Point of View

Also from Issue 52

  • Hand-controlled 2007 Z51
  • 1961 restoration
  • Market Report: C4
  • Tech: Carbon fiber
  • 1990 Lister Corvette
  • 1958 Lister Corvette
  • 1969 L88 convertible
  • Racing: 24 Hours of Le Mans
  • How-To: C3 trailing arms
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With this much power, having an effective engine oiling system was mandatory. Loud Pedal addressed this concern with the installation of a ported LS6 oil pump. And in case of a supercharger failure, the blower’s lubrication system is self-contained, assuring that the engine won’t starve for oil.

The exhaust system wasn’t ignored. The standard manifolds were swapped for a pair of 1 7/8-inch LG Motorsports Pro Long Tube headers; they exit into a Borla Stinger exhaust. The resulting sound had us looking for the Four Horsemen of the Apocalypse. Even at idle, the Vette’s rumble was powerful enough to make the rearview mirror vibrate like a tuning fork—and we’re talking about the one in the chase vehicle behind Johnson’s car. Once above idle, the exhaust note quickly turns nasty. Then, as the blower comes on, its whine and the fluttering of the TiAL 50-mm wastegate combine to create a brutal sound that scares dogs and frightens small children. Pity we haven’t mastered scratch-n-listen magazine technology, but if you get on YouTube and key in “Drewstein,” you can hear the dyno pull and understand what we mean. If the hair on your neck doesn’t stand up when the revs climb, check for a pulse.

What good is an engine that cranks out a mountain of twist if the clutch doesn’t pass the torque downstream? That’s where the Spec Stage 3+ twin-disc clutch comes in handy. With its full-faced carbon-metallic material, it grabs like a leech when engaged, but pedal effort through the ZO6 clutch cylinder is moderate and eminently livable. Aft of the clutch is an RPM Level 5 6-speed manual transmission, which is capable of staying intact even during spirited shifting. The rear differential holds stock 3.42:1 gears, but the output shafts have been hardened for durability.

Durability is good.

The biggest problem with having an engine of this level is getting the power down to the ground. To this end, Johnson went with extremely wide rubber, with 345/30ZR19 Hoosier R6s at the rear. The R6 is essentially a road-racing slick with a couple of grooves to gain DOT approval. It’s a very sticky tire, but even if it were covered in glue, it would not stand a chance against 4,000 rpm and a side-stepped clutch given this car’s torque. The front tires are 275/35ZR18 BF Goodrich KDWs. The rubber is mounted on a set of iForged Aero wheels, featuring a custom combination of matte-finish spokes and glossy rims with a thin red accent stripe to play off the red on the brake calipers. Very tasteful.

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