A significant portion of the Corvette's appeal lies in its ability to go around corners way faster than you (or the highway engineers) ever thought possible. C5s and C6s are amazingly adept at this right off the showroom floor, even with hockey-puck rubber, tire-life-maximizing alignment, and God-only-knows crossweights. Huh? Crossweights? What are those?

Glad you asked. One of the keys to a properly handling car is balance, and the way to improve your car's balance is by tuning corner (aka cross) weights. The term crossweights refers to a comparison of the car's weight distribution at the corners. It's determined by comparing the weight of the left front plus right rear corners to that of the right front plus left rear corners. The idea is to jack weight to where it's needed to achieve a 50/50 balance between these corners. Such balance leads to a neutral chassis that exhibits the same behavior, whether turning left or right.

When the chassis isn't balanced in this manner, it will most likely understeer in one direction and oversteer in the other. The good ol' boys in NASCAR refer to this disparity in crossweights as "wedge," and it's something they do intentionally on oval tracks to make the car more stable and easier to turn. While this is great at Bristol or Martinsville, where there are only left turns to contend with, it's definitely not the hot setup for a road course, an autocross, canyon carving, or even daily driving.

Many people assume that balancing crossweights changes the car's weight distribution, but it doesn't. Changing weight distribution (i.e., changing front-to-rear or left-to-right weights) can only be accomplished by physically moving mass-in this case, components or ballast-around the chassis. While this is something you can do, it's more often performed by the hard-core guys running dedicated race cars in T1 or similar classes. For a street-driven car, you'll get the most benefit by simply tuning crossweights.

Last month, the LG Motorsports crew installed a set of its coilover shocks and a pair of GM Performance Parts T1 sway bars on D6C. While simply bolting these parts on and calling it a day would have resulted in a much-improved car in terms of cornering grip, lessened body roll, and quickened transient response, I wanted to maximize the components' potential. The key to doing this was to crossweight the car.

Luckily, GM engineers are well aware of the benefits provided by a properly balanced chassis, and they've given us the means to adjust this balance, even on a car with stock springs. While many (including this author) use the adjusters to lower the car, these parts' real purpose is to enable crossweight adjustments.

Prior to starting the crossweighting project, you'll want to prep the car as you would for its intended use, be that on the road or at the track. If preparing it for track use, you'll want to bolt on the race wheels, remove the floor mats, empty the trunk and glovebox, and remove whatever else you normally take out of the car.

Another weight consideration is the car's fuel load. For general road use, half a tank is a good compromise. Autocrossers may want to go as low as a quarter-tank, minimizing weight. You open-track lap dogs will have to use your best judgment, based on experience. If you're unsure, go with half a tank.

"But wait!" you might say, "Don't our Corvettes have dual fuel tanks?" Indeed they do. However, it's nearly impossible for the average enthusiast to determine how much fuel is in each tank at any one time, and the amounts are constantly changing anyway. So, again, while you can chase your tail worrying about how much of your car's fuel is in the left tank versus the right one, unless you are dealing with a purpose-built race car, this is probably a waste of time. D6C had a third of a tank of fuel when its crossweights were set.

The third consideration is driver weight. If you're having a professional race shop scale your car, the techs will want your butt (and even your helmet, if you really want to be precise) in the driver seat. If you're doing the project yourself, you must add the appropriate amount of ballast to simulate your weight in the driving position. The same goes if you ordinarily have a passenger or an instructor in the co-pilot's seat. Don't underestimate the importance of this, as the additional weight will make a tremendous difference in the car's balance. The weight of the driver or passenger can skew corner weights by up to two percent in some cases.

Disconnect one endlink on each sway bar. The job of a sway bar is to resist dynamic weight transfer when the chassis is loaded. Disconnecting one endlink from each bar will allow the chassis to move freely as you adjust weights. (If you don't disconnect the sway bars prior to adjusting the crossweights, you'll put the bars in a state of tension, where they're pre-loaded. This will do all sorts of wacky things to the way the car handles.) After the crossweights are set, the endlinks should be adjusted so the bolts can be easily re-inserted. Obviously, adjustable endlinks are needed to achieve this.

It's now time to roll the car up onto the scales and determine its current numbers.

To get the true corner weights, the four scales need to be situated on a flat, level surface. One way to check this is by stretching strings, in the form of an X, between the left front and right rear scales, and between the right front and left rear scales. Adjust scale height until the strings just touch in the middle. An easy way to adjust scale height is with square linoleum tiles. LG's scales have levelers built in and had been pre-leveled.

D6C's corner weights were off by a lot. The LF/RR showed 52.8 percent, which is way outside of acceptable. Of course, you're trying to achieve a perfect 50 percent. If you're adjusting a car that still has leaf springs, anything inside 51 percent is considered pretty good. Coilover cars can generally get to 50 percent, as there are no rubber bumpers to contend with.

Set your desired front ride height and then adjust rear ride height to achieve a 3/8- to 3/4-inch rake. Rake is important in order to avoid running into lift at high speeds. The idea is to minimize the amount of air going under the car. Measure rake at the jack points between the wheels. Choosing ride height is a personal preference. Low is good, but if you go too low, you'll run out of suspension travel (assuming stock springs and shocks are used). Again, coilover-equipped cars generally don't have this issue. Be sure the front ride height is equal from left to right prior to setting rake.

Once you have the front ride height and rake where you want them, you can jack weight into (most likely) or out of (fairly unlikely) the right rear corner while the car is on the scales. If using stock springs, reaching the rear adjusters is fairly easy to do. Unless your car happens to be off by an extraordinary amount, you should only need to adjust the right rear corner. Again, in most cases, you'll be adding weight by raising this corner. The right rear is almost always the corner with the lowest weight. As you adjust, you'll notice the opposite corner's weight will decrease.

One area in which coilover-equipped cars are at a disadvantage (however insignificant) is the inconvenience of removing a wheel to make a ride-height adjustment.

The actual adjustment of a coilover is quite easy. Loosen the lockring and spin the spring seat (down to increase ride height or corner weight). The lack of rubber parts means that adjustments with coilovers are far more precise than with the stock springs and adjusters.

Patience is a required tool in setting corner weights. It'll take several rounds of adjustments to get the weights just right. Be sure to bounce the car to resettle the suspension after each adjustment and repeat until you're satisfied. Picky bunch that they are, the LG crew was satisfied only when D6C was at a perfect 50/50.

Adjusting the ride height has little effect on camber on a Corvette. Here, Louis Gigliotti verifies that camber is still in the ballpark. Look for an alignment story in an upcoming issue.

Ride-height changes do impact toe settings significantly. It's a good plan to head straight to the alignment rack after performing so much suspension work. It's the last key in maximizing the effectiveness of all the shiny new parts hanging under the car.

Ever heard the saying, "Water and electricity don't mix?" Though it obviously hints at the dangers faced when using electric appliances near a source of H2O, the learned amongst us know the truth behind this saying is actually a little more complex. (That is, while pure "distilled" water is not a particularly good conductor, adding anything to make a solution increases conductivity dramatically.)

Sneer at this loose analogy all you want, but such a multifaceted truth applies to the use of electric water pumps in automobiles. These items have become a popular upgrade for late-model Corvettes, said to offer some of the same benefits as time-honored bolt-ons such as cold-air intakes and converter-back exhaust systems (namely, increased horsepower along with easy installation). But many readers have probably been thinking, "What exactly does an electric water pump do, and is it right for me?"

We at VETTE are here to shed some light on the benefits and drawbacks of these devices, and we've lined up Meziere Enterprises, one of the largest manufacturers of water pumps of all kinds in the U.S., to lend us a hand.

Theory
From a physics and engineering standpoint, let's look at the differences between an electric and a mechanical water pump, as used on an internal-combustion engine. Just to dispel any possible confusion, electric pumps don't ionize, "electrify," or change the properties of the coolant they pump. Rather, it is their flow rates-and the amount of energy it takes to achieve these flow rates-that makes the difference between them and the conventional mechanical pumps fitted to nearly all cars and trucks on the road.

Mechanical Pumps
Think of a mechanical water pump as a slave to the engine: The speed at which its impeller turns is always proportional to engine rpm. The Meziere brothers (Dave, Mike, and Don), owners of Meziere Enterprises, know all too well that the design of any mechanical water pump is a series of compromises.

"It is difficult to design a mechanical pump that works well at both the high- and low-rpm ends of the spectrum," says Don Meziere. "A larger impeller with tighter clearances is going to move a lot of water down low, but once you start to turn fast, it's going to take a lot of horsepower to turn, and it's also going to begin to cavitate."

Though the term sounds like what happens to your teeth when you eat too many sweets, cavitation is a phenomenon in fluid mechanics. In a nutshell, it occurs when a flowing liquid subjected to certain types of motion transforms to its vapor state (in other words, boils-not because of high temperature, but because of low pressure). This gives rise to vapor bubbles within the coolant, which subsequently collapse. This is bad news. In addition to reducing the efficiency of the pump, the pressure waves created when the vapor bubbles change back to liquid can also cause pump-parts breakage.

According to Meziere, "Simply put, this separates the coolant and stalls out the flow in the system, greatly diminishing its capacity to cool the engine. The impeller turns so fast that the water can't get down the high-pressure passages and starts to swirl inside the impeller chamber. It creates 'air' in the system, so to speak, though this gas is actually coolant vapor."

