Sure, we think all Corvettes are collectable but it came as a surprise to me that new Corvettes, and relatively new Corvettes, can qualify for the much lower collector car rates. How much lower? Collector car rates are generally one third to a half of family auto policy rates. As a rule of thumb, collector car insurance policies run less than one percent of a car's value per year. The policy for a $15,000 car might run around $150 per year, but there is a minimum amount-policies are seldom written for less than $100 per year. On the other end, for high value cars, policy costs decrease even further to around six dollars per year per $1,000 of the car's value. For example, a Corvette valued at $60,000, might be insured for about $350 a year.inline_mediumwraptextrightYour late model Corvette may qualify for Collector Car Insurance. If it does, you'll save a bundle on insurance each year. The primary requirement is that it is not used as a daily driver-it's only used for special occasions.30979812/techarticles/corp_0912_corvette_insurancecorp_0912_01+collector_car_insurance_guide+corvette_z06.jpgTrue

Back a couple of months ago, I got a phone call from Shafi Keisler, owner of Keisler Engineering, about a new 5-speed transmission that had just been released for the C3 Corvette at just $2,195-a thousand dollars less than their current Tremec TKO offering! Well, to say the least, he had my undivided attention. That transmission turned out to be the Keisler T45-RS, which is based on the Borg-Warner T-45 that was used from 1996-2001 in high performance passenger cars including the Cobra and 4.6L Mustangs.inline_mediumwraptextright30762705/techarticles/corp_0911_c3_transmission_swapcorp_0911_01_z+1969_chevrolet_corvette+transmission_install.jpgTrue

OK, you've graduated from oil and filter changes to tune-ups and even brake jobs. You've got a tool box fairly well-stocked with metric and SAE combination wrenches and sockets, and all the screwdrivers and pliers you'll ever need. You also have the obligatory locking pliers and a BFH or two.inline_mediumwraptextrightLooking from front to rear, here are the fasteners that have to be unbolted in order to remove the transmission, which is the biggest part of a clutch job. With the engine supported under the oil pan, the transmission will remain securely in place, even with all these fasteners and the cross member removed, until you pull the transmission to the rear and disengage it from the pilot bearing, the clutch disc splines, the throwout bearing, and the bell housing.26399266/techarticles/corp_0907_c1_corvette_clutch_installcorp_0907_01+c1_corvette_clutch_install+fasteners.jpgTrue

While swapping an LS-series engine into the engine bay of a classic Vette has not become old hat, the process has become simpler over the last few years. Companies like Street & Performance, Speed Hound and others have helped take some of the confusion out of the process. Of course, with so many options for things like motor and tranny mounts, all of these companies have also added some unwarranted issues like inter-brand compatibility. It seems every company out there has their way of making it work. You can buy at least 20 different types of motor mounts to fit a first-gen Camaro. The C2 ('63-'67) Corvette is not quite as lucky. There are a couple of universal kits and a few specialty kits that involve special oil pans, but these pans often hang low, adding an unnecessary risk. For the Red Line Auto Sports' '67 roadster, owner Fred and Kim Murfin wanted a simpler solution.inline_mediumwraptextrightTo begin the job, the Energy Suspension backing plate had to be ground down a little to allow the center hump to fit inside the relief in the Speed Hound adapter plates.26387158/techarticles/corp_0910_c2_transmission_installcorp_0910_02_+1967_chevrolet_corvette+energy_backing_suspension_plate.jpgTrue

Chevrolet engineering dominated the chassis and front suspension of the original Corvette while the steering and suspension designs came mostly from Chevrolet passenger cars. For the steering gear, Chevrolet drew on Saginaw Division's worm-and-roller unit, the standard fare for lighter G.M. cars of that period.

The PCV (Positive Crankcase Ventilation) system is designed to regulate and remove fumes from the engine crankcase, and to alleviate crankcase pressure which could cause oil leaks or seal damage. The PCV system routes crankcase fumes into the intake manifold where they can be burned to eliminate harmful emissions into the atmosphere. The PCV valve controls the amount of crankcase flow volume depending on the engine's load. With large throttle openings (high engine loads), more blow-by gases are produced and the PCV system flows more oil vapor into the intake manifold. The PCV valve also functions as a check valve to prevent the intake manifold flow from reversing back into the crankcase when there is a backfire, or during periods of high manifold pressure (boost) during forced induction by a turbocharger or supercharger.

