Once the high-speed chute slows the car down to about 170 to 180 mph, the low-speed chute is called upon. It is 12 feet in diameter. A final safety item worth noting are the roof rails, which are mandatory in various classes, including the ones this Corvette competes in. The rails, a la NASCAR, are fabricated from lengths of 90-degree angled metal fastened to the car's roof. They don't look like all that much, but in fact they go a long way in discouraging the car from getting sideways at high speeds.
What Makes the Fastest Corvette in the World Tick?
The '84 Moore & Stansbury Corvette has competed and held records in several different classes, including AA/GT, AA/MS, and A/MS. The first letter(s) of the label denotes the engine displacement and the second group of letters indicates the vehicle classification. "A" applies to Otto or Diesel cycle engines that displace 440 through 500 ci, and "AA" applies to those that displace 501 ci or more.
"GT" refers to grand touring cars, a class for production cars primarily intended for comfortable high-speed touring. It includes both coupes and convertibles, and can include cars with rear passenger seats if those seats are so small as to be unsuitable for continuous adult occupancy. In most respects, GT cars are supposed to be typical of street going cars as delivered by the original dealer. As such, very few modifications are permitted.
"MS" stands for modified sports, GT class cars that have had certain permissible aerodynamic modifications. Among these are air dams, nose cones, rear spoilers, belly pans, skirts, and other similar devices. As currently configured, the Moore & Stansbury Corvette is set up to compete in the AA/MS class.
The Mark V-based 580-inch big-block uses a wide array of high-performance components, including a Crane camshaft, Hilborn fuel injection, and Dart heads prepared by Ron's Porting Service in St. Louis. The 14.5:1-compression behemoth makes its peak power and torque between 5,500 and 7,500 rpm.
While the OEM C4 rearend assembly is a strong unit, it is simply not up to the demands this type of car creates. Therefore, it was replaced with a production GM 12-bolt solid-axle assembly originally installed in a fullsize Pontiac. To achieve the speed needed to be competitive the differential is fitted with a 2.41:1 ring-and-pinion. The car's body is modified as allowed by MS class rules. The front nose cone, which Bobby Moore fabricated himself from fiberglass, cuts through the wind better than the stock front bumper and imparts some welcome downforce to the car.
At the rear, a custom fabricated wing assembly also helps keep the car from flying, and aids drive wheel traction by contributing additional down force.
The Taylor Made rear wheels and stock GM front wheels are covered with stylish and functional Moon discs. As you would expect, these spun aluminum covers reduce aerodynamic drag from the wheels to almost nothing. The Corvette's substructure, suspension, and steering are all original equipment. The frame has been considerably strengthened with the addition of the rollcage. Modifications to the suspension including setting alignment specifications to optimize ultra-high-speed stability, eliminating front shock absorbers, adding super stiff springs front and rear, and severely limiting suspension travel. "Our suspension is real tight," explains owner/driver Moore. "Front travel is limited to 1/2-inch and rear travel is only a little bit more at 1 inch. On a rough track this type of suspension can beat you half to death!"
"We eliminate the front shocks altogether," he continues, "because they would encourage the front end to come up and we want it planted and riding hard all the way down. We don't want it moving up and down, because up over 200 mph the car wants to fly if the front end comes up and catches air underneath."