Last
week, ChevyHardcore brought you the news that Chevy would be
unveiling the 10th generation of Impala for the 2014 model year. Both we
and Car Connection were excited to find that Chevy intends for a
radical revamp for the 10th-Gen Impala, but this week we’re excited to
bring you an even closer look at Chevy’s new flagship luxury model. Most would wonder how it’s possible
that a 50 some year old nameplate can become the standard for high tech
styling and function today, but Chevy seems to think that the formula is
quite simple, “Impala has always been a flagship for Chevrolet, but a
leader should never rest on the laurels of its past.”
For this reason, Chevy made great strides to reinforce the Impala’s
legacy of style while reaching into the future, incorporating contours
that are as visually appealing as they are functional. According to
Chevrolet engineers, they tried to reinvent the sedan to where it formed
a whole new design only recognized by the iconic name, “The end result
is a stunning new interpretation of the Impala that’s only recognizable
by its signature badge.”
It’s true that Chevy isn’t currently offering all-wheel-drive for the
10th-Gen luxury boat, but the fact that they’re able to squeeze 305hp
out of a naturally aspirated, 3.6l V6 speaks volumes about the
automaker’s ability to balance performance with efficiency.
Not only that, but Chevy believes that a luxury car should perform,
and they certainly don’t think that road performance is something that
should be sacrificed for efficiency, “No one wants to sacrifice power
for fuel efficiency. That’s why the 2014 Impala offers three different
engine choices to suit your needs…”
And if you want performance, you got it; Chevy is confident that the
V6 version of the ’14 Impala can do a 0-60 run of just 6.8 seconds,
extraordinary for a front wheel car that shares a platform with a
Cadillac and and a LaCrosse.
In 1957, GM introduced the world to the
Chevy SS, a sports car based on the Corvette. Though the Chevy SS
concept was never built, the SS moniker came to designate all
performance Chevy’s, starting with the Impala. For over 50 years, the SS
moniker has been a key component for Chevrolet’s performance vehicles,
and nobody would associate it with any other brand.
So why now, all these decades later, has GM finally decided to
trademark the SS moniker as Autoblog
is reporting?
The trademark has Autoblog speculating (again) about a new model
called the Chevy SS. Yet we’re less and less sure that is the case. More
likely, GM will be making a SS “sub-brand” not unlike Ford’s SVT or
Chrysler’s SRT groups. A new SS brand would allow GM to build themselves
a new sort of halo car, without undercutting the Corvette.
Then again, it could be that new GM wants to simply protect its stake
in the SS moniker. It’s really hard to tell, and while wishful thinking
may lead us to believe that a civilian version the the Chevy Caprice
PPV is on its way as the Chevy SS, the reality of harsh fuel economy
standards makes it all the more uncertain.
What is GM up to? A new brand, a new car, or are they just covering
their rear ends?
It’s easy to find wheels you like,
but a bit more difficult to find some that will take you from street to
strip with style to go along. That’s why Billet
Specialties is now offering their popular Street Lite wheels with a
Black Hardcoat Anodized Center. Now you can have that same wheel you
love with a unique new look. Official Release: Billet Specialties Street Lite Wheels Now Available with a
Black Hardcoat Anodized Center
Built for Speed, the Street Lite is engineered to be the
ultimate street and strip wheel. Now available with a Black Hard Coat
Anodized center for additional style. Just like its polished brother the
Black Street Lite is SFI 15.1 certified and accepts 5/8” wheel studs or
mag shank lug nuts and offers light weight performance with style. From
drag strip to drive thru the Street Lite performs. Made in the USA. For
more info contact Billet Specialties Inc. 1 877 240-4187 or visit us on
the web at www.billetspecialties.com
Features:
Accept mag shank lug nuts
Can be used with 5/8in. racing studs
Combine black hard coat anodizing & machined finishes
Use bolt-on center caps w/ counter sunk allen screws
Feature rotary forged aluminum centers
Feature a 360˚ welded 2-piece construction
Are super light weight (15×3.5 = 9 lbs.)
