Chevrolet Announces 2013 Corvette 427
Chevrolet Corvette 427 Convertible Collector's Edition
Chevrolet is unveiling a special edition 427 Corvette Convertible Collector Edition vehicle to celebrate the vehicle's 60th Anniversary
The C6 Corvette will soon see its hallowed production run come to an end, but not without a little excitement and fanfare first. 2013 will see Chevrolet release two special Collector's Edition Corvette models as a means of celebrating both the 60th year of production for the trademark vehicle, and also the final year of the C6. The first of these special editions will be the 60th Anniversary Corvette, but it's the second that's more exciting: the 427 Convertible, which will be the fastest Convertible Corvette ever produced.
"The 2013 model year will be historic for Corvette, marking its 60th Anniversary and the final year for the current ‘C6’ generation," said Chris Perry, who is the acting vice president of Global Marketing and Strategy for Chevrolet. Perry then continued, "We couldn’t think of a more fitting way to celebrate these milestones than bringing back one of the most-coveted combinations in the brand’s history – the Corvette convertible and a 427 cubic-inch engine."
60 Years of Automotive History - The 2013 427 Corvette Convertible celebrates everything the Corvette has achieved over the last 60 years.
That's right, those math proficient readers out there, 427 means 7.0L. That means that in 2013 we'll see a Corvette Convertible outfitted with the 7.0L LS7 Corvette Z06 engine rated at 505HP and 470 lb.-ft. of torque. This engine, in conjunction with other cues taken from the Z06 and Corvette ZR1 will combine to make the 427 Convertible the quickest and most impressive Corvette convertible ever produced.
The LS7 power plant at the heart of the new 427 Convertible isn't the only thing to set this special edition Corvette apart, either. The 427 Corvette Convertible--which, like the Z06 will only be available in six-speed manual transmission--features a number of other components to help make it a true performance masterpiece. The 427 Convertible utilizes the driveline and rear-axle from the Z06 Corvette for a more optimized driving experience than the base C6 Convertible. In addition to this Z06 driveline, the 427 Convertible will also utilize a rear-mounted battery as the Z06 does for improved weight distribution, as well as Chevrolet's highly respected Magnetic Selective Ride Control Suspension--a system that's rather revolutionary in its construction and function. The 19 and 20 inch front and rear offset wheels will be of the lightweight, machine-face Cup variety seen on the PDE Performance packages of the 2012 Z06 and ZR1, and will wrapped in the much lauded Michelin PS2 Tires of Corvette ZR1 fame.
The 427 Corvette is the fastest Convertible Corvette ever produced, and rivals the world's fastest convertibles in every facet.
To better improve performance, and offset the added weight of the Convertible, the 427 Corvette Convertible will also feature a great deal of carbon fiber. Each piece is dry carbon fiber that's vacuum formed, just as Chevrolet has utilized on the Z06 Carbon special edition and ZR1. Up front, the "CFZ" Carbon Fiber front splitter is optional, and the 2011 Z06 Carbon raised Carbon Fiber hood is standard. The side-skirt/rocker panels, also of the "CFZ" Carbon Fiber variety, are optional down the side, but the special edition Carbon Fiber Z06-Style fenders and Carbon Fiber floor panels are standard on the vehicle. With all optional equipment, this special edition 427 will certainly save a great deal of unnecessary weight, and feature a much improved--and very performance minded--boost to aerodynamics, and drag and downforce numbers.
In fact, fully outfitted, the final curb weight of the 2013 427 Corvette Convertible will be 3,355 pounds. This curb weight, when coupled with the 505 HP LS7 Engine underneath the raised carbon fiber Corvette hood, will result in a power to weight ratio of 6.64. This ratio--which is ultimately the most important stat in considering performance potential, since it utilizes raw HP numbers and also accounts for vehicle weight--puts the 427 Corvette Convertible above such other super cars as the: Porsche 911 Turbo S Cabriolet (6.90 p:w ratio), Audi R8 RSI Spyder (7.58), and Ferrari California Convertible (8.31), among many many other road-shredding convertible monsters.
Once you've seen this vehicle in all of its beauty and understand everything that it's capable of, it's easy to see how this car is truly the product of 60 years of Corvette progress.
The expectations for performance from this vehicle are amazing, too. The official 0-60 numbers are expected to clock in sub 3.9 seconds, with a top speed in excess of 190mph and expected quarter-mile time below 12 seconds. All of this combines to make the 427 among the world's fastest convertibles, in any automotive price class or category.