Fiber optic light indicators were used on '68 thru '71 Corvettes and the forward fiber optic trim plate is made of chrome-plated pot metal with a satin black background. This trim plate houses the fiber optic indicators for the headlights and, like other black-and-chrome interior Corvette trim pieces will, in time, require either refurbishment or replacement. Replacing this piece will set you back a sizeable piece of change, but if you're willing to put in a little time and elbow grease, you can make your existing trim piece look as good as new for about $5.00.

Cylinder heads are understandably a vital ingredient in any recipe for "porcupine" horsepower pie, so whether the big-block in your Corvette is being built for street performance, drag racing, road racing, autocrossing, or simply holding down the garage floor, the heads must be properly matched to the pistons, camshaft, and intended usage if an engine is to deliver anticipated performance. Countless numbers of big-blocks have had all visions of glory destroyed by misdirected "experts," who either selected the wrong castings, or took a wrong turn while modifying them for maximum power. Such mistakes aren't uncommon because ego and poor judgment frequently win out over common sense.

If you've been following the story about Rob Sutter's '59, you'll know that his friend and business partner Bob Yeoman "stole" Rob's car out from under him to repay a large favor and replace the way-too-radical former dragster engine with a perfectly-streetable crate 350 from GM Performance Parts. The project escalated, as these things so often do, into a wholesale transformation into a resto-mod C1, complete with state-of-the-art steering, suspension, and brakes. In our last installment we detailed the installation of a trick monoleaf fiberglass rear spring from Vette Brakes & Products, adjustable QA1 rear shocks, rear sway bar courtesy of Jim Meyer Racing, and the crowning glory, a rear disc brake setup from Stainless Steel Brakes Corp. to match those they supplied for the front.

We decided to run a check run to make sure we were in the same ballpark since it had been a while since we had Project C5X on the dyno. The first run produced 327.90 horsepower at 337.37 lb-ft of rear-wheel torque which was pretty close to where we needed to be. After the VMax TB install, the next dyno run produced 335.49 horsepower at 343.21 lb-ft of rear-wheel torque, picking up another 7 peak horsepower and almost 6 lb-ft of rear-wheel torque.

Flash back over three and a half decades. It was a gorgeous late spring day. Temperatures were in the mid to high eighties. The t-tops were off. The big block was running at full song. Seemingly in an instant, the gas pedal went spongy. The rat motor stumbled a wee bit, and then simply quit. We popped the hood in an effort to diagnose the problem. As it turned out the combination of a tight engine compartment, big compression (the factory LS6 was fitted with 12.25:1 pistons and converted to LS7 internal specifications) and big tube headers was simply too much for the fuel delivery system - big stock fuel pump and all. The fuel was percolating in the fuel bowls as well as in the fuel lines. The recurring dilemma was eventually overcome with almost every band-aid fix known to man. But it was never wholly resolved. Aside from boiling the fuel, there likely wasn't sufficient volume to satisfy a thirsty, big horsepower big block.

From descriptive how-to books that spell out how components work and/or can be restored or modified, to lavishly illustrated histories, we've got another selection of Corvette-themed and Corvette-related books for you. We'll start with the historical tomes first.

As most of you know, over the last two years or so we have been on a journey to upgrade our Project C5X. That journey so far has included a Mid America Motorworks interior upgrade, basic engine add-ons including Dynatech headers, Mid America Motorworks exhaust and air intake, Pfadt sway bars and coil-overs, a Baer brake upgrade, an Elite Engineering tunnel plate, an American Car Craft stainless steel accessories package and an MTI shifter install. Almost all of our installs and 100 percent of our dyno work has been done by Next Level Performance in Altamonte Springs, Florida, and Geoff Skorupa and crew have done a superb job! So far we have covered a lot of editorial ground, but what we really want to do now is produce some real horsepower.

If you've been following our '59 surprise package, you'll know that Rob Sutter's long-dormant C1 was spirited out of storage by friend and business partner Bob Yeoman who repaid a long-standing debt of gratitude by secretly having a GM crate engine installed in Rob's otherwise undriveable C1. The former dragster engine originally donated to this car was just never streetable and, as a result, Rob rarely took to the road in his '59.

