Does the RHR splitter mount under the existing ZR1 splitter or replace it? A lot of guys over here run just a pure flat composite splitter - since they get banged up pretty good. Might go the low budget route to start - I have some wind tunnel data from a similar car to the vette and was getting good downforce with a pure flat splitter. It’s more about how far it sticks out and forces all the turbulent air up and over vs. letting pass underneath. The flow underneath needs to be max velocity to create a low pressure area while flow over top needs to be slower creating high pressure area aka more downforce. Venting it back will actually slow it back down - unless you have another channeled area for it to flow through.

as far as other comment about NA only for track - cooling technology has come a long way - it’s a matter of heat management in either case NA or induced. E85 really helps a lot and managing the extra heat of the supercharge is manageable. The low end torque - once you can get it down consistently to the track - really benefits coming out turns vs. NA. Tons of turbo charged track cars out out there. Times always change - carbs were the go to system now EFI and even direct injection are better options.

old dogs can learn new tricks....

Of course - seen some really trick installs already that bounded and riveted aluminum angle iron to top side of splitter and then bolt that up to a custom frame support - wish I would have snapped some photos while I was snooping around at track......but picture is firmly imbedded in my mind.

other key is get splitter 2-3 inches from track surface - hopefully without hitting the bumpers when corners get “shortened”

You do realize it’s a spring, with a mechanical shock controlled by a mechanical valve right?

the “big boys” must have invented special springs and special valves that defy the laws of physics......

i truly dislike the “big boy” sales pitch........

As someone who has actually raced and won in a c6....look at rhr performance. It’s real, functional, aero. My good friend Faircloth composites made an unbelievable front splitter. Penskes are worth every penny. As others have said, go with 18s, yes they can be made to clear ccb. Keep the engine mods to those that will add reliability.... I’ll stop here as you seem to have asked for advice while having all the answers.

Don’t have all the answers - just a direction want to take car. I was really wanting to go with 19” so I could recycle my own tires from other car - but changed direction and will go with the 18”.

not touching cam, heads, etc CAI, coated long tubes and maybe porting of TB, Snout and charger body (to help,lower AIT only). Between E85 and meth/water injection - really want to understand if exchanger upgrade is needed or not. Might just hold off changing exchanger and see what IAT’s are after few sessions. Again, have a direction not all the answers on how to get there. Will most likely go with a Dewitt radiator and prospeed dual fan upgrade - vent the hood - again in the name of temperature Management.

you using the DA or TA penske’s? Canisters or no canisters? Spring rates? Seen were 750# front and 850# rear used with a good aero package. Springs easy to swap out to find right spot for correct balancing.

do you run E85? E85 by itself can handle much higher IAT’s - yes, mileage much lower but that can be addressed so tracking a car can hopefully last more than 2-3 laps.....

do you know if stock ECM pulls power based off IAT temps or based off of knock sensors? AEM controllers in induction applications general use only knock sensors - and use VE (volumetric efficiency) which is a much better way to control an ICE (IMO). MOTEC controllers have a similar function

Stock pulls timing based off iat2 temps. Starts at 150* if memory serves.

I ran pump fuel as no track had e85. Originally was 715whp, blew motor(ate rings, common on tracked zr1’s) new motor was 775rwhp. Used it once or twice on track and sold it

ate rings?? what is that.. can you elaborate a little.. that sounds horrible.

Lol. Melted the piston rings

wow overheating or detonation?

No overheating, but from the heat if sustained track use

Car will be trailered to every track - 48’ foot gooseneck will fit both of my cars, all the gear and at least 100 gals or so of E85.

Trying find balance of IAT impact from meth/water injection vs. larger exchanger, bigger pumps, bigger tank, etc. it depends on what they sell which advice is given.......would really like some neutral party input here.

A pretty much stock engine - with CAI, longtubes on E85 with meth/water injection should be fine on IAT’s on long track sessions without any additional cooling updates correct? Provide meth/water tank will last for full session - gas tank will be empty after around 45 minutes - so meth/water just needs to last that long....

Ice in the tank will gone within the first 5 minutes of the race.......

short shifting will help as previously noted - the LS9 has a wide torque band whereas NA guys have to push much higher RPM’s to get similar acceleration. Also as previously noted pure water injection vs. meth/water blend will knock IAT’s down - just have figure out tank size. Running pure water - tank can go in rear cargo area per NASA and SCCA rules so get a large enough tank to last for a full tank of E85 shouldn’t be an issue.