Sam's 2001 is totally stock with about 40,000 miles on it.

I Custom tuned this for the type of gas used, elevation and Sam's drive style which included also tuning the A4 trannie.

As seen zero engine knock of misfires even with 28 degrees of timing for WOT.

Nice gains, up from 340 flywheel to 380 HP and 370 ft/lbs torque

When replacing use the one for the C6 as the sides of pulley is taller to prevent slipping sideways

Automatic Belt Tensioner features a patented "flat spring" design that's engineered to provide less operating range variations in tension.
This reduces the risk of premature accessory bearing failure due to high tension when a new belt is installed. It also lessens the risk of belt squeal and slippage, or poor accessory performance caused by low tension after the belt begins to stretch and wear.
A Teflon strip wound within the spring resists abrasion. The flat spring itself is coated to resist rust.

Other superior design features:

* Heavy-duty cast aluminum spring case resists cracking and fatigue
* Steel locator pin and pivot tube (where the application demands)
* Heavy-duty cast aluminum arm offers additional strength and less distortion
* Thermoplastic rubber "spring slot plug" keeps out harmful contaminants
* Zinc coated mounting bolt resists rust, and is concentric for a more even degree of constant tension

When luck is against you



This person will never stand close to a autocross parking lot again

When attending a car meet, the urge to hoon is overwhelming. Most of us play the scene of a fancy Ken Block style drift out of the parking lots in our heads and leave it at that.

Unfortunately some people decide to play this scene out in real life with less than desirable results, as proven by this jackass wazer in a C6 Corvette leaving Cars & Coffee in Houston this morning
Can anyone drive a Corvette worth a damn in Texas ?



From another angle you also can see the dummies standing right off the side of road

With the end of summer it was a good time to do a testrun before the weather turns cold.

This is with 7 years of use of our water/methanol injection and our X-pipe with 3 inch exhaust designs

Reminder the LS1 is stroked to 372 CI with 11.3:1 compression

As seen in testrun results there was zero engine knock or misfire and even though elevation was 3,600 feet plus the engine still cruising around 135 MPH pulled in over 40 lbs of air at 91 KPA MAP

Video is fairly large so allow for download time.

Corvette ZR1 against the Nissan GTR, Ferrari 599 GTB, and Porsche GT2 in a no holds barred drag race.

The Corvette ZR1 -- against its toughest adversary yet: a Blue Angels F/A-18 Hornet fighter jet.

GM is waking up as this marketing ad is what all should be like

We went to Germany's Nürburgring to challenge ourselves on the most demanding track in the world.
With us, in spirit, was every great car that we'd ever competed with. The BMW M5. And the Mercedes-Benz E63.

For it was their amazing abilities that pushed us to refine, improve and, ultimately, develop the world's fastest production sedan. The CTS-V, from Cadillac.

The New Standard Of The World.

A slight vibration in the steering wheel may be noticed on 2009-2011 Corvette models when traveling between 72 and 78 MPH (116 and 126 km/h).

The tires are known to flat spot when parked and this condition may be present until the tires warm up.

This condition should clear up after approximately 30 minutes of driving.

Prior to beginning diagnosis, drive the car for 30 minutes.

Next, check the tires for force variation to determine which tire(s) may be contributing to the vibration. 15 lbs. (6.8 kg) is considering acceptable.

Rotating the tires on the rim, called match mounting, may help reduce the force variation to below 12 lbs. (5.4 kg). Rotate the tire/wheel assembly on the hub one lug at a time and then test drive the vehicle.

There can be a stack up of tolerance between the lug nuts and the lugs on the front hub, which can contribute to the vibration condition.

If, after performing these procedures, a slight vibration still exists, it is considered a normal characteristic of the vehicle.

Corvette owners who drive their vehicle infrequently now have a new option for keeping their vehicle's battery charged and ready to go.

The CTEK 330 Battery Charger (RPO ERI) is a factory option for the 2011 model year. (Fig. 11)

F11 ctek 3300 MJS_3300_kablage_02 C.jpg

TIP: During the Pre-Delivery Inspection, ensure vehicles equipped with RPO ERI have the battery charger in the vehicle. It should include the charger, a manual and a charger bag.

