future of the small block engine holds a great deal of excitement. Already, official reports have come out that Chevrolet is updating their engine for the seventh-generation of their Corvette, and we may see the introduction of such features as direct injection and an upgraded combustion chamber design, as well as the improved performance and efficiency numbers to match. GM enthusiasts should expect to see the next small block engine first hit the streets in the C7 Corvette, scheduled for release some time in 2014.
Product Spotlight: Painted Corvette License Plate Frame
Here's a great product I came across that's available at a great price: Painted Aluminum Corvette License Plate Frames. Trying to keep up with a semi-regular product spotlight series, these seemed--based on their quality, great looks, and affordable price--like a logical next product.
The manufacturing for these is really cool, and, SouthernCarParts--who is one of the major retailers for them and a company that I personally enjoy dealing with (I feel like, as far as Corvette products go, they're like my everyday Cheers-esque bar where everyone knows my name)--provides a lot of information for how they're produced. Beginning with a solid brass, heavy cast mold, the base aluminum plate is formed. Each plate is then CNC machine cut for precision, and given a precise, fast machine engraving. The Engravings on these are of the Corvette lettering, with your choice of either Base Corvette C6, Z06, or ZR1 badging emblem to accompany it. Once engraved, the plates are given a multi-coat paint job using actual GM paints. I questioned this, but, was assured that the paint being used is derived from the GM WPA code, and, I'll be damned if the one I received didn't match perfectly. The paint is applied in a multi-coat process, with a final clear coating, for shine and durability and looks just like the stock Corvette paint job.
The last part of the production process is the one that impresses me the most. The Corvette engravings on these plates are actually hand-filled with an acrylic epoxy. Typically, hand-filling means that a product is prohibitively more costly than machine ones, but these are definitely affordable. The quality of the acrylic epoxy is perfect, there are no imperfections, and the plate looks awesome to be finished off with these emblems. These things are absolutely gorgeous.
As with any license plate frame, this is easy to install. The painted screw caps are a nice touch to help keep the whole thing looking uniform, and once installed, the plate really looks like it belongs on the vehicle. All-in-all, I'm really happy with the product, considering that it cost under $115 and adds more Corvette badging with an OEM (or better) quality finish. That can never be a bad thing, can it?
C7 to have 7 Speed Manual – The Stick-Shift is not Dead Yet
A few weeks ago, Chevrolet announced that they expected more than half of their new Camaro ZL1's sold to be automatic. This followed the news that over 70% (a truly vast majority) of Camaro SS's sold were automatic. This news caused my friend who writes my brother blog, CamaroNewsBlog to declare the death of the manual as imminent (Click here for the CamaroNewsBlog article). While I do understand his worry, I tend to disagree, and it seems so does Chevrolet. This past week a person familiar with the development of the C7 Corvette stated that not only is the manual still alive and well in the Corvette world, it will also be offered in a 7-Speed version come 2014.
This news follows close on the heels of Porsche moving to a 7-Speed manual in their 911, and with good reason. The tigher CAFE standards require automakers to get extra MPG numbers wherever they can, and a 7-speed manual will allow for that by providing more ideal highway cruising transmission conditions. Of course, while that's the tame excuse for the 7-speed, it's not what gets me excited. If moving to a 7-Speed were a performance inhibitor you can rest assured that neither the Corvette team, nor their brilliant German-peers at Porsche, would go that way. Instead, I believe that a 7-speed can offer even greater performance for a more skilled driver.
While shift times can cause seconds of time loss on an inexperienced driver, for a true experienced race-enthusiast there is no such thing. A talented driver can shift in ways--through throttle and clutch control--that actually beat out the performance of the finest automatic transmissions on Earth. By adding in an extra gear, also, Chevrolet will allow themselves some room in the tuning department to really play with transmission ratios. An extra gear will allow for shorter low-end gears, and, thus, the capability for a much quicker, high-torque, blast-off. In conjunction with this, the use of two overdrive gears (as GM currently uses on their Z06 and ZR1 transmissions) allow for more top-end HP-based speed numbers. What this will amount to will be quicker take-offs for the experienced Corvette driver on a proper course, and much higher speed numbers through the straight-aways.
Of course, there's a downside to the 7-speed also: difficulty. A 7-speed transmission, especially with shorter lower gears, will be tougher on a less experienced driver and will curb the sales of the manual Corvette further. The average commuter will almost certainly continue trend the way of the Automatic transmission when an extra gear is thrown in to the equation, but, the Corvette also seems fairly free from these concerns. The beauty of the 'Vette comes in the appreciation of it as both a driving vehicle and a performance vehicle that all of its consumers (both the imagined 50+ standard, and the elusive mid-30's young professional 'Vette enthusiast like myself who would rather drive an American rocket on wheels than a German luxury sedan), a consumer base that will almost certainly continue to covet the manual for its enjoyment and feel. People who drive Corvettes want to feel their driving experience and for that their is absolutely no substitute from the manual. Give me a 5, 6, or 7 speed over an automatic any day of the week.
C7 Corvette Manual 7-Speed Transmission - Photo courtesy Edmunds Inside Line
Hands-on: Corvette Centennial Edition Z06
A few months ago, we posted an article here at CNB concerning the soon to be released Z06 and ZR1 Centennial Edition packages. These special edition Corvettes were being designed to function as a tribute vehicle to Louis Chevrolet, and to honor the 100th birthday of the automobile company he founded.
Louis Chevrolet, who was a Swiss-born mechanic and race car driver, had worked for Buick for a few years before getting in to designing his own vehicles. This passion for automobiles ultimately lead him to, on November 8th 1911, found the Chevrolet Motor Car Company. Well, it's not officially the 100th birthday yet, but I was the sort of kid who used to peel the corners up on the wrapping of presents to get a sneak peek, so I decided to let that trend continue as an adult and went by my local Chevy dealer the second I heard they had a Centennial Edition Z06 on the lot. I knows the guys there pretty well--I've bought my last six cars there, my wife's last 2, and sent a number of friends their way--and I think they got a little excited when they saw me pull up. I think they thought they had a sucker for a sale; however, I was not there to buy a new Corvette (but, I wouldn't let them know that, would I?), just to check one out.