Use spun aluminum rims for high strength & superior
run-out
Attention F-Body owners!
15×10 Street Lite wheels are available to fit 93-02 F-body vehicles
without modification to the brakes!
The suspension systems on classic America muscle cars are, well,
classic we guess you could say. What we mean is that 40 and 50 years
ago, suspension technology was still rather primitive, with leaf springs
and and drum brakes handling most of the work. These days though, if
you have the money and the talent, you can update your American muscle
car with a premium suspension developed this millenium It’s not as difficult as it might seem, as
this video of Route
66 Motorsports installing a Heidts
suspension system on a ‘70 Chevelle shows.
The ’70 Chevelle was most definitely a muscle car, having grown huge
and requiring a big-block engine for any real performance. Upgrading the
original suspension to a Heidts suspension makes a world of difference
when it comes to handling, ride quality, and overall performance.
With this shiny new Heidts suspension, backed by big Wilwood brakes,
this ‘70 Chevelle should have no problem conquering even the tightest
autocross courses. With coil-overs, new control arms, and dropped
spindles, the suspension also gives the Chevelle a sleeker stance. All
in all, we think every muscle car should focus a bit more on suspension
improvements these days. If you find yourself looking for a serious
suspension upgrade, talk to Heidts; they can help.
Throwing parts and a ton of money at a car does not guarantee
success, but imagine the pressure trying to found a business that relies
upon building a Camaro that stands out from the crowd? Shane
Wagner went through this very experience when he started his
fifth generation Camaro project and founded Proven
Wicked simultaneously.
This build required the crew to devote every free
moment of their lives to creating one of the most remarkable fifth
generation Camaros to grace the streets.
Double Trouble
Wagner had longed to open his own business, an engineering company
creating performance parts, but taking his dream to reality proved to be
a crazy process. After attending the 2009 SEMA show in Las Vegas,
Wagner picked up his car and got to work on the project thanks to the
help of a trusted friend, John McBride of Midnite Octane. McBride and
Wager worked on the preliminary sketches and Wagner began shopping the
concept at the SEMA show.
During the span of two months, Wagner brought
the Proven Wicked test mule to life with the help and support of
friends, family and colleagues. Seibon provided Wagner with a carbon
fiber hood, fenders, doors, decklid, and rockers along with both the
front and rear lips.
A year after the show, Wagner received a call from a carbon
fiber/body kit company called Seibon regarding the Camaro build. They asked if it
would be possible for the car to become a reality in time for the next
SEMA show. Wagner had not planned to put together a large scale project
on a small budget, work a job, and start a business at the same time,
but he elected to take on the challenge.
With limited funds available to Wagner during this time period thanks
to starting Proven Wicked, he was needless to say somewhat concerned
about both labor hours and keeping on-budget. This build required Wagner
and his friend Russell McLean (of Bent-n-Twisted Metalworks) to devote
every free moment of their lives to creating one of the most remarkable
fifth generation Camaros to grace the streets.
Since the
Wagner's Camaro was destined to be a track car and test mule for Proven
Wicked's newest products, this car needed to perform like a racecar as
well as look like one.
Race Ready, Yet Street Legal
According to the literature Wagner provided in his initial proposal,
the goal of the project was for the car to look race ready, execute the
demands of the track and maintain a street legal form. This tall order
came to life in the span of a mere two months with both Wagner and
McLean working regular jobs during the process. This time period
included Wagner using 3D Computer Aided Design software to create the
all of custom pieces needed to bring this Camaro to SEMA.
Proven Wicked makes use of the 3D data from General Motors to ensure
proper fit, and when necessary Finite Element Analysis to test stress,
deflection and potential failure. These processes require copious
amounts of time, but it is safe to say that Wagner is a bit of a
computer wizard. With the future of Proven Wicked resting on Wagner’s
ability to perform, creating something both race-ready and aesthetically
amazing, the sense of accomplishment had to be tremendous.
