After a lot of searching, I'm about to put some Sumitomo HTRZ3's on my Z06 wheels for the summer/fall. I'm planning to do at least 3 HPDE's, two at Joliet Speedway, and one at Blackhawk, but we will see.

 

I recently upgraded the air filters on my RS Twin Tube setup. I never realized how small the ones I had on were, until I bought some new ones and they were virtually twice the size. Yes, I did notice a difference in acceleration and sound, but the REAL difference was that my mileage improved! Hmmm, note to self; make sure you put the proper size air filters on to begin with, instead of starving the engine (although the stock box is the definition of truly starving the engine of air). I do have a pic of the difference in the two types of conical air filters that I'll put up. It's a rather stark difference in size. In fact, the increased size forced me to have to redo my air intake track. I'll get an updated pic of that as well, as I think it actually is more elegant than what I showed earlier in this thread.

 

Regarding the tires: I would really like to "upgrade" to the new Continental ExtremeContact SPORTS, but they're a good $350 more for all four tires than the Sumitomo's. That's a hard sell to the wife.

Of course the new Conti ECSports are MUCH better for a dual purpose daily driver street/light HPDE/AutoX track use, over the Sumitomo HTRZ3, but....The Sumi's do have a good reputation of being decent and well mannered on the roadcourse and street, so....$$$ do start to be part of the equation.

Anyone have any thoughts about this??

 

Thanks. I have been realizing that it has indeed been been a voyage towards a theme for the Vette; one that has taken me through time and space, into the....

Well, honestly, it's lead me to the realization that I do have a vision for the Vette. It's one that is ultimately centered around wanting to turn my C5 into an "updated C5z"; one that is capable of staying around a C6Z in performance. This past fall/winter got me moving towards this vision/goal when I solidified the idea that I at least wanted to be at the current C7 base/Z51 performance level.

However once I started talking with the performance shop in earnest and they shared with me how it wouldn't be much of a problem to get the LS1 up to 500 crank HP without really sacrificing any of its reliability and durability, then the vision started to change a bit towards the C6Z.

Things really kicked in as I started considering that from a chassis dynamics standpoint I had already put a number of the C6 pieces in place with the sway bars and shocks. The C5Z springs that I have on are also rather close. Since the C5 base was only 3219 lbs to begin with, I was already somewhat near the weight of a C6Z(3130 lbs), and further reductions to that weight occurred when I put the Stinger Type exhaust on for the heavy stock unit.

After reading a number of the threads and work by others comparing the steel frame of the C5 with its AL based adjusted one in the C6Z and C7's, and things seemed to further crystallize around the capability of this concept.

Now I'm not trying to exactly match, let alone beat a stock C6Z's performance; I just think that I can earnestly approach it.

As it stands, the cam, valve train, stuff that the performance shop is going to do will have me around the needed HP for the vision, while tires and sizing are some of the other items of need. Updated brake pads, and fluid are planned and will help, but upgraded calipers and rotors aren't on the horizon as of yet. I also have to upgrade the tunnel brace as it's simply too whimpy.

So here we go again... but at a slightly slower pace.

 

Drive it and enjoy it ... and Budget yourself.

The first thing I did was get rid of my Run flats and got some real Meat
Then Exhaust
Then Intake

Once you get the need for speed, then you move from Bolt-On's

.... you have a Vet now, the Mods never end ... NEVER EVER

 

LOL

Yeah, I still need to do a tune but haven't yet in lieu of the pending cam/valvetrain mods. I also still need to put on a Z06 alignment but haven't yet because I wanted to wait until I got the new Non-Run Flats on the Z06 rims. If I hadn't had so much rubber left on the Pilot Sport AS ZP's I would have put the new rubber on the Z06 wheels for the full Z06 effect last summer. Alas, that's just more to look forward to this summer.

