Page 2; Performance Mods
Page 3; Me, My C5 & Family
Page 4; 2002 NHRA SE TransAm, M6
Page 5; My Cool Vette Logos & Misc.
Page 6; My Friend's Car's
Page 7; Car Enthusiast GTG's
Page 8; Susan's 2004 Honda S2000
Page 9; Various Army ROTC, USAR, and Regular Army Pics
Page 10; My 2001 C5 Fact Sheet
Page 11; GM Got It Right w/C5
Performance Mod PICs
*See Page 10 for my 2001 C5 Fact Sheet, includes performance mods
Very First Performance Mods
BPP Vortex Rammer, 172 Tstat, TB Bypass, at Austin Corvettes & S2 TB at Mark Shaner's House
First Visit to LG Motorsports, 3/21/03; 321.8RWHP/333.6RWTQ
R&R'd 2.73 w/3.42 Rear Diff, Borla Stinger, & LS1 Edit Tuning
Second Visit to LGM, 8/09/03; 350.4RWHP/363.8RWTQ
New LG Pro Long Tube O/R Header system [mass produced by Borla], Tunnel Heat Shield, Jeremy(Godspeed) and Lou tuning my C5 after LT install, & Retune graph. I was the first to prepay on the New LG/Borla LT Header system & first LGM in-house customer install of new system.
Third Visit to LGM, 4/17/04; 395.2RWHP/373.8RWTQ
G5X-3 Cam on LSA 114
Strapped down in the Dyno Pit
G5X-3 w/114LSA Cam Pkg.[includes Comp 921 Dual Valve Springs] & Vig2800 TC. Dyno Graph results; second graph with the red lines are 8/9/03 RWHP/RWTQ #'s (350.4RWHP/363.8RWTQ true avg.) after the LG Pro LT OR system & the blue lines are the 4/17/04 RWHP/RWTQ #'s (395.2RWHP/373.8RWTQ true avg.)after the G5X-3 cam and Vig2800 installed. Please note, the 8/9/03 max torque was not 382 ft-lbs. The 382 RWTQ is a red spike at the very start of the graph. The true dyno# on 8/9/03 was 363.8 RWTQ. Gained 45 RWHP & 10 RWTQ, and improved torque from 4.6K to 6.0K RPMs.
Fourth visit to LGM, 3/22/05; 405RWHP/372RWTQ
LSX 90mm Intake Manifold, G2 NW 90mm TB, and Random Tech Metal Matrix HF Cats.
Dyno graph results; blue lines [404.4RWHP/372.1RWTQ] represents dyno run on 3/22/05 & red lines [395.2RWHP/373.8RWTQ] represents dyno run on 4/17/04. After several dyno runs [only one graph shown above]on 3/22/05 the additional LSX 90mm Intake/90mm TB & RT Cats resulted in 405RWHP/372RWTQ, which is a 10RWHP peak gain, as well as throughout the majority of the curve. The peak torque was reduced by 1 ft-lbs., however improved torque of 10 ft-lbs. throughout majority of the curve resulted. *Important to note, in most cases Cats result in a 5-10RWHP/RWTQ loss. Therefore, I'm very happy with the dyno results of 405RWHP/372RWTQ. I do notice a SOTP improvement with quicker throttle response, and my wife says "the no Cats smell" is gone, as well as a little bit quieter, now... LOL.
Go to http://www.lgmotorsports.com/C5_3.htm for more PICs
2004 Z06 Stabilizer Kit
Front/Rear Sway Bars, Metal End Links [replaced plastic stock end links], and Insulators, from Fred Beans GM Parts Dept. at Dealer Cost Christmas Special. I was really surprised how much thicker the new Z06 Bars were compared to the 2001 C5 Bars.
First visit to DynoTex Racing, 3/31/05; B&M SuperCooler Installed
The B&M SuperCooler is mounted in front of the AC Condenser, which is the preferred location, as it permits 100% rated cooling efficiency. Although, my Tranny fluid, at 36K miles, looked fine I wanted the added comfort of cooled A4 oil during sustained high speed driving, racing, or any other *torque converter stress. *I have a Precision Industries Vigilante 2800 torque converter. The Cooler guards against excessive overheating, yet won't over cool the Tranny during the winter months. Shawn [DynoTex Racing Mgr. & CrossedFlags.Com member] did a great job. I enjoyed the time spent at his shop. Go to this link for more info on this performance shop in San Antonio, TX. http://www.dynotexracing.com/index.htm
First visit to ART Performance Shop, 5/31/05;
AMW PVC Red Catch Can installed
AMW PCV Catch Cans are designed by automotive enthusiasts for those who expect a higher standard of performance from their vehicle and wish to help extend the life of their engine by decreasing oil contamination from the intake tract to the combustion chamber. The internal design of the AMW catch can is superior in function to other catch cans on the market. Oil vapors and other contaminates are first caught and condensed by a stainless mesh and then dropped to the bottom of the can where a series of under-cuts in the walls prevent the oil from climbing back to the top and exiting back into the intake tract.
Oil contamination derives from the positive crankcase ventilation valve common on most internal combustion engines where vacuum is pulled on the crankcase by the intake or in some cases the throttle body. This contamination occurs when oil vapors exit the crankcase via the PCV valve, enter the intake tract, and create adverse effects such as carbon build-up on valves, pistons, and plugs, as well as cause harmful detonation. Detonation in many cases causes the ECM/PCM to retard timing, thus creating a reduction in horsepower. Power adders such as turbos, blowers, or nitrous can benefit greatly due to the removal of oil contamination in the combustion process. Poor emissions could also be traced back to high levels of oil residue being burned in the combustion process. By removing this oil, a clean burning engine could help the environment as well as improving the performance of a vehicle.
http://www.accmachtech.com/pcvcatchcans.htm