After the
fabrication for the side exit exhaust was complete, Wagner installed the
Dr. Gas oval side exhaust, Borla long tube headers and an ATAK Street
exhaust, to enhance the performance and sound of the car.
Getting Started
During first month of the project, Wagner spent time seeking
sponsorships, securing parts and designing all of the one-off pieces
needed to bring the Camaro to life. With the design process underway,
the tear down commenced resulting in both guys losing sleep but somehow
maintaining their sanity.
In contrast to using off-shelf-parts, Wagner’s desire to create his
own hardware to showcase the future offerings from Proven Wicked took
more effort, but in the end it paid off. One of the more extensive and
time-consuming tasks was channeling through the floor and frame for the
side exit exhaust. During the fabrication process Wagner added the
race-spec 4-point bolt-in roll cage and the rear wing load transfer
bracing in the trunk area.
A custom built
4-point roll bar and Sparco seats with 6-point harnesses provide the
driver and passenger with added protection.
Wager designed a bolt-in cage that required minimal demolition that
could easily removed to achieve a stock appearance for the 2010 Camaro.
For the back, the fold down rear seat was taken advantage of, providing a
simple way to reach the weld-in rear shock tower brace. In the front,
the main hoop is hidden underneath the side bolsters resulting in a
tailored look. Thanks to Wagner’s prowess with CAD systems the cage fits
perfectly around the existing factory interior.
Along with fabricating countless parts, Wagner wanted to lighten up
the hefty fifth generation car by making every removable panel out of
carbon fiber. Carbon fiber offers tremendous weight savings and
maintains the strength required to survive the extreme stress in racing
applications. Since the Camaro would be appearing the Seibon booth at
SEMA, Seibon graciously supported the project with a carbon fiber hood,
fenders, doors, the front and rear lips, deck lid and the rockers.
However a largely bare carbon fiber Camaro would not be as visually
appealing to the refined eye, so Wagner enlisted the paint and body
skills of Nuncio Customs.
Wagner wanted to
make sure to thank John McBride at Midnite Octane for his help with the
renderings, designs and graphics on the car. Wagner also wanted to make
sure to thank Catalyst/Raceskinz for the vinyl graphics and paint masks
during the final stages of the paint and body process.
In order to make the Camaro handle like a racecar, Wagner went to
work on setting up the proper suspension package. KW Variant 3
coilovers were added in the front and rear, along with Proven Wicked
Switch Blade front and rear sway bars with Pro-Rigid End Links. With the
suspension setup to tackle the demands of the racetrack it was time to
select a wheel and tire combination that would suit both the street and
track.
A set of HRE P40 Monoblock Wheels with custom center locks in satin
black were selected, and wrapped with Toyo Proxes R888 rubber. In the
front 20 by 9.5-inch wide wheels are fitted with 285/35R20 tires while
the rear 20 by 11-inch wide wheels are treated to 315/30R20 tires. With
the larger 20-inch wheels in place, it provided plenty of additional
room for the Baer two-piece rotors with race calipers.
Although the
engine is mostly stock aside from the supercharger, a set of Moroso
fabricated aluminum valve covers, coil brackets and coil wires were used
to dress up the engine compartment somewhat.
With the handling and braking under control it was time to
investigate power adders and additional performance parts to give the
LS3 a little more horsepower and torque. Typically turbochargers or
superchargers are found on track cars, as nitrous is not well suited to
the demands of the road course; with the demand for additional power to
push the suspension a ProCharger Tuner II supercharger
system was added to the already potent LS3.
By utilizing the power created by the D-1SC on the 2010, the Camaro
would require a few supporting parts to make this addition work right
and create maximum performance out of the combination. With the ravenous
beast under the hood, a Kenne Bell Boost-A-Pump and a set of FAST 65-lb
injectors were added to serve adequate amounts of 91 octane to the
engine. Once the supercharger was installed on the Proven Wicked Camaro,
a trip to see Cody Chapman at WickedHP for custom tuning was in order.
