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Old 11-28-2006, 03:57 PM   #1
sebrock
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After almost a year - my C5 RS







Iíve been an absolute car nut all of my life. I love cars; itís a disease. If you love cars as much as I do, you know exactly what Iím talking about. It all started, innocently enough when my already modified 2000 C5 Corvetteís engine went kaput and the car deemed worthless. I had several options, I could have bought a C6 Z06; I could have done what my car friends said was the rationale thing and buy a 911 GT3, or bought an E63 AMG and called it a day. Instead went the dumb route and decided to resurrect the Vette and somehow along the way I decided that I wanted the equivalent of a street legal Speed World Challenge car. Yes it would be loud and uncomfortable, probably impossible to drive in traffic, but it would 150% kick ass. I would have the ability to pass the 90 year olds in their Buicks faster than any car on the street; take that grandpa. In all seriousness, I wanted the equivalent of a 911 GT3 RS, a car that could easily be driven to a high performance driving event; kick ass on the track; drive back home, then change the brake pads and fluids and call it a day. So thatís what we planned out and that is what we ultimately built. What ensued over the past 9 months was a lot of learning and a very questionable investment (hmmmÖ idiot car fan learned very quickly that every component is inter-related and that building a well balanced car takes time, parts and experimentation thus making it an expensive and timely ordeal). In the end it was well worth it and I am left with an absolute kick ass car that I love to drive. The work was all done at Tonyís Corvette Shop in Gaithersburg Maryland. I cannot say enough about how great the guys at Tonyís were during the whole build. It was a very interactive process, with me researching and ordering a lot of the parts and something I canít wait to repeat again (for the Jalopnik folks, I will build the Enzomino one day and dedicate it you guys). If you are going to heavily modify a car, you really need a good shop (and for neurotic, over-involved persons like myself, a good interactive process) Ė You need a shop with a wide range of expertise and the ability to want to learn to do different things and do it right - I found just that at Tonyís and I say ďThank you for my kick ass Ferrari eating, 997 Turbo slaying, AMG dusting rideĒ.






Since the engine was a goner, I had a few choices to make. Maybe bore and repair the existent block or possibly buy a crate engine ala Calloway or Lingenfelter. Instead we decided to go the complicated route and build the engine ourselves from a 7.0L C5R racing block from GM Performance Parts, as a lot of you already know, this is same block used on the C5R ALMS cars. We used top of the line internals including a Callies bottom end, Diamond Pistons, Titanium connecting rods, a custom ZL71 ground cam shaft. We even pinned down the harmonic balancer. This engine was carefully hand assembled, blue printed and balanced and resulted in an engine that is very light, yet strong and extremely durable. After a brief 300 mile brake in the engine was making 517 RWHP/517 RWTQ (as a baseline, on our dyno, a stock C6 Z06 has between 430-440 RWHP). Because the engine and drive train are brand new, we think that drive train loss is at 20% and expect the car to make 650hp at the flywheel once broken in. Because a big engine needs proper inhaling and exhaling, we went with a Callaway Honker ram air filter system, a FAST 90mm throttle body and a Fast 90mm intake manifold. For the exhaust we started with Melrose 1 7/8 inch jet coated headers, to Random Tech high flow catalytic converters out to quad Borla Stingers. As you can imagine the car sounds like an angry gorilla (I actually canít tell you what it sounds like because Iím def from the noise the car makes). I wont kid anyone, the car is loud both inside and out; but thatís how we like to roll. Because we knew the engine would create an ungodly amount of torque, we figured we needed a proper transmission. We went with a Rockland Standard Gears Tranzilla transmission with an Exidy double plated ceramic clutch matted to a Hurst short throw shifter. The clutch is instant on and has very little play or room for feathering. However, once you loose your intimidation and learn how to properly use it Ė this racing clutch is precise and buttery smooth. The more you abuse it and heat up the ceramic discs, the better it works. Since we had previously upgraded to a hand built and reinforced 3.90 rear end with hardened inside mounts and output shafts, we stuck with that. The Tranzilla (same tranny used in WC cars) with it's 2.23 close ratio gears and the 3.90 differential makes a lethal combination and makes it very easy to keep the car in its power band in almost any gear.