To operate the battery charger, simply plug in the charger to a standard electrical outlet and into the vehicle's accessory power outlet.

The charger is designed for charging lead-acid batteries from 2 to 90Ah. It uses a fully automatic four-step charging process that efficiently brings the battery up to a set level and then maintains it.

The charging process begins with an almost constant current until maximum voltage (14.4V or 14.7V) is reached. At this point, the charger switches to constant voltage and the current supply to the battery is gradually reduced.

If the current drops to 0.4A, the charger switches to pulse maintenance. If the battery is charged and the terminal voltage of the battery falls to 12.9V, the charger automatically starts again at the first step.

The charge indicator or the maintenance charge indicator illuminates when the charger is plugged in. When the maintenance charge indicator illuminates, the battery is fully charged.

The 3300 battery charger can be safely connected for months at a time. There's no need to disconnect the battery while charging since it will not harm vehicle electronics, produces minimal gas build-up, is splash and dust proof, double-insulated and has temperature protection to prevent the charger from overheating.

The 3300 battery charger is outdoor-approved and small enough to be permanently mounted next to the vehicle's battery, if desired, using the charger's mounting holes. The low back-current drain means that without the power cord connected, the charger won't deplete the battery.

Charging Time

The time required to charge a battery will vary depending upon the state of charge and temperature of the battery.

A completely discharged battery requires more than twice as much charging time as a half charged battery.
In a discharged battery with a voltage below 11 V, the battery has a very high internal resistance and may only accept a very low current at first.

Later, as the charging current causes the acid content to increase in the electrolyte, the charging current will increase.

In addition, the colder the battery temperature is, the more time it takes to recharge the battery. The charging current accepted by a cold battery is very low at first. As the battery warms, the charging current will increase.

For the 2011 model year, GM will introduce dexos1™ certified engine oil as a factory fill and service fill for many engines.
The reason for the new engine oil specification is three-fold: meet environmental goals such as increasing fuel efficiency and reducing engine emissions, promote long engine life, and minimize the number of oil changes to help meet the goal of lowering the industry's overall dependence on crude oil.

dexos is a GM-developed engine oil specification that has been designed to:

· Further improve fuel economy (to meet future Corporate Average Fuel Economy, CAFE, requirements) and fuel economy retention, which allows the oil to maintain its fuel economy benefits throughout the life of the oil

· Provide a more robust formulation for added engine protection and aeration performance

· Support GM's Engine Oil Life System (EOLS) and minimize use of engine oil

· Ensure worldwide availability of high quality oil for factory and service fill needs

· Reduce the duplication of requirements for a large number of internal GM engine oil specifications

TIP:
The oil specified in prior model years remains acceptable for previous models; however, dexos1 is backward compatible for older vehicles.

If dexos1 is not available, acceptable substitute engine oil for 2011 models includes:

· SAE-5W-30 viscosity grade oil displaying the API Starburst symbol for all 2011 model year vehicles with naturally-aspirated engines, except Corvette, Camaro SS (with LS3 engine) and CTS-V

· SAE 5W-30 viscosity grade oil meeting the GM4718M specification (such as Mobil 1 Full Synthetic) for 2011 model year Corvette, Camaro SS (with LS3) engine, CTS-V and vehicles with turbocharged engines

dexos Classifications

The dexos specification includes two classifications.

GM will require dexos1 for global factory fill in spark ignited engines worldwide and service fill for gasoline engines worldwide, except in Europe. It will replace the GM6094M, GM4718M and GM-LL-A-025 specifications for most GM gasoline engines.

dexos2 was introduced in Europe late last year for diesel engines as well as a service fill for gasoline engines. It replaces the GM-LL-B-025 and GM-LL-A-025 (in Europe) specifications.

GF-5 Standard

In addition to GM dexos, a new International Lubricants Standardization and Approval Committee (ILSAC) standard, GF-5, will be introduced in October 2010. There will be a corresponding API category - SN Resource Conserving.