A Pro-Charger
D-1SC was selected as the perfect blower for the Tuner II kit being used
on the Proven Wicked Camaro.
To keep Wagner safe while behind the wheel of the ProCharged Camaro, a
host of safety items were added to exceed the required standards at the
track. With the 4-point roll cage already in place a set of 6-point
3-inch wide harnesses were added to keep the driver safely in the seat. A
set of Sparco Pro 2000 race seats replaced the existing stock seats in
the car. With the additional safety and style added by the race seats,
the rest of the interior had a few modifications as well. DVS Customs
reworked the doors panels with a combination of supple leather and
carbon fiber. Along with the carbon fiber door panels, the console and
mirrors were given the carbon fiber treatment as well.
Since a steering
wheel adapter was not yet availabe for the fifth generation Camaros at
the time of this build, Wager created his own under the Proven Wicked
name.
Wheelin’ Around
Wagner wanted to remove the bulky original steering wheel since the
car would be spending a significant amount of time on road courses and
autocross tracks. During the period of time in which the Proven Wicked
Camaro was coming to life, a steering wheel adapter was not available
for the fifth generation Camaros; this opening gave Wagner an
opportunity to design an adapter under the Proven Wicked name. With the
original intent of being able to return a car to stock form, Wagner
created a steering wheel adapter that would accept the Sparco quick
release hub and steering wheel.
Overall, the custom touches, one-off pieces and attention to detail
make the Proven Wicked Camaro a remarkable achievement for Wagner. With
the level of fit and finish on this 2010, it seems improbable that this
build took only two months including planning, fabrication and assembly
while both Wagner and friends worked full-time jobs during the process.
Making its debut at Seibon Carbon’s booth at the 2010 SEMA show, Wagner
proved that he could create and manufacture race worthy parts in a short
amount of time.
Wagner’s Proven Wicked Camaro made the rounds at 2010 PRI show,
numerous autocross events, track days and the Camaro5Fest. Thanks to the
desire to expand his business it is likely that the Camaro or “test
mule,” as Wagner calls it, will go through further modifications as the
product line continues to expand.
After Seibon
Carbon offered the body panels for the Camaro, Wagner decided not to
overwhelm the car with the distinct look of too much exposed carbon
fiber. He elected to reveal certain areas to showcase the use of the
lightweight material, such as the hood, the fender stripes and panels on
the doors for race numbers.
With the advancement and growing adoption of electronic fuel
injection and other technologies, tuning a race car with a computer or
even a smartphone has become not the exception, but the norm. With the
introduction of mass-air sensing and more advanced ECU’s, electronic
engine control has become more versatile, but demands a strong level of
expertise in order to know how to tune it. Today, the aftermarket
industry has gotten on board with electronic engine control in a big
way, providing racers with more user-friendly tools to tune their
machines than ever before.
AEM Electronics, one of the industry’s leading manufacturers of high
performance products, has launched their new 4-Channel Wideband UEGO
controller, allowing the racer or hardcore street enthusiast to monitor
all eight cylinders (with two units) with accurate air/fuel ratios. Also
it, brings to the table a number of new tuning advancements with the
racer and the hardcore street/strip enthusiast in mind. Today, we’re
going to take a look at the new unit from AEM and give it a run on our
LSX 388 powerplant.
AEM’s 4-Channel Wideband UEGO Controller AEM
Performance Electronics’ new 4-Channel Wideband UEGO controller
allows you to monitor the air/fuel ratio in four cylinders at a time (or
eight cylinders using two controllers). Most standalones rely on one to
two wide band sensors (one in each header) to determine the air/fuel
ratio from a blend of cylinders. By having the ability to input eight
sensors via 0-5 volt inputs, racers and tuners alike have the ability to
fine tune each cylinder to harness the maximum horsepower potential of
an engine…and increasing reliability by eliminating lean cylinders…all
in a compact package with a minimum of wires.