Like other Corvettes, various amenities will be available for the 427 Corvette based on the trim line selected. The 427 will be available in 2LT, 3LT, and 4LT configurations--and price will be adjusted accordingly, you can rest assured. Each 427 Convertible Corvette will also be marked with a unique VIN number sequence to verify its place as a true collectible automobile, now and in to the future, just as the ZR1 Corvettes are.
And if you want to make your 427 Convertible a truly unique collectible, you can elect to order it in the special edition 60th Anniversary Package trim. This package will actually be available on all Corvettes produced in 2013, and will feature Arctic White exterior with a Blue Diamond leather-wrapped interior with suede accents (the Convertible Corvettes purchased with this package will also be outfitted with matching blue convertible tops).
In addition to the custom paint job and interior, the 60th Anniversary Package will feature a few other goodies. Chief amongst them is the much envied ZR1 style rear spoiler. In addition to this spoiler, the 60th Anniversary package will also feature: special 60th Anniversary Corvette badging, gray-painted brake calipers, and the “60th” Anniversary Corvette logo emblazoned on the wheel center caps, and embroidered on the steering wheel and seat headrests. An optional blue striping package will be available for this who wish to have it, and will be identifiable by the full-length Pearl Silver Blue racing stripes, and (this is the real exciting one, I think), tonally-matching stripes stitched in to the Corvette Convertible top that extend the racing stripe graphic over the top of the Convertible as well. A custom stitched, racing stripe top on a 427 Corvette--how cool does that sound?
Of course, to mark the Anniversary and celebrate the life of the beloved C6, all 2013 Corvettes will feature 60th Anniversary badges on the fascias and the “waterfall” panel on convertible models, as well as 60th logos in the instrument panel gauge cluster and on the door sill plates. If you want one of these special 60th Anniversary Edition 427 Corvette Convertibles, be sure to attend the Barrett-Jackson Scottsdale Auction, where Chevrolet will auction off the very first one produced (with much sought-after matching VIN number) and will donate the proceeds of to AARP's Drive to End Hunger. That's right, you can buy yourself the coolest Corvette to hit the road and help out those in need at the same! If this sounds like something you might be interested in, be sure to check out the January 21st auction.
(Click the gallery images below for full, background-sized Corvette images)
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- 60 Years of Automotive History – The 2013 427 Corvette Convertible celebrates everything the Corvette has achieved over the last 60 years.
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- The 427 Corvette is the fastest Convertible Corvette ever produced, and rivals the world’s fastest convertibles in every facet.
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- Once you’ve seen this vehicle in all of its beauty and understand everything that it’s capable of, it’s easy to see how this car is truly the product of 60 years of Corvette progress.
2012 Corvette Has Two New Catalytic Converters
2012 C6 Corvette Sports Four Cats Instead of Two
EPA Requirements force Chevrolet to add a second set of catalytic converters to the mid-pipes of the 2012 Corvette
If you were to look under the new 2012 Corvette you might be a little surprised at the exhaust design. The C6 Corvette has, since its release, featured two large catalytic converters on the down-pipes, but in 2012 that had to change due to the increasing stringency of EPA regulations. This has resulted in the installation of a second set of catalytic converters on the stock exhaust's mid-pipe.
Here you can see the new set of cats installed on the 2012 Corvette.
Thankfully, for us Corvette fanatics, these extra environmental helping catalytic converters will not result in a decrease in engine power output, and no drops in HP or Torque numbers will be seen. The extra weight of the cats will be minimal, also, and there shouldn't be any reason to expect the 2012 Corvette's performance to drop down from 2011 at all. Less thankfully, this does mean that aftermarket exhaust systems that were functional for the 2011 may not be functional on the 2012--at least, not road legally.
However, not thankfully, this exhaust change has resulted in some issues in aftermarket exhaust fitment. Already Akrapovic, who are one of the world's leading and finest exhaust system manufacturers, has stated that their cat-back systems for the C6 will not install on the 2012 Corvette, and that their axle-back systems, known as the slip-on system style, has issues with fitment as well. Thankfully, being the consummate professionals that they are, Akrapovic is producing a solution to this issue. However, this news also means that similar catbacks from other companies may have fitment issues on the 2012 Corvette.
The change in pipe lengths which were necessary to accomodate the new set of catalytic converters on the 2012 Corvette has resulted in fitment issues with aftermarket exhaust systems designed for older C6 Corvette models.
