Can or will my daily driver 2008 A6 automatic transmission survive HPDE road course t
04-15-2012, 07:02 PM
#1
Drifting
Thread Starter
Can or will my 2008 A6 automatic transmission survive HPDE road course track days?
Can or will my 2008 A6 automatic transmission survive HPDE road course track days?
According to Chevrolet engineers at the 24 hour of Daytona booth it can. "If kept cool, and fluid clean"?
Would love to hear from shops or guys that have ran the snot out of them, rebuilt them, or just destroyed them gave up and changed cars. East Coast Performance, RPM Transmissions, Century Transmission, Mad Dog, come to mind.
Going on 20+ sessions between 20 and 30 minutes long on the full Sebring International 3.7 mile road course with my 2008 C6 and its A6 auto. NASA, PBOC ext.
1st weekend out trans. temperature, engine and oil temps. really restricted what I could/would do, had to do cool down laps mid session each session to keep trans. temps below 240.
In stock trim the A6 and LS3 in a coupe just cant survive on track for long. The paddles didn't work worth a dam and the heat would kill it in short order, great for drag racing though.
First I had to make the paddle shifting work the way it should:
Enter Chuck Cow with Corvettes of Westchester, he was able to give me an A6 tune where you didn't have to be psychic to shift using the paddles. They are responsive enough to actually use rev-matching downshifts during threshold braking, allowing downshifts even while trail braking that don't upset the chassis. I use paddles, as drive will downshift at corner out with bad results.
Next transmission cooling for the nice warm Florida weather:
I installed B&M's highest BTU trans. cooler #70297 behind the RH fog light opening plumbed in series with a Dewitt's radiator. The cooler has a dual switch thermostatic fan that is also controlled by the fog-light switch through a solenoid and is ducted to force fresh air only past the cooler with race-mesh covering fog light opening. Plumbing done using Earls Perform-O-Flex hose and Ultra-Flex hose ends.
The last couple of HPDE weekends the trans temps have maxed at 206. The car is a blast to drive as you can use torque to drive out of corners sometimes one gear higher than a manual would for the same apex RPM, note I use 2nd only exiting the hairpin @ 7 and tower turn 13, the rest is 3rd and 4th with 5th on the long back straight.
At current skill level I know I am turning smoother-better laps than I could have in a 6 speed. Note I do have a race background where I was forced to use a clutch and was pretty good at it.
I have gone through gallons of Dextron 6 fluid. It got a flush before its first track day, then due to high heat got another flush and filter change. From then on I drain and fill 4 to 5 qts. before and after each track weekend, fluid does not seem to be darkening but have not done any fluid sampling. I probably should to establish a baseline.
Please no comments about manly men only drive sticks! I happen to love Porsche's PDK, EMCO sequential and Ferrari paddles, granted they are actually dual clutch manuals with no stall converter, but if Corvette ever wants to step out of the stone age they will adapt or be left behind. Only the torque monster LS7 has prevented this from happening.
If I get rid of the Auto, it will probably be replaced by a c5 Z06, Cayman or an S2000. Just cant see a C6 Z06 fitting in my budget.
According to Chevrolet engineers at the 24 hour of Daytona booth it can. "If kept cool, and fluid clean"?
Would love to hear from shops or guys that have ran the snot out of them, rebuilt them, or just destroyed them gave up and changed cars. East Coast Performance, RPM Transmissions, Century Transmission, Mad Dog, come to mind.
Going on 20+ sessions between 20 and 30 minutes long on the full Sebring International 3.7 mile road course with my 2008 C6 and its A6 auto. NASA, PBOC ext.
1st weekend out trans. temperature, engine and oil temps. really restricted what I could/would do, had to do cool down laps mid session each session to keep trans. temps below 240.
In stock trim the A6 and LS3 in a coupe just cant survive on track for long. The paddles didn't work worth a dam and the heat would kill it in short order, great for drag racing though.
First I had to make the paddle shifting work the way it should:
Enter Chuck Cow with Corvettes of Westchester, he was able to give me an A6 tune where you didn't have to be psychic to shift using the paddles. They are responsive enough to actually use rev-matching downshifts during threshold braking, allowing downshifts even while trail braking that don't upset the chassis. I use paddles, as drive will downshift at corner out with bad results.