I was able to recognize the new Centennial edition Z06 immediately. The red-trimmed, powerful looking, Carbon Metallic 'Vette, adorned in sexy Carbon Black wheels to match, is as recognizable as any Corvette I've ever seen. As I got closer, the little touches became obvious as well. The blacked-out Corvette emblems, red caliper covers, unique 100th anniversary badging, and gorgeous hood stripe trim all came together perfectly to make a car that has fewer resemblances to the classic "top-down, fire engine red, highway cruiser" Corvette idea (not that there's anything wrong with this!) than it does to the Batmobile (the good Batmobile, not one of the cheesy or clunky ones). It's a gorgeous 'vette ultimately, and one that takes some bold style choices, and pulls them off with great results.
Of course, that's just the outside of this Corvette--and it's the sort of outside that will strike fear in to the hearts of Porsches and Vipers everywhere. Nobody has ever really had issue with the Corvette exterior. No, it's the Corvette interior that has been much maligned in recent years, and this new package from Chevrolet directly addresses that as well. And when I say address as well, they've actually dressed it up very well!
The interior had a few major highlights for me at first, but upon reflection I realized that it wasn't the highlights, but instead the package as a whole that really impressed. The Alacantra Black fabric is far and away a major improvement over the stock Corvette seats, and the red stitching is a fantastic touch--especially on the dash, where it makes the Vette look 1000x improved in style and quality. The revamped steering wheel looks great, especially in this new blacked out form with Alacantra wrapping, and the new center console lid feels more padded than ever (something that was definitely needed!). All in all, the interior is the real star of this upgrade package, and looks better than any other Corvette I've seen before it (with exception to some of those, all custom leather-wrapped Corvettes of the DSVettes and other company variety).
In conclusion, I must say that I was really impressed with the new package. It felt comfortable while driving, and definitely felt more luxurious than my current Z06. I didn't upgrade, and I'll say right now that that's not because I didn't want to. If I'd had the money (or the wherewithall to come home to the misses with a different Z06 than the one I left in) I would've made the change right then and there. For an almost $5000 upgrade package, this package definitely delivers! Good work Chevrolet, I was very impressed.
The Updated, Renovated, 2012 Corvette
We already know all about the 2012 Centennial Edition Corvette, which, with it's gorgeous custom paint work, wheels, and other touches is exciting in and of itself. In addition to this Centennial Edition, we--as Corvette enthusiasts--have also already seen what the 2012 ZR1 is able to do on the Nurburgring. The new 2012 Model ZR1 Corvette utilized its improved Michelin® Pilot® Sport Cup Zero Pressure tires and Performance Traction Management Technology to beat its previous best by more than 6-seconds on the world-renowned Nurburgring course. Yes, we already know all of these awesome things about the 2012 Corvette, but there's also a good deal more.
Those Michelin® Pilot® Sport Cup Zero Pressure tires? Those are also going to be on the 2012 Z06 as well. Chevrolet describes those wheels as being "essentially street-legal versions of a racing tire", as they're intended for track-driving Corvette owners and are optimized to boost lateral acceleration and shorten braking time by increasing road traction on track-conditions, and thus, shortened lap times. The Tires, which are sized in a 285/30ZR19 front and 335/25ZR20 rear offset, are mounted on GM's new Cup-style alloy wheels which GM claims are both lighter and stronger than the 2011's 20-spokes. The wheels will be available in two separate finishes: machined alloy, and satin black.
The next addition coming to the 2012 Corvette is for all model levels: revised seats and steering wheels. Taking on one of the Corvette's biggest areas of complaint--interior comfort and class--GM decided to retool their seating arrangements and interior styling with new, more comfortable, seats. The seats aren't the only thing getting extra padding, either. As seen in the Centennial Edition Corvette, the armrests, steering wheel, and center console are being reworked to be more classy and comfortable as well.
Another standard change for the 2012 Model Corvettes is the switch to a taller gear ratio in the ZR1, a move certainly done under the influence of increased fuel economy. This move will change the 5th and 6th gears on the ZR1 to overdrive gears and give the vehicle an extra 2mpg fuel economy.
Of course, these sorts of changes wont be free. For the new Michelins, you'll want to opt for either the ZR1 High Performance Package, or the Z07 Performance Package for the Z06. Each of these packages will provide the performance bonuses mentioned above, and more, especially the Z07 Package. In addition to the Sport Cup offset Alloys and the new Michelins, the Performance Traction Management (previously a ZR1 exclusive) Magnetic Selective Ride Control and Brembo carbon-ceramic brakes. All of these aspects work together to make the fastest Z06 ever produced. How fast you ask? How about 7:22:68 through Nurburgring. That's only 3-seconds behind the 2012 ZR1's 7:19:63, and a full 20 seconds better than the previous Z06 best on that track. Those numbers are true supercar numbers, that much's for certain.
Here's video of Jim Mero, the same driver who tackled the Nurburgring in the ZR1, running the 12.9 mile track in the 2012 Z06:
These performance enhancements aren't going to be free, though. Every level of Corvette, from the base 2012 Model through the ZR1, is seeing a price increase this year, but, that's to be expected. Of these price changes, Paul Leinert of InsideLine writes:
"...the basic Corvette Coupe rises from $49,995 to $50,500 (all prices include shipping, which rises by $25 to $975), while the Corvette Convertible climbs from $54,995 to $55,500. The Corvette Grand Sport Coupe jumps from $55,995 to $56,900, while the Corvette Grand Sport Convertible increases from $59,995 to $60,500. The Corvette Z06 hardtop goes from $75,325 to $76,500, while the range-topping Corvette ZR1 is bumped from $111,250 to $112,500.
Among the pricier options for 2012 are the Z06 Ultimate Performance package ($7,500), the Centennial Special Edition ($4,950), the Z06 Carbon Fiber package ($3,995) and Z06 Magnetic Selective Ride Control ($2,495).
