I really like what you guys have done with your Z06, and it got me thinking. It’s obviously a great handling car and has a ton of power (just like the new Z06) and GM felt it was necessary to utilize a dry-sump oiling system because of the incredible g-forces that the ’Vette could produce in stock form.
Does your Z06 need a dry-sump system? When do you know you need a dry-sump oiling system? Is it based entirely on g-forces? What kits are available and how hard are they to install? Also, how do you choose the right one?
Autocross is blowing up right now, and it’s only getting more popular. With new technology coming out all the time it’s getting easier for people to build some real autocross monsters, and some people might not realize the beastly suspension they just installed might starve the motor for oil through the corners. I would love to hear your input. You have a great magazine.
Jason, those are very interesting questions—enough so that we’re going to probe into this further for an upcoming tech piece. As for our Z06, a dry-sump system is something we’ve considered, however with our intercooler tank near where most dry-sump tanks are installed, it would require some creative thinking to make it all fit. I can tell you that we’ve consistently pulled over 1 g through left and right corners with little issues, but that doesn’t mean everything is alright.
How it works
I would like to thank you for the How It Works series. The April ’11 issue on camshafts was the best so far. For the most part I have understood what the numbers on the specs meant, but while I was reading the article a lightbulb went on, and it all began to make sense when it came to LSAs and cam deflections. Thank you and keep up the good work.
It’s always great to hear when a story can help clarify things. A lot of our topics are picked based on reader submissions, and more often than not, we learn quite a bit from interacting with the pros in our industry. Thanks for writing in with your feedback!
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TransmissionQuest Division From AAEQ
AAEQ Manufacturers and Recyclers formed TransmissionQuest, a new division of the company focused on supplying a full line of transmission hard parts. TransmissionQuest will offer a full line of thoroughly inspected transmission hard parts and will include many other hard-to-find, late-model transmissions. In addition, TransmissionQuest provides heavy-duty coverage with a complete line of Allison automatic transmission cores and hard parts. For a full line of products, visit www.transmissionquest.com.
Meet Jeanna Daeseleer out of Valencia, California, and her four-door ’68 Chevelle. If the name sounds familiar, that’s because her father, Matt, had his ’70 Chevelle on our February ’10 cover. Since then Matt’s been keeping us posted on their latest project. Powering Jeanna’s street machine is a small-block 350 ci with a B&M 174 supercharger, while the remainder of the drivetrain consists of a Turbo 350 transmission and a 10-bolt rearend with 3.73:1 cogs. The father-and-daughter duo are getting ready for the ’68’s maiden voyage down the quarter-mile and are shooting for high 12s!
Stainless Works Fights Multiple Sclerosis Through Auto and Aviation
Whether you are into cars, helicopters, or just great food and music, there’s something for everyone at this year’s Auburn Auto & Aviation Benefit Show. Created out of a love for fast cars and high-flying aircraft, the event features hundreds of vintage and late-model vehicles, as well as a variety of aftermarket prizes and giveaways. All proceeds from the day will benefit the National MS Society to help continue their fight against multiple sclerosis.
“It’s great to get together with fellow enthusiasts and share in our passion,” says Stainless Works’ President Ron Fuller, “and it makes the day even better knowing that the proceeds are going to such a deserving organization as the National MS Society.”
The Second Annual Auburn Auto & Aviation Benefit takes place from 10 a.m. to 3 p.m. on Saturday, July 23 at Stainless Works’ main facility, located at 9899 E. Washington Street, Chagrin Falls, Ohio 44023. Share your passion for cars, aviation, music, and food, while helping create a world free of MS by attending.
For additional information regarding the Auburn Auto & Aviation Benefit Show, call Stainless Works directly at 800.878.3635 or visit them online at www.stainlessworks.net.
It’s not only scary fast on its feet, spinning its rear P315s in Third gear from a roll, but it also nets nearly 20 mpg in the process. The exhaust tone is difficult to describe. It bellows more NASCAR than modified street car; heads turn. On a dragstrip in Phoenix another driver was greeted with consisted low, 12-second passes, and with a good set of slicks, it would have kissed high 11s no problem.
It’s not everyday we get the opportunity to drive late-model GM vehicles. So, when a buddy literally tosses you the keys to one you put your life on hold and jump for it. The last couple of weeks I’ve been lucky enough to garage and drive a ’10 Camaro. It’s got to be the most incredible car I think I’ve ever driven.
With 800 hp on tap and nearly 700 hp to the rear tires, it’s easy to begin and realize this is not just a modified ’10 SS Camaro, but a rabid animal with a short leash. I’m terrified of even giving it full throttle between streetlights in First gear. And no, I’m not exaggerating when I say it gives me chills every time I insert the key, prime the fuel pump, and fire the engine. This isn’t the delicate sort of street machine either. This particular ’10 Camaro is a rough and rugged road race-ready version with a list of aftermarket components that would make any Ford or Mopar owner green with envy. It’s powered by a stroked, 416ci LS3 with forged internals and plugged with a 2300 Magnuson Supercharger. If that blower sounds familiar, it’s because the same version is used on the LS9-powered ZR1 and our ’02 Corvette Z06 project car owned by Henry D. The measly 9 psi of boost it makes sounds benign, but it’s totally the opposite and you feel each building pound of boost as your vision begins to blur.
Not only will this Camaro hang with high-dollar foreign exotics on open track days, but it’ll cruise right along with any commuter car; making whichever lane of the freeway feel like home. The version I’m driving is plush, too, with leather and a speaker system that crashes like a custom unit. This Camaro is the perfect car. It handles, goes, stops, and looks the part. Right now, I’m just trying to scheme my way into extending its stay. I’m going to be heartbroken, lost, and depressed when I finally have to give up the keys.