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Wasn't it you that started the thread a few weeks back about the salvage C6 and your fear that Aussie authorities were going to dismantle it looking for asbestos?
Sorry, yes it was.
we've got a base 2013 model on the water right now, due here in about 3-4 weeks. There's a huge fuss going on here right now re the importation of asbestos.
As I understand it, no Corvettes had any asbestos content since the late nineties,so I am seeking confirmation from GM, but that's proving to be a challenge.
A couple of pics with our engineers. These guys need to come and check during various stages of the build to check we are doing things in accordance with their guidelines.
Without an engineers report at the end of the build, you've got no hope of ever getting them registered for road use down here.
First pic is analyzing the proposed design and fitment structure of the widened C3 windscreen frame on top of the C6 aluminium "A" pillars. Mounting steel to aluminium is always a challenge, and these guys need to sign of on our attachment method, which is bolting and glueing.
Second pic is checking on part of our structural improvement processes to increase torsional rigidity. As most of you know these aluminium framed Z06's were never available in roadster form, so we started doing sill re-enforcements ( as shown ), and it will carry on with other planned mods you'll see during the build.
St. Jude Donor '06-07-'08-'09-'10-'11-'12-'13-'14-'15-'16-'17-'18-'19-'20
Having witnessed (from afar) Ross and his talented support group designing and building his 63 Coupe (called Prodigy), and seeing the end result, there’s no doubt these cars will be built to a high standard.
Taking into account the complexity of the work involved, the requirements that Australian regulations require for registration, converting to RHD and all the unknowns being faced gives us some idea of how difficult these projects are. Building five at the same time makes managing these projects all the more difficult.
Ross and his “mates” came to Corvettes at Carlisle last year and used their time well to collect many needed C3 parts. Below is a picture from Carlisle.
Needless to say it will be interesting to follow their progress.
What a great project. I wish I had the skills to attempt such a conversion. Good luck and please keep us posted with your progress!
Sabre,
We really aren't that skillfull. I believe anyone that can swing a wrench, and has the time, passion, stubborness, and desire to build their dreams can make it happen.
You just need a plan, and just chip away, one challenge at a time.
I also believe we are all more capable than we think we are.
Pic 1:-
At this point we had already added 1" to the centre to make the hood bulge more in proportion with the whole widening process.
You can see where we widened it down each side and how we took it in towards the front. 31/4" each side at the rear and barely 1/2" each side at the front.
We felt we needed to keep the look of the C3 with the front tyres hanging out from the front prespective.
Never figured this in our initial planning, but it looks right we feel.
Pic 2:-
You can see from the top perspective how it looks. If you haven't picked up by now, it's a tilt front. It features a 68-72 big block hood bulge that's been raised at the front 1" and blended into a wiper door delete later hood. against the windscreen it's widened a total of 7.5", at the very front, only 2". It sounds wrong, but looks right.
Great project, I will be following....love customizing Vettes. I did a lot to mine but nothing on this scale.
You are right, I learned how to do so much myself that I never thought I could do.
I am a former Brit living in the US, my brother lives down under in Hocking, Perth.
Will be following along mate
since the hood-surround-fenders are now 1 piece,this meens the whole front will tilt forward? or slide off?
Yes, sure does. It hinges just below front bumper line, much like a C4.
We need to get the hood hinges as far forward as we can in order we get clear seperation from the hood to the front valance.
A few challenges here, but I think it will work out fine.
For those who have expressed interest in the Right Hand Drive Conversion process:-
Pic 1:- shows extensive redesigning of firewall. You'll note power booster relocation, plus mods to accomodate the converted HVAC system. Nothing left really of the original firewall.
Pic 2:- shows nearly completed pedal box. All pedals needed to be remade, keeping in mind we strived to get the same relevance in the pedal configuration as it was when LHD. Pedals profile cut from bisalloy steel and pressed to shape. We will cut the original alloy pedal pads off from originals and glue and screw to these new steel pedals. We played with the idea of making suitable replacement pedals in alloy as per original, but were not convinced of structural integrity ( plus they cost a bunch more ), so we run with the steel. Pedal box itself was a modified original to suit, and that worked fine.
Oh wow!!
Having grown up loving the Stingray from back in the day, and now happily driving the C6...your project does tug on my heart strings just a bit.
Talk about nostalgia...excellent project and great work on the Prodigy too. Having seen other similar conversions of that body type, and while cool in their own right as well...yours does work on a whole other level.
Mounting of windscreen frame.
As most of you would know the frame on the C6 Z06 is aluminium, and the original widened C3 windscreen frame, is of course steel.
All the steel framed C5's and C6's had aluminium windscreen frames, so in fact the reverse of what we have to deal with.
To mount this C3 frame, we had to prep the modified C6 Z06 "A" pillar to allow us to glue and bolt it on, not unlike in some ways what they did in the factory, but in reverse:- hope this makes sense.
Pics might help.
Pic 1:- shows the modified Z06 "A" pillar
Pic 2:- details how we used the top part of the original "A" pillar of the C3, designed to mount on to the result of pic 1. We used this to use the original C3 top door hinge mount locarion which is a great reference point to swing the doors
Ross if you happen to be looking for another body .
I have a 76 that I'm no longer have any plans for .
Bob
Thank you Bob
Mate, at this stage we are building the mock up off a old vert body I bought. We will then make molds from these to produce all our bodies.
We are however using original birdcages:- well, at least the windscreen frames, and top section of the A pillar.
I think we have enough birdcage parts, but please send me a pm with what you have etc, and we'll see.
Cheers Bob
Rgds
Ross
Ross
I think if you can register the car with the c5/6 vin, then making the components in house is the way to go.
Then there is no compromise on the quality of the components
Bob
Ross
I think if you can register the car with the c5/6 vin, then making the components in house is the way to go.
Then there is no compromise on the quality of the components
Bob
Bob, these are built under ICV ( individually constructed vehicle ) status, so using donor C6 Z06's vin number is not an option. Vin number is issued by our state transport department with each approval granted
We import the rolling chassis of the salvage cars after they are stripped of all body panels. As you are probably aware, it is no longer permisable to import damaged cars into Australia, so our donors come in as parts. no import approval is needed, as is necessary with complete cars.
This means that the donor's original vin is not recorded in the system, so getting it registered with the original vin is not possible
One of the advantages with this niche we found, is that we can perform the RHD process as part of the build process, where upon you need to be a RAWS compliance holder to perform conversions, as no doubt you would be aware.
I've grown to really dislike the conversion industry here. My belief is they charge a fortune for much less than acceptable work. I have experienced some genuinely shocking workmanship, and I wouldn't let any of them convert my wheel barrow.
It's a huge bonus being able to convert ourselves. Not only do we save a heap of cash ( ie C6 conversion cost $49.5k ), we do a much better job:- not because we are better than anyone else, but because we give a s^*t, and take the time to do a decent job.
07-28-2017, 10:28 PM