The ZR1 Performance package is priced at $1,495 and the Grand Sport Heritage package, $1,195. Chrome aluminum wheels are $1,995 on the Z06 and Grand Sport, $2,000 on the ZR1 and $1,850 on the standard coupe and convertible."
Corvette Centennial Edition
Almost exactly 100 years ago Louis Chevrolet, a Swiss-born mechanic and racecar driver, founded Chevrolet Motor Car Company on November 8, 1911. He competed in the Indianapolis 500 and after working for Buick for a little more than four years, began designing his own cars while racing. He raced with his brother and a few close friends before making a name for himself in the early 1900's racing scene. With his brother, together they founded Chevrolet Motor Car Company before his brother would be killed in a racing crash ending both of their careers in professional racing. This car company however, unbeknownst to him at the time, would live on for a century to come and become a famed competitor in the history of motorsports. Unfortunately for Mr. Chevrolet, the stock market crash of '29 took a harsh toll on his previous earnings and upon needing work, took a job at the Chevrolet factory as a line mechanic in 1931. On June 6, 1941, Louis Chevrolet died almost penniless in Detroit, Michigan after founding one of America's most recognizable car brands. The Chevy bowtie emblem that we all associate with the company seems to have two stories as to how it came about. The first is that the bowtie is actually a stylized Swiss cross emblem Chevrolet created to honor his parents birthplace and homeland. The second story is that William Durant, Louis Chevrolet's partner and the founder of General Motors saw the shape in a French wallpaper and clipped a piece of it to save and recreated the shape with the Chevy namesake. Regardless of which story is true, the man and the legend of Chevrolet have been honored this year as a tribute to his life and racing spirit.
The sinister look of an all black (particularly in September of this year in New Zealand) car has long since been an enthusiast favorite with its dark features, and the Centennial Edition Corvette plays to that crowd. The Centennial Edition is an all black edition of the Corvette relishing the 100 year history of our favorite automaker. The Centennial edition is available for every line of Corvette (from the Base model to the ZR1), and is expected to run an extra $4,995 for the package. The package features exclusive Carbon Flash Metallic paint on the exterior, coupled with a set of special black aluminum spun Centennial Wheels lined red on the lip, with red calipers and carbon-ceramic brakes. The absolutely awesome Magnetic Selective Ride Control will also be available with the package. A special badge that bears the resemblance of Louis Chevrolet and the number 100 will be located on the B-pillar, the steering wheel, and the Chevy bowtie logo with the number 100 will be embossed on the headrests. The wheels also say "Centennial" on the rim just barely visible with a gloss/matte contrast. The interior has also been remodeled and finished in Ebony leather contrasted with red stitching. The steering wheel, seats, shifter and armrests get microfiber suede accents similar to those found on the Z06 Carbon Edition.
The entire package has an extremely sharp looking finish on the Corvette, being almost black with red accents either in stitching, or pin striping on the wheels and calipers, provides a very crisp look to the car. The overall effect is there, and having a sinister look to the car will be an especially daunting look on the Z06 and ZR1. If the man himself could see the 100 year anniversary of his company, I think he'd be proud. The 100 year anniversary, celebrated by the Corvette is nothing short of memorable and should be a point of pride for all Chevy owners.
Common Corvette C5 Problems and Solutions
Common Corvette C5 Problems that if addressed early can potentially save you some money and costly damage.
Leaking Battery
Many C5's came with AC Delco Freedom batteries that had a tendency to have it's case crack open near the battery posts. The leaking battery acid would drip down the side of the battery, down the funnel-like battery support, straight down onto the PCM and the wiring loom. It can also get onto the A/C lines. I believe they are the vacuum lines that control the movement of the interior vents, and usually the system will default to blowing out the defroster vent. Sometimes car crippling damage would occur, sometimes not. It worst it would mean replacing the battery, the PCM, the wiring harness, grinding the rust off the frame to repaint it, changing the A/C lines and possibly swapping out another computer as well. This mostly happened on early C5's because later C5's used a gel-type battery that cannot leak, but I believe the problem resurfaced on '04 or '05 models again.
Check this out on any car you look at. Use a 8 mm monkey wrench, preferably a ratcheting closed-end version, to removed the battery cables. You also remove a holding block on the front side of the battery. You will need a long extension to reach it. The battery basically lifts right out. Also remove the black plastic battery tray. Look beneath the tray for rust or white powder. Signs of both are evidence of battery acid damage. It would probably be best to move to the next Vette unless you don't mind possibly tackling this repair in the future. It's possible that the car will throw codes for no apparent reason.
No matter what Vette you buy, just make sure you replace the battery with a gel-type battery, like the Optima Redtop, sold at CostCo for $100.
Grounding Problems aka CRAZY electrical gremlins!
Bill Curlee has a great thread on the problems that corroded ground connections can create, and how to clean out the grounds. The most problematic ground connections are behind the headlights on both sides. Check out Bill's thread for detailed info: Go!
Here's where all the grounds are: Go!
Water Intrusion
Water leaks have several ways of getting in the car, and none of them AFAIK are very difficult to fix. Proper adjustments and maintenance will prevent most leaks.
Bill Curlee's thread abouting locating & cleaning the udders, and sealing the door hinges.
Here's a few TSB's from the CorvetteActionCenter.com:
1997-1998: Service Bulletin: Waterleak Above Door Glass (Reseal Blowout Clip)
1997-2002: Service Bulletin: General Waterleak Guide
1997: Service Bulletin: Water Drips into Rear Compartment After Hatch/Glass Has Been Opened
Seats
Corvette seats are delicate.
Sliding hard across the bolster can break it, causing it to flap side-to-side.
The leather is cheap, and there's little protection for it. It will wear out and form cracks, which is normal…for cheap leather.
The wire springs in the seat bottom, and the bars in the bolsters can also wear thru the foam and leather, but that can be fixed by placing layer of burlap between the springs and the foam.
