The prime mover in the car's engine package is an A&A/Vortech supercharger system. Dished
What's the Secret to His Success?
Basically, it's practical, hands-on engineering. He makes sure everything works right, even those little Frame Savers he still sells (more than 5,000 of them, at last count). While the range of products he offers has expanded, his main deal is now superchargers, which he has relentlessly refined and fine-tuned.
Green's approach emphasizes improving airflow management (for both the charge air and the ambient cooling air), along with custom tuning and a few other mods. Cooler air in a supercharger is especially important, as it improves efficiency with less risk of detonation on pump gas, allowing higher boost levels. Green points out that the positioning of the intercooler is critical, since a large intercooler located behind the frame is not as efficient as a smaller intercooler exposed to full frontal airflow. So A&A not only uses a larger intercooler, but also forces more cooling air through its core by means of a ram-air system. It scoops cooling air from under the front fascia and guides it directly into the intercooler.
Green's business, A&A Corvette Performance, has grown from a small, home-based shop into o
The internals are important as well. A&A's intercoolers feature directional vanes in the lower tank to direct charge air evenly across the core. A&A also mounts the intercooler farther forward to minimize airflow obstructions, so the fans can draw air through the radiator and A/C condenser. While systems are available for both the C5 and C6, on the latter model the area next to the intercooler is closed in with aluminum panels, ensuring that any air fed around the sides of the 'cooler gets redirected back into the radiator.
Lastly, since a slipping belt can reduce supercharger efficiency (recall Green's first blower customer), A&A has developed a bracket system with more wrap for additional surface contact.
Getting back to his yellow C6 testbed, in addition to all the mechanical change-outs, Green also threw on some Z06 fenders and a grille. But he admits that the latter item wasn't so much for airflow as for improved looks.
Gluey 335/30R19 Nittos are charged with putting the power to the tarmac. The stock-appeari
So what came next for this restless Corvette owner? He wasn't happy entirely with the automatic transmission, feeling a need to exercise his itchy left foot on a clutch pedal and slap a shifter with his right hand. So he stripped all the performance parts from his yellow car and sold them off for a fair profit, along with the car itself. That enabled him to step up to the C6 with the Grand Sport paintjob, which was otherwise factory stock. We'll give you one guess what happened next.
Green installed a set of 9.5:1, 22cc dished Diamond forged pistons, along with his own custom blower cam (228/236 degrees of duration and 116 degrees of lobe separation). In addition to a new Vortech centrifugal supercharger, he refined the install with some trick-looking constant-tension clamps, an eight-rib belt, and American Racing headers, and then backed up the powerplant with an ACT clutch. Pfadt coilovers and sway bars settled down the chassis, and Wilwood's big-brake kit brings it to a sudden stop. He also modified the mufflers by inserting straight-through pipes, and threw on a set of '09 "Spider" wheels and Nitto rubber (275/35R18s up front and 335/30R19s in the rear).
Now that he's done, everyone thinks Green has some kind of special-edition mystery Corvette. And he likes it that way, keeping people off balance and not revealing all his secrets. But don't expect him to leave well enough alone, since he has even more plans for revamping his Vettes.