Because we would have a pretty radical drive train we would need brakes to stop it. Here I went a little nuts and decided to go with something not a lot of people have, a set of lightweight ceramic coated titanium rotors and the matching calipers from Red Devil Brakes. The company is known for making ceramic rotors and calipers for Bush, Sprint, and Midget cars. They offered a very well engineered, yet very expensive set of brakes and rotors specifically designed for the C5. For those of you that donít know, a proper braking system takes into account the weight and power of the car, and then uses rotor size and material, caliper quantity and piston size, as well as pad compound to maximize stopping power. It is always better to go with an engineered system that to just piece meal it Ė this is StopTechís mantra and that is why they make some of the best brakes out there. As a matter of fact, until the build was completed and I actually tried the brakes, I often questioned whether I should have gone with an almost equally expensive set of StopTechs. This is because the brake installation was not so easy, first we did not have the proper specifications to mount the rotors properly; after we figured that out, we got the wrong pads. When we thought the install was complete and our problems resolved, we saw that the front stainless steel lines kept on getting clipped by the upper control arm. We could we not get the proper solution from the manufacturer and searched madly for someone to fabricate some fittings for us; this seems very minor but it was actually a really big problem. Luckily ATI Performance Engineering saved the day and hooked us up with the same fittings they use in their own racecars. I have to say that the fittings were readily available and there is no excuse for the manufacturer not to offer this. In then end, however, the result is pretty darn impressive and well worth the aggravation. These brakes rock and have absolutely no fade, even under harsh braking conditions. Much like the clutch; once they heat up they grip like mad. In order to even further enhance braking performance, we significantly increased air circulation to the front rotors by installing a set of Lou Gillotiís (LGM) spindles with Doug Rippieís (DRM) ducts (the same system used in Speed World Challenge cars). With this set-up air goes straight to the rotor to get the heat out quickly; an absolute must with the dissipation and conduction characteristics of ceramic coated titanium (BTW, I think these spindle/ducts are probably the best mod anyone can do on their Corvette and the difference in performance is amazing, even with the stock brakes). Because the brake package came with a much larger master cylinder and because of the steel lines, the brakes have an amazing feel with phenomenal modulation. Once the brakes heat up the stopping performance is insane Ė consistent and repeatable all day long. The ceramic coating keep the rotor from gassing and therefore there is no need for drilled holes. The ceramic coating can last 30,000-50,000 miles of driving depending, of course, on aggressiveness. Because they are titanium, the rotors are extremely strong and durable (no warping). Another advantage is that the whole system is super light (the front rotor alone weighs only 10 lbs, 10lbs is very very light for a rotor) and the reduction in un-sprung weight has an amazing effect on both suspension response and torque delivery to the rear wheels. I do wish I had gotten them slotted in order to keep the pads cleaner but if the brakes are bedded properly itís not much of an issue. (I will send them in to get slotted once the rotors get sent back for recoating)