Check the black plastic surround on the bottom of the seat to make sure it fits snugly against the leather, and isn't cracked. Older style plastic surrounds had a tendency to separate from the seat, but could be pushed back in. The newer style plastic surrounds can be used as a direct replacement, but one of the plastic studs may need to be ground off, or a hole will need to get punched into the leather.
The seats tend to rock back and forth by about a 1/4" during acceleration and braking. It can be fixed, but GM will not fix it. Some lucky owners can get the dealer to replace the frame under warranty. The seat backs swinging forward under braking is normal, and not considered a problem.
Here are a couple fixes:
Corvettemechanic.com --- must be a member
Rocking Seat Fix
Seat choice
Get the sport seats. The sport seats have a hole under the headrest. Some people put racing harness belts thru those loops. The seat frames and foam in both seats are interchangeable. Harness belt holes can be installed using Ford harness cutouts. Ask the dealership for them, they should know what it is without a part #. The foam in a standard seat will need to be cut, and sewing will have to be done, but it's an easy job.
Headlight bezel plugs
There are 1-1/2" plugs that are located on the headlight bezels that would fall off on the older Vette's. The new style plugs, have a twist-lock to prevent them from falling out, but also requires new bezels. Only the new bezels & plugs are available now, and they are compatible with older C5's.
Headlight gears
The gears in the headlight motor are plastic, and wear out over time. Ice, heavy Euro or projector headlights and twilight sentinal will cause the gears to wear out quickly. Fortunately a few years ago, Rodney started selling replacement brass gears, check out his website. Corvette America and probably a few other vendors now sell their own copy of his brass gears. Here's a thread that shows how to replace the gears.
Roof noises
If you buy a coupe with a removable roof, you can expect wind noise and some creaking. The wind noise will never totally go away, but if there's creaking, you can eliminate that by thinly applying dielectric silicone grease to the weather-stripping. It also prevents cracking, so do this to all weather-stripping, on any car.
Hood rattles
During cold weather the rubber hood stops can also rub and rattle against the hood. Adjust and lubricate the rubber stops so when you pull the corner of the hood up, it doesn't pull up, but the hood still closes.
Drivetrain rattling
The valvetrain makes a significant amount of noise at idle. It may sound like sewing machine. Converting the valve rockers to true shaft-mounted adjustable roller rockers with may help eliminate the valvetrain noise if adjusted properly. Installing a big cam and stiffer valve springs will make the noise louder.
On manual transmission cars (M6 or M12), the transmission sounds like it is rattling when leaving the line. It is normal. It is the clutch throwout bearing rattling around. Sometimes you'll hear a horrible rattle if you shut off the engine. If you press the clutch pedal in while shutting off the car, you won't hear it.
I verified this by lightly grinding my rotors with steel wool. Garnet paper is recommended, but I haven't tried it.
If you insist the problem is warping, don't turn the rotors since thinner rotors warp more easily. Resurfacing the rotors is only a temporary fix, one that is less effective each time your resurface the rotors due to the reduced thermal capacity of the rotors. Rotors are available for $25 at Napa and RockAuto.
Scraped front ends and rocker panels
Checking for scrapes is an easy way to tell if the car was treated well. It's almost impossible not to scrape the front end, but there are two metal crash bar loops that should prevent the bumper from scraping. The bumper itself should not have scrape marks on it. Check the underside of the tip of the bumper, and the bottom corners of the bumper. If the crash bar gets scraped enough, eventually it will wear down to the point where it needs to get replaced. It costs about $220 for the crash bar, nut-serts, bolts and insulators, and can be replaced in a couple of hours, just be sure to hook the hoses and electric connector back to the A.I.R. pump.
Here's a list of ALL the parts you'll need to replace the impact bar and the side air deflectors:
Part #------Qty---Description
10188023---001---Insulator (goes to bottom of radiator)
10278679---001---Insulator (goes to bottom of radiator)
10278679---005---Nut
10400765---001---Plate (the actual impact bar, unpainted)
10419312---001---Panel (air deflector)
10419313---001---Panel (air deflector)
11515638---010---Nut-speci
11515757---010---Bolt-Metr
10281487---010---Nut
Not all of these parts need to get replaced, and there will be a few leftovers, but it will get the job done.
The rocker panels tend to get scraped on lifts and big speed bumps.
A & A Corvettes invented two products to prevent damage from both kinds of scraping. They have wheels that attach to the crash bar, allowing the car to roll on driveways instead of wearing down the crash bar. It will still scrape the spoiler, but the spoiler is a cheap wear item that takes only 2 minutes to replace without a lift or jack. They also make two aluminum strips that attached the frame next to the rocker panels, and they take the scrapes themselves instead of the rockers panels. Neither of the devices are visible unless looking under the car, and they are discreet enough to possibly be missed anyway. If you see these devices installed, you can be pretty sure the owner took good care of the car. Without this extra protection, you can expect to replace the crash bar and repair the rockers several times over the life of the car. WARNING: It won't stop all scraping damage, just reduce the possibility of it happening, and reduce the damage when it does happen. Low hanging headers will probably still scrape.
Hood seal weather-strip
The sides and back of the hood compartment have weather-strip installed from the factory. The front is left open. Many owners install weather-strip along this front edge. You may not even notice it since it looks identical to rest of the weather-stripping. This extra weather-strip helps keep the engine compartment clean, and may also help the air intake system work better. This is another sign that the owner took good care of the car. The engine compartment stays pretty clean, but this the "extra step".
A/C System
There are two kinds of climate controls. One is manual with knobs, and the other is a dual-zone electronic system. The dual-zone system did cost more, but is not as reliable as the manual system. A leaking battery can affect both systems. A strong system is when the vents cannot be switched.
Over time, and especially in humid climates, the system can cause condensation to leak onto the passenger side carpet. There are three udders under the driver's side cowl. There are slits on the bottom, much like real udders. Vigorously squeeze and massage the udders until the debris has fallen out. Stop laughing!