AEM 4-Channel
Wideband UEGO employs four O2 sensors and custon AEM-spec bungs located
in each exhaust header primary tube. Each sensor reads oxygen content to
turn this information into air/fuel ratio indication for that cylinder.
Stainless steel sensor bungs are welded to each
primary tube without causing significant exhaust restriction. Four
sensors detect oxygen content one cylinder at a time, which is directly
proportional to air/fuel mixture. Virgina Speed used two of AEM's
4-channel wideband controllers to tune our LSX 388 motor that is
destined for our 275 Drag Radial fourth-gen Camaro.
What Makes 4-Channel Better?
Ultimately air/fuel varies from cylinder to
cylinder even when safely tuned with a wideband controller, and power
(and reliability) is left on the table.
What makes AEM’s 4-Channel Wideband
controller more advanced is how it reads the air/fuel mixture, which is
known as UEGO or Universal Exhaust Gas Oxygen analyzer.
“Achieving consistent air/fuel ratios on a cylinder-to-cylinder basis
in an engine is critical to efficiency, reliability and power
production,” Lawson Mollica of AEM tells us. “Common aftermarket
wideband air/fuel systems typically include one wideband sensor for each
bank of cylinders and achieve an average air/fuel reading across the
bank at a central collection point like the collector of an exhaust
manifold prior to the exhaust system.”
Mollica continued, “While this is a great tool for engine tuning, it
also stands to reason that you are tuning for an average air/fuel
reading from each bank or all cylinders, meaning that ultimately
air/fuel varies from cylinder to cylinder even when safely tuned with a
wideband controller, and power (and reliability) is left on the table.”
Lawson claims the 4-Channel UEGO is the most advanced and certainly
the fastest-responding type of air/fuel sensor in the marketplace
because it reads air/fuel ratio more precisely than ever before, which
enables your engine to perform more efficiently. What’s more, if you
want to make more power, knowing air/fuel ratio one cylinder at a time
becomes even more important.
AEM #30-2340 4-Channel Wideband Features
Four Unique Analog Outputs (channels)
Exhaust back pressure compensation to correct air/fuel ratio
readings with turbo applications
Multiple units can be paired together for 6, 8, 10 and 12 cylinders
Accurate to 0.1 air/fuel ratio
How Does It Work?
The AEM 4-Channel Wideband UEGO controller looks at air/fuel mixture
one cylinder at a time, enabling you to tune each bore as if it was a
standalone engine. This advanced system is ideal for datalogging, engine
management, and racing applications where individual cylinder tuning is
a must.
No longer are you looking at broad based engine tuning from all
bores, but instead treating each cylinder as a single engine
contributing to collective power. Imagine being able to tune your engine
for an optimum air/fuel mixture one cylinder at a time and with optimum
results. This is done with 0.5-volt analog outputs to each air/fuel
ratio (AFR) channel (sensor) as well as a CAN data stream output, which
helps you track and chart air/fuel ratio. Why One Cylinder At A Time?
Although we have four, six, eight, ten, or twelve cylinders on a
common crankshaft, each bore is as unique as a fingerprint. Port and
combustion chamber shape and size, quench, compression height, swept
volume, dish or dome, and ring sealing all vary. This is why we have to
look at a V8 as eight individual cylinders attempting to dance in
perfect unison.
If you can fine tune injector pulse width to where you have uniform
air/fuel ratio, you have achieved a near perfect state of tune across
the board. To tune injector pulse width one cylinder at a time, you have
to be able to read air/fuel mixture one cylinder at a time.
Here are two AEM 4-Channel Wideband UEGO
controllers in a dyno room. For four-cylinder engines, you need one
controller. For sixes and V-8s, you will need two. Because this is a
four-channel controller, it reads no more than four cylinders per unit.
That means three controllers for 10 and 12-cylinder.
What makes AEM’s 4-Channel Wideband controller more
advanced is how it reads air/fuel mixture, which is known as UEGO or
Universal Exhaust Gas Oxygen analyzer.