The interesting thing about owning a Vette that I've found so far is that I just love driving the thing!!!!
It truly is like driving an IMSA car on the street, especially with all of the Z06 suspension mods. Even my TT 300zx didn't feel like the Vette does. It lacked some of the precision, and a lot of the body control and grip that the Vette has. It also didn't have the HP and TQ of the Vette, and it sat higher off of the ground and felt heavier (because it was). And the brakes on the 300TT ZX were absolutely ABISMAL; something that has absolutely stood out in a pleasant way regarding the Vette. I keep expecting the brakes to pulsate and fade because that's what kept happening with the TTZX, but they don't on the Vette; it just stops, and stops smoothly!

 

Here are the air filter comparison photos the yellow ones are the replacements

 

Some of my new Continental Extreme Sports (fronts: 275/40/17). The rears are 295/35/18. They were put on C5 Z06 wheels. The ride is OUTSTANDING!!!! Cassidy Tires mounted them and did the Z06 alignment.

 

Here is a look at the car with the new tires and Z06 wheels:

 

About a month ago I replaced the front turn signal lens housings, which can be seen in the last photo. I spent a couple of weeks reviewing the different color options and looks before settling on these. I also replaced my front Driver's seat track with a C6 on Thursday. One of the flanges had broken. I decided to use the C6 since it is a direct fit because Chevy redesigned the rear flanges; actually they basically got rid of them and virtually welded the mounts to the the track (it's actually a piece of metal folded at 90deg facing down straddling the track with the mount welded on top). The setup looks much more robust compared to the C5 seat tracks, and the C6 seat tracks seem to be more plentiful.

 

Even though I haven't taken any corners in anger because I am adhering to the Tire Rack break-in guidelines (500mi), I can tell you that the car steers more precisely off center. It also seems to have increased steering feel, which I really like, and is noticeably more responsive.

I now see what all of the celebration has been about moving on from run-flat tires. The car rides so nicely over road irregularities that it almost feels like the wife's Odyssey mini-van. It's crazy smooth and good. Speedometer is off by 3mph due to the smaller rear tire height (verified via GPS), but I'm fine with that. It even feels like the car revs a little easier, but that could just be me.

 

Oh, my Snell 2015 came in yesterday to boot. Some autoX and beginner's HPDE's are on order, but I have nothing officially cited yet. The wife and I just got my mom's caregiver an other services set, and I have a book to get into the meat of writing for through the next 2-3 chapters that has been prolonged due to mom's health issues. Things are getting better however.

 

I put the Autozone GT's on the front a week ago and OEM caliber Autozone Gold's on the rears. While I was at it I bled all four calipers (near black fluid from the rears and dark amber from the fronts); filling with new Bosch DOT 5.1. Then it was off to bed them in.

I really like the new pads, especially the GT's. They have very good initial bite and dust is surprisingly minimal. I couldn't believe how well the stop. During the final stages of the bedding process I never detected even a hint of fade, and they are totally quiet.

For me it was the street/track performance billing that initially caught my eye for the Autozone GT's, as I need a good front pad for my upcoming HPDE's this summer (2-3). However, I was further intrigued by the claims of "low" wear and dust.

The Autozone GT's appear to be on par with the Hawk HP+; maybe even a little better. Interestingly the Autozone GT's are a Carbon-Semi Metallic compound vs the HP+ being a Semi-Metallic/Carbon compound, with the Hawk HPS not up for consideration as they are a step below these two pads.

So far they are living up to the "low" dust claim. However it seems that it's not really that they are "low" dust; it's more like they are a "fine" dust pad. That finer dusting doesn't 'cake' on the wheels as much thereby giving a little bit of an illusion that it's a lower dust pad then it actually is. The rotors are nice and buffed still even though I've been pounding on the breaks more than normal because they have such a nice, linear modulation.

The Autozone GT having a life-time warranty (Gold rears as well), was the final draw for me. So far I love these pads, but I'll know more about their track performance claims at the end of this month when I do my first ever HPDE at the Joliet Autobahn.