If the vent settings cannot be changed, the vacuum line is probably loose, clogged or broken. Read more!
Squeaky steering wheel
When you turn the steering wheel, you may hear a squeak. It's just the plastic surfaces rubbing against each other. A shot of lubricant fixes this.
Squeaky/chirping/grinding wheel bearings
Drive slowly, better yet, coast along at low speeds with the windows open in a quiet location. Listen for a squeak from the wheels. Try turning in different directions. If you hear the rear wheels squeaking, you may have a worn wheel bearing. A replacement bearing costs $600 list, but you can usually find it for $400-450. I've heard that AutoZone has a better replacement for $126 by a company named Timken. The part is easy to replace if you can separate the ball joints. I had to buy a special Kent-Moore tool to do mine. This problem may persist safely for a few months, but eventually will become annoying. It seems to be a common problem, and more so for the rear wheel bearing. I've never heard of it happening twice to the same car, so if you fix it once, you're probably good for life. Several racers replace their wheel bearing every year.
A broken emergency drum clip may cause a false diagnosis. Be careful when removing & replacing the rear rotors.
Oil woes
Many late 2000 thru 2001 Vette's burn a lot of oil when the engine is kept constantly over 4,000 rpm's. This is caused by ring flutter, which allows extra oil to seep past the oil control rings, but doesn't seem to cause any extra wear to the engine. Chevrolet has rebuilt and replaced engines for owners that complained about excessive oil consumption. Their policy is that while the engine isn't normally operated like that outside of racing, it is the owner's prerogative to drive around in second gear all the time if they want to. It is covered under the warranty.
The PCV system also has a tendency to suck oil back into the intake at high rpm's. It doesn't seem to cause any problems, other than a slight mess inside the intake manifold. The newer style PCV system can be installed, but this requires removing all the components in the top of the engine valley. Usually only racer's bother with the hassle. Several generations of PCV systems have had the problem, and at this time, December 2004, the PCV system still sucks oil into the intake.
The oil-sucking problem will cause carbon buildup in the cylinders. The dealership sells GM Top End Cleaner, and Napa sells SeaFoam. The Top End Cleaner is not available in some smog states like California. Run a tube from the bottle into the hole for the PCV system behind the throttle body on the passenger side. Start the car, then start slowly sucking the solution into the engine. Don't go too fast or the engine could lockup. As soon as the solution is gone, stop the motor for >4 hours, but preferably 12 hours. Be aware that when the engine is restarted, there will be a LOT of smoke!
The oil-sucking can be prevented by installing a catch can. AMW and Greddy make catch cans, but a homebuilt catch can may be built using a Campbell-Hausfield air tool oil separator from most tool stores, including AutoZone. The AMW and Greddy cans are ~$100, but look great. The CH can is $15-25 for all the parts, and you can see how much oil is in it.
Overheating & burning smells
Even though the engine can heat up to 220, even 240 degrees Fahrenheit, this is normal. The radiator will keep the engine cool enough unless the radiator is blocked. Reprogramming the PCM can allow the fans to turn on earlier. If the fans also cool an aftermarket oil cooler, make sure the oil occasionally gets to 220 degrees to allow condensation and fuel to evaporate away. Fan settings and oil thermostats are two different ways to do this.
It's not uncommon for plastic bags to get sucked up under the front bumper, and cover the radiator, thus causing the car to truly overheat. If this happens, take a quick peek under the bumper, and remove anything under there. Sometimes bags get stuck to the exhaust pipes too, causing quite a stench as they burn away.
Locked steering column
All C5's, particularly manual transmission C5's, and early C6 steering columns have a tendency to lock and stay locked. Usually it can be unlocked once, but just once. Some owners claim that vigorously shaking the steering wheel can unlock the steering wheel. Dealer's are able to disable the locking mechanism with a modified locking plate. Currently this is the only real method to disable the locking mechanism. Basically the wheel will still try to lock, but there will be nothing for it to lock to. It's like a door dead bolt with a slot cut into the door jamb. There is a $100 kit that disables the steering column lock, and can be installed easily, but enough car vibrations can cause the lock to fall into the locking plate, even while driving!
GM has a part (#88952428 or 88952428) that has a harness wiring jumper and different lock plate. Not sure what the difference in the kits are.
After reading a few posts, manual transmission C5's & C6's are still in danger, even if the lock is disabled. The lock can vibrate out over time and get trapped in the locking plate. Auto transmission cars that have undergone the recall and new auto's will not have the locking plate at all, so they are safe. More information about COMPLETELY disabling the steering column lock will be forthcoming from other's on the forum, and by my own personal project. Until then, here are a few links about the topic:
Corvette Forum - Column Lock Harness K Installation
Corvettemechanic - A4 non locking column plate --- must be a member
Corvette Forum - Column-lock again even with CLB!
Corvette Forum - Has anyone ELSE beat column lock?
Faulty gas gauge
If you have bad gas (phew!), the fuel sender can be affected by the high sulfur content in the fuel, and cause the gauge to read empty. They car will still operate normally, and the gas gauge will work again if you use better gas, and will usually start again when you restart the car. It's just better to use good gas. Some people have had luck with running fuel filter cleaners thru the gas tank. New fuel senders sometimes fixes this problem. This thread has a LOT of ideas about what could be causing the problems, how to avoid problems, and how to fix it. It also points out how the late C5 fuel tanks and crossover tube is different.
Noisy fuel pump
There are two fuel tanks, and two fuel pumps. One fuel pump continually pumps gas from the passenger side tank into the driver side tank, and is quiet. The main fuel pump is directly behind the drivers seat, and can be annoying loud, especially on early C5's. It's normal, and not a sign of a failing fuel pump. Chevrolet does have a bulletin out instructing how to better insulate against the sound of the fuel pump. This is merely an annoyance. A newer, quieter pump can also be installed.
Extremely high oil pressure reading
The oil pressure sensor can fail, but it is still okay to drive. Turn the car off, but with the key in the "on" position and check the oil pressure gauge. It should read "0". If the oil pressure sensor is bad, it will show a positive reading. The oil pressure sender is located behind the intake manifold, and will require moving the intake manifold. The sender costs about $40 and part # 12573107 or 12562230.