Even the best-designed impeller will create cavitation when spun at sufficient speed, especially when that impeller must also be able to move coolant at the slower speeds experienced when an engine is idling or during a low-rpm cruise. For obvious reasons, OEM water pumps generally are designed to perform better at this lower end of the spectrum, meaning their flow capability at higher rpm levels is not optimal. This is very much a concern on a modified vehicle that will be used for road racing, as it can easily spell overheating problems.

"On such applications, underdrive pulleys are a good option, since by spinning the water-pump impeller more slowly in relation to engine rpm, they are just moving the mechanical pump into the range where it is reasonable for it to work and not cavitate," says Meziere.

But before getting ahead of ourselves, let's touch on the other part of the equation: horsepower. Cavitation or no, spinning a given pump's impeller faster requires more energy per unit time. The desire to increase horsepower-as opposed to cooling-system efficiency-is why underdrive pulleys are used not only on road-race cars, but on street/strip cars as well. After all, overheating is generally not as much of an issue in a drag-race situation.

Think of it this way: It takes less energy to impart slower movement to the coolant, and the energy saved gets sent to the tires to provide acceleration for the vehicle. But, as Don Meziere says, "The problem is, on a street/strip car equipped with underdrive pulleys, what used to be marginal flow at low rpm is now insufficient flow. So while they may be great for a cooling system on an engine operating at high rpm, that same engine may have a cooling-system problem while being driven around town or during other low-rpm situations."

Electric Pumps
An electric water pump, on the other hand, can turn whatever speed it wants. Its impeller isn't connected to the engine's crankshaft (or, in the case of an LT1, its camshaft), but rather to an electric motor. When subjected to the near-constant 12V DC source of a typical vehicle's electrical system, an electric pump provides a constant flow rate that doesn't vary by engine rpm. This allows the use of an impeller design that is most efficient at that one turning speed.

In the typical street/strip application-or in a full-on drag race situation-electric water pumps step in to provide the ultimate cure. " provides optimal flow during the variety of engine operations the typical street/strip car sees. You want it to be able to go down the street at 1,500 rpm, then also work well at 6,500 rpm on the track, and an electric water pump allows you to do both with maximum efficiency," says Meziere.

Let's be perfectly clear, though: Electric water pumps are only appropriate for certain applications, and this usually means street/strip and drag racing (although Meziere says they have also been successful in cooling small-block Chevys of up to 650 hp in circle-track racing). "Typically, our electric pump will outflow a stock mechanical pump by about 3:1 at idle, and the flow advantage is there all the way into the middle-rpm range. A well-designed and properly-driven mechanical pump will outflow our electric past about 3,500 rpm, but the flow of the electric pump in this range is still quite adequate for street/strip vehicles. The case would be different during the sustained high-rpm operation of many road-race situations."

A side benefit for drag-raced cars is the ability to run an electric water pump while the engine is off. This allows coolant to circulate through the entire system and quickly cool down the engine between runs.

Practice
Since their widespread use is fairly new, it seems appropriate to touch on how electric water pumps evolved into the popular bolt-on goodie they are today. We talked to the Mezieres a bit about how they came to design these pumps for the small-block V-8s found under the hoods of Corvettes. "We've been manufacturing mechanical water pumps for quite a while, but starting with the LT engines, we began playing with the electric technology because it started getting reasonable to do so," says Don. "The seal technology we employ really allowed the rise of the electric pump, as it provides excellent reliability. In turn, we have been able to raise the flow levels of an electric pump substantially through intensive CAD and flow analysis of the pump body and impeller."

Enhanced durability has also been paramount to the success of electric water pumps on street applications. Since their electric motors are subjected to the high temperatures of a cooling system and the vibrations of the engines to which they are mounted, they need to last a long time in order to be feasible on a car that may be driven many thousands of miles a year. The company says it performs destructive testing on a consistent basis in order to verify that its pumps can perform 2,600-3,000 hours before failing. "That's about 50,000 miles at an average 20 mph," says Meziere. "One of the things that really has helped is optimizing the armatures, making sure the engine vibrations don't damage the windings of the motor. This helps the practical application of electrical pumps to street vehicles as well."

Durability is great and all, but the bottom line for most readers is probably the horsepower increase. Says Meziere, "We usually advertise 11-14 hp as a conservative estimate!"

Case Study
Double-digit horsepower increases sound pretty appealing-but let's not just take Mr. Meziere's word for it. What better place to test these claims out than on the king of all Corvette engines (at least as this is written), the LS7? With a lightly modded C6 Z06 donor car supplied by owner George Benson, and the top-notch installation/fabrication/tuning facility of TT Performance Parts in northern New Jersey, we were ready to get rolling with the installation of one of Meziere's electric pumps for LS-series engines.

Conclusion
Overall, the Meziere electric-water-pump installation took very little time and effort (the draining of coolant being the only somewhat messy part). Aside from meeting the claimed horsepower increase (at the rear wheels, no less), we also noted the very consistent coolant temperatures that Don Meziere spoke of, both on the dyno and out on the road. And let's not forget that with its ability to run independently of the engine, the Meziere 300-series LS pump provides control over engine temperatures not possible with a mechanical pump.

Freed-up power, super-consistent engine temps, and the ability to cool his LS7 in the staging lanes. With his new electric water pump, Benson is ready for his Z-car to assault the strip like never before!

After the Z06 is started and warmed to operating temperature, we make another dyno pull. The results: 482.0 horses and 459.2 lb-ft, for increases of nearly 13 hp and more than 10.5 lb-ft respectively-just as Meziere promised! As you can see, gains were recorded throughout the rpm range. Though some of this increase may be attributable to our use of a colder-than-stock 160-degree thermostat, we doubt it accounts for more than a couple of horses.

Editor's note: This month's issue was supposed to contain the final installment of our "C5 on a Shoestring" series. Unfortunately, a minor accident sidelined the car shortly before press time, making it impossible to perform any post-modification performance testing. We hope to have that story for you next month, but in the meantime, we've decided to address another topic of importance to C5 owners everywhere.

If you own a C5 Corvette, it's entirely possible that you've found yourself immobilized by a hopelessly locked steering wheel, a "Service Steering Column Lock" message glowing ominously on the instrument panel. The problem lies in the car's electro-mechanical steering lock, which was developed when the ignition switch was moved from the steering column to the dash for the Fifth-generation model. Many C5 owners complained that when starting their C5, the lock wouldn't disengage.

Here's how the system is supposed to work: When the ignition key is removed, the steering wheel is locked by an electrical motor that prevents it from turning. When the vehicle is restarted, the motor unlocks the steering. This arrangement took the place of the old ignition switch/lock assembly, theoretically providing the same theft-deterrent capabilities of the previous design.

There are two conditions that can inhibit steering. The first is when the steering fails to unlock when the vehicle is started. The fuel supply should shut off in this case, preventing the vehicle from being driven. But if the voltage to the PCM is interrupted, it's possible that the fuel shut-off may not occur, allowing the car to be driven with the steering locked. The second situation occurs if the lock pin doesn't withdraw fully, allowing contact between the pin and lock plate. For obvious reasons, either one of these conditions could have dire consequences.

On February 10, 2004, Chevrolet issued a recall (No. 04006B) of 127,000 C5s to fix steering-column locks that could fail in the locked mode. Dealers disabled the column locks in automatic cars and installed a column-lock bypass. In manual C5s, the PCM was simply reprogrammed to remove the lock feature. But many Corvette owners with manual transmissions still experienced the problem after the recall was performed.

Nearly two years later, on February 8, 2006, Chevy issued a second recall (No. 04006C). It stated, "Dealers are to remove the column lock plate on U.S. and Canadian vehicles equipped with an automatic transmission and U.S. vehicles equipped with a manual transmission. After the service correction, the steering column will no longer lock when the key is removed." This recall applies to the following models:

* '97-'04 Corvettes equipped with a manual transmission
* '97-'00 Corvettes equipped with an automatic transmission
* '01-'04 Corvettes equipped with an automatic transmission (European export vehicles only)

If your Corvette falls into one of these categories, you should have the recall performed as soon as possible.

If your steering wheel is already locked, there are a few tricks you can try to temporarily resolve the problem. First, remove the clamshell around the steering column and tap on the lock motor while turning the ignition key to the run position. Some owners have also had luck getting their steering unlocked by aggressively turning the wheel back and forth, forcing the column to unlock. Others have reported that simply turning on the air-conditioning in hot weather allows the lock to cool and disengage.

If, for whatever reason, you choose not to take your Corvette to the dealer for the repair, you can obtain a steering-lock bypass kit-we chose the Column Lock Simulator Kit (PN 618-144) from Mid America Motorworks-and do the work yourself in about an hour. Consider the job preventive maintenance, as the electro-mechanical lock motor must be free and functioning properly in order for you to install the kit. Remember, with few exceptions, there are two kinds of C5 Corvettes: the ones that have a lock-motor problem and the ones that will.

Insert the lighter plug into the lighter receptacle. Once this is done, you'll hear the lock motor actuate, indicating that the steering column is free. Remove the lighter plug and the pigtail running to the lock motor. Start the vehicle to verify that the steering is indeed free and that the "Service Column Lock" light is not illuminated. If the warning light is on, turn the engine off, remove the key from the ignition, and remove fuses 25 and 29 from the fuse panel. Wait 15 minutes and replace the fuses. Start your vehicle and verify that the error message is no longer displayed.

While the bulk of our "C5 on a Shoestring" series thus far has concentrated on mundane tasks such as repairing broken weatherstripping, replacing old brake hardware, and reskinning the seats, we finally got around last month to addressing the car's straight-line acceleration. We started by bolting on SLP's Tuned Length Long Tube Headers and Power-Flo exhaust system, parts that yielded tremendous improvements in both sound quality and seat-of-the-pants performance. This time around, we'll be adding some complementary bolt-ons to the induction system, giving the LS1 a tune-up, and reprogramming the computer.