How To Get There
First, you need the AEM 4-Channel UEGO controller. And if you’re
reading more than four exhaust ports, you’re going to need two
controllers. Each exhaust port gets a Bosch 4.2LSU oxygen sensor, which
allows the controller its speed and accuracy. These guys are factory
calibrated and never need free air calibration. They’re good to go right
out of the box. If you’re running a turbocharger, there’s an exhaust
back pressure calibration feature, which means you never have to sweat
out measuring average air/fuel mixture across multiple cylinders.
Each sensor tip must be located in the exhaust path right off the
flange and cylinder head for best results. “The sensor must be mounted
at an angle of at least 10 degrees from horizontal in order to prevent
liquids from collecting in the sensor housing,” Lawson suggests, “For
boosted applications, you will need to install our Exhaust Back pressure
Compensation kit.” AEM’s unique bung with an integrated heat-sink
allows the sensor to be within two to three inches of the exhaust port
without damaging the sensor.
Dart Machinery’s Dick Maskin has been in the depths of professional
drag racing engine building for decades; most notably in the hotly
contested ranks of Pro Stock, where he’s been involved in many
championship teams. We say that to let you know, in case you didn’t
already, that he’s a legit racer, and he knows what racers want. His
company, therefore, caters to the hardcore racer, but is also careful to
offer pretty much anything the hardcore street crowd needs to. Dart’s Big M Was Designed For Big
Cubes In Mind
For years now, Dart has offered the Big M engine blocks for the
big-block Chevy – cast-iron blocks with features unmatched in any stock
factory block that allows you to stick in longer-stroke crankshafts and
bigger-bore pistons for big cubic-inches – plus extra iron where it
counts for strength, better oiling systems designed for more intensive
use, and just overall more convenient features that allow an engine
builder to do it his way. Then, a few years ago, Dart released its Race
Series Tall-Deck Big-Block Chevy iron block. This one was far more
hardcore than the Big M, offering spread bore spacing options (4.840 to
4.900 inches), a .600-inch raised cam core, spread oil pan rails (DRCE
style), the same priority main oiling system as the Big M, and a very
high 10.600- to 11.100-inch deck heights that allows the use of long
rods with a big stroker crank. It would accept a crank stroke of
5.500-inch in order to build a real monster motor.
The oil pan rails were stretched .750-inch to
DRCE size. Dart makes its own steel 4-bolt main caps in house. The three
center caps have splayed outer bolts that anchor them to more meat of
the block, the stronger part, and the front and rear caps have vertical
bolts so standard oil pans will clear. The rear cap uses a traditional
two-piece seal.
As if anyone really needs any more proof of just how awesome FAST’s
LSXr 102 manifolds are, here we have a bit of video evidence of the
kind of power gains these manifolds are capable of. This video we came
across on YouTube features a 2005 LS2 Corvette that is far from stock;
sporting a set of American Racing full-length headers, a 3” Borla
exhaust, and a ported throttle body in addition to the FAST 102 LSXr
Intake Manifold. To do the before and after tests with the FAST
LSXr manifold, the car was taken to the New Era Performance shop in
Rochester, New York.
As a baseline run with its existing mods the C6 made a suitable 372
horsepower and 373 pound feet of torque at the rear wheels. After
installing the FAST LSXr intake manifold it was back to the DynoJet,
where the Atomic Orange Vette’s power jumped to 393 horsepower, and the
torque reading jumped all the way to 402 pound feet. That’s a total
gain of 21 horsepower and 29 pound feet of torque just from a relatively
simple intake swap, and as the video points out that’s enough to
produce a “major kick in the pants on the ‘Butt Dyno’.” Be sure to check
out the video, and hit up FAST’s
website for more info on the LSXr Intake Manifold.
Over the past few years there has been a
lot of talk about the explosion of autism diagnoses within the general
population. Afflicting many younger children from birth, autism is an
umbrella term for a variety of mental handicaps that affect different
people in different ways. The fact is that autism affects more families
now than ever, and it doesn’t matter where you’re from and how much
money you make; autism can strike your children too.