How-to
Suspension squeaking
In cold weather you may hear the suspension creak when you go over speed bumps. To fix this, clean (optional) and lubricate the sway bar bushings. The adjustable metal sway bar end links on Hotchkis and T1 bars can also create loud clicking sounds. Most adjustable end links are quiet initially, but wear out and get noisy over time. Greasing and protecting the end links from dirt may prevent wear.
Tough shifting
The shifter in manually shifted Corvette's takes a strong arm to get it into gear. You really have to make sure that the shifter is fully in 1st and Reverse, or it will pop out of gear when you let the clutch out. This is not the fault of the car, but rather the fault of the driver.
Manual transmissions -- Replacing the transmission fluid often helps shifting. Early transmissions have paper blocker ring that require Dexron III compatible (usually organic) fluid because some synthetics will destroy the paper blocker rings and subsequently the transmission. Later transmissions, and all rebuilt transmissions, have Kevlar/carbon fiber parts that allow the use of synthetic fluids. I believe the 98-00 transmissions have the paper blocker rings. The safe transmission fluids seem to be: GM Synchromesh PN #12345349, Honda ATF-Z1, Royal Purple Synchromax, Amsoil ATF, O'Reilly Dexron III ATF. The following transmission fluids may be unsafe for early transmissions: Redline D4 ATF, Mobil 1 ATF, Royal Purple Max ATF.
Related threads:
LS1.com - Ending the speculation: Blocker rings, who's had them fail?
LS1Tech.com - Ending the speculation: Blocker rings, who's had them fail?
Mobil 1 Synthetic ATF for a M6?
If it is especially tough to shift into 2nd or 4th gear, it's possible that the synchro's are worn out or the forks are bent. Do NOT force it into gear. Abuse creates and aggravates this problem. You can still drive, even quite well, without synchro's....or a clutch for that matter if you know how to rev match.
Some aftermarket shifters make it easier to make sure you're fully in gear, and prevent gear grinding, but they also vibrate, and require more effort to shift. The stock shifter has a tuned weight damper that changes the vibrations to a non-audible frequency. The shaking doesn't annoy some people, and there are some fixes.
Leaky butt
The differential can leak from the side covers. The problem has to do with the design. The lip on the casing is not wide enough to create a proper seal with the cover. Resealing the covers can be successful, but many dealers do not use the correct sealant.
Inside/outside tire spinning
If one tire spins while turning, adjust the friction modifier ratio. Aftermarket gear fluid from Royal Purple, Amsoil and Redline do not require additional friction modifier. GM's friction modifier is PN #12377916. Too much friction modifier and the inside tire will spin/skip/hop. Too little friction modifier and the outside tire will spin/skip/hop. -- Thanks Russ!
Tire hop
Tire hop during hard acceleration in cold weather is common, even if the same tires don't hop in warmer weather. Tire rubber when viewed thru a microscope looks like a web. Normally parts of this web grabs onto objects on the ground and stretch until either the car moves forward, or the web breaks, resulting in tire spin. I believe in cold weather, the web is too stiff for either of these events to occur, so the tires hop. To find out more, read Racing & High Performance Tire: Using Tires to Tune for Grip and Balance. I haven't read it, but if you do, please let me know if my guess is correct. I found a couple stories on Google about people curing wheel hop with stiffer bushings and/or (jounce) shocks.
Interior rattles
The visors may rattle when they are put up, but if you flip them down, the rattle goes away. Squeezing the mirror lid down seems to take care of it. Try glueing a piece of felt or velcro between the mirror and lid to see if that fixes it. Caravaggio also makes replacement leather visors, but they go for $400.
The stereo is Bose, and to go along with the historically crappy build quality of Bose products, Bose has graced the Corvette with Bose emblems on the door speaker covers that rattle when you play music with bass. A Bose system doesn't exist that puts out good bass, but the system still manages to rattle the emblems when playing Country, Hip Hop, or Techno at moderate volumes. Check this problem by having a passenger and yourself putting a finger on the emblems with music playing. Glue the emblems down to fix it.
If the roof isn't tightened down enough, it will rattle. There are some adjustment screws in the roof to make this adjustment.
Belt Chirping
During cold weather, the belt can chirp. Goodyear Gatorback belts from AutoZone don't chirp.
Sticky Hatch
During cold weather, the hatch may pop up slowly, or not at all. Spray the latches with silicone grease until they come up properly. If the struts do not hold up the hatch, try lubing the strut bars.
1997: Service Bulletin: Hatch Will Not Pop Up When Activated in Cold Weather
Rocker failure
The needle bearings in the OEM rockers have been known to fail. Usually the problem is noticed with extra valvetrain noise and needle bearings stuck to a magnetic oil plug. Nasty Performance will rebuild OEM rockers with Harland Sharp bearings. This seems to be one of the better solutions since the stock rocker is very good at high rpms. Most aftermarket rockers are nose heavy and require grinding the heads and valve covers to fit. Currently Harland Sharp rockers are having problems with c-clip retainers falling off and causing problems on the way. I'll be following this issue since I have a set of HS rockers on my shelf waiting for this issue to be resolved. Here are some links:
LS1Tech - EMERGENCY!! ROCKERS! Help ASAP!
LS1Tech - Harland Sharp Rocker Failure
LS1Tech - Install or not install HS rockers?
Other Information
Active Stability Control
This allows you to keep some control of the car even when you do really stupid stunts. It doesn't bend the laws of physics, but will keep the car pointed where you are steering; you may still slide off the road, but at least the car will be pointed in the direction you were steering! One of the sensors is located around the passenger seat, and needs to be considered when installing a racing bucket. If you move that sensor, Active Stability will not know how to balance the car, and can be very dangerous. Active Stability came out around '99.