Instead of relying on numerous vendors to sup-ply the right components, we chose to go to one well-stocked source for everything. That source was Mid America Motorworks. We found everything we needed in the company's comprehensive catalog, including prices that were more than competitive. And if we ordered the wrong part or had any other problems, we knew the Mid America folks would go out of their way to make things right.

Most of these upgrades are things the average owner could perform in the driveway. If you decide to go this route-as we did to install our CAGS bypass and replace the oil filter, fuel filter, and O2 sensors-be sure to use a top-quality floor jack and professional, six-ton jackstands to secure the vehicle. Also make sure you are aware of the precise chassis points on which to place the jackstands, lest you damage the car's undercarriage.

Once we had installed everything and reprogrammed the computer, we took the C5 out for a run to see what we'd accomplished. While we didn't have a chance to gather empirical numbers for this installment, our subjective impressions told us there was a whole bunch more grunt than before.

In our next article, we'll hit the chassis dyno to see exactly how much rear-wheel horsepower we've gained. Then we'll do some acceleration tests to see how the Shoestring C5 fares in the quarter-mile. Are we in C5 Z06 territory? Find out next time.

Here's a list of the engine enhancements we selected and their Mid America part numbers:

Item	Part Number
Power Duct	612-016-A
Ultimate Air Intake Kit	628-508-A
Mass Air Flow Sensor	618-822
160-degree Thermostat	609-067
Fuel Filter	622-155
Spark Plugs	606-592
Plug Wires	618-581
Skip Shift Harness	603-703
Throttle Body	609-109
Oxygen Sensors Front (two required)	612-211
Oxygen Sensors Rear (two required)	612-212
Recalibrated and Relocated MAT Sensor	609-043
Coolant Bypass Kit	609-113
Spark Plug Boots	612-121
Synthetic Oil Filter	606-366
Hypertech Max Energy Power Programmer	Varies by model year

Project Costs to Date
Vehicle Purchase (includes tax and tags)	$19,800.00
Clutch and flywheel installation (includes parts and labor)	$732.46
Mirrors (paint and installation, includes parts and labor)	$638.89
Rear weatherstripping (includes parts and labor)	$146.00
Front and rear brake upgrade (includes parts and labor)	$977.00
A/C and headlamp-motor repair (includes parts and labor)	$289.00
Seat rebuild (includes parts and labor)	$1,719.97
Carpet installation (includes parts and labor)	$549.99
Suspension upgrade (includes parts and labor)	$2,504.88
Headers and exhaust (includes parts and labor)	$3,396.30
Engine Enhancements (includes parts and labor)	$2,540.33
Total Cost to Date	$33,294.82

If you remember way back to the beginning of the Daytona 600 project, the very first thing I did was lower the car. This was both a good thing and a bad thing. The good part was that I was able to get the car's stance really low, just how I like it. Done properly, lowering a car enhances its handling by lowering the center of gravity and reducing the tendency for body roll. Aerodynamics are also marginally improved. And did I mention how much better it looks?

The bad news came when I discovered autocross, a venue in which I quickly learned the importance of maintaining lateral traction through transitions and applying power upon corner exit. More-advanced enthusiasts know that C5s and C6s handle best with the stock springs when lowered only slightly from factory ride height. The suspension simply doesn't work as well when radically lowered, due to lessened spring tension and changes in suspension geometry. The suspension also bottoms more easily, further exacerbating traction problems. If you want to improve the car's handling and lower it to the extreme, as I did, there is really only one thing to do: install a coilovershock package.

Coilovers have long been the choice of racers of all disciplines due to their unequalled flexibility in selecting spring rates, compression and rebound damping, and, of course, ride height. The downside is cost. No coilover setup worth having is cheap, and some of the ultra-high-end offerings (the Penske and Moton systems come to mind) are downright exorbitant. Thankfully, there are a few brilliant choices priced for us mere working stiffs.

One of those choices is the LG Motorsports coilover package. LG's setup utilizes the same Bilstein shocks and Hyperco springs that company namesake and World Challenge institution Lou Gigliotti has been using successfully in his race car for years. The beauty of the LG package is that it's completely customizable for your particular application. You need not put up with excessively stiff race springs if you're more interested in longdistance comfort.

LG uses aluminum-bodied Bilstein shocks for their light weight and excellent durability. These shocks utilize a separate, nitrogen-filled chamber to prevent aeration of the shock oil. Air bubbles in the oil compromise the shock's effectiveness with each compression-and-rebound cycle.

"We have used these shocks as the core of our coilover package on the race car for years," says Gigliotti. "We have nurtured our racing contacts to be able to carry that technology into the street products we build. The valving was dialed in by me and a Bilstein shock engineer on track."

A quick inspection of the LG coilovers will show no evidence of adjustment knobs. Asked about this apparent omission, Gigliotti offers the following explanation:"Adjustable shocks work well for drag racing because you need a 90/10 shock for the front and a 50/50 for the rear to promote weight transfer. But for all other applications, you need a tuned and balanced shock-and-spring package that works in harmony.

"The knobs on the shock work well when you change your spring rate, but if your springs are already correctly matched to the shock, adjusting the shock valving will simply move the shock out of the range of the spring. In other words, the rebound of the shock is determined by the spring rate. The rebound rate is what is acting against the spring pressure. If you change the spring rate, you must change the rebound rate of the shock, because a heavier spring rate will push the shock open more quickly. Similarly, a lighter spring will not be able to overcome the rebound in the shock and will tend to 'hang' the wheel up and reduce the tire contact time.

"So the spring and shock must work together. If you just change the shock rate with a knob, without changing the springs to match the shock change, then you have just taken your shock/ spring package out of harmony, and it will not work as designed."

Another critical consideration in coilover design is shock-body length. If the shock is too long, it will bottom out when it's loaded in a corner. LG spent the time and money to have Bilstein build a custom-length body, so there's no chance of the shock bottoming under compression. "When the shock bottoms, the effective spring rate goes to infinity," says Gigliotti. "This leaves the tire as the only shock absorber in the suspension. Obviously, this is not a good thing."

GM Performance Parts has the perfect companion components for the LG coilovers: a pair of T1 sway bars. Originally developed for SCCA Touring 1 racing, these mammoth bars dramatically improve the handling of the C5 and C6 by all but eliminating body roll. GMPP says the bars have been developed and tested both on racetracks and at GM's proving grounds, and that they offer engineering expertise, validation, and durability that only GM can provide.

The combination of the LG Motorsports coilovers and the GMPP T1 sway bars improved D6C's handling to that of a purpose-built race car, without the abusive ride. Because autocross events are typically run in parking lots, the cars need to be able to contend with bumps and other surface imperfections not usually found on racetracks. With this in mind, LG spec'd a slightly softer spring than usual, giving the car more grip on less than billiard-table-smooth surfaces. It also makes D6C supremely comfortable around town and on the freeway. And the addition of LG's sway bar end links cured one of the big knocks against the T1 bars, which is noise.

While the installation of sophisticated suspension components such as these may seem daunting, the truth is that it's really quite simple. In this issue, I'll show you the basic steps required to install the parts. In an upcoming installment, we'll circle back and give you a look at the actual setup.

This month marks the reappearance (again) of our '96 LT1 Corvette, a car whose halting progress toward the goal of achieving C5 Z06-quality acceleration without pauperizing its owner has been unfolding seemingly since the days of the optional whitewall. To date, the Polo Green coupe has been the beneficiary of a number of cost-effective modifications, ranging in scope and difficulty from a comprehensive valvetrain upgrade to a quick-and-easy (and surprisingly effective) ultrasonic fuel-injector cleaning.

In this installment, we'll tackle the car's exhaust system. Given that replacing the OEM rear-section exhaust setup is typically one of the first alterations made by any mod-inclined Vette owner, you may be wondering what took us so long to reach this point. The answer has to do with the limitations imposed by a dwindling C4 aftermarket and our longstanding predilection for covering only the latest, most notable performance hardware whenever possible.

While converter-back systems for the C4 abound, long-tube headers-critical for making maximum power in a high-output Gen II engine- are about as common as yeti sightings in Cozumel. When we learned late last year that Stainless Works was cooking up a full, header-to-tips system for the '92-'96 model, we signed on to be the first to install and test the new parts. The highlights of the daylong job-performed once again by the inveterate Vette nuts at AntiVenom EFI in Seffner, Florida-follow, along with some subjective impressions and post-install dyno results.

Results
With all the parts in place, a quick testdrive revealed a freshly invigorated sonic palette sure to appeal to all but the most hard-core of Vette enthusiasts. At idle, the Stainless Works system evinced a deep, mellow burble only marginally louder than stock. Cabin drone-the bte noir of Corvette performance exhausts-was imperceptible at highway speeds, with only the faintest hint of popping evident during high-rpm deceleration. At wide-open throttle, the tone transitioned to a horripilation-inducing howl reminiscent of an old NASCAR stocker.

On the AntiVenom chassis dyno, the Vette cooked up 295 horsepower and 310 lb-ft of torque at the rear wheels, bettering its previous best marks by 9 hp and 1 lb-ft, respectively. That's a bit less than we would have expected for an all-encompassing exhaustsystem upgrade, but perhaps not all that surprising given the lightly modded nature of the car. Doubtless the extra flow offered by the SW setup will prove even more valuable as we get deeper into our power-building regimen. Until then, the reduced weight, improved looks, and enhanced sound characteristics of the system make it a worthwhile addition to our no-nonsense '96.