 

Wow!!! It's been two years since I've posted on this? Well a lot has happened. I haven't gotten out to do an HPDE since the brake change, but hopefully I'll have some information on them soon from another source. I still love my Vette, even though I've only put about 3k on it since April 2018 due to my sporting accident that has left me disabled. I'm blessed that I didn't loose my right leg, but I can't bend it past 30deg (if that), and I can't put any weight on it. Thankfully I can bend it just enough that I can still drive; albeit I have to left foot break with 'normal' cars. The Vette is different though; due to it's heel-toe pedal arrangement, I can still drive it even though it's a 6spd because I can keep my right leg virtually straight and still brake. If it wasn't for the heel-toe arrangement I wouldn't be able to drive it. Now of course, I can't drive it for long periods, but I can drive it. When I do, it's so weird because I realize all over again just how low it sits. It's like I'm in a go-kart, or what I imagine an IMSA GT car feels like. I've promised this one to my 10yr old son, so it's not going anywhere Lord will and the creek doesn't rise. Someday, I will get a C8.
As for now, I might be able to make my first Corvette Club meeting tonight, if the wife makes it home in time. We will see. So to all of my fellow Corvette sisters and brothers out there...continue the drive; I know I am!

 

Just put this up on one thread but wanted to get it on my own as well:

So I have it on good authority from this past weekend that the Duralast GT performance at a track sprint had the following properties:
Positives
- No fade (these were only 1 lap runs at a time, multiple runs)
- Nice modulation, very smooth
- More Clamping Torque than stock semi-metallic pads

Negatives
- Track Speed Initial Bite is still much lower than entry level race pads like XP8's
- Total Clamping Torque is still much lower than entry level race pads like an XP8
- Due to its Carbon Fiber/Semi-Metallic makeup, the smell is different from stock semi-metallic pads; they have more of a burnt smell.

Conclusion:
-Great Street
-Good Auto X
- MAY NOT BE FOR HPDE Continuous Lapping Sessions of 15+ minutes if pushing beyond 70%
- NOT FOR RACING

Based upon this information I plan to use something else for my front pads when I try the track; I'll probably look at XP8's or the New Hawk HP Sport Plus (made after 7-16-18), because I think I'll want more clamping torque. According to Hawk, the reformulated New Hawk HPS+ pads do the following:

"Hawk's HP Plus Sport Pads (Enhanced Compound) are designed for use on the road, as well as provide a high level of performance at an Autocross or Track Day event. Hawk has now combined the best of both HP Plus and Street/Race compounds by maximizing the stopping power and fade resistance of their HP Plus (Original Compound), while maintaining the street and track versatility of Street/Race. Due to the aggressive nature of this pad compound though, increased noise and dust should be expected over other street compounds. The HP Plus (Enhanced Compound) displays lower pad wear and noticeably improved rotor wear over the previous HP Plus (Original Compound) while exhibiting less temperature sensitivity, for improved modulation and driver confidence. All HP Plus product manufactured after July 16, 2018 is manufactured with the new, enhanced compound.
Key Features & Benefits:
New, enhanced compound improves wear for longer pad life

• Extremely high friction level for responsiveness and resistance to brake fade
• Suitable for autocross and track day events
• Elevated temperature resistance "

**** I don't regret my choice with the Duralast GT's as they are using the new formulation trend of carbon fiber/semi-metallic compounds. I just think I'll want more clamping torque and initial bite at track speeds = more confidence for me.

NOTE: Hawk offers insight into the brake clamping torque of their different pads. Their Race Black Pads have only moderate clamping torque, while their Race Blue42's have low to moderate clamping torque. Thus, brake clamping force doesn't appear to be the determiner for whether a pad qualifies as a race or street pad. If you think you will want more clamping torque and initial bite than the Duralst GT's, you may want something else; if you want less then a high torque and initial bite pad, then the Duralast GT's may work for you.


Hope this helps.