The current GF-4 standard was put in place in 2004. The GF-5 standard will use a new fuel economy test, Sequence VID, which provides a statistically significant increase in fuel economy versus the Sequence VIB that was used for GF-4.

It's expected that all dexos1 approved oils will meet GF-5. However, not all GF-5 engine oils will necessarily meet the dexos1 specification.

Like dexos, the new ILSAC GF-5 standard will call for more sophisticated additives.
The API will begin licensing marketers (the first license is expected October 2010) to produce and distribute GF-5 certified products, which are expected to include SAE 0W-20, 0W-30, 5W-20, 5W-30 and 10W-30 oils.

Fuel Economy

Since CAFE standards were first introduced in 1974, the fuel economy of cars has more than doubled, while the fuel economy of light trucks has increased by more than 50%.
Proposed CAFE standards call for a continuation of increased fuel economy in new cars and trucks. To meet these future requirements, all aspects of vehicle operation are being looked at more critically than ever before.

New technology being introduced in GM vehicles designed to address vehicle efficiency and fuel economy include direct injection, cam phasing, turbo-charging and Active Fuel Management.
The demands of these technologies on engine oil also are taken into consideration when determining new oil specifications. Active Fuel Management, for example, can help to achieve improved fuel economy, however, alternately starting and stopping cylinders puts a lot of stress on engine oil.

Another industry trend for meeting tough fuel economy mandates has been a shift toward lower viscosity oils. Testing has shown that thinner 0W-20 oil can provide as much as a 4% improvement in fuel economy than 15W-40 oil.

dexos1 will eventually be offered in several viscosity grades in accordance with engine needs: SAE 0W-20, 5W-20, 0W-30 and 5W-30. dexos 2 may be available in SAE 5W-30, 0W-40 and 5W-40, depending on engine needs.

TIP:
Using the right viscosity grade oil is critical for proper engine performance. Always check the appropriate vehicle owner manual for the proper viscosity grade for the vehicle being serviced.

Increased Service Intervals

To help reduce the consumption of oil while maintaining proper engine protection, many GM vehicles equipped with the GM EOLS have a maximum oil change interval that is much longer than what was considered a normal interval just a few years ago.

If all GM vehicle owners would follow the EOLS intervals in their vehicles as intended, GM estimates that more than 100 million gallons of oil could be saved annually.

The second generation EOLS will rely on significantly more engine operating information than the current system, which, combined with dexos approved oil, could allow a significant extension of the maximum oil change interval. dexos specifications call for improved oil robustness to support extended drain intervals over a vehicle's lifetime.

dexos1 Availability

dexos1 will be available through the GM Goodwrench Oil Program in addition to a full line of products, including conventional GF-5 oil, Mobil 1 Full Synthetic and others.
It will be available in 55 gallon drums (which can be pumped into bulk tanks) as well as packaged quarts. In Canada, dexos1 will be available through the ACDelco Oil Program in 205L drums and packaged 1 liters.

More information about availability and part numbers will be coming soon.

Here's a sample of the dexos specification from a 2011 GM owner manual:

Specification

Use and ask for engine oils with the dexos™ certification mark. Oils meeting the requirements of your vehicle should have the dexos™ certification mark on the container.
This certification mark indicates that the oil has been approved to the dexos™ specification.

Notice:
Use only engine oil that is approved to the dexos™ specification or an equivalent engine oil of the appropriate viscosity grade.
Engine oils approved to the dexos™ specification will show the dexos™ symbol on the container.
Failure to use the recommended engine oil or equivalent can result in engine damage not covered by the vehicle warranty. If you are unsure whether your oil is approved to the dexos™ specification, ask your service provider.

Use of Substitute Engine Oils if dexos™ is unavailable: In the event that dexos™ approved engine oil is not available at an oil change or for maintaining proper oil level, you may use substitute engine oil displaying the API Starburst symbol and of SAE 5W-30 viscosity grade. Use of oils that do not meet the dexos™ specification, however, may result in reduced performance under certain circumstances.

In May, GM filed a trademark application for the word "STINGRAY" with the U.S. Patent and Trademark Office for use on "Motor land vehicles, namely, automobiles."