So, be aware of the changes to the Corvette stock exhaust between the 2011 and 2012 models and be sure to check with the manufacturer or your retailer when purchasing an exhaust for your Corvette.
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.
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!
Youtube Greatness Unearthed (again)
I'm sure many of you frequent the virtual domiciles that many of us have come to love known as the forums, but I found this video at Corvette Blogger, and decided it put such a smile on my face it was worth a look-see for the masses as well. This video circulated the forums for a while and was appreciated for what it was, and still should be quite a treat for those who have never seen it.
There is a certain unadulterated draw to loud fast cars that some of us possess much in the same way that a 4 year old possesses excitement for Christmas around the month of December. Seeing how we are adults, we don't have to wait 11 months for the excitement to build, we can usually go out and find what we desire with a fair amount of ease, but then—once in a blue moon, the excitement falls into our laps. The lucky duo in this video happens to be behind a ZR1, with the claimed addition of Kooks headers and a Bassani exhaust in the description. The lucky pair seems to spark a bit of showmanship from the driver of the ZR1.
DISCLAIMER: TURN IT UP. Somewhere around the 0:35 second mark, if there are any small children in the room, they might be asked to leave if noise is a concern, also there is some coarse language at the end of the video that basically sums up what you were thinking anyway, but might not be suitable for all audiences. Enjoy.
We know. Utterly ridiculous, but at the same time, isn't there a $&!% eating grin on your face? It's hard not to after not only hearing the ZR1 and its LS9 completely stomp some pavement out, but the amateur director's reaction is pretty priceless too (and he wasn't even in the car!). We hope you enjoyed it as much as we did. This is the original posters comments about the video:
I was driving behind this Corvette Zr1, with Bassani and kooks headers, through my city in Michigan. After a couple miles, the driver must have noticed us filming his car because, he then floors the loud peddle and launches, full throttle down a hill, moving at some incredible speeds. This is the most amazing noise I have ever heard, the loudest Corvette I have ever heard, and also one of the most amazing/ beautiful cars I have ever seen. And yes, I scream out of shock when the car accelerates, its kind of funny but its pretty much a fail!
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.
Tweel
To reinvent the wheel is something most of us can't fathom doing. Brian Russell of Colorado (and founder of the company Britek), and one of the biggest names in the tire world—Michelin—seem to be in a competition to see who can come out with the best reinvention… first. Imagine a world where tires couldn't go flat- a world where you could run over a patch of nails and not bat an eye. What if this same tire could give you better gas mileage, better handling, and last five times as long as a traditional tire. Now imagine military vehicles that had wheels and tires that were almost impervious to explosions from land mines and IED's, while simultaneously directing blasts outward instead of upward into the cabin. The world is in a new and exciting time right now for the automotive industry and the innovations that are coming out of it. Just like when Clark Foam closed its doors and shocked the surfing world—the world's supply of oil is dwindling—and the days of innovation are upon us. Change is never easy, and usually happens with much groaning and a fair amount of trial and error. But through the tempering furnaces of innovation come such unique inventions as quad fin parabolic balsa stringers, carbon fiber double concave swallow tails and big gun FRP glassed-ins with 50/50 rails on quad channel boards. The aforementioned mumbo jumbo are each things that no one tried before Clark Foam closed its doors, and with the pressure of the looming end of dinosaur blood, companies like Chevy, Toyota, and Honda (as well as a hundred smaller independent companies) are dumping millions of dollars into alternative fuel designs and new technology that would have otherwise never been funded. The catch is there are almost 208,000,000 cars on the road in just the United States alone. That leaves a lot of people who aren't going to trade in their perfectly normally working cars for a brand new car payment. So, this existing market leaves an area that desperately needs attention and fuel saving/ increased efficiency measures taken and introduced.
Enter the Tweel by Michelin and the Energy Return Wheel (or ERW) by Britek.
What these companies have done is create a platform that applies to every car. An airless tire that not only does all of the above mentioned ideas, but then some. A large part of Britek's goal by developing this new technology is to reduce our dependency on foreign oil. By making a wheel more efficient, the platform it utilizes becomes more efficient. This means that the modern cars that aren't equipped with the newest technology, or the latest biodiesel conversion, or even the most efficient fuel injected system around. Just think about how many cars from the 80's and 90's are still on the road. Now think about how far technology has come since then. Now imagine all of those cars getting somewhere between 20% and 37% better gas mileage. That means a 20%- 37% drop in oil consumption—not exactly a small chunk.
