BillH wrote:
Matt & Brian, IMO, the only thing to run is dual m/cs, Why so? If one fails, you still have brakes on one end. The added advantage is brake bias adjustment. The propotional addon valves work but, not that well and you are still depending on one m/c.
With duals, you can "bench setup" the system in the shop and dial it in on a test day.
Both Tilton & Wildwood make fairly good equipment.

jhammons01 wrote:
Is it the disk on the front of the crank? or is it the weight on the inside of the Flywheel?

BillH wrote:

I agree on the full system especially if you're going to do track days. It's very rare but I've seen one car burn up with a extinguisher mounted on the pass seat, the guy went into a tire wall on the pass side, jumped out because of flames in the cockpit and couldn't reach through to get at the extinguisher.

A full system with a 10lb bottle only runs about $400.

patgizz wrote:
for every LSx swap thread i read on CF, including the FAQ, all i read is "you need a longer driveshaft, this moves stuff forward 1.5 inches or so"

so has anyone done the work to position the engine as factory to not mess with the driveline? i could pick up an aluminum shaft from something longer and have it shortened if necessary but added expense is lame.

DaleD wrote:
Quote:

Jeffvette wrote:

Dale, that car probably sold for around 80K.

That is a primo car. I did some work on it this past winter getting it ready for NCRS. This car needs nothing other than an original battery to be perfect.

They make way too many of these cars to be short term investments. Long term, who knows. We may not even gasoline to run them on in the extreme long term.

It's for sale now. That ad was posted yesterday. You can buy it for $40.5k!

DaleD wrote:
Just another example, most cars, including Corvettes, are NOT investments:

http://forums.corvetteforum.com/c4s-f ... -1-179-miles-red-red.html

Buy a Corvette ZR1 in 1990 for $60k.
Sit on it for 19 years and hope to get $40.5k for it.

Or, in 1990, put $60k in the bank averaging a return of 3%, (very lazy way, and very safe), now you have $106k.

If you put the money in the bank, you drive the car almost as much as the person who owned it and drove 179 miles. And you didn't have to pay for insurance.

BillH wrote:
I'm not sure I understand your question correctly Matthew.

I'll try an answer, let me know if it's something else.

The injurys to this guy could be caused by multiple things. My first guess is that the belts were too loose. My second guess is that the belts were impropery installed specific to the mounting locations.

Many guys get a 5 or 6 point seup and think they can wear the belts at the tension they wear their street belts at.
Many guys just use whatever bolts are already available on the car to fit the harness and those locations can be incorrect.
There are specific ways that the lapbelt should be installed and a specific point on your hips that it should cross. The antisub belts should control the location of the lapbelt (up or down) when the shoulderharness belts are pulled very tight.
Both the lap and shoulder bets should be very, very tight.

There are baffons like this guy Paul who think different seats will hold them in enough.
Using 6 point belts with stock seats isn't a very good idea either.

bogus wrote:
JohnnyO signing one at Sebring!

I do like the look, but it is a trim package... 20 years from now, it will be worth $2k more than a base Vette... and in 40 years, we will be lamenting not having bought one now.

Danspeed1 wrote:
(I really can't wait till JeffVette stumbles across this thread)

j3studio wrote:
...and the Lambo is already gone at 2 hours in, so GT1 is even thinner.

Matatk wrote:

Also, I think the derm from 90 or 91 will work, but from what I've read once an airbag is deployed you must replace this piece, hence it is disposable and in high demand.

Good luck,

Matthew

ghoffman wrote:
The big block made more power than the Lotus, and the new LS series all smoke the LT-5. Seems like they know very well how to make a motor. At a dyno day a couple of years ago, a stone stock LS7 made about 120 RWHP more than a chipped LT-5. Even back then, the LS6 454 crate motor made about 90 more HP than the LT5 and did not weigh any more. I just think Dave McClellan had a 4 cam and bad hair fetish.

ghoffman wrote:
That is what they should of offered in leiu of the LT-5. An aluminum Rat weighs less and the power is essentially unlimited. I like my 427!!

Trae1976 wrote:

I've never been, but it seems to be more of a douchebag gathering than a car event.

88BlackZ51 wrote:

Dwight/Jeff/Kurt have been to so many C4 events that they don't give 2 chits about a car show I presume.

itlgo2 wrote:

would love to have a gaggle of C4's join the fun next year.

itlgo2 wrote:
Will, runs street tires, and since the car is rare doesn't put a lot of miles on the car.

BrianCunningham wrote:
You don't get to the track much then.

Plenty of guys in Corvettes doing autox, HPDE's and wheel to wheel.

BeachBum wrote:
I feel mine would hold up if I ever have the unfortunate experience of an upside down ride..... which I hope to avoid I might add.

sliding wrote:
I don't need to meet any regulations. I would
however want to have a quality cage.
I plan to go more often to the track (road race) and
I'd like to stiffen up the car as much as possible.
However, I'd like to keep it streetable and reversible
to stock condition. That means no cutting through the
dash.

81c3 wrote:
Quote:

Jeffvette wrote:

Hope you installed a remote bleeder John.

Absolutely! Also did the rear axle seals and torque tube bushings too! It was also a good opportunity to clean everything up under there.


Chris, youre always welcome to come over. Just call me!!

Matatk wrote:
Quote:

Jeffvette wrote:
Should cost about 800 bucks for the typical kit.

Is it that much? I thought there were some local companies around here that did custom installs for less.

CSS996 wrote:
Notice any difference?

I remember you mentioning a little bog on the 3-4 upshift. But I read that while the lower gears had different ratios than the standard coupe, the Z06 used the same 4th gear. (5&6 too, I would assume)

Feel free to call me if you ever need a tool runner while you're doing that stuff. I'd love to learn from the master!