Is Chevy transforming the Corvette into a real split-window Stingray for the seventh generation?

So why did GM randomly decide to trademark the name at the beginning of this summer? Is GM hoping to capitalize on the film, are they just attempting to avoid embarrassing copies, or is this the rumored mid-engine, split-window seventh-generation 'Vette we've been hearing rumors about?

According to GM: No, no, and no.

"It's not really indicative of any specific naming or branding decisions." Corvette PR man Dave Caldwell told us via email. "When we did the semi-recent design concept, we discovered that we did not control the Stingray name to the extent we thought we should."

"We greatly value Stingray as a piece of Corvette's legacy....and we want to protect that," said Caldwell.

Dave has only 2,500 miles on his stock 2007 with A6.
We custom tuned the PCM for powertrain and the TCM for the A6 paddle shifter transmission

We had him return back to the stock tune getting rid of a crappy Diablo tune that was being used and then had him switch to NON ethanol gas which had the engine way too lean

Resulte, on left side is Dave driving after I did the main custom tune and then results on right side is after analyzing the scanner data from his run I did a tweak of tune and I did the driving.
I also tuned the TCM for the A6 trannie for better faster and bit stiffer auto shifts or using paddle shifter

End of tuning showed about a 60 HP gain over the stock calibration with good low end torque gains and lower water temps.

Service Bulletin Number: 08-07-30-021
Replacement Service Bulletin Number:
NHTSA Campaign ID Number : 10025668
Date of Bulletin: 05/01/2008 Date Added to Database: 08/28/2008
Component: 117000 DIGITAL INSTRUMENT PANEL

Summary: LOSS OF HIGH SPEED GMLAN COMMUNICATIONS, INTERMITTENT NO CRANK, IPC GAUGE FLUCTUATION, INTERMITTENT DOOR LOCK CYCLING, TRANSMISSION MAY NOT SHIFT,
DTCS U0073, U0100, U0101, U0102, U0121, U0140 SET

(REPAIR BACKED OUT TERMINAL IN TRANSMISSION)

General Water leak Guide #02-08-57-003

Condition 1
Water is dripping on the passenger side transmission tunnel.

Cause
The Pentium drain may be plugged or compressed.

Correction
Inspect the drain and unplug, if necessary.


Condition 2
Water is dripping on top of the passenger side carpet.

Cause
A wire harness leading into the passenger side compartment may be mis-routed (bent upward) at the first split in the wire harness. This may allow water to enter the harness and into the passenger side compartment. Refer to the arrow in the illustration.

Correction
Remove the battery and push the harness downward.
Verify the leak by flooding the front of the dash. Refer to the arrow in the illustration.

Condition 3
The carpet is wet under the passenger side floor.

Cause
The dash attaching bolts may not be sealed. Refer to the bolts in the illustration.
The lower hinge pillar may not be sealed. Refer to the arrow in the lower right hand corner in the illustration above.

Correction
Verify the leak by flooding the hinge area. Refer to the arrow in the illustration.
Clean the area with one of the cleaners listed below.
Reseal the area with the Kent™ sealer listed below.

Condition 4
Water is running down the front edge of the door or water is on top of the sill plate.

Cause
The butyl strip under the seal at the base of the "A" pillar may not be sealing properly or the push-in fastener may not be seated.

Correction
Clean the area with one of the cleaners listed below.
Reseal the "A" pillar starting at the bottom of the weatherstrip retainer with the GM sealer listed below. Refer to the dotted line in the illustration for sealing.


Condition 5
Water is running down the front edge of the door or water is on top of the sill plate.

Cause
Water may be leaking around the weatherstrip at the top of the door due to an undesirable nub in the weatherstrip at the top of the door. Refer to the arrow in the illustration .
Two screws may not be sealed under the "A" pillar garnish molding. Refer to the illustration. During water test with the "A" pillar molding off, there may be water coming out of either the garnish molding retaining hole or the wire harness retaining hole. Refer to the arrow in the illustration.

Correction
Replace the weatherstrip.
Seal the two screws with the Kent™ sealer listed below.


Condition 6
The floor is wet behind the seat belts.