To put that into numbers, the current cost of WTI Crude Oil as of today is $99.34 a barrel, and Brent Crude Oil is $113.76 a barrel. The US consumes somewhere in the neighborhood of 7 billion barrels of crude oil per year (based on 6.9B barrels in 2009, and 6.85B barrels in 2008, source: U.S. Energy Information Administration). This means that $695,380,000,000. That's a hefty chunk of change, and one hell of an expensive habit we have. Out of those 7 billion barrels, roughly 53% (source) or $368,551,400,000, were from foreign sources. If we could reduce our consumption by even 15% with better fuel economy we could reduce our foreign dependency by almost $55,282,710,000. That's a big difference, and a huge amount of money. Now, these are just estimates, but if every car in America was equipped with tires that gave them 20% (or more) better fuel economy—that would be an enormous impact on our crude oil consumption. This is the driving force behind the ERW from Britek. Their goal of reducing our dependency on foreign oil, while improving gas mileage for the consumer, and simultaneously transforming tires into safer, better handling properties of our cars seems like an enormous step forward.
Michelin is the next biggest contender for the airless tire; their innovative approach is called the Tweel, a combination of the words tire and wheel. This creative design uses polyurethane inner spokes to support a tire on the outside using the spokes to flex to mimic the properties of a pneumatic tire. The Tweel is already in use in smaller skid-steer applications and has proven to be extremely durable and is currently in testing for the military and other high stress vehicle applications. The upside of the airless tire from both manufacturers is the obvious elimination of flat tires, however—in certain scenarios, this might be an issue- such as police and military checkpoints in which spike strips are utilized. The design of both of these tires renders them impervious to puncture- even from such forces as 250 grams of TNT. The only issue that Michelin seems to be encountering, that the Britek wheel/tire has solved is vibration at high speeds. Both designs are simply engineered, yet complex in their ability to function. Right now, the ERW has patents in the US, Japan and China; and Michelin has already begun to implement their technology small scale for testing, but no word on full-scale production can be found.
The surprising fact about all of this is both of these technologies have been out for well over five years now, and we have yet to see the actual implementation of these on the road. So now, after building you up with so much enthusiasm, I have to admit, that I'm skeptical that either of these companies will succeed in their quests for a mass produced airless tire. The Britek website seems to have been all but forgotten. The last update for their forums by an administrator was over two and a half years ago and they don't seem to exist anywhere else on the internet. The company seems to have fallen off the face of the planet and so does interest in their product. This, at a time when the U.S. is so seriously in need of a new technology for our extreme oil addiction, seems to have been lost. Perhaps the recession hit the company hard? Or perhaps the larger tire manufacturers bought out the technology? Maybe it was a combination of lack of interest and a hard pressed market that drove them underground, but whatever the reason, neither manufacturer seems to have been particularly focused on bringing this technology back to the front of the line.
Another interesting conundrum could be the simple issue of trying to sell technology like this to potential investors. The market has been established with the use of conventional pneumatic tires for almost a century now, and the altering of thinking is always hard to do. The wheels of change move very slowly, (no pun intended) and getting the enormous automobile market- an industry that pulls over $4 billion a year according to SEMA, is surely no easy feat.
Videos on both:
Chevrolet to Assemble LS9 Live at SEMA
If you're going to SEMA this year, you're in for quiet a treat. Ok, so, that's an obvious statement, because you'll be at SEMA, but Chevrolet will be doing especially cool. At their Chevrolet booth, to try and keep attention and crowds up, they will have a team of mechanics and engineers there assembling, from scratch, a LS9 engine--you know, the monster under the hood in the Corvette ZR1. Since Chevy began offering their build your own LS9 program, a lot of interesting videos and press has come out concerning the program. This latest push towards that same promotional direction, is a great one too.
SEMA has quickly become one of the world's premiere car conventions, and now draws major interest from every major manufacturer (both of vehicles and of vehicle modifications). At SEMA, you're certain to see a near limitless number of beautiful cars from all corners of the globe, but there exist few vehicles on Earth that compete with the Corvette ZR1, which is what makes this display so cool. The LS9 is an absolute marvel of modern automotive engineering. It is fairly basic, really, as it's built on a long-tradition of Chevy small-block V8s and hasn't changed much of the over-all function or design in a long time, but it's the vast minor improvements made over the year that make the LS9 such an incredible beast. So, if you're at SEMA this year, be sure to stop by the Chevrolet booth and check out the ZR1 powering LS9 production display--and ask questions while you're there, too! The mechanic and engineer crew is there not just to build, but also to answer questions for the people attending!