I knew we would be able to go fast and stop even faster, but what would be the point if you canít get the power to the ground. Even more so, what would be the point if you canít get the car around a road or track quickly, consistently and reliably (you can tell that I am not a straight line kind of guy). If one was going to do one modification only to their car this is it. While it is probably the most important performance system in a car, it is least known about and most misunderstood. I thought long and hard about what to use. I really liked some of the coil-over packages out there but there were no shops in my area that could mount and set the shocks and spring rates properly (I think that there are only 5-6 shops in the country that can do this correctly for Corvettes, PFADT, LGM, DRM, a few more but thatís it). Because of this, we decided to stick with a traverse spring set-up. While I admit that the system is a bit antiquated, it is still very effective. As a matter of fact this yearís T1 championship (stock showroom racing) was won by a Z06 vette with this same type of set-up. We went with a package from Vette Brake Products. This included their Xtreme composite front and rear spring and a set of very thick sway bars with adjustable end links. We also went with a set of adjustable HAL QA1 shocks as well as poly bushings and mounts all around. We added a Baer bump steer kit by removing the front spring and shocks and lowering the suspension as low as it could. This would ensure that the wheels would stay on camber when the suspension is bottomed out. We also went with heavy-duty tie/toe rod ends on the rear to keep alignment there as well. We used Kevlar boots over the bearings on the lower control arms in order to protect them from the heat generated by the brakes. We moved the battery to the rear in order to shift more weight over the rear axle and also added a ceramic-coated tunnel plate to add rigidity to the middle of the frame. As if the car wasnít stiff enough, we added a PFADT 5 point roll cage. After much inquiring we decided to set the ride height with the control arms parallel to the ground. This appears to be the best geometry for these cars. This is lower than stock but not super low like you sometimes see. Interestingly enough, after the break-in ride, the suspension settled and the car was lower by an inch all around. If anyone out there is doing bushings or springs, set your car higher to allow for the drop. Itís all fun and games until your tire rubs against the wheel well at high speeds.


Ok, so now we go and stop fast and handle well. But to do it repeatedly you need to keep the car from getting too hot; I donít mean engine, I mean all around Ė brakes, fluids, bushings Ė heat bad, heat very very bad. So of course we went with coolers up the wazoo. We used a much larger than stock Ron Davis radiator with integrated oil cooler, a GM steering fluid cooler, and two electric motor driven rear differential and transmission coolers sitting behind and added set of rear Z06 brake ducts (we had to fabricate the brackets to hold the cooler and motor in place and this was another royal pain in the ass). We also added a DuMans vented hood to help keep the engine bay cooler. Since the hood also creates down force by channeling air from underneath the car, we decided to counter the effect in the rear by adding a G2 rear spoiler from LGM. Here I learned that most of us know nothing about aerodynamics and most ground effects negatively affect performance. For example a lot of the front spoilers you see on C5ís actually decrease airflow to the engine and can cause temps to rise. The only way to throw an effective front spoiler on a C5 is to convert the car from a bottom to a front breather. Iíll also mention that aerodynamically speaking a larger front spoiler is useless unless you are committed to adding a full wing in the rear. Since we did not want to install a full wing or perform a front breathing conversion we stuck with just the hood and spoiler. These subtle changes do help and the car feels more planted at higher speeds. Because we also wanted to keep the engine pressurized under hard braking and cornering, we installed the Canton Accusump system from Livermore Performance. The system is mounted behind the driverís side front quarter panel. While not necessary, it is best when all of these components use steel hoses and are all securely bracketed and fastened.

To cap off the project we needed some fancy running shoes and we went with a Fikse Profil 13 wheel with Michellin Pilot Sport II tires (275 18 35 in the front and 305 19 30 in the rear). We went with these rims not only because theyíre bling but because theyíre light and we are all for reducing un-sprung and rotating weight, especially when it looks cool. I decided not to tub the rear as the 275/305 combination along with the suspension set up is good enough for some serious grip. Oh yeah, we also installed LIDAR jammers in the front, just because.