Next transmission cooling for the nice warm Florida weather:
I installed B&M's highest BTU trans. cooler #70297 behind the RH fog light opening plumbed in series with a Dewitt's radiator. The cooler has a dual switch thermostatic fan that is also controlled by the fog-light switch through a solenoid and is ducted to force fresh air only past the cooler with race-mesh covering fog light opening. Plumbing done using Earls Perform-O-Flex hose and Ultra-Flex hose ends.
The last couple of HPDE weekends the trans temps have maxed at 206. The car is a blast to drive as you can use torque to drive out of corners sometimes one gear higher than a manual would for the same apex RPM, note I use 2nd only exiting the hairpin @ 7 and tower turn 13, the rest is 3rd and 4th with 5th on the long back straight.
At current skill level I know I am turning smoother-better laps than I could have in a 6 speed. Note I do have a race background where I was forced to use a clutch and was pretty good at it.
I have gone through gallons of Dextron 6 fluid. It got a flush before its first track day, then due to high heat got another flush and filter change. From then on I drain and fill 4 to 5 qts. before and after each track weekend, fluid does not seem to be darkening but have not done any fluid sampling. I probably should to establish a baseline.
Please no comments about manly men only drive sticks! I happen to love Porsche's PDK, EMCO sequential and Ferrari paddles, granted they are actually dual clutch manuals with no stall converter, but if Corvette ever wants to step out of the stone age they will adapt or be left behind. Only the torque monster LS7 has prevented this from happening.
If I get rid of the Auto, it will probably be replaced by a c5 Z06, Cayman or an S2000. Just cant see a C6 Z06 fitting in my budget.
Last edited by blkbrd69; 04-15-2012 at 07:48 PM. Reason: photos
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Josiah1! (09-21-2021)
04-15-2012, 08:24 PM
#3
Safety Car
04-15-2012, 09:25 PM
#4
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St. Jude Donor '07-'08-'09-'10-'12-'13-'14
Maybe we could try.....
Can or will my 2008 A6 automatic transmission survive HPDE road course track days?
According to Chevrolet engineers at the 24 hour of Daytona booth it can. "If kept cool, and fluid clean"?
Would love to hear from shops or guys that have ran the snot out of them, rebuilt them, or just destroyed them gave up and changed cars. East Coast Performance, RPM Transmissions, Century Transmission, Mad Dog, come to mind.
Going on 20+ sessions between 20 and 30 minutes long on the full Sebring International 3.7 mile road course with my 2008 C6 and its A6 auto. NASA, PBOC ext.
1st weekend out trans. temperature, engine and oil temps. really restricted what I could/would do, had to do cool down laps mid session each session to keep trans. temps below 240.
In stock trim the A6 and LS3 in a coupe just cant survive on track for long. The paddles didn't work worth a dam and the heat would kill it in short order, great for drag racing though.
First I had to make the paddle shifting work the way it should:
Enter Chuck Cow with Corvettes of Westchester, he was able to give me an A6 tune where you didn't have to be psychic to shift using the paddles. They are responsive enough to actually use rev-matching downshifts during threshold braking, allowing downshifts even while trail braking that don't upset the chassis. I use paddles, as drive will downshift at corner out with bad results.
Next transmission cooling for the nice warm Florida weather:
I installed B&M's highest BTU trans. cooler #70297 behind the RH fog light opening plumbed in series with a Dewitt's radiator. The cooler has a dual switch thermostatic fan that is also controlled by the fog-light switch through a solenoid and is ducted to force fresh air only past the cooler with race-mesh covering fog light opening. Plumbing done using Earls Perform-O-Flex hose and Ultra-Flex hose ends.
The last couple of HPDE weekends the trans temps have maxed at 206. The car is a blast to drive as you can use torque to drive out of corners sometimes one gear higher than a manual would for the same apex RPM, note I use 2nd only exiting the hairpin @ 7 and tower turn 13, the rest is 3rd and 4th with 5th on the long back straight.
At current skill level I know I am turning smoother-better laps than I could have in a 6 speed. Note I do have a race background where I was forced to use a clutch and was pretty good at it.
I have gone through gallons of Dextron 6 fluid. It got a flush before its first track day, then due to high heat got another flush and filter change. From then on I drain and fill 4 to 5 qts. before and after each track weekend, fluid does not seem to be darkening but have not done any fluid sampling. I probably should to establish a baseline.
Please no comments about manly men only drive sticks! I happen to love Porsche's PDK, EMCO sequential and Ferrari paddles, granted they are actually dual clutch manuals with no stall converter, but if Corvette ever wants to step out of the stone age they will adapt or be left behind. Only the torque monster LS7 has prevented this from happening.