The textbook term for any fluid swirling rapidly around a center is avortex. In an automotive sense, the name for a Z06 Corvette spinning acentrifugal blower is Vortech. But before we get into the details ofthis performance pump, you probably just want to know what it's like tostomp on the fun pedal, right?

So we'll put aside for now all that yadda-yadda about vorticity, plenumdesign, manifold pressure, and computer mapping and focus instead on onesimple aspect: How does it feel at full throttle? When you goose the gason a supercharged Z06, does it take off howling like a scalded dog,frying the hides like a house afire? Or is it more like the smooth surgean F-22 Raptor on takeoff?

That all depends on how loose the nut behind the wheel is. With aVortech centrifugal supercharger, you can hit it like a jackhammer orspool it up like a turbine. If you spike the revs and dump the clutch,the tires will spin furiously, full of sound and released energy.Problem is, when you don't hook them up, your acceleration times willonly be a tick or two quicker than those of a stock Z06.

On the other hand, if you feather the throttle, rolling on the power ina judicious manner, the experience is mind-bending-almost literally.We'll take an anatomical approach to describing the sensation, since theZ06 shown here is owned by Dr. Jim Spencer, a dentist in Concord, NorthCarolina. Spencer graciously provided his ride on an extended loan forVortech's R&D phase. Thanks, Doc!

Start by visualizing the fluids in your head and neck, flowing smoothlyup and down, feeding your brain and maintaining your equilibrium. Mashyour right foot down-no, not too hard-and as the nose of the car slingsforward, those fluids drain from your face, forced toward the nape ofyour neck and away from their natural destination. As your blood-brainbarrier compresses aft, the horizon rushes up at you like a zoom lensgoing from macro to micro settings.

With a takeoff like this, who needs laughing gas? The delirious level ofacceleration is more than any human has a right to experience, and it isutterly addictive. It's the sort of performance that can ruin you forlife. Control the wheelspin, and you can expect a 0-to-60 mph times inthe mid-to-high 3s. Nothing else quite satisfies after having this muchpower on tap. And you suddenly realize that you have a new best friend.

That's not just because a supercharged Z06 is so hellacious to drive.There are some other reasons to love this setup, even if they mightsound a bit dry-literally. Gone is the cumbersome air-to-waterintercooler, replaced by a new, easier-to-install, air-to-air unit.

As you'll see in the accompanying photos, bolting on the blower is afairly straightforward proposition (just allow a couple days for thewhole job). Once in place, the sound of the centrifugal system isremarkably subdued-no raucous Roots noise, no shrill whine of gears. Atidle, the car is surprisingly stealthy, giving no clue as to what lurksunder the hood. Called the V-2 SQ (for "Super Quiet") T-trim centrifugalsupercharger, the unit delivers more than six pounds of boost to the LS7V-8.

As for the bottom line, the Vortech kit goes for $6,695 with a satinfinish, or $6,995 polished. It includes everything needed forinstallation: a T-trim supercharger, an air-to-air aluminum intercooler,a compressor-bypass valve, aluminum mounting brackets and hardware, ahigh-flow fuel pump, oversize fuel injectors, and even a speciallyprogrammed DiabloSport handheld programmer to re-flash the factorycomputer with the proper spark/fuel calibrations.

The result is an LS7 engine that cranks out a dyno-proven 635 horseswhile sipping 91-octane pump fuel. In addition, the 50-state smog-legalkit (CARB D-213-25) is optionally available with athree-year/36,000-mile powertrain warranty through Vortech's network ofinstallers and new-car dealers.

One question remains: Does a Z06 even need a blower? Well, racer DanicaPatrick complained in an Internet video about the lack of low-end grunton a stock LS7 V-8. This Vortech kit oughta shut her up-fast.

Sources

Vortech Engineering
1650 Pacific Ave
Dept. VM
Oxnard, CA 93033
(805) 247-0226
www.vortechsuperchargers.com

Up to this point in our C5 on a Shoestring project, we haven't performedany modifications aimed at improving straight-line acceleration. Thatchanges this month, when we launch a series of projects intended to makethe car accelerate as well as it handles, brakes, looks, and drives.

Our first order of business is to install a complete high-performanceexhaust system. While the factory exhaust is relatively efficient, it isnecessarily compromised by decibel restrictions, cost concerns, andassembly-line realities. As a result, there's significant horsepower tobe had in the installation of a quality aftermarket system.

We wanted to add more than just a converter-back setup. To get maximumperformance, a set of headers is mandatory. There are a wide variety ofheaders available for the C5, and most share the same basic features. Inthe end, we chose SLP Performance Parts' Tuned Length Long Tube Headersbecause of their reputation for performance, build quality, and ease ofinstallation.

Choosing the right components for the rest of the exhaust system isequally important. One mistake Corvette owners often make is choosingdifferent manufacturers for headers, pipes, and mufflers. Do this, andthere's a good chance the parts won't match up during the installation.The answer isn't to take a 20-pound sledge to the pipes and bash theminto fitting. Instead, we think installing one complete exhaust systemfrom a single manufacturer gives you the best chance of havingeverything fit properly the first time.

Since we had already selected SLP's headers, we chose the company'sPower-Flo exhaust to complete the package. The Power-Flo was designed tominimize interior resonance, so you can hold a conversation withoutshouting, or listen to the radio without cranking it up to 11. It alsohas one of the best-looking exhaust tips on the market and ahigh-performance sound to match. Best of all, the Power-Flo is pricedvery competitively.

We placed our order, and when the shipment arrived, we were like kids atChristmas. We tore open the seven SLP boxes and laid the exhaust out infront of the car. After verifying that everything was there andfamiliarizing ourselves with the layout, we began the installation.

While it's preferable to use a lift-as we did-it is possible to performthis install using jackstands. If you go this route, remember to usequality stands and to follow all safety procedures when jacking yourcar. You'll also need an assistant to provide an extra set of hands. Ifyou decide to have the work done at a shop instead, be prepared to payfor approximately eight hours of labor for the headers and anotherone-and-a-half hours for the rest of the exhaust.

So just how much extra performance did we pick up with the SLP parts?We'll have a better idea once we've completed the rest of our horsepowerupgrades (more on that next time) and run the '97 on the chassis dyno.For now, we're enjoying the considerable sonic benefits of the long-tubeheaders and Power-Flo exhaust. Even at high speed, there's littleinterior noise, and the rumble emanating from the tips is pure Corvettemusic. What's not to like?

Project Costs to Date
Vehicle Purchase (includes tax and tags)	$19,800
Clutch and flywheel installation (includes parts and labor)	$732.46
Mirrors (paint and installation, includes parts and labor)	$638.89
Rear weatherstripping (includes parts and labor)	$146.00
Front and rear brake upgrade (includes parts and labor)	$977.00
A/C and headlamp-motor repair (includes parts and labor)	$289.00
Seat rebuild (includes parts and labor)	$1,719.97
Carpet installation (includes parts and labor)	$549.99
Suspension upgrade (includes parts and labor)	$2,504.88
Headers and exhaust (includes parts and labor)	$3,396.30
Total Cost to Date	$32,754.49

Sources

SLP Performance Parts, Inc.
1501 Industrial Way N.
Dept. VM
Toms River, NJ 08755
(732) 349-2109
www.slponline.com

Our recent first drive and dyno test of an '08 Corvette ("RepeatPerformance," VETTE, Apr. '08, www.vetteweb.com/features/vemp_0804_2008_chevrolet_corvette/index.html) revealed that, inaddition to being an impressive performer in stock form, Chevy's new LS3engine also responds enthusiastically to basic horsepower modifications.But whereas there are numerous aftermarket parts available for thelong-running LS1 and LS2 powerplants, the LS3's more-recent introductionmeans there are comparatively few bolt-ons out there for the '08 Vette.

Fortunately for the truly speed-addicted, there's ProCharger (www.procharger.com), the first manufacturer to market asupercharger kit engineered exclusively for the LS3-powered model.According to ProCharger Marketing Director Jeff Lacina, the company'snew H.O. Intercooled system includes everything required to turn a 430hpstocker into a 620hp whiplash warrior.

"The ProCharger system provides a 40-45 percent horsepower gain, withjust 5-6 psi of boost, on a stock LS3 engine running pump gas.Additionally, the ProCharger features the industry's most effective andhighest-flowing intercooler system, thus providing the engine with thecoolest charge-air temperatures for maximum performance and longevity,"he said.

We already had a more-than-passing familiarity with ProCharger'sindustry-acclaimed products for the C5 and C6. Indeed, a quick review ofthe last two years of VETTE turned up numerous high-output feature carsusing ProCharger blower kits, along with a pair of exclusive, "firstlook" tech articles on the company's latest supercharger offerings. Withthis kind of exposure, it's little wonder that ProCharger systemsrepresent the most popular form of artificial aspiration currentlyavailable for EFI Corvettes.

ProCharger's first complete Corvette system, for L98-powered models, wasreleased in early 1996, followed by an LT1 kit in 1997, and systems forthe C5 and C6 in 2001 and 2005, respectively. "Developing a superchargerfor the LS3 Corvette was a natural progression of ProCharger's designphilosophy and its reputation for producing reliable horsepower with theearlier LS1, LS2, and LS7 cars," Lacina explained. "AProCharger-equipped LS3 Corvette represents an outstanding performancevalue when compared with a stock Z06."