Engine, Transmission, Exhausts and Coolers

7.0L C5R based engine
Callaway Honker Air Ram System
Fast 90/90 throttle body and intake manifold
Melrose 1/7/8Ē jet coated headers
Random Technology high flow catalytic converter
Borla Stinger Quad
Hurst short throw shifter
Exidy double plated ceramic clutch and lightweight flywheel
RSG Tranzilla (2.23)
Reinforced 3.90 rear
Canton Accusump Systems
160 deg. stat.
Ron Davis radiator with integrated oil cooler
DRM rear differential cooler
DRM transmission cooler
GM steering fluid cooler
Steel lines everywhere

Suspension

Vette Brake Products front (32mm) and rear (24mm) sway bars
Vette Brake Products adjustable sway bar links
Vette Brake Products Xtreme front and rear springs (960lbs front, 762lbs rear)
Hal QA1 double adjustable front shocks (set at 8,8)
Hal QA1 single adjustable rear shocks (set at 7)
Polyurethane bushings and mounts
Kevlar boots for lower control arm bushings
Baer bump steer kit (front)
Heavy-duty tie/toe rod ends (rear)
LAPD ceramic-coated tunnel plate
PFADT 5-point roll cage/chassis stiffener

Brakes

Front Red Devil 6 Piston Billet Aluminum Calipers with Titanium Domes
Rear Red Devil 4 Piston Billet Aluminum Calipers with Titanium Domes
Titanium Ceramic coated rotors
Stainless steel brake lines
Red Devil large bore/high capacity master cylinder
DRM/LGM brake ducting
Z06 rear brake ducts

Exterior/Interior

Fikse Profil 13 18x10, 19x11
Michelin Pilot Sport II tires, 275 18 35 (f) 305 19 30 (r)
Spectre Werks C5R lights
DuMans multi-ported hood
LGM G2 rear spoiler
Corbeau Forza II seats
Crow 6 point harness with cam lock

Electronics and other

Blinder Extreme M20 LIDAR jammer
Valentine1 Radar detector
Escort G2 G-Timer PRO
Raptor mini shift light
Lingenfelter rear battery kit

Last edited by sebrock; 01-10-2007 at 07:10 PM.
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Old 11-28-2006, 04:07 PM   #2
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Holy crap dude! I had to fix myself a sandwich before I could read through this whole thread. Nice ride!
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Old 11-28-2006, 04:17 PM   #3
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Thumbs up!

Damn! That is a serious machine, Excellent write up, enjoy because it looks like all the hard work paid off. I give you
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1999 Torch Red FRC 6 speed, MGW Shifter, C5Z Exhaust, Vararam. 13.10 @ 109

2005-A4 Vararam Intake, and a tune by Jeremy Formato 353RWHP and 354RWTQ
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Old 11-28-2006, 04:33 PM   #4
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That car is outrageous!!! Simply sick! I'm glad you got a Pfadt rollbar in there. I imagine mine will save my life one day. It sure makes the car stiffer!

I love the hood, and your car being so dang "hardcore". I enjoyed the write-up, big thumbs up. Now go hit the track.
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Old 11-28-2006, 04:37 PM   #5
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That car is outrageous!!! Simply sick! I'm glad you got a Pfadt rollbar in there. I imagine mine will save my life one day. It sure makes the car stiffer!

I love the hood, and your car being so dang "hardcore". I enjoyed the write-up, big thumbs up. Now go hit the track.
Unfortunately there is a lot more break-in before the track. I figure next season the car will get put to really good use. Tons of fun on the street too as you scare the crap out of unsuspecting drivers - yes it is that loud.
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Old 11-28-2006, 04:41 PM   #6
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Quote:
Originally Posted by sebrock
Unfortunately there is a lot more break-in before the track. I figure next season the car will get put to really good use. Tons of fun on the street too as you scare the crap out of unsuspecting drivers - yes it is that loud.
I bet the engine screams like the cries of damned souls, and exhales like a volcano.
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Old 11-28-2006, 04:44 PM   #7
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I saw your car sitting outside autobody dimensions a month or two ago when the hood and rear end were getting painted. I drooled over it then and after reading this write up I wish I had taken the time to look at it closer.

That is one amazing beast you built there!
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If a hammer don't fix it; you've got an electrical problem.