To help spread awareness during April, which is Autism Awareness
Month, Crane
Cams changed the cover photo of their
Facebook Page to light blue for Autism Speaks.
The hearts of car guys are often very big, and it is not uncommon for
many aftermarket companies to partner with various charities to help
promote awareness. Now while we’re not sure if Crane Cam’s autism
assistance goes beyond its Facebook page, the almost-3,000 fans of Crane
Cams are given something to think about whenever they log on.
Crane partnered in particular with Autism
Speaks, a nationwide charity that works to spread awareness of the
many symptoms and conditions of autism. Crane Cam’s backing is no doubt
welcome, and we applaud them for stepping up to support such a worthy
cause.
Edelbrock’s E-Force Supercharger System has become one of the most
sought-after performance upgrades for classic and modern GM muscle cars.
But now you can get that same powerful upgrade for your 2009-2011
LS-equipped GM Truck or SUV. Packed with the same quality components
that you know and trust for your muscle car, the new E-Force system will
give you over 100 more horsepower and 100 more foot-pounds of torque
all while being street legal and fit under your stock hood. What more
could you ask for? Official Release: E-Force Supercharger System For 2009-11 GM Trucks and SUV’s
TORRANCE, CA – Edelbrock is excited to introduce the all-new E-Force
Supercharger system for 2009-11 GM trucks and SUV’s equipped with a 6.2L
LS engine. This system increases the performance of the stock engine,
from 403 horsepower and 417 ft-lbs. of torque to 512 horsepower and 546
ft-lbs. of torque for improved street and towing performance.
This new system utilizes the same Eaton Twin Vortices Series (TVS)
Gen VI rotors found in the ZR-1 Corvette and in the highly successful
Corvette and Camaro E-Force Superchargers. The supercharger assembly is
integrated into Edelbrock’s unique intake manifold for a truly seamless
design with minimal components. The intake features 12″ long runners for
maximum low-end torque and an integrated bypass valve that helps reduce
parasitic loss under light throttle, which improves gas mileage
potential. Keeping the air cool are dual, high capacity, air to water
intercoolers and a full face, low temp, heat exchanger. It has been
designed to meet 50-State emissions and work with all OEM emissions
equipment (E.O. Number Pending).
This complete Edelbrock E-Force supercharger system includes
everything you need to bolt it on under the stock hood. It includes a
supercharger/manifold assembly, air-to-water intercooler and a handheld
flash programmer to properly tune the factory ECU for the added power.
Edelbrock offers two levels of optional powertrain warranty terms –
including 3-Year/36,000 mile and 5-Year/100,000 mile, offering up to
$19,000 of coverage. An optional system is also available without tuner
(#15790). This system is ideal for users who already have a tuner or
wish to tailor a custom tune.
Available Applications Part#
2009-11 GM Trucks with LS engine (6.2L) 1579
2009-11 GM Trucks with LS engine (6.2L) without tuner 15790 Features Include:
Increases performance to around 512 horsepower and 546 ft-lbs.
torque
Features Eaton Gen VI TVS 2300 rotor assembly
Unique intake manifold design with 12″ long runners for increased
low-end torque
100,000 mile self-contained oiling system
Complete system includes supercharger/intake assembly, air-to-water
intercooler and flash tuner with proper calibration
Optional powertrain warranties available – up to 5-Year/100,000 mile
and $19,000 of coverage
Made in USA for absolute quality and performance
50 State Emissions Legal (E.O. Number Pending)
Retail priced at $6,595.87 (#1579) and $6,115.87 (#15790)
For more information please visit www.edelbrock.com
For the RideTech
crew, hot rodding comes as second nature and it shows in their
dedication to provide quality suspension components to their customers.