Jacking
The C5 was the first car to use hydroformed frame rails. Hydroformed rails are quickly becoming a common platform for new cars, but not many shops are prepared to lift these vehicles. The C5 requires an adapter for regular jacks and lifts to fit the jacking points. Make your own adapters with a hockey puck (or two) with a 1 1/2" eye bolt screwed thru the center. Stick the eye bolt thru the slit in the jacking point, turn 90 degrees, place jack under adapter and jack away....if you can get the jack under the car. You may have to use ramps. The C5 is so low that most people make their own wooden ramps....rhino ramps are too steep.
Key Fobs
There are basically two different kinds of key fobs, and they are not compatible with each other.
97-00, but 00 does not have the Passive Lock feature
01-04
Spark plugs
The OEM platinum plugs, along with other plugs have had problems with the pucks falling off. I have a picture of missing pucks in this thread. This thread outlines some of the problems with using platinum, and a recommendation for using silver tipped plugs. Basically, of all spark plug tips, platinum is the worst conductor, copper is good, iridium is even better and silver is the best. Don't take my word for it, do a little research, starting with this review. As for longevity, platinum, iridium and silver do have an advantage over copper, but plugs foul up after ~10K negating any difference corrosion would cause, and no plug will run well after 100K miles.
To make the spark plugs easier to change, get the Snap-On double-swivel sparkplug tool and remove the coil packs. Here's all you need to know about sparkplug changes: Go!
PFADT Racing Corvette Competition Sway Bars
I have always heard about different suspension upgrades for Sports cars and Corvettes, but always figured that they were more aimed at folks who want to take their car to the track. They are usually pretty expensive and I figured that the installation would be a pain in the neck. Given the price, the perceived difficulty with the installation, and my thoughts that I would only notice the differences on the track, I have have always shy'ed away from upgrades such as this. Whelp, all that has changed........
I recently sold my 2006 Corvette Z06 and purchased an 2009 Corvette Z06. I offer all of the Pfadt racing products on my Corvette Parts website and figured I really need to give some of their products a try. I have had customers tell me how much they love the PFADT Sway Bars and PFADT Coilovers but always assumed they were taking their cars to the track. I called Pfadt and asked them if I would notice a difference with handling on the street for a weekend driver like myself an also what would be the most "bang for my buck" upgrade. I was thinking the Pfadt Corvette coilovers, but surprisingly enough, Pfadt's recommendation was the Pfadt Competition Sway bars. In disbelief, I went ahead and had them send me a set for installation on my new Corvette. I truly did not believe that I was going to notice much of a difference from the stock setup to the Pfadt setup.
About a week later my front/rear Pfadt Corvette Z06 sway bar kit arrived. I was really not dying to start what I thought would be a complicated installation, so the kit sat in my office for close to two weeks before I decided to take the plunge. Prior to taking everything apart, I had to take the Z06 for a spirited drive with the stock sway's so that I had something fresh in my mind to compare too. I drove for 30 mins or so on a two lane secondary road that has nice tight turns and switchbacks.
Armed with a six pack and my hodge podge of tools I began the PFADT Sway Bar Installation (see link for details on the install). Removing the stock sway bars was pretty easy and took maybe 45 mins tops. I will say, comparing the stock sway bars to the PFADT bars, you see an immediate difference in quality between the two. The PFADT system absolutely makes the OEM sway's look cheap and inadequate. The entire installation took maybe 4 hours (max). I will say that the PFADT instructions do assume a certain level of technical knowledge and are probably written more with an installation shop in mind, but are still adequate for a "shade tree mechanic". I also did create my own PFADT Sway Bar Installation for Dummy's write-up just in case you need some extra pictures or explanation.
PFADT Corvette Z06 Sway Bar
Roughly 4 hours and a six pack later, my installation was done. Time for the first drive (of course, after all the beer was out of my system) with the new PFADT Competition Sway Bars. At first I was not expecting much difference, but after comparing the quality of the OEM components to the PFADT setup, I was starting to think maybe there will be a slight noticeable difference.
PFADT Competition Corvette Sway Bars
Startup, and the car rolled out of the driveway without any grinding noises or clunking (whew car still rolls, could not a screwed up the install that bad). Drove gently out of the neighborhood just to make sure everything was ok, and then accelerated onto a side street (45 mph) two lane, tight winding road. Ok, not is it is time to see if there is a difference.First turn, took it carefully and controlled...hmmmmm, felt good, my confidence was starting to build. Next turn, little more speed, everything still good. No noise...Now I really am feeling confident in my installation. Hit the next turn with a bit more "spirited driving". Oh my god!!!!! I could feel a HUGE difference! I immediately understood what "Body Roll" is. When I hit a corner, the my butt slide laterally in the seat, but the top of my torso felt very little lateral movement (nothing like with the stock setup). Hitting another turn, I accelerated into it (loving the new feeling), same thing, absolutely amazing. It is very hard to explain, but you do not really feel your head getting pulled into the turn, all the G's feel like they are pulling harder at the lower part of your body than the top. It was a clear case of you do not know what you are missing until you try it. I thought the Z06 handled good stock, and never had experienced what top notch sway bars feel like. I will never be able to go back to stock and this is one of those Corvette Modifications I would rank right up there with the Intake and Exhaust. It makes THAT big of a difference in your day to day driving experience and for the price, is worth EVERY penny!!!! Now I am really wondering what I have been missing with the PFADT Corvette Coilovers?
Let's just say that I am not a sticker man when it comes to my cars...But I loved the PFADT sway bars so much, that I just had to put their sticker in my back window 
Actually looks pretty good on a Cyber Grey car.
New Lloyd Mat’s Signature Rubber Series Corvette Floor Mats
If you're like me, you love the idea of rubber mats. They're easy to clean (they hose right off), durable, protect your stock carpet better than other options, and efficient. In this way, they're almost ideal. I say almost, because most of the time they're hideous. I use them in my pick-up truck, but I'd never be caught dead putting Rubber mats in my Corvette. At least, not until now.