Sold on the promise of 150 extra hp at the rear wheels, we decided toorchestrate the country's first installation and dyno test ofProCharger's newest Corvette blower system. The complete install tookless than a day and required no permanent modifications to the body orpowertrain. As for the results, well, suffice it to say that justifyingthat '09 ZR1 purchase just got much more difficult.

If VETTE were a puzzle book, locating the various installments of our"Front and Center" C4-suspension build would be akin to tracking downthe protagonist in the Where's Waldo? series. Come to think of it,finding Martin Handford's iconic capped character has often been mucheasier than sniffing out our '87 "Son of Zombie" coupe.

Several of you have written in to ask how the project is going(something I appreciate greatly, by the way) and why we haven't includedit in the magazine on a continual basis. The reason is pretty simple:I've been busy working on the car.

A very large portion of 2007 was spent reworking the body panels. As youmight imagine, this is no small task-especially when you're correctingwork previously performed by so-called professionals. We'll have more onthat in the months ahead, along with all the details on the paintingprocess.

For now, I'd like to put the finishing touches on the disassembly andrefurbishing of the car's front suspension, a job we began early lastyear. (For the most recent installment, see our Sept. '07 issue.) Followalong as we complete the final chapter of our "Front and Center"suspension-build series.

Parts list

Rack-and-Pinion Poly Bushing kit (Corvette Central PN 564254)

Rack-and-Pinion Boot Clamp (PN 564364)

Inner Tie Rod End (PN 574593)

Outer Tie Rod End (PN 574580)

Front Sway Bar Bracket (PN 573040)

Front Sway Bar Frame Bushing, Poly (PN depends on model year and options)

Front Sway Bar Poly Bushing Kit (PN 574567)

Sources

Auto-Air Colors
14 Airport Park Rd
Dept. VM
East Granby, CT 06026
(800) 509-6563
www.autoaircolors.com

Corvette Central
P.O. Box 16
13550 Three Oaks Rd
Dept. VM
Sawyer, MI 49125
(800) 345-4122
www.corvettecentral.com

When it comes to visual impact and sheer, unadulterated horsepower,nothing beats a well-designed forcedinduction (FI) system. To help youdecide which FI setup is right for your Corvette, we've put togetherthis comprehensive guide to all the major Corvette turbo- andsupercharger systems currently on the market. Whether you're building a9-second drag car or simply looking to spice up your daily ride, one ofthese kits is bound to suit your needs.

Air power systems engineering PTY. Ltd. (APS)

What is it?

Intercooled twin-turbocharger system

For which cars?

C6, C5

What engines?

LS7, LS6, LS3, LS2, LS1

Fits under stock hood?

Yes

Engine mods required?

No

Fuel-system mods required?

Yes

How much power on stock engine?

40-50 percent increase, depending on boost and application

How much?

Starting at $8,900

Why you want it:

APS's twin-turbo system utilizes liquid-cooled, ball-bearingturbochargers for instantaneous boost, along with an Inconel turbinewheel and Ni-Resist turbine housing for the ultimate in highexhaust-gas-temperature longevity. Twin vertical flow bar and plateintercoolers serve up massive levels of chilled charge air. Twin airintakes allow free and easy breathing, and twin, dual-vent blow offvalves provide the ultimate in boost response. The APS kit requires nocutting of the body-a big plus if you're planning to return the car tostock in the future.

Air Power Systems Engineering Pty. Ltd. (APS)
73 Merrindale Dr., Dept. VM
South Croydon, VIC 3136 Australia
www.airpowersystems.com

Callaway

What is it?

Intercooled Roots-style supercharger system

For which cars?

C6, C5

What engines?

LS6, LS3, LS2, LS1

Fits under stock hood?

No

Engine mods required?

No

Fuel-system mods required?

Yes

How much power on stock engine?

40-50 percent increase, depending on boost and application

How much?

Starting at $6,595

Why you want it:

Callaway's version of Magnuson Products' popular MagnaCharger is said to deliver more horsepower per psi of boost than any other supercharger system. Power increases greater than 150 hp in a C6 (120 hp in a C5) can be realized, thanks to Callaway's new inlet design, which increases airflow for improved efficiency. An internal bypass valve minimizes parasitic loss, meaning less than 1.3 hp is required to turn the supercharger at 60 mph. The integrated, liquid-toair intercooler features proprietary flow technology, ensuring a dense charge for combustion.

Callaway
3 High St., Dept. VM
Old Lyme, CT 06371
(860) 434-9002
www.callawaycars.com

HP Performance

What is it?

Intercooled twin-turbo system

For which cars?

C6, C5, C4

What engines?

LS7, LS6, LS3, LS2, LS1, LT1, L98

Fits under stock hood?

Yes

Engine mods required?

No

Fuel-system mods required?

Yes

How much power on stock engine?

40-50 percent increase, depending on boost and application

How much?

Starting at $8,495

Why you want it:

HPP's systems are offered in three versions: Stage I comes standard with 50mm turbos and will support 700 rwhp. This system can be installed on a stock LS1, LS6 or LS7, although it should be run at conservative boost levels due to the high compression and design strength of these engines. Stage II comes standard with 57mm turbos, will support 800-900 rwhp, and will require engine modifications. Stage III comes standard with 67mm turbos, will support 1,000-plus rwhp, and will require more-extensive engine modifications.

HP Performance/Turbocharged Power Systems
P.O. Box 3377, Dept. VM
Roswell, NM 88202
(505) 623-1304
(area code 575 starting October 1, 2008)
www.turbochargedpower.com

Kenne Bell

What is it?

Intercooled twin-screw supercharger system

For which cars?

C6, C5

What engines?

LS6, LS2, LS1

Fits under stock hood?

No

Engine mods required?

No

Fuel-system mods required?

Yes

How much power on stock engine?

40-50 percent increase, depending on boost and application

How much?

Starting at $6,999

Why you want it:

KB says its twin-screw supercharger system provides big-block feel at any engine or vehicle speed, not just peak rpm. It benefits from cooler air-charge temperatures and lower parasitic loss than Roots-style blowers. Instant full boost is available at any engine speed from 2,500 rpm up. This means more low- and mid-range torque and hp. KB also says there is no boost drop-off from 5-18 psi. A huge 93mm inlet manifold accepts stock 76mm or aftermarket 90mm throttle bodies.

Kenne Bell
10743 Bell Ct., Dept. VM
Rancho Cucamonga, CA 91730
(909) 941-6646
www.kennebell.net

Lingenfelter Performance Engineering, Inc.

What is it?

Intercooled Roots-style supercharger system

For which cars?

C6, C5

What engines?

LS6, LS2, LS1

Fits under stock hood?

No

Engine mods required?

No

Fuel-system mods required?

Yes

How much power on stock engine?

40-50 percent increase, depending on boost and application

How much?

Starting at $5,995

Why you want it:

Based on an OEM Eaton supercharger unit, Lingenfelter Performance Engineering's version of the MagnaCharger utilizes an LPE-designed heat exchanger to maximize intercooling. The system is supplied with properly-sized fuel injectors, a proprietary boost-bypass controller, and a Lingenfelter high-flow air intake.

Lingenfelter Performance Engineering, Inc.
1557 Winchester Rd., Dept. VM
Decatur, IN 46733
(260) 724-2552
www.lingenfelter.com

East Coast Supercharging

What is it?

Intercooled centrifugal supercharger system

For which cars?

C6, C5

What engines?

LS7, LS6, LS3, LS2, LS1

Fits under stock hood?

Yes

Engine mods required?

No

Fuel-system mods required?

Yes

How much power on stock engine?

40-50 percent increase, depending on boost and application

How much?

Starting at $5,995

Why you want it:

Corvette tuner East Coast Supercharging uses Paxton's Novi-2000 head unit in its C5 system and the SL 1500 model in its C6 kit. Both feature a custom single intercooler with polished intake ducting and include a fuel-system upgraded with 60-lb/hr Motron injectors and an MSD Boosta-Pump.

East Coast Supercharging
562 Rt. 539 (Pinehurst Rd.), Dept. VM
Cream Ridge, NJ 08514
www.eastcoastsupercharging.com

Procharger

What is it?

Intercooled centrifugal supercharger system

For which cars?

C6, C5, C4

What engines?

LS7, LS6, LS3, LS2, LS1, LT1, L98

Fits under stock hood?

Yes

Engine mods required?

No

Fuel-system mods required?

Yes

How much power on stock engine?

40-50 percent increase, depending on boost level and application

How much?

Starting at $5,500

Why you want it:

ProCharger's Corvette supercharger kits offer OEM-quality fit and finish and deliver industryleading performance and durability. Power gains are impressive: The company's LS3 C6 offering produces a 40-45 percent hp improvement with just 5-6 psi of intercooled boost, and even higher boost and power levels are available for modified motors. ProCharger's high-flowing head unit and efficient air-to-air intercooler substantially improve overall performance and maximize engine reliability.

ProCharger/Accessible Technologies, Inc.
14801 W. 114th Terr., Dept. VM
Lenexa, KS 66215
(913) 338-2886
www.procharger.com

Squires Turbo Systems

What is it?

Intercooled, rear-mounted twin-turbo system

For which cars?

C6, C5

What engines?

LS7, LS6, LS3, LS2, LS1 (L98/LT1/LT5 coming soon)

Fits under stock hood?

Yes

Engine mods required?

No

Fuel-system mods required?

Yes

How much power on stock engine?

40-50 percent increase, depending on boost level and application

How much?