But RideTech doesn’t just want you to have a high-quality suspension
system, they want you to have the RIGHT quality suspension system. That’s why for the
last couple
seasons, the company has offered to weigh and perform ride quality
analysis on street rods at shows across the country. So far this year RideTech has
performed these services on over 250 vehicles at national Goodguys Rod
& Custom Association events. As if that wasn’t cool enough, the
company has also published all their findings on the RideTech website so
you can compare your current setup to the cars they’ve weighed and make
an educated decision for your own spring rate selection.
RideTech defines ride quality as “the ability to minimize the effects
of road irregularities to the vehicle passengers.”
What this means is that regardless of make, model and model year,
your vehicle should be able to travel across an obstacle, such as a
pothole, with as little movement in the body as possible. Your vehicle’s
springs, shock absorbers, tires and suspension bushings can all affect
ride quality.
That’s where RideTech comes in. It can be very confusing trying to
optimize your ride quality, so RideTech offers its services and
suggestions to hot rodders at shows across the country all season long.
At the special ride quality analysis tent, you can have your car weighed
and looked over by a RideTech crew member to give you an idea if your
current suspension setup is good for your car, or if should be trying
something else for the best ride possible. They will also be able to
tell you if there are any problems with your setup, such as broken or
bent components, inadequate suspension travel, etc.
No matter what you drive, be it a classic,
truck, wago or muscle car, ride quality is important
Even if
your car won’t be making it out to events this year, you can still
benefit from RideTech’s findings. The company is constantly updating
their Weight Database to reflect weights, weight distribution and
specifications of the vehicles they have tested. By searching through
the database, you can potentially find vehicles similar to yours and use
the data to help in your decision for upgraded suspension components.
RideTech has been helping automotive enthusiasts improve their ride
for years now, and this is just another way that they are committing to
excellence in the hot rod, street rod, muscle car and performance
vehicle markets. Check out RideTech’s show
schedule for your next opportunity to have a ride analysis done and
browse through the Weight
Database for similar vehicle information.
You
don't have to autocross to have a quality ride but it certainly doesn't
hurt your bragging rights.
Redneck engineering is a global phenomenon, not just a regional
tendency among residents of the United States. Top
Gear Australia featured two wild “shed built” projects that rival
even the LS-1-powered
chopper found on craigslist. Weird, wild and wacky only begins to
describe the two machines introduced to a live audience and subsequently
the world. Both of these contraptions feature
GM engines and lightweight non-car chassis; the red lawn mower or
tractor, is powered by the archetypal General Motors engine: the
small-block Chevy, but the Eski features a 253 cubic-inch Holden V8.
With a couple of V8’s, a crowd and some overzealous hosts the
power-weight ratio and potential for chaos seemed to be an irresistible
combination.
When the idea of racing these “shed built” means of transportation,
or perhaps means for complete and utter destruction, was mentioned the
entire audience was delighted along with the hosts. However, there was a
bit of resistance on the part of some staff members but their concerns
were of addressed in proper form, smoke and chaos.
Once the tractors, carts or race vehicles fired up, it was only a
matter of time before a NASCAR meets demolition derby style of racing
took place on the set. As the guys made laps around the set they pushed
the limits of the handling of both vehicles; this is proven when the
black Eski machine is rammed into the stage and becomes stuck.
Fortunately, the hosts were uninjured during their display of “shed
built” machines, but it was awesome to see some international “redneck
engineering” in action.
At what point oversized wheels (or “rims” as they are also known)
became so popular, we don’t quite know. What we can say is that since
the 1980’s, the size of rims has grown more and more ridiculous. Once,
20’s, or “dubs” were the most-have automotive accessory. But now that
many cars, the 5th generation Camaro included, now offer 20-inch rims
right from the factory, and dubs just don’t cut it anymore.
That’s why we have this video,
found by Inside Line, of a 5th generation Camaro rolling on 32-inch
rims. Yes, you read that right; 32-inch rims.
Most would wonder how it’s possible
that a 50 some year old nameplate can become the standard for high tech
styling and function today, but Chevy seems to think that the formula is
quite simple, “Impala has always been a flagship for Chevrolet, but a
leader should never rest on the laurels of its past.”
