One would be hard pressed to call Eric Windsor's 1999 Corvette, "pretty." As a matter of fact, that might be the exact opposite effect Eric was going for. The rock chips up front are emphatic proof that not only does Eric truly drive the car, he drives it the way General Motors intended it to be driven; hard. "I've always wanted to compete in the Cannonball Run and One Lap of America. I really wanted to build a car for those events," says Eric when thinking back to his decision to purchase a Corvette. "My dad really got into Corvettes when I was in 5th grade, so naturally I wanted to build a Corvette as my race car. I found the vehicle on Ebay and it was in an impound lot in California. Apparently the seller had a suspended license and really needed the money. $10,000 for the buy-it-now price and it was mine! At the time I was in Iraq with the Army, I bought it during a 2:30AM Skyping session with my dad." Eric told us that he built the car to tear up the track, "the car didn't really need much, it didn't really matter either because I was going to replace everything anyways!"
After returning from Iraq, Eric then turned to John Boos of Boos Performance. He was a buddy of Eric's dad that just happens to be a killer road racer and Corvette builder in his own right. "I had John build it like it was his race car and because he's a perfectionist the end result has been that it's a blast to drive, especially on the road course!" To Eric, the best part of this car is that he can run with some of the gutted racecar big dogs at the track with slicks and still drive the car home with the A/C running cool, putting the cruise control on and rocking out with the stereo blasting. With all aluminum bushings there's no unwanted flex whatsoever in the body, "it just squats and goes!"
Eric went on to tell us about a recent road race event at the local road racing course, Brainerd International Raceway, "the car posted a top 5 time of the day, which is pretty good considering that the other four cars were purpose-built track cars." Eric also lauds the car as having 5.5-pound per horsepower ratio and is a consistent front runner despite having to run street tires required by the Cannonball Run regulations. He can usually be found running the TTU class at NASA's high performance driving events. You could easily say that Eric has caught the road racing bug, starting out in autocross events with a Nissan Sentra SER before building his '99 FRC (or the '87 Corvette race car).
As you can imagine, suspension was one of the first areas that Eric planned to upgrade despite how well the C5 did from the factory. Top-of-the-line Moton Racing triple adjustable coil-overs provide the ultimate dampening control. Meanwhile front and rear sway bars come from Pfadt Racing in the form of their Competition bars. LG drop spindles in the front help the stance look just as menacing as a kick to the teeth.
The body work accents the FRC's attitude with 2-inch wider rear fenders, which afford the massive CCW C10 18x13-inch wheels sporting Michelin PS2 335/30R18 tires. Eric felt the body only needed a lower profile rear spoiler and the car was good to go. The addition of matching matte black 18x11-inch CCW C10 wheels with more Michelin PS2 rubber coming in at 315/30R18 give this car a very wide footprint. Finishing off the stealth look is a set of StopTech 6-piston calipers with 15-inch rotors up front and 4-pistion calipers with similar 15-inch rotors in the rear.
While some diehard corner carvers might stop there, Eric wasn't about to settle for the stock 350-horse LS1. Boos Performance in Zimmerman, Minnesota combined an LS7 block with a 4.125-inch stroke Eagle crank to create 442 cubic-inches displacement. The square motor boasts a baffled C6 T1 "Bat Wing" style oil pan that holds constant oil pressure under serious lateral g-Forces. While Eric won't completely divulge all his engine secrets, he does admit that it uses PRC LS7 heads and a set of American Racing 1-7/8-inch headers with a 3-inch exhaust system-just like any thorough-bred race car--sans mufflers. On a SuperFlow chassis dyno this combination netted 570 horsepower. Necessarily the stock T56 and rear were traded for a C6 ZR1-spec 6060 and Stage IV rear with a Quaiffe differential from RPM Transmissions as well as an RPS twin disc carbon clutch and matching RPS aluminum flywheel. A Hurst shifter makes sure it all plays well together nicely.
The interior is a no-frills zone where it's all business once again. The interior sports a weld-in bar with the obligatory GoPro HD camera for when Eric feels the need to show off on YouTube. The non-sliding Sparco Rev seats with 6-point harnesses and white face gauges are the only rear hint as to what this car has in store for the driver or passenger. While Eric's interior and overall attitude might not fit well with the typical Corvette crowd, obviously readers at GMHTP can relate to a die-hard like him where rock chips are merely battle scars and its not what wax you use, but what tracks you have been to.
|Spec Sheet: Data File|
|Intake Manifold:||FAST LSXR 102mm|
|Heads:||LS7 CNC ported by PRC, 2.20 intake, 1.61 exhaust valves|
|Cam:||Comp Cams hydraulic roller, 248/256-duration, .658/.658-inch lift, 112LSA|
|Rocker arms:||LS7 1.8 ratio, Comp Cams trunion|
|Rods:||Callies Comp Star H-beam|
|Throttle body:||Nick Williams 102mm|
|Fuel injectors:||55 lb/hr|
|Fuel pump:||Walbro 255lph|
|Engine management:||Stock, tuned by Boos Performance|
|Exhaust system:||American Racing 1-7/8-inch long-tube headers, 3-inch X-pipe|
|Transmission:||TR6060, built by RPM Transmissions|
|Clutch:||RPS twin disc Carbon-lite|
|Front suspension:||Moton Racing coil-overs, LG spindles, Pfadt spherical mono-ball bushings, Pfadt Competition sway bar|
|Rear suspension:||Moton Racing coil-overs, Pfadt Competition sway bar|
|Rear end:||RPM Stage IV, 3.42 gear, Quaiffe diff|
|Brakes:||StopTech 6-piston, 15-inch front; 4-piston, 15-inch rear|
|Wheels:||CCW C10 Wheels 18x11 front, 18x13 rear|
|Front tires:||Michelin Pilot Sport 2 315/30R18|
|Rear tires:||Michelin Pilot Sport 2 335/30R18|
|Fuel:||Mixed 110 & 92 (est. 100-octane)|