Starting at $7,000

Why you want it:

STS's twin-turbo systems burst onto the scene a few years ago as the first mass-produced, rear-mounted twin-turbo system available for the Corvette. The major advantages of this configuration include easier installation, with no need for major modifications to the vehicle. Locating the turbos at the rear of the car reduces underhood temperatures in the Corvette's already crowded engine room.

Squires Turbo Systems
165 N. 1330 W., Ste. A-4
Dept. VM
Orem, UT 84057
(866) 938-8726
www.ststurbo.com

Vortech Engineering

What is it?

Centrifugal supercharger system (most applications intercooled)

For which cars?

C6, C5, C4

What engines?

LS7, LS6, LS2, LS1, LT1

Fits under stock hood?

Yes

Engine mods required?

No

Fuel-system mods required?

Yes

How much power on stock engine?

30-40 percent increase, depending on boost level and application

How much?

Starting at $5,995

Why you want it:

Vortech gear-driven superchargers provide nearly silent operation and a high- efficiency impeller and housing. By tapping into the engine's oiling system, Vortech utilizes what it claims is the best possible lubrication and cooling for the supercharger, even under sustained boost conditions. In later applications, an integrated charge cooler allows for additional horsepower gains. An included fuel-management upgrade encompasses high-capacity fuel injectors and a handheld ECM reprogrammer.

Vortech Engineering
1650 Pacific Ave., Dept. VM
Oxnard, CA 93033
(805) 247-0226
www.vortechsuperchargers.com

Weiand

What is it?

Roots-style supercharger system

For which cars?

C3, C2, C1

What engines?

Traditional small- or big-block Fits under stock hood?

No

Engine mods required?

No

Fuel-system mods required?

Yes

How much power on stock engine?

Up to 50 percent increase, depending on boost level

How much?

Starting at $1,800

Why you want it:

Nothing says horsepower like a gigantic roots supercharger towering over the hood of your Corvette. Weiand offers several superchargers, ranging from the compact 142 series, which will actually fit under some hoods, all the way up to the enormous 8-71 series, which requires a hole roughly the size of the Holland Tunnel. If you want to make a statement, these are your babies.

Weiand
1801 Russellville Rd.
Bowling Green, KY 42101
www.holley.com

Our recent testdrive of the '08 Corvette (Apr. '08) yielded a torrent of technical questions concerning one key subject: How was Chevrolet able to make significant improvements to the decade-old LS engine and offer the result as standard fare on the new Vette? For answers, we contacted John Rydzewski, Assistant Chief Engineer, Passenger Car Small-Block Engines at GM Powertrain. In a wide-ranging interview, Rydzewski filled us in on the history, development, and construction of the Chevy's latest small-block dynamo.

Vette: When was the LS3 engine designed, and how is it related to the LS7?

John Rydzewski: The LS3 and LS7 share a common background. The LS7 was released in May 2005, and I believe we went after the machining of the heads a year before that. At that time , we had a head that was developed that we called "the big head." It was produced for our truck motors , and that same head casting was also used for the LS3.

Vette: Why did you choose this "big head" for the LS3?

JR: It was an opportunity to get more performance out of the LS3, and it was an opportunity to deliver the same value to the customer. The big head proved successful on our truck motors, and it was the right thing to do to offer it as part of a new engine for the Corvette.

Vette: How is the LS3 cylinder head similar to the LS7 unit? How does it differ?

JR: We had the big head pretty much as-is cast on the LS7, we went the next step on the LS7 where we CNC-machined the intake and exhaust ports and the combustion system. We put a lot of extra machining processes into the big head to deliver the LS7 engine, and we did get a lot out of that. However, we took another path for the LS3 since it is a high-volume application. We went after conventional as-is casting of the cylinder head, and that's where the two heads differ.

Vette: How does the LS3 valvetrain improve on the components fitted to the LS2?

JR: Valvetrain-wise, we have a larger intake valve on the LS3 cylinder heads, we didn't want to compromise the limiting speed of the engine. Being a larger valve, it had more mass. We actually had to go to a hollow valve on the intake, and that was basically to get the mass equal at higher speeds.

Vette: What testing was performed on the LS3 cylinder heads to provide data GM engineers could use to facilitate airflow improvements?

JR: The engineers tested these heads through simulation, on our airflow bench, and went out onto the track with some local race groups to collect data. We were surprised how much data we actually achieved that way.

Vette: Were you pleased with the airflow improvements manufactured into the production LS3 cylinder heads?

JR: There's good improvement comparing the LS3 heads to the older LS2 units. We achieved a 17-percent increase of airflow on the intake side and a 6.2-percent increase of airflow on the exhaust side. The results are pretty significant.

Vette: How does the LS3 aluminum block differ from that of the LS2?

JR: There's a different diameter for the bore. The 364ci LS2 is a 4.00-inch bore, and the 376ci LS3 is a 4.06-inch bore. Because we have a higher-output engine with the LS3, the other area we had to go after was improving some of the structure in the block. One of the areas that we focused on was the bulkheads. We used our analysis group, which is really state-of-the-art in this corporation, and they have some techniques on how to change some of the contours of the casting. Basically, the solution was to make one of the radiuses a bit gentler at the bottom of the bore, and found another 20 percent of structure by doing this. That was the critical area for performance.

Vette: How did you improve upon the rotating assembly of the LS3 compared with the components engineered for the LS2?

JR: We did much work on oil control in the piston design and added some features oil consumption. Basically, four drilled oil-drainback holes were put into the piston. We also optimized the ring pack and the angles of the grooves in the piston and the profile of the rings. That was another area we focused quite a bit on, and we were able to come up with a piston system that works very well with track usage.

Vette: What challenges did you overcome to increase the horsepower of the LS3 while also improving engine life?

JR: The block was one of the challenges that we went after, and we had to resolve it using analysis tools. That was very successful. Another area was the rod-joint capability-the rod bolts. We had to improve that entire joint. We went after a redesign of the bolt-or rather, a change in the materials of the rod bolt-to a higher-grade bolt very similar to what we use on the LS7. That was an area we actually ran many component tests to verify we were capable of running at high speeds and high loads for a prolonged amount of time-something that's very important to the people who take these engines and cars out on the track. It was a challenge to go after that!

Vette: When you designed the LS3, was your horsepower target purposely weighed against the classic 427/430 L88 motor?

JR: No, we didn't purposely compare the horsepower of the LS3 to the plateau reached by the classic Chevy big-block motor. We looked at our competitors of today and where they are, and where our platform needed to be from a performance level. The Corvette is class leading, but we wanted to increase that lead.

Vette: Did computer technology at GM change sufficiently between the development of the LS2 and the development of the LS3 so that you were able to increase performance as a result?

JR: Our standards of what we look at and what we try to do have changed quite a bit. Our capability has become very good. Pretty much every month we have new techniques that improve our capability for analysis.

Vette: Did you design the LS3 with future modifications in mind, so enthusiasts can easily add horsepower?

JR: There's always room for improvement, so enthusiasts can do things, whether it's induction-system restriction or exhaust restrictions. As I mentioned, you can polish these cylinder heads or take them out to a porter and do some work on the intake ports and the exhaust ports and get toward an LS7 in performance. There are camshaft options out there, too, that can get you more performance. What we put together is a good balance. It gives you emissions capability, fuel efficiency, and much more performance . It's a quieter application, too. We've added some features for refinement, but someone who wants to actually go out and increase the performance of the LS3 has a lot of capability to do that.

Vette: How do you feel about power adders on the LS3 to elevate its horsepower output to supercar status?

JR: We expect it. Many of our buyers do quite a lot of things to our vehicles and take them on tracks and enjoy their performance, and we get good feedback that way. There are many aftermarket performance parts out there, and we expect our customers to do things like that.

Vette: How do you feel about the LS3 being carbureted for hard-core race use?

JR: Wow, this is the first time I've been asked that question. If it works, if someone wants to do it, I don't have a problem with it. It's a big change; you'd have to change the intake manifold and fuel system, that certainly is a possibility. I'm sure there are people out there that will do something like that.

Vette: What do you see in the future of the LS3?

JR: We're looking at all kinds of technology. We definitely can't sit still, because the competitors aren't sitting still. We have to focus on many of the regulations out there, emissions. Fuel efficiency is one of the most important things customers want right now, but we want to deliver the class-leading performance along the way, too.

When introduced for the '05 model year, the C6 received the evolutionary Gen IV LS2 powerplant, which carried ratings of 400 horsepower and 400 lb-ft of torque. While the new engine's cylinder heads and cam specs were all but identical to those of the outgoing LS6, the LS2 differed significantly from its predecessors in other areas. Gone were the LS6 intake manifold and 78mm throttle body, replaced by a new-style intake and a 90mm electronically controlled throttle body.

Enthusiasts and the aftermarket naturally deduced that there was potential in the new intake setup, and testing quickly ensued to determine if retrofitting the updated manifold and throttle body onto Gen III platforms could provide an easy and inexpensive performance boost. But surprisingly, it was determined that the LS2 parts didn't perform as well as their old LS6 equivalents, and C6 owners were left to wonder how much power they were leaving on the table by retaining the factory intake configuration.

"According to GM, the LS2 manifold has a marginal increase in plenum volume over the LS6 and similar runner shapes optimized for the 6.0L engine," says Pete Incaudo of VMax Motorsports. "What changed was the technology employed to produce the manifold. The LS1 and LS6 manifolds were produced using a 'lost core' plastic-molding process that produced a single-piece manifold."