If I get rid of the Auto, it will probably be replaced by a c5 Z06, Cayman or an S2000. Just cant see a C6 Z06 fitting in my budget.
According to Chevrolet engineers at the 24 hour of Daytona booth it can. "If kept cool, and fluid clean"?
Would love to hear from shops or guys that have ran the snot out of them, rebuilt them, or just destroyed them gave up and changed cars. East Coast Performance, RPM Transmissions, Century Transmission, Mad Dog, come to mind.
Going on 20+ sessions between 20 and 30 minutes long on the full Sebring International 3.7 mile road course with my 2008 C6 and its A6 auto. NASA, PBOC ext.
1st weekend out trans. temperature, engine and oil temps. really restricted what I could/would do, had to do cool down laps mid session each session to keep trans. temps below 240.
In stock trim the A6 and LS3 in a coupe just cant survive on track for long. The paddles didn't work worth a dam and the heat would kill it in short order, great for drag racing though.
First I had to make the paddle shifting work the way it should:
Enter Chuck Cow with Corvettes of Westchester, he was able to give me an A6 tune where you didn't have to be psychic to shift using the paddles. They are responsive enough to actually use rev-matching downshifts during threshold braking, allowing downshifts even while trail braking that don't upset the chassis. I use paddles, as drive will downshift at corner out with bad results.
Next transmission cooling for the nice warm Florida weather:
I installed B&M's highest BTU trans. cooler #70297 behind the RH fog light opening plumbed in series with a Dewitt's radiator. The cooler has a dual switch thermostatic fan that is also controlled by the fog-light switch through a solenoid and is ducted to force fresh air only past the cooler with race-mesh covering fog light opening. Plumbing done using Earls Perform-O-Flex hose and Ultra-Flex hose ends.
The last couple of HPDE weekends the trans temps have maxed at 206. The car is a blast to drive as you can use torque to drive out of corners sometimes one gear higher than a manual would for the same apex RPM, note I use 2nd only exiting the hairpin @ 7 and tower turn 13, the rest is 3rd and 4th with 5th on the long back straight.
At current skill level I know I am turning smoother-better laps than I could have in a 6 speed. Note I do have a race background where I was forced to use a clutch and was pretty good at it.
I have gone through gallons of Dextron 6 fluid. It got a flush before its first track day, then due to high heat got another flush and filter change. From then on I drain and fill 4 to 5 qts. before and after each track weekend, fluid does not seem to be darkening but have not done any fluid sampling. I probably should to establish a baseline.
Please no comments about manly men only drive sticks! I happen to love Porsche's PDK, EMCO sequential and Ferrari paddles, granted they are actually dual clutch manuals with no stall converter, but if Corvette ever wants to step out of the stone age they will adapt or be left behind. Only the torque monster LS7 has prevented this from happening.
If I get rid of the Auto, it will probably be replaced by a c5 Z06, Cayman or an S2000. Just cant see a C6 Z06 fitting in my budget.
Maybe we could try..... Turning the lockup clutch back on....
It might make the shifts a bit less aggressive and with the clutch locked up, it
might help keep the temps down while competing......
My "street" tune usually keeps it unlocked in the lower 4 gears....
Chuck CoW
04-15-2012, 10:08 PM
#5
Drifting
Thread Starter
Temps don't seem to be a problem now with the big cooler, I don't believe 205-210 is to hot. Can still bypass the main radiator for less preheating. Runs at 140 on the street.
However autos do wear, just like clutches just a bigger pain $$ to rebuild. Have rebuilt many autos but think this one will get shipped to a specialist.
I am not worried about grenaiding it, as guys are putting huge amounts of HP down with slicks at the dragstrip. Just worried I am going to wear the bands and clutches at an extreme rate figure 800 shifts per weekend.
Yes the road course tune is still a work in progress, but the stall converter allows me to torque out of corners instead of shifting so much. Probably good for the LS3 oil system also.
However autos do wear, just like clutches just a bigger pain $$ to rebuild. Have rebuilt many autos but think this one will get shipped to a specialist.
I am not worried about grenaiding it, as guys are putting huge amounts of HP down with slicks at the dragstrip. Just worried I am going to wear the bands and clutches at an extreme rate figure 800 shifts per weekend.
Yes the road course tune is still a work in progress, but the stall converter allows me to torque out of corners instead of shifting so much. Probably good for the LS3 oil system also.
Last edited by blkbrd69; 04-15-2012 at 10:13 PM.
