Corvette Modifications Primer : A few things to consider if you wish to modify your Corvette for High Performance


So you want to modify your C6 or C5 Corvette for high performance. Here are some things that you should consider first.

What is your driving style? Are you a drag racer? Autocross? Road racer? Weekend warrior? Show car? Stoplight to stoplight? Or simply highway fun? Or a combination of all or some of these choices?

How you drive and enjoy your Corvette will directly determine what modification you should make to your Corvette.

Nothing is free. Every modification you make to your stock Corvette will involve some kind of compromise. You are not going to make 800 rear wheel horsepower and get 30 miles per gallon with a whisper quiet exhaust as well as drive and idle like stock. That is not going to happen.

The trick is to be totally honest with yourself and decide what compromises you can live with and which ones you cannot. For example, if you want to achieve 500rwhp naturally aspirated, expect a big cam with a loping idle. Expect to lose some fuel efficiency. Expect your Corvette to not drive like stock. Expect to void (at least in part) your GMPP warranty.

You can start with simple bolt-ons like an aftermarket air filter, long tube headers and cat-back exhaust system. The next logical step is a camshaft only upgrade or heads and camshaft. Along with the bolt-ons, you can be comfortably at the 425-450rwhp range, all naturally aspirated. Or you could bypass the bolt-ons and simply have a supercharger or twin turbocharger system installed. An alternative to bolt-on might be rear gears (along with a stall converter for the automatics). Gears can also compliment your other modifications.

It all depends on what you wish to achieve.

As you increase the stock Corvette from it's 300-340rwhp (C5-C6) or 435rwhp (C6 Z06) to circa 550rwhp on the stock bottom end, expect to have to upgrade other aspects of your drivetrain, cooling and suspension. Remember, nothing is free.

Beyond 550rwhp, we strongly recommend a forged engine as you will be on borrowed time. At this point, your clutch/stall converter will have to be upgraded along with torque tube connectors, transmission and differential. Cooling must be addressed as well as the always overlooked and often forgotten bulletproof fuel system. At this point, methanol injection for boosted applications is almost mandatory. Suspension, brakes, wheels and tyres should also be seriously addressed, along with additional safety systems like a 6 point or better rollcage and so on.A Corvette that is very fast is no fun if it also does not handle and stop.

High performance is not a cheap hobby and it is best to be very aware of this fact going in so you do not encounter any surprises.

But no matter what your budget, we can tailor a system to suit your current and future needs. So please drop us a line or give us a call to discuss your Generation 5 & 6 Corvette high performance needs.

Phone: 281 464 2800
Email: sales@englandgreen.com
AIM: englandgreeninc

Stephen

 

Now that is a no nonsense informational post.

Too many guys want 800RWHP for $10K, it just ain't going to happen in a C5 or C6.

 

Yes. Choose your compromise - power, cost, reliability, warranty, noise, driveability, comfort, handling. This post came about because I have been getting quite a few inquiries for high performance with zero compromises. Thought this might help a little.

Stephen

 

Very realistic post.

 

Good post . I learned this a long time ago with my long tube header install with offroad x-pipe. I hear what you are saying tho my friend has a corvette performance shop and I hang out there from time to time. Some of his customers don't even know how to paint there front calipers. Like people who want H/C package with long tubes but don't want drone or be quite as stock? Enough of my 2 cents.

 

Dead on, Stephen.

 

Stephen,

Very true. But the hard part is figuring out what you really want a priori, and being committed to it.

To get reliability for anything above 550 RWH, you basically need to re-engineer the entire car. Primarily because you've exceeded the built in design margins (motor, fuel, transmission/power-train, safety). And that's going to cost serious dough.

Best, Stan

 

^ Absolutely correct. I try to tell my customers that so they can budget accordingly. Not just funds - but time.

 

Very well put from a guy that's experienced a severe case of "Mod Fever" What's up with "Grond" ???

 

Grond - a perfect example of being waaaaaaay over budget and massive scope creep

 

Good post EG!

 

Mine ended up in the same boat as Grond.

It's coming along though.

Stephen, any recent pictures to share.

 

you can not put it any better.... you play, you have to pay...

 

Very good write up!

 

Good writeup Stephen.

 

Here Here, let us have some GROND!!!

 

May I ask, what are the torque tube connectors? Something that should be replaced, or should the whole tube to be replaced when going over certain torque limit?

I've always had an impression that drivetrain dimensioning is based on torque, not horsepower ratings (which of course do depend on each other via rpm's).

 

Do a search on torque tube bushings and you'll see a bunch of threads covering the subject.

 

http://forums.corvetteforum.com/show...27&postcount=8

 

I spent over that to finally get reliable and the blower kit was used!

Of course, an a4 car will do that to you. Weak driveline parts.

Limped the car to EG with a slipping tranny and a rear end blowing oil all over the back of the car. Good times.