The lost-core process involves the use of a low-melting-temperature metal core, which is loaded into a plastic-molding tool, over-molded, and then melted out after the part is formed. Nylon 66 was the material used to produce the LS1 and LS6 manifolds. "The LS2 and LS7 manifolds utilize a more traditional plastic-injected-molding process that produces three different intake-manifold sections, which are then fitted together and vibration welded around the edges," says Incaudo.

Vibration welding, sometimes referred to as "sonic welding," involves melting the composite together after vibrating the materials to produce enough friction for a weld. Although the new manifold material looks similar to that used in an LS1 or LS6 unit, it's actually Nylon 6, a glass-filled polymer that is better suited to the vibration-welding process.

"After conducting numerous tests on our Superflow 600 flow bench to benchmark the LS6, LS2, and aftermarket manifolds, it was determined that the one fatal flaw of the LS2 design was that it allowed a minuscule amount of air to leak internally past the welds," says Incaudo. "As the combined head- and intake-flow requirements increased on modified engines, the problem was amplified, especially in the upper rpm range."

While it might be tempting to simply seal all of the leaking welds, welding the seams for a leak-free fit is actually quite difficult. Furthermore, the potential for failure when modifying the manifold using polymer-based adhesives is unacceptably high. "Rather than 'repair' the manifold, we developed a porting program that will flow more air, thus raising the power potential to levels typically seen only on high-dollar aftermarket intakes," says Incaudo. "On stock applications we normally see 5-10hp increases, with up to 20 hp available on engines with ported heads, higher-lift cams, and free-flowing exhaust."

Sold on an exchange basis, the ported LS2 intake retails for $300 shipped and carries PN VMax LS2 Port. For enthusiasts who need to purchase a new stock manifold, GM offers the LS2 unit under PN 89017648 for $421.61.

Follow along as we provide an overview of this stealthy, budget-friendly modification. Once that's done, we'll swap a ported manifold onto a stock, six-speed-equipped '06 C6 and gauge the results on a chassis dyno.

Conclusion
All told, VMax's intake-porting regimen resulted in increases of 10 rwhp and 9 rwtq, all for only $300. Even better, most enthusiasts can perform the swap at home in less than an hour. Best of all, the ported manifold is completely stock-appearing and will fly under the radar of fellow enthusiasts...as well as the dealership.

"I am really impressed by the additional power gains that the ported manifold provides," says car owner Tammi Douglas. "The car feels more responsive around town as well as in the upper rpm range. Knowing that the manifold isn't restricting performance gives me confidence that additional modifications will yield results without having to invest in an aftermarket ."

For C6 Z06 owners, VMax has been hard at work on a porting program for the LS7 intake. In fact, a fully ported LS7 unit should be available by the time you read this. For the stock-appearance purist looking for additional performance or anyone intent on having the most powerful C6 around, the need to purchase an aftermarket manifold just became less acute.

Dyno	HP	HP Avg.	Torque	TQ Avg.	A/F Avg.
Baseline	345.6	286.5	342.9	328.2	12.9
Ported LS2	355.8	294.7	352.1	337.4	12.8
Increase	10.2	8.2	9.2	9.2	NA

Throttle-body Porting
In addition to porting the LS2 manifold, VMax offers a ported LS2 throttle body that it recommends to enthusiasts who have made additional engine or tuning enhancements. "On stock applications, the ported throttle body will significantly improve low-speed responsiveness, but it really shines when additional modifications-like a free-flowing exhaust and a performance camshaft-are made," says Incaudo. Sold on an exchange basis under PN VMax LS2 TB, the throttle body retails for $150, shipped.

The factory LS2 throttle body bears PN 12570790 and retails for $477.22 directly from GM. Rather than utilizing air tubes to maintain proper idle characteristics, the LS2 unit has an intake-air control (IAC) stepper motor that electronically opens and closes the throttle blades. One shortcoming of this design is the ridge at the leading edge of the throttle blades.

Although it flows more air than both the 75mm LS1 and 78mm LS6 throttle bodies, the LS2 unit can be ported for even greater performance. VMax's changes include boring and blending out the restrictive ridge at the leading edge of the throttle blades, as shown here.

Flow Testing and Forced Induction
Our LS2 intake was flow tested at 28 inches of pressure using a Superflow 600 flow bench. A stock LS2 cylinder head was used initially to document the head flow using only the Number 6 intake port (Test 1). A stock LS2 manifold was installed for Test 2, and flow was again recorded on the Number 6 port with all other runners blocked. For Test 3, a ported LS2 manifold was installed and the test repeated.

Our results indicated that the low- and high-lift cfm numbers benefited the most. Although the cfm increases weren't substantial, intake-manifold porting isn't all about raw numbers. It also has much to do with the transition and quality of air. Pure cfm increases that decrease port velocity or disrupt flow are often counterproductive to hp.

"In forced-induction applications, the ported LS2 manifold consistently outperforms the LS6 and the popular aftermarket intakes during our test sessions," says Incaudo. "When pressurized, any internal leaking is eliminated, and the overall port volume and runner shapes of the LS2 manifold can perform as intended. On a recent session on a chassis dyno, we gained 20 rear-wheel hp-from 695 to 715-by swapping out an LS6 intake on a '03 C5 featuring our CNC-ported LS6 heads and running 15 pounds of boost."

LIFT(CFM)	1. BARE HEAD	2. STOCK LS2	3. MODIFIED LS2
0.100	62.5	59.6	62.5
0.150	95.0	95.0	98.0
0.200	137.0	134.0	135.0
0.250	168.0	160.9	160.9
0.300	197.3	184.7	186.0
0.350	217.5	201.0	205.0
0.400	235.0	217.5	220.0
0.450	253.0	226.0	230.0
0.500	265.0	233.9	238.0
0.550	256.0*	223.5*	226.0*
0.600	257.7	223.5	226.0
0.650	257.7	223.5	229.0

Port and runner stall at 0.550" valve lift.

When Dave Hill and his merry band of Corvette engineers designed the C5 suspension, their goal was to deliver slot-car cornering without the bone-jarring ride that usually accompanies tighter hardware. There's no question that they did a superb job with the base models, and the Z51 suspension option was even better. The arrival of the Z06 in '01 set new standards of cornering and handling for the Corvette, and did it without any significant compromise in ride comfort. Yeah, it's a little stiff, but if you want something softer, you drive a Lexus, right?

Since our goal with the C5 on a Shoestring project has been to upgrade the '97's all-around performance, we felt it was time to improve the car's suspension in preparation for our upcoming engine modifications. All that power is useless if you can't translate it into carving up canyon roads or ripping through corners under full control.

Keep in mind that depending on how extensive a suspension upgrade is, there may be changes that cause an increase in tire wear and interior noise. Ride quality may also suffer. With that said, there's still no better adrenaline rush than cutting the apex of a corner harder and powering out faster.

We went to the folks at Vette Brakes and Products (VBP) in St. Petersburg, Florida, and laid out our suspension-upgrade goals. VBP has been around for more than 30 years and has mastered the science of Corvette handling, both on the street and at the track. For our application, the company suggested its Extreme Touring System.

This system includes VBP's own composite monosprings, which are engineered to perform on the street or in competition use. Bilstein Sport Shocks and VBP front and rear tie-rod ends are included in the package, along with adjustable stabilizer-bar end links, eight-inch specialty spring bolts, and graphite-impregnated polyurethane bushings.

Since the VBP Extreme Touring System did not include stabilizer bars, we decided to see how the original bars performed in concert with the suspension upgrade. The base '97 Corvette suspension utilizes a 24mm front bar and a 19.1mm rear bar. Adjusting the end links resulted in an improvement, but we didn't feel we were getting the most out the new suspension. We needed bigger bars.

The '97 Z51 suspension used 30mm bars in the front and 21.7mm units in the rear. While that's a hefty increase, the '03 Z06 used an even bigger, 23.6mm rear bar. For our tastes, that's even better. VBP sells a 32mm front bar and a 24mm rear bar. We decided to add both to the previously installed Extreme Touring System. These bars require polyurethane bushings and increase ride harshness and vibrations, so they probably aren't the best choice for most Corvette owners.

Suspension work usually requires the use of a lift and power tools, but it is possible to do the job with the car supported on heavy-duty, six-ton jackstands. (Remember: Never crawl under a car that's not supported by high-quality jackstands!) You'll still need air tools, regardless of whether you're doing the work standing up or on your back.

If you've never done suspension work before, you may be better off enlisting the services of an experienced shop. In our case, we asked John Wilson of Auto XTC in Clearwater, Florida, to handle the installation.

Once our new underpinnings were in place, we took the Shoestring C5 to an alignment shop to set up the new hardware. This is a critical step in any suspension upgrade, since the new suspension's altered geometry will drastically affect the handling of the car. Give yourself a chance to become acclimated to the car's revised handling feel before taking a nice, slow drive to the alignment shop. If you have access to a trailer, that's even better.

We took the Shoestring C5 to 1 Stop Car & Truck Repair in Venice, Florida, for its alignment. 1 Stop's techs had no problem getting the car realigned using their state-of-the-art Hunter alignment and balancing equipment. They did an excellent job of setting up the suspension, and soon we were on our way.

It didn't take more than a few miles and a handful of corners for us to feel the difference VBP's Extreme Touring System had made in our C5's handling dynamics. The car felt glued to the pavement, without any sacrifice in ride quality. And with the adjustable stabilizer-bar end links, we'll be able to fine-tune response to our liking.

Next month we'll take the first step in extracting more horsepower from the stock LS1 with an SLP headers-to-tips exhaust system. That should put our new suspension to work!