Cause
The "B" pillar weatherstrip may not be sealed properly.

Correction
Reseal the weatherstrip with the GM sealer listed below. Refer to the dotted line in the illustration for sealing area.


Condition 7
There may be a leak around the perimeter of the hard top causing water to drip from the garnish molding into the rear compartment.

Cause
There may be a void in the sealer between the body and the hard top.

Correction
Clean the area with one of the cleaners listed below and seal the area shown in the illustration with the Kent™ sealer listed below.


Condition 8
The floor is wet behind the seat belts (Hardtop/ Z06 only).

Cause
The top corner of the weatherstrip may not be sealed properly. Refer to the area shown in the illustration.

Correction
Reseal the weatherstrip with the GM sealer listed below. Refer to the sealer in the illustration.

Condition 9
The floor is wet behind the seat belts or water seems to be entering through the hole in the interior trim panel where the seat belt feeds through.

Cause
The fit where the front edge of the convertible top stowage compartment lid "protector" contacts the rear edge "bulb seal" of the "mucket"*. Refer to the illustration above.

* "Mucket" is the term used to refer to each end of the convertible top stowage compartment lid weatherstrip.

The front edge of the stowage lid protector should overhang the stowage lid by approximately 3 mm (0.12 in). That 3 mm (0.12 in) overhang should then firmly contact the bulb seal rear edge of the mucket to complete the seal between the stowage lid and the lower "B" pillar.

Correction
If moving the lid forward or rearward, a 4 mm (0.16 in) gap between the rear of the stowage lid and the front of the trunk lid must be maintained.
Adjust the stowage lid cover downward slightly for more contact. Refer to the illustration above.


Cleaners
Kent Acrosol
3M® General Purpose Adhesive Cleaner, P/N 08984
Dominion Sure Seal, Sure Solve BSS
Sealer
Kent Automotive™, Wet/Dry Re-Sealant P/N 10570 11 fl. oz. cartridge (in Canada P/N 10570, 325 ml)

Kent Wet /Dry Re-Sealant can be purchased by calling 1-800-654-6333 (in Canada, 1-800-563-1717)

GM Weather Strip Adhesive Gel-Black 2 fl. oz tube, P/N 12345096

Make : CHEVROLET Model : CORVETTE Year : 2008/9
Manufacturer : GENERAL MOTORS CORP.
Service Bulletin Number : PB-08312
Date of Bulletin : JUL 01, 2010
NHTSA Item Number : 10033534
Component : STRUCTURE:BODY:ROOF AND PILLARS

Owners of 2008-9 Chevrolet Corvette convertibles may have trouble keeping a roof over their heads.

In T.S.B issued on July 1, G.M. said that the top fabric might begin to separate from its retainer bracket near the windshield.

At speeds over 100 m.p.h., the roof material could tear from the front all the way to the rear window.
A new retainer bracket should keep things together.
This repair program runs through May 31, 2011.

New Grand Sport doing a hotlap at the Nordschleife track (ring)

http://www.facebook.com/video/video.php?v=155145551164350

New Cover Increases Horsepower, Reduces Pressure Drop

Lingenfelter Performance Engineering (LPE) is now offering 2009-2010 Corvette owners a new C6 ZR1 High Flow LS9 Supercharger Front Inlet Cover designed to increase horsepower on stock and higher pulley ratio applications

The Lingenfelter LS9 Supercharger cover creates a direct path of airflow from the throttle body to the supercharger, reducing inlet restriction and increasing boost. Lingenfelter chassis dyno test results on the C6 ZR1 with the supercharger cover, air intake kit and 2.6 pulley show a rear wheel performance gain of 75 horsepower over stock.

"We engineered our front supercharger cover casting based on the inlet design first used on our Lingenfelter-modified 2009 ZR1 Corvette that ran a 9.813 second quarter-mile at 145 mph," said Ken Lingenfelter, owner of Lingenfelter Performance Engineering. "With its drag strip-proven design, the supercharger cover increases airflow and horsepower while maintaining a safe level of boost for 93 Octane gasoline."