04-15-2012, 10:23 PM
#6
Safety Car
Maybe we could try..... Turning the lockup clutch back on....
It might make the shifts a bit less aggressive and with the clutch locked up, it
might help keep the temps down while competing......
My "street" tune usually keeps it unlocked in the lower 4 gears....
Chuck CoW
It might make the shifts a bit less aggressive and with the clutch locked up, it
might help keep the temps down while competing......
My "street" tune usually keeps it unlocked in the lower 4 gears....
Chuck CoW
also how is the work on paddle response time coming along?
I'd look forward to trying this and quicker paddle response.
04-17-2012, 07:44 PM
#8
Drifting
Thread Starter
True about the Cayman but they feel better than anything I have ever driven, a few more HP and they would displace alot of cars. Of course pree 09 have the same oil problems as the LS3 just easer to mod.
The Coupe MN6 LS3 platform is just not the way I want to go,.I would like a C6 Z06, just haveing a hard time justifying the cost to myself not to mention my wonderfull wife that also does HPDE but hates the MN6 in the vette. Happens to love the 911 and Cayman S manuals, I have to admit they are smoother shifting and have better body positioning. Although the butt heavy 911 at 10/10ths is a handfull.
As for a C5z, by the time I get it set up I am almost to a C6z cost.
Last edited by blkbrd69; 04-17-2012 at 07:46 PM. Reason: auto goal
04-19-2012, 09:51 AM
#9
It looks like youve done everything you can at this point. If youre in the stock ish area of hp the transmission should last a while.
Launching it from a stop is what will cause the most damage to the unit.
There's rumor of the c7 getting a true sequential transmission - hopefully we might be able to swap them into the C6...
Launching it from a stop is what will cause the most damage to the unit.
There's rumor of the c7 getting a true sequential transmission - hopefully we might be able to swap them into the C6...
06-25-2012, 09:11 AM
#10
Drifting
Thread Starter
Just an update. Have a few more sessions on it and the Chuck Cow transmission and engine tune are just about as perfect as I can ask for, given the A6 platform on a roadcourse.
Transmission temps. stabilize around 220 at Sebring full course on a 90 degree day. B&M trans. cooler still plumbed in series with DeWitts radiator. Fluid does not seem to darken from the weekend.
This is with engine at 215 and oil at 250.
Transmission temps. stabilize around 220 at Sebring full course on a 90 degree day. B&M trans. cooler still plumbed in series with DeWitts radiator. Fluid does not seem to darken from the weekend.
This is with engine at 215 and oil at 250.
10-04-2012, 10:01 AM
#11
Drifting
Thread Starter
While I had a bunch of fun and learned alot researching the A6 track setup, I finally bit the bullet and made the jump to a C6 Z06.
Just for everyones information the tuned A6 is faster at a track like Sebring with an decent driver than the equivalent driver in an MN6. I was able to run with and outrun GT3's and Z06's on street tires due to the ability to accelerate harder and smoother while shifting under power. My best Sebring laps were 2:31-2:32 on RE-11's.
Something tells me its going to take lots of practice and coaching for me to duplicate that on street tires with my Z06.
I still have reliability reservations about multiple track days on an auto not to mention the LS3 oil issues with sticky tires? Still plan on running R compounds or take off slicks at Daytona.
Chuck Cow @ Corvettes of Westchester did a fantastic job working with me on the tune trying to get the A6 to work on the track "road-course". And for an "automatic with a stall converter" it was fantastic.
It's never going to be a PDK, maybe the C7?
White A6 C6 has been returned to stock, completely neutered and traded in. Auctioned off a couple of days ago in Orlando.
A bright red Z06 is now sitting in my garage up on jack stands getting new fluids, DeWitts radiator, shocks and sway bars.
The transmission and engine oil cooler setups I fabricated for my white car will be up for sale as soon as I can get photos done. If anyone following this wants them PM me.
If some lucky individual ends up with my white car contact me as I have a deal for you.
Just for everyones information the tuned A6 is faster at a track like Sebring with an decent driver than the equivalent driver in an MN6. I was able to run with and outrun GT3's and Z06's on street tires due to the ability to accelerate harder and smoother while shifting under power. My best Sebring laps were 2:31-2:32 on RE-11's.
Something tells me its going to take lots of practice and coaching for me to duplicate that on street tires with my Z06.
I still have reliability reservations about multiple track days on an auto not to mention the LS3 oil issues with sticky tires? Still plan on running R compounds or take off slicks at Daytona.