Although the Corvette's alignment range allows a chassis setup appropriate for racing, we chose to go with the stock alignment specs. If you're willing to accept the compromises in tire wear and driveability an aggressive alignment brings, we suggest resetting camber to -1.0 degrees at all four wheels as a (conservative) starting point. For racing, set the camber adjusters for the maximum negative camber, with no more than a 0.25-0.50 degree difference front to rear.

Project Costs to Date
Vehicle purchase (includes tax and tags)	$19,800
Clutch and flywheel installation (includes parts and labor)	$1,732.46
Mirrors (paint and installation, includes parts and labor)	$638.89
Rear weatherstripping (includes parts and labor)	$146
Front and rear brake upgrade (includes parts and labor)	$977
A/C and headlamp-motor repair (includes parts and labor)	$289
Seat rebuild (includes parts and labor)	$1,719.97
Carpet installation (includes parts and labor)	$1,549.99
Suspension Upgrade (includes parts and labor)	$2,504.88
Total Cost to Date:	$29,358.19

As with most things automotive, the ignition system has a fairly simple task. The job of the distributor and coil is to deliver spark to the proper cylinder at just the right time to create combustion. While this seems basic enough, it gets complicated quickly when it comes to optimizing the system for different conditions. Things like adjusting centrifugal and vacuum advance can easily overwhelm the novice tuner. This is where the innovation and flexibility of the MSD Ignition E-Curve Pro-Billet Distributor can save the day.

The E-Curve will drop right into your small- or big-block engine and requires you to connect only three wires. While that's cool, what really sets the E-Curve apart is that it's a stand-alone unit with no external boxes or controllers to operate. Its built-in high-output ignition module produces a powerful spark for improved combustion.

The other thing that makes the E-Curve unique is that it allows you to set a timing curve by simply twisting a rotary dial. The E-Curve's digital module lets you select from 20 different centrifugal curves and five vacuum curves, giving you 100 combinations from which to choose. The dials are easily accessed by removing the distributor cap. You can also set an rpm limit to protect your engine from damage caused by a missed shift or driveline failure. The rev limiter is adjustable from 5,000-10,000 rpm.

The digitally controlled ignition module is what makes these adjustments possible. The E-Curve uses MSD's proprietary magnetic pickup for an accurate trigger signal throughout the engine's entire operating range. Like all billet MSD distributors, the E-Curve is machined from a solid billet of 6000-series aluminum for unsurpassed accuracy and reliability. The tool-steel shaft is equipped with a heavy-duty gear and spins effortlessly on sealed ball-bearing assemblies. And finally, the E-Curve Distributor is topped with MSD's Rynite molded cap and rotor. It's even supplied with a matching three-pin Weathertight harness that makes wiring a snap.

An MSD Blaster Coil makes a natural companion piece to the E-Curve or any high-end distributor. MSD says the Blaster Coil line is designed for a maximum spark output of 45,000 volts! This is achieved through the use of special 100:1 windings that are held secure and kept cool in an oil-filled metal canister. The tower assembly is molded of durable alkyd material with high dielectric characteristics, while widely spaced brass primary terminals prevent the possibility of spark.

There are several versions of the Blaster Coil available, all of which have identical internal specifications. The only real difference is the housing configuration. We chose the traditional Blaster 2, which is available in MSD red or ultra-chic chrome.

Topping off our MSD install is a set of the company's 8.5mm Super Conductor plug wires. These may be the finest wires available, offering incredibly low resistance while fending off all electronic interference. The secret is the low resistance: According to MSD, a 12-inch length of Super Conductor Wire has only 40-50 ohms of resistance, the lowest of any helically wound wire. To do this, MSD uses a copper alloy conductor, which offers excellent voltage-carrying capabilities. The conductor is wound so tight around its center core that it uses over 40 feet of conductor for a single foot of plug wire. Why should you care? Because the low resistance of these wires results in maximum spark energy reaching the plug.

Lastly, all MSD spark plug wires feature "Dual Crimp" terminals. As the name implies, each terminal features two crimps: one for the sleeve of the wire and another to grasp the conductor. This provides a more secure crimp and less chance of spark arcing to the engine block or exhaust through the boot. MSD is so confident in its Dual Crimp terminals that it warrants each factory-crimped plug wire against "pulling off" for five years. The 8.5mm Super Conductor Plug Wire is available in Universal Kits and Bulk Lengths in either red or black.

For this project, we chose a lightly modified '72 LS5 coupe. The owner noted a high-rpm miss that was traced to a low-quality electronic ignition conversion kit that was previously installed. Follow along as we take you through the steps required to swap out the parts. Note that exact timing numbers and curves have been intentionally left out, as every car is different. If you're unsure what timing will be best for your car, consult your factory service manual or give MSD's customer-service line a ring. They're truly experts at this stuff.

Hitting the road in your '97-'04 Corvette should be nothing short of exhilarating, as exciting as the day you drove the car for the first time. But while the C5 embodies a near-perfect combination of style, acceleration, and handling, its power-robbing, insipid-sounding stock exhaust system is a major weak point. Fortunately for performance-minded C5 enthusiasts, Bassani has a full arsenal of Corvette exhaust systems designed to improve both the sound and the output of the car.

According to Bassani, unleashing pent-up horsepower is a fairly simple task on a C5. The company's C5 Aft-Cat system uses mandrel-formed, 2 1/2-inch, stainless-steel tubing to supplant the crush-bent stock pipes. Next, the highly restrictive factory mufflers are replaced with Bassani high-flow units, which improve power while lending the car a unique "muscle car" sound.

The stock H-pipe, meanwhile, gets the hook in favor of Bassani's stainless-steel Power X Crossover pipe. Not only does the Power X design increase performance by scavenging spent exhaust fumes, it further enhances the exhaust tone as well. As installed, the Bassani setup evinces no extreme roar or popping on deceleration-just the pure sound of a highly tuned sports car.

As the accompanying photos show, installing the Bassani Aft-Cat system and Power X is a relatively simple affair, with no welding or fabrication needed. The job requires two cuts to the stock system. After that, all the Bassani components can be bolted up using the supplied hardware and OEM-style band clamps. Like all of Bassani's stainless-steel exhaust products, the C5 system comes with a lifetime warranty.

Want even more power from your C5? The Bassani parts have proven to work well with complementary upgrades, including aftermarket cold-air systems and PCM programmers. The owner of our test car previously had installed a high-performance K&N air cleaner and cold-air induction kit. To help get the most out of the intake and exhaust mods, Bassani's R&D team mounted up a Hypertech HyperPac designed specifically for this C5 application.

Installing the HyperPac requires little more than mounting the unit to the windshield with a supplied suction cup, then attaching its cable to the diagnostic port located under the dash. With that done, the Bassani crew downloaded the built-in Hypertech Power Tuning to the C5's computer using a series of easy-to-follow, on-screen prompts.

Before-and-after dyno testing at Superior Automotive in Anaheim, California, found that the combination of the Bassani exhaust parts (Aft-Cat and Power X) and the HyperPac tuning bumped rear-wheel output from 290 to 321 hp. That's a tremendous result, especially given the modest nature of the modifications involved.

We ask a lot of a clutch. It needs to allow smooth slippage when starting from a dead stop, furnish acceptable pedal effort for all types of drivers, and provide rock-solid clamping under WOT conditions. The factory C6 clutch does an admirable job at all of these tasks and even performs fairly well behind a modified engine. When the stock clutch does reach its limit and the time for replacement arrives, though, the modern Corvette owner has a myriad of choices.

Multi-plate clutches are a popular option because they offer an ideal balance of desirable attributes. For D6C, I chose a twin-disc Exedy Racing unit. A dual-disc setup allows the use of a smaller-diameter clutch, which reduces the assembly's moment of inertia and allows the engine to accelerate and decelerate more freely. The downside? The engine is more likely to bog under a full-sidestep launch, such as at the dragstrip. For you straight-liners, Exedy also offers a line of high-performance single-disc clutches designed with your sort of racing in mind.

Exedy says its dual-disc clutches are "designed for hot street action as well as drag, road, and rally racing." Based on a close examination of the specs, this claim would appear true. All Exedy clutches are immediately identifiable by their brilliant, purple-anodized, billet-aluminum pressure-plate cover. The pressure plate has a 2,500-pound clamp load, and the 8.5-inch friction discs are made of T5001 cerametallic friction materials for extreme heat resistance. This clutch also includes a lightweight chrome-moly steel flywheel that is machined with holes around its circumference for weight savings. If you really want to get carried away with the pound-paring, Exedy offers a triple-disc carbon clutch.

If you have any experience wrenching on your fifth- or sixth-generation Vette, you know that few projects turn out to be as simple as they initially seem. It's no different with the clutch. Unlike with the older cars, the install is not simply a matter of dropping the driveshaft and removing the transmission. No, the C5/C6 requires a serious commitment. You'll need to remove the entire drivetrain from the bottom of the car, starting at the flywheel. (Note: If you are putting a new clutch in a C5, it is recommended that you install a new slave cylinder and throw-out bearing at the same time.)

The following photos give you a good idea of what to expect if you're so bold as to tackle the project yourself. I again relied on LG Motorsports tech Sean Burt, who had the experience and the tools needed to get the job done right and in a reasonable amount of time.

So how does my modified LS2 drive? As expected, the substantial reduction in rotating mass makes it much more eager to rev. The lessened mass will become apparent the first time you stall the engine trying to drive away from a stop. A little more throttle and a lighter touch on the left pedal, and you will be peeling away from stoplights in no time.