The LS9 Supercharger cover features a stainless steel 10 bolt hub to maximize durability and reliability under higher shaft speeds and increased supercharger loads. LPE engineers designed this hub to allow pulleys to be quickly and easily changed.

Cast from 356T6 aluminum, the supercharger cover is 100% leak checked and includes all new internal components with no core exchange requirements. Casting was designed with extra material to allow for the use of larger throttle bodies, including 100 mm throttles.

Lingenfelter has also specially designed an air intake system with revised duct work to connect to the new throttle body location. The inlet system features a large surface area filter with a sealed shroud to keep hot engine compartment air out of the inlet.

Installation kits include the proper idlers and/or belts required to fit the pulleys with the stock damper. Lingenfelter offers pulleys in 2.6" (19% overdrive) and 2.3" (32% overdrive) diameter versions. Combining the 2.3" pulley with LPE's 14% overdrive damper results in supercharger speed of 23,000 RPM at 6,500 RPM engine speed.

The LS9 front cover requires recalibration of the Factory ECM with either pulley size.

Description Part # Cost
LS9 supercharger front cover L250110309 $1,495.00
2.38˝ 11-rib LS9 10 bolt pulley L220136109 $129.95
2.67˝ 11-rib LS9 10 bolt pulley 220146109 $129.95
ZR1 air intake kit for LPE cover L650150309 $699.95
Install kit for 2.38" pulley L250120309 $99.95
Install kit for 2.67" pulley L250130309 $99.95
LS9 overdrive damper, 14" overdrive L220100309 $599.95
Calibration TBA TBA

BOWMANVILLE, Ontario, Canada, Aug. 29, 2010 – After an eventful two hours and 15 minutes of racing at Mosport International Raceway, a red flag brought the Mobil 1 presents the Grand Prix of Mosport to a premature end.

When the guardrail lining the high-speed Andretti Straightaway was severely damaged in an accident, officials stopped the race with 30 minutes remaining on the clock.

After efforts to repair the guardrail proved futile, the race was subsequently restarted for a ceremonial final lap under caution.

The No. 4 Compuware Corvette C6.R of Oliver Gavin and Jan Magnussen was fourth across the finish line in the GT class, followed by the No. 3 Corvette driven by Johnny O’Connell and Olivier Beretta.

The anticlimactic finish denied Corvette Racing a hard-earned run to the checkered flag.
Both Corvettes encountered accidents and misfortune in the early going, but battled back from a one-lap deficit to rejoin the frontrunners.

Just as the twin Corvettes had made their final pit stops and taken on four fresh Michelin tires for the sprint to the finish, the race was stopped for 45 minutes while the safety crew worked to repair the damaged barrier. The officials’ decision to conclude the race was then announced.

Magnussen and Beretta had a close look at the race-ending incident as the No. 48 Porsche GTC impacted the barrier and rebounded across the track directly in front of the two Corvettes.
Both Corvettes narrowly missed the careening car; fortunately driver Luke Hines was uninjured.

“It was very close, and the driver can consider himself extremely lucky because had he gone another three or four feet, he would have been collected by several cars, including two Corvettes,” said Magnussen.

“I didn’t see the wreck, I only saw smoke and pieces of the car,” Beretta reported. “I was right behind Jan, and he disappeared into the smoke. Suddenly I saw red lights, I jumped on the brakes, and nearly hit him. For a few seconds we were in a dark tunnel, and then the sun came back.”

That near miss capped an incident-filled afternoon for Corvette Racing. The commotion began at the start when O’Connell had contact with the Ferrari of Scott Sharp.

The impact dislodged the Corvette’s hood, and O’Connell had to pit to have it taped down. The unscheduled stop dropped the No. 3 Corvette to 13th, but O’Connell methodically regained positions and was sixth at the driver change at the one-hour mark.

“The start was extremely slow, and we all got jammed up going through Turn 9,” said O’Connell. “I got into the back of the Ferrari in front of me.

At the end of the day it’s my fault, and I was angry with myself because we had such a good Corvette, one of the fastest cars out there. But the guys fixed it, and we were back in the hunt.”