Chuck Cow @ Corvettes of Westchester did a fantastic job working with me on the tune trying to get the A6 to work on the track "road-course". And for an "automatic with a stall converter" it was fantastic.
It's never going to be a PDK, maybe the C7?
White A6 C6 has been returned to stock, completely neutered and traded in. Auctioned off a couple of days ago in Orlando.
A bright red Z06 is now sitting in my garage up on jack stands getting new fluids, DeWitts radiator, shocks and sway bars.
The transmission and engine oil cooler setups I fabricated for my white car will be up for sale as soon as I can get photos done. If anyone following this wants them PM me.
If some lucky individual ends up with my white car contact me as I have a deal for you.
10-04-2012, 11:52 AM
#12
Racer
While I had a bunch of fun and learned alot researching the A6 track setup, I finally bit the bullet and made the jump to a C6 Z06.
Just for everyones information the tuned A6 is faster at a track like Sebring with an decent driver than the equivalent driver in an MN6. I was able to run with and outrun GT3's and Z06's on street tires due to the ability to accelerate harder and smoother while shifting under power. My best Sebring laps were 2:31-2:32 on RE-11's.
Something tells me its going to take lots of practice and coaching for me to duplicate that on street tires with my Z06.
I still have reliability reservations about multiple track days on an auto not to mention the LS3 oil issues with sticky tires? Still plan on running R compounds or take off slicks at Daytona.
Chuck Cow @ Corvettes of Westchester did a fantastic job working with me on the tune trying to get the A6 to work on the track "road-course". And for an "automatic with a stall converter" it was fantastic.
It's never going to be a PDK, maybe the C7?
White A6 C6 has been returned to stock, completely neutered and traded in. Auctioned off a couple of days ago in Orlando.
A bright red Z06 is now sitting in my garage up on jack stands getting new fluids, DeWitts radiator, shocks and sway bars.
The transmission and engine oil cooler setups I fabricated for my white car will be up for sale as soon as I can get photos done. If anyone following this wants them PM me.
If some lucky individual ends up with my white car contact me as I have a deal for you.
Just for everyones information the tuned A6 is faster at a track like Sebring with an decent driver than the equivalent driver in an MN6. I was able to run with and outrun GT3's and Z06's on street tires due to the ability to accelerate harder and smoother while shifting under power. My best Sebring laps were 2:31-2:32 on RE-11's.
Something tells me its going to take lots of practice and coaching for me to duplicate that on street tires with my Z06.
I still have reliability reservations about multiple track days on an auto not to mention the LS3 oil issues with sticky tires? Still plan on running R compounds or take off slicks at Daytona.
Chuck Cow @ Corvettes of Westchester did a fantastic job working with me on the tune trying to get the A6 to work on the track "road-course". And for an "automatic with a stall converter" it was fantastic.
It's never going to be a PDK, maybe the C7?
White A6 C6 has been returned to stock, completely neutered and traded in. Auctioned off a couple of days ago in Orlando.
A bright red Z06 is now sitting in my garage up on jack stands getting new fluids, DeWitts radiator, shocks and sway bars.
The transmission and engine oil cooler setups I fabricated for my white car will be up for sale as soon as I can get photos done. If anyone following this wants them PM me.
If some lucky individual ends up with my white car contact me as I have a deal for you.
I guess I'm the test mule now for the A6. This is my first year doing HPDE. As my skill level gets better the temps are going up too 240F/trans and 290F/ENG.
I just realized why the wife's pissed off at me I've done 31 sessions in just 1 year.
10-04-2012, 12:02 PM
#13
Tech Contributor
Member Since: Oct 1999
Location: Charlotte, NC (formerly Endicott, NY)
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I was able to run with and outrun GT3's and Z06's on street tires due to the ability to accelerate harder and smoother while shifting under power. My best Sebring laps were 2:31-2:32 on RE-11's.
Something tells me its going to take lots of practice and coaching for me to duplicate that on street tires with my Z06.
White A6 C6 has been returned to stock, completely neutered and traded in. Auctioned off a couple of days ago in Orlando.
A bright red Z06 is now sitting in my garage up on jack stands getting new fluids, DeWitts radiator, shocks and sway bars.
Something tells me its going to take lots of practice and coaching for me to duplicate that on street tires with my Z06.
White A6 C6 has been returned to stock, completely neutered and traded in. Auctioned off a couple of days ago in Orlando.