Lloyd Mats, who make some fantastic car floor mats, have started producing a new line of specialized rubber car floor mats, called their Signature Rubber Series. These mats finally offer up all of the benefits of rubber mats, with a nice, stylish look. I saw them, so, I decided to get myself a pair and check them out personally.
First off, they're heavy. The rubber that Lloyds is using is top notch in quality, and they don't skimp on it. They mats definitely offer a ton of protection. Secondly, they utilize my stock post mat holding system, which is a nice touch. Typically, only carpeted mats have been able to make use of that great OEM touch, and these new Signature Rubber mats change the game. Thirdly, and most importantly, they look good. They're simple in design--all black, deep lip, indented rubber--so that they're not distracting and keep any mess on your feet off the car, and also feature some of the best looking emblems I've seen on any mats, carpeted or rubber. These full color, Corvette flags and Corvette script double emblems look fantastic! They're officially GM licensed, so they're exact replicas of the C6 flags and script, and they look like they belong inside my Corvette. Also, they stand out enough to not draw attention away from the rest of the car, but to also ensure that when someone looks down at their feet they're impressed by what they see.
Admittedly, I'm keeping my Lloyd's carpeted Ultimats as well, for whenever I take my 'Vette somewhere to show it. These look good, and they're high quality, but they're not show mats. That being said, they are -PERFECT- every day mats. Since getting them, I've had less fear than ever taking my son out to play or to a baseball game inside of the Corvette--the car he always asks to ride in, of course. Heck, I don't even mind him wearing his cleats in the car (that much) anymore. The mats are so easy to clean, and offer so much protection since they cover every bit of carpet in that area, that when they get dirty I just take them out, hose them off, and don't worry. Again, too, they look great. I wouldn't use them if they didn't.
All in all, I love these new mats. They're a great product from one of my favorite companies (they've been mentioned on Speed channel, Top Gear, and even featured in Jay Leno's garage multiple times) that meet a lot of the needs and desires I've had for a while. I love having some that's stylish and on par with my Corvette Z06 in style and quality, and as easy and simple to clean as these are.
The C7 Is Being Produced to “target a very different sort of buyer”
The Corvette turned 60 this year and it seems that the majority of its target audience did exactly the same thing. The Corvette, long an American tradition and the true American sports car, has seen its audience grow older, and it seems that Chevrolet is beginning to get anxious about this. With this in mind, Chevrolet has decided to make direct and immediate steps with the next generation of their flagship vehicle to move it towards a new group of buyers. What is this group? Why, a younger one of course.
Based upon the popularity that the European sports car currently holds with the professional demographics in their 20's and 30's, it seems that Chevrolet will be making changes to move the Corvette in the direction of the Porsche, BMW, Ferrari, and Lamborghini. Finding and securing a younger fan-base is paramount to the long-term survival of the Corvette, whose style and badge alone have guaranteed it a place in the hearts of many customers already.
To attract this younger crowd, Chevrolet is moving in a few very specific directions. The first of these is getting away from the idea that larger displacement engines are always better. According to reports from high-ranking Chevrolet officials, the next generation of Corvette--it's 7th generation of vehicles in its long ling--will be outfitted with a small block, turbocharged V8. This small-black V8 will probably come in at around 3.0L in displacement, well below the current 6.3L V8 LS3 found in the current base Corvette. The drop in displacement will be offset by the inclusion of turbochargers however to ensure that the base Corvette still puts out impressive performance numbers--expect to see something in the 400HP range, or, 130HP/liter. These numbers will put right in line with the performance of such vehicles as the 911 Turbo and Lamborghini Gallardo, and will also help drastically lighten the curb-weight for the vehicle.
In addition to these changes, the next generation of Corvette engine will move to an overhead-cam configuration, instead of its current overhead-valve design. This configuration will utilize a dry-sump oil system that's incredibly effective in track-performance situations and allows for higher red-line RPM ranges, but will do so at an undeniable loss of straight-away speed. These moves, like the move to the smaller displacement engine, are certainly very European in design. Expect this turbocharged engine to redline at around 10,000 RPM, and have a wider performance curve with increased mid-range RPM acceleration--again, moves that are certain to improve, along with the decreased curb weight, the vehicle's track performance numbers.
All of this information, which has been leaked by various GM officials off the record "here and there", is right in line with one of the few official statements that has been given by the Corvette team: Mike Reuss' (president of GM's North American division) claim that the C7 Corvette will be “completely different” from its very American roots and that GM is looking to “target a very different sort of buyer for the next Corvette."
Of course, Chevrolet seems to still understand its roots, and it's very likely that the Corvette will be available with multiple different drivetrain options, including a larger, higher displacement, more-American V8--something in line with the current LS-series of engines. Couple that with the very classic Corvette design cues that are being promised--like the return of the split-window in the rear, taken from the collectible '63 Corvette--and it's obvious that the Corvette will still be, very much, a Corvette. The potential here then, for the C7 Corvette to be a melding of modern-European performance and classic American styling makes for a very promising next generation vehicle, and the sort of thing that could really bring a lot of excitement back in to a fading market.
Another area of the Corvette that is certain to get a large overhaul is the vehicle's interior, and this is long overdue. Ed Welburn, GM's Global Design Chief, has publicly called the current Corvette interior a "disappointment", and has stated that he will personally be overseeing the design and production of the C7 interior, and has promised that the new interior will be "world class". This change alone, if the promise is delivered upon, is enough to generate more buzz in the vehicle, as one of the major knocks on the current Corvette within media outlets has been the interior.
All of this speculation (because, let's face it, until we get this information straight from the horse's mouth is little more than that) is at least backed up, in some ways, by the public knowledge that GM has just made a $131million investment in their Bowling Green, Kentucky plant--the longtime home of the Corvette--in preparation for the C7's production. That sort of money, and GM's history of using their flagship sports car for the application of innovative new technologies, definitely provides a lot of promise for the vehicle. No matter what Chevrolet ends up doing, they've got one thing on their side: they're making a Corvette, and when it comes to the respect and excitement a vehicle name and badge can generate, the Corvette is unparalleled.