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Old 11-28-2006, 04:46 PM   #8
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It's scary

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Originally Posted by Patrick
I bet the engine screams like the cries of damned souls, and exhales like a volcano.
I cant wait to get used to it. Right now the car scares the living crap out of me. after 5000rpm it get frightening; in terms of noise and pull. What is surprising is how smooth the suspension is. I'm sure you know this after spending time with Aaron but there is no subsitute for a properly set up and thought out suspension.
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Old 11-28-2006, 04:56 PM   #9
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Quote:
Originally Posted by sebrock
I cant wait to get used to it. Right now the car scares the living crap out of me. after 5000rpm it get frightening; in terms of noise and pull. What is surprising is how smooth the suspension is. I'm sure you know this after spending time with Aaron but there is no subsitute for a properly set up and thought out suspension.
Because of Aaron Pfadt I have a whole new concept of what a suspension is.

Just because our cars say "Corvette" and have a better suspension than most, doesn't mean it's anywhere near the level it can be at.

And, getting it to that "level" brings the car to a whole new fun factor.

For instance, I was leaving my subdivision with my buddy Dave, I carved a 90 degree hard right at a high speed, right into the inner lane, zero body roll, perfect manners... then straight ahead.

My buddy thought we were absolutely going to die on that turn.

I said, "I bet you didn't think a car could do that!"

He said, "uh... no. No I didn't."

I thought he was going to need CPR.

I wish I had your motor! By the way, ear plugs work great with a loud interior. I used them a lot with my previous exhaust setup. I still have a package in the car.
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Old 11-28-2006, 04:56 PM   #10
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Friggn unbelieveable.
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'75 vert. heated seats,HUD,compass/temp mirror,roll bar hoops, 17" torque thrust wheels.auto to 4spd conversion.7" touch screen. smokinvette.com
Old 11-28-2006, 05:23 PM   #11
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yeah, Autobody did a great job

Quote:
Originally Posted by dalejrnut
I saw your car sitting outside autobody dimensions a month or two ago when the hood and rear end were getting painted. I drooled over it then and after reading this write up I wish I had taken the time to look at it closer.

That is one amazing beast you built there!

Thank you. The hood was one lesson learned. I had no idea how much prep it would take to finish the hood right. If anyone there is looking for aftermarket hoods, make sure you know what you are getting into in terms of fit and finish or you could be very surprised by the total cost of the hood.
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Old 11-28-2006, 06:10 PM   #12
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Bitch'n ride for sure....vids???
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2003 MY Z06

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HallTech Killer Bee Intake w/LS7 MAF - Tuned by Jim Hall
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Old 11-28-2006, 06:19 PM   #13
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Not Yet

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Bitch'n ride for sure....vids???
Just got her back today - we need to do a few tune and suspension tweaks, as well as really break the car in. Hoping to get plenty of NASA TT or HPDE videos next season.

Tomorrow I might do a vid with the engine running though.
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Old 11-28-2006, 07:01 PM   #14
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Sick!!!

Someday my C5 will grow up to be just like that!
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formerly "RedBarchetta"
Old 11-28-2006, 07:14 PM   #15
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Wow, this is truely a super car. It looks awsome too. I like how you still have it very classy looking. You have a great car that has all the bases covered.
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ATI Procharger Twin Intercooled System(Air to Air), Zex Direct Port Nitrous(Activated with a MSD Digital Window Switch and Zex WOT Switch),90mm Fast LSX Intake Manifold,TPIS 90mm Throttle Body,Custom Comp Cam,Ecklers Brand Jet Hot Coated Long Tube Headers w/High Flow Cats,Borla Straight Pipe Rear Exhaust,Custom Computer Tuning By RPM, 58lb Fuel Injectors, Upgraded Fuel System, Hurst Quick Shift Kit,Centerforce Dual Friction Clutch and Fidanza LW Flywheel Sitting on standby,Custom Dual Purge(Snow Machine),lots of other Misc. Zex Components and little things.
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