A bright red Z06 is now sitting in my garage up on jack stands getting new fluids, DeWitts radiator, shocks and sway bars.
Bill
10-04-2012, 01:22 PM
#14
Race Director
Interesting thread! Sooner or later I'll get a similar model. Those temps and work look good. I'll build mine similar when I get there.
10-04-2012, 01:37 PM
#15
Drifting
Member Since: Sep 1999
Location: King Ranch, 2015 GTR 2008 Z06 Viper Texas
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Smooth throttle control is the secret to driving the Z fast. When I went from my C5Z to the C6Z I thought I was pretty smooth but the C6Z is a whole different animal. Took me back to my C3 Big Block driving days and I had to relearn what it took to drive those torque monsters. I really would like a DCT in the Vette but with the LS7 engine you can get by without it as shifting like most manual Vettes is usually limited to two gears (3rd and 4th). The extra torque of the LS7 means you can even pull out of slow corners without wasting time down shifting. You are driving a car that can start out in 4th gear (slipping the clutch a little) and never need to shift until you hit 160 mph. I suspect the fact your auto was outrunning Z06s was more due to driver skill than the car. Once you get used to the Z you will wonder why you waited so long to move up.
Bill
Bill
I would also add to "smooth" the idea of not throwing the car out of balance while accelerating or braking. This was the greatest lesson I learned doing events in my Viper for several years.
Once I got good, there was plenty of torque, I shifted minimally as stated above (basically 2 gears), could heel toe shift and if I had a passenger they never would have known. The smoother you get as a driver the "slower" it will seem your going and the lower your lap times will be.
10-04-2012, 02:57 PM
#16
Former Vendor
Member Since: Nov 2005
Location: Ossining New York
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St. Jude Donor '07-'08-'09-'10-'12-'13-'14
OH MY GOD!!! Hope you kept your AutoCal!
While I had a bunch of fun and learned alot researching the A6 track setup, I finally bit the bullet and made the jump to a C6 Z06.
Just for everyones information the tuned A6 is faster at a track like Sebring with an decent driver than the equivalent driver in an MN6. I was able to run with and outrun GT3's and Z06's on street tires due to the ability to accelerate harder and smoother while shifting under power. My best Sebring laps were 2:31-2:32 on RE-11's.
Something tells me its going to take lots of practice and coaching for me to duplicate that on street tires with my Z06.
I still have reliability reservations about multiple track days on an auto not to mention the LS3 oil issues with sticky tires? Still plan on running R compounds or take off slicks at Daytona.
Chuck Cow @ Corvettes of Westchester did a fantastic job working with me on the tune trying to get the A6 to work on the track "road-course". And for an "automatic with a stall converter" it was fantastic.
It's never going to be a PDK, maybe the C7?
White A6 C6 has been returned to stock, completely neutered and traded in. Auctioned off a couple of days ago in Orlando.
A bright red Z06 is now sitting in my garage up on jack stands getting new fluids, DeWitts radiator, shocks and sway bars.
The transmission and engine oil cooler setups I fabricated for my white car will be up for sale as soon as I can get photos done. If anyone following this wants them PM me.
If some lucky individual ends up with my white car contact me as I have a deal for you.
Just for everyones information the tuned A6 is faster at a track like Sebring with an decent driver than the equivalent driver in an MN6. I was able to run with and outrun GT3's and Z06's on street tires due to the ability to accelerate harder and smoother while shifting under power. My best Sebring laps were 2:31-2:32 on RE-11's.
Something tells me its going to take lots of practice and coaching for me to duplicate that on street tires with my Z06.
I still have reliability reservations about multiple track days on an auto not to mention the LS3 oil issues with sticky tires? Still plan on running R compounds or take off slicks at Daytona.
Chuck Cow @ Corvettes of Westchester did a fantastic job working with me on the tune trying to get the A6 to work on the track "road-course". And for an "automatic with a stall converter" it was fantastic.
It's never going to be a PDK, maybe the C7?
White A6 C6 has been returned to stock, completely neutered and traded in. Auctioned off a couple of days ago in Orlando.
A bright red Z06 is now sitting in my garage up on jack stands getting new fluids, DeWitts radiator, shocks and sway bars.
The transmission and engine oil cooler setups I fabricated for my white car will be up for sale as soon as I can get photos done. If anyone following this wants them PM me.
If some lucky individual ends up with my white car contact me as I have a deal for you.
As of now, I'm planning my trip to FLORIDA!
Congrats and let's talk soon!
Chuck CoW