Gavin started the No. 4 Corvette C6.R third on the GT grid, and quickly moved to second when he passed the No. 92 BMW.

He hounded the class-leading No. 45 Porsche of Patrick Long throughout the first hour of the race. Gavin took the lead when Long pitted, and then pitted himself the following lap to hand off the car to Magnussen.

“The start was very slow, and there was oil-dry all over the track from a previous race,” said Gavin. “I managed to get around the BMW and then get right on Pat Long’s tail. After that it was the same story as Elkhart Lake – I could get close and pull alongside him, but I never had quite enough to overtake him.”

The No. 4 Corvette’s race changed dramatically minutes after the driver change when the Dyson Racing prototype hit the right front tire during an overtaking move.

As Magnussen slowed on the destroyed tire, a crash on the front straight brought out a full-course yellow. Magnussen was already committed to the pits, which had been closed. The crew replaced the damaged wheel,but Magnussen then had to make another stop when the pits were opened.

“We had just done the driver change and I was starting to get up to speed,” Magnussen said. “Two prototypes passed me in the middle of Turn 1. The first car got by cleanly, but the second hit my tire. I came in, the pits were closed, the crew changed the tire, then I had to come back in for three more.”

“After all of that, I was a lap down, but right behind the leader,” he said. “I passed him and got my lap back, which was really fantastic. I had a great race car and I could have been fighting for a win.”

The two Corvettes were on the lead lap during the final caution period and were in position to challenge the leaders when the race was halted.

The E85 ethanol-powered No. 4 Corvette won the Michelin Green X Challenge in the GT category by going the farthest, the fastest, with the smallest environmental impact.

“The axiom that we have lived by for many years applies today,” said Corvette Racing program manager Doug Fehan. “Success in racing requires 25 percent great car, 25 percent great team, and 50 percent good luck.

We’ve got the first two handled, but we haven’t been able to get any good fortune. We had two cars that were good enough to win today, and after all that happened, they still had a shot to win it at the end. The premature end to the race was heartbreaking.”

Corvette Racing’s next event is the season-ending ALMS Petit Le Mans at Road Atlanta in Braselton, Ga.

The 10-hour/1,000-mile race will start at 11:15 a.m. ET on Saturday, October 2. The race will be televised live on SPEED from 11:00 a.m. to 9:30 p.m. ET. Live radio coverage will be available on American Le Mans Radio, Sirius Channel 127, and XM Channel 242.

Mobil 1 presents the Grand Prix of Mosport GT Results:
Pos./Drivers/Car/Laps

1. Bergmeister/Long, Porsche 911 GT3 RSR, 92
2. Vilander/Bruni, Ferrari 430 GT, 92
3. Auberlen/Milner, BMW M3 GT, 92
4. Gavin/Magnussen, Chevrolet Corvette C6.R, 92
5. Beretta/O’Connell, Chevrolet Corvette C6.R, 92
6. Sharp/van Overbeek, Ferrari 430 GT, 91
7. Sellers/Henzler, Porsche 911 GT3 RSR, 91
8. Brown/Cosmo, Ferrari 430 GT, 90
9. Law/Neiman, Porsche 911 GT3 RSR, 90
10. Goossens/Gentilozzi, Jaguar XKRS, 87
11. Mueller/Hand, BMW M3 GT, 48
12. Robertson/Robertson/Murry, Ford GT-R, 48

The Blackwing from SLP also comes with a airbridge for all models of C6.
Blackwing is also used for C5s and at the bottom has a mount that fits on the C5 aircleaner male studs that are on the back of bumper facing radiator shroud.

Being the C6 engine bay is slightly smaller then C5 and the stock aircleaner setup is different those studs no longer exist.

If installing our Icebox CAI to get the proper clearance you will not use the male mount stubs that come from SLP and also cut off the C5 mount as shown below.

This allows the Blackwing to sit lower and give plenty of clearance when hood is shut

Thanks to teammate Carl with his 2008 Z06 for the images during his SLP Blackwing/airbridge and the Team ZR-1 Corvette Racers Icebox CAI

Click on any smaller image to move to top and then click on larger image for full sized image