Part of a Digispark installation involves programming the PCM for proper engine control. All systems come with a custom pre-programmed PCM to get the car running. The kit can be further expanded to include licensed TunerCat software, licensed Datamaster scanning software, and a diagnostic port-PC interface cable. Since the PROM that's hard-wired into the LT1 PCM is electronically erasable, all reprogramming operations can be accomplished by connecting a PC to the PCM through the interface cable, which plugs into the diagnostic port (also called ALDL, which stands for Assembly Line Diagnostic Link) that's connected to the LT1 PCM.

Performance Tuning
The race teams that are building and tuning Corvettes for professional competition are using tools such as Innovate Motorsports' wide-band oxygen-sensor system to tune the air/fuel mixture each cylinder gets from the fuel-injection system. The use of a wide-band oxygen sensor in the header tube of each cylinder will allow the tuner to read the air/fuel mixture of each cylinder at any engine operating condition on the dyno or at the track. The data obtained by reading the air/fuel mixture of each cylinder, plus the fuel-injector flow bench data of each fuel injector are used to fine-tune the air/fuel mixture of each cylinder. The engine will give you the maximum performance from each gallon of gasoline when all the cylinders of the engine have the correct air/fuel mixture.

When it comes to turning over, it always seems that Corvette starters tend to dislike two things: Compression and heat. Increase the compression ratio and the starter isn't happy. Increase the temperature and it gets grumpy. Mix high temperature (engine and ambient) with a higher-than-normal static compression ratio and the starter becomes downright cantankerous. To make matters worse, whenever the thermometer really rises, you too can personally approach the boiling point, particularly if you have a Corvette that refuses to crank over, let alone start. Sound familiar? If it is, then you need to check out the following pages. It's a look at modern starting systems, aimed directly at modified Corvettes that, appropriately, have added heat under the hood (as you know it's an all too familiar saga--adding horsepower adds heat). And it's jammed with real cures for hot starting headaches. Take a look. You won't be sorry.

Many of us own and drive C5 Corvettes. The C5 Corvette is probably one of the most modified sport cars out on the road today. In fact, most C5 owners confess it is downright difficult once you buy one to leave the car in stock condition. With the LS1 engine, it is quite easy to begin to extract more power by adding simple power adders. In addition to headers, exhaust and other go-fast stuff, one of the most popular additions to the C5 Corvette is a better shifter. While the stock OE shifter in a C5 is not like the original equipment Inland shifters of old (that were notorious for missed shifts), the original shifter can be improved upon by simply replacing it with a new shifter. This job is really quite easy, and can be installed in a couple of hours by the most inexperienced owner.

Upholstery...the last frontier. The majority of Corvette owners who work on their cars have no aversion to picking up wrenches and performing serious surgery on multi-thousand-dollar motors or life-protecting brakes and suspension. Yet when it comes to upholstery, they usually pass this much cleaner work to others. I admit to being in this group; I've rebuilt or restored just about everything on a Corvette with the notable exception of upholstering seats.

Sources

Aeroform
Kansas City, Missouri
800/345-2376
www.aeroform.com

There is no doubt that as factory delivered our beloved C3 Corvettes have their limitations. This is particularly true when comparisons are made with some of their modern competition. We can certainly lay claim that the C3's gorgeous body lines leave nothing to be desired when making these comparisons, but when comparing some mechanical specifications we can definitely count some disadvantages. Modern sports cars come with the technology of the modern age built in, but as enthusiasts we can often modify our machines to bring the specifications up to those of contemporary cars. Items like aftermarket suspensions, overdrive transmissions, or high performance engines with fuel injection will help bring a C3 up to or even above the standards of most any modern machine.

There are items that add a distinctive performance look to your Corvette, and some of those include a considerable measure of actual performance. Among these is the front spoiler. From the standpoint of function, a front spoiler deflects a portion of the airflow that would otherwise end up under the car, creating undesirable front-end lift at speed, improving stability. A good chunk of this deflected air finds its way through the radiator, which often provides a bonus in terms